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11.1 PURPOSE
The purpose of this document is to provide the necessary information and to raise awareness of the
standards required to operate vessels in extreme cold and navigation in ice.
There can be no substitute for thorough contingency planning by the shipboard management team in the
winterizing of their vessels. As always, the ultimate responsibility for the safety of the vessels lies with her
Master and operations in extreme cold require a focused effort by those involved.
Deck officers, Master + C/O - that are due to join ice class vessels should have attended a In House Ice
Navigation training course prior to joining. Wherever possible, consideration should also be given to
placing them on ice bound vessels as a supernumerary. This will enable them to gain first hand practical
experience of sailing in ice prior to them joining their own vessels.
The procedures gives guidance on all aspects of operations in ice and it is the responsibility of all
involved to ensure that these guidelines are followed and acted upon.
The document is as comprehensive as possible but is not exhaustive and all management teams should
treat ice and extreme cold with the utmost respect, or suffer the consequences.
11.2 GENERAL OVERVIEW
This section sets out to establish some basic understanding and procedures so we can successfully and
safely trade in this environment.
The areas listed below are where vessels may be exposed to ice and extreme cold temperatures, in their
winter months:
St Lawrence Seaway – ICE NAVIGATION (specific local requirements)
Baltic – ICE NAVIGATION
Russia (White Sea) – ICE NAVIGATION
Russia (Pacific Coast e.g. Nakhodka)
Additionally ice may be seasonally encountered in the following areas:
North America (USA and Canada)
Northern Europe (especially Scandinavia)
China
Korea
Japan
The main subject areas of this document are,
Personnel Welfare.
Shipboard Operating Procedures.
Ship Equipment.
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We have in our managed vessels with hulls that are classed as “Ice Strengthened” to Ice Class 1A, 1B. It is critical that the significance of this classification is understood; it does NOT automatically
imply that the vessel itself is suitable for trading in the extreme (cold) environmental conditions
and/or passage through ice. Please refer to the section titled “ Ice class vessel construction”.
The fact that the hull has an ice classification means that it has been constructed to incorporate minimum
speed / power output in ice and has hull structural integrity that allows the vessel to navigate in ice up to
certain limits. Beyond these limits the vessel will require the ice to be broken and cleared by Ice Breaker
vessels.
11.3 REGULATIONS
The FMA rules are based upon the fact that ice fairways / channels will be cut and maintained by their
operational fleet of ice breakers, with the transit of vessel through these ice fairways assisting to keep
them comparatively ice free.
The Russians presently operate a convoy system of ice navigation. Vessels will be directed to a
rendezvous position where convoys will be marshalled and then escorted through the ice fields in stages
by icebreakers. Icebreaker attendance is, by virtue of the limited numbers available, not always 100%
and convoys are effectively “parked” and shuttled through from the rendezvous position to the port.
This section is issued in general terms and reflects the current rules. We will look at the range of
classification from ICE 1A* to ICE 1C Finnish -Swedish rules.
Unfortunately there are several different classifications of ice strengthening throughout the world. The
following table shows the equivalency of ice notations.
Thickness of
ice
DVV Baltic IACS Russian MRS
Old
Russian
MRS New
DNV
- ICE C - L4 LU1 -
0.4m ICE1C - L3 LU2 -
0.6m ICE 1B PC7 L2 LU3 -
0.8m ICE 1A PC6 L1 LU4 ICE-05
1.0m ICE 1A* PC5 UL LU5 ICE-10
- - PC4 ULA LU6 ICE-15
- - PC3 LL4 LU7 POLAR-10
- - PC2 LL3 LU8 POLAR-10
- - PC1 LL2 LU9 POLAR-25
- - LL1 POLAR-30
This comparison is based upon scantling of plating and framing
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Finnish–Swedish Baltic Ice-Strengthened Vessels description
ICE-1A* (or - 1A or -1B or -1C) These are vessel’s that may operate in channels prepared by icebreakers and/or in open waters with smaller ice floes. The Rules are considered to meet the Finnish-Swedish ice class regulations for corresponding classes, and Canadian arctic regulations for type A, B, C and D ships, respectively.
Baltic Ice Notation
Definition Explanation
1A* Extreme ice conditions Ice floes of thickness 1.0 m are anticipated
1A Severe ice conditions Ice floes of thickness 0.8 m are anticipated
1B Medium ice conditions Ice floes of thickness 0.6 m are anticipated
1C Light ice conditions Ice floes of thickness 0.4 m are anticipated
C Vessel which may operate in light ice conditions
_____
Russian MRS Equivalent Rules
The basis of operation of the Russian rules is shown in order to demonstrate the slight differences between state descriptions
A speed of 5 knots is to be assumed which is typical for independent navigation. A speed of 3 knots is to
be assumed which is the minimal channel speed. Based on first year ice.
Rule Assumption
Several assumptions are made and applied when vessels are constructed. In general these are.
The vessel’s sides at the mid-body not strong enough to withstand load from compressive ice forces.
The possibility for compressive forces in ice will increase when strong wind is experienced.
The possibility for a vessel stopping in compressive ice will depend on the effective output of its propulsion machinery.
The ice pressure experienced upon the vessel’s hull will increase with displacement and propulsion machinery output.
Class Permitted thickness of ice
Type of operation
Notation Independent navigation in open
pack Ice
Navigation in channel
following an ice breaker in compact ice
LU1 0.40m 0.35m Exceptionally
LU2 0.55m 0.50m Regularly
LU3 0.700m 0.65m Regularly
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If ice compression occurs, i.e. the vessel becomes beset in ice , then the normal remedy is to secure services of icebreaker as soon as possible in order to free the ship of ice before damage occurs. It would be useful to have the Agents, Ice breaker contact numbers ready at hand to fasten the process as the availability of icebreakers is limited.
Ice Protection
In order to strengthen the vessel to operate in ice conditions the vessel’s structure is strengthened in several targeted specific locations. In general terms the vessel’s shell plating is strengthened in the following areas:
The bow, to allow for entering the ice field at the ice edge.
The parallel mid body ice belt-side protection when transiting ice
The stern-protection of the rudder The vessel is constructed with an Ice Belt; this is shown in general terms below This shows where the additional structure is located on the vessel. Specifically for vessels classed as ICE 1A BORDER OF PART OF SIDE
WHERE WATERLINES PARALLEL TO CENTRELINE
5 FRAME SPACINGS
FORE FOOT
BWL
ICE BELT FORWARD REGION
LWL
UPPER FORWARD ICE BELT
ICE BELT MIDSHIP REGION
ICE BELT AFT REGION
0.2 L
2M 0.2 L
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If we now consider the lesser protection of Ice 1B and 1C we can see how the protective area is reduced, hence the lower notation allocated.
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Stem and stern protection is shown in the following two drawings
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11.4 PASSAGE PLANNING
In addition to the normal company requirements on passage planning, the vessel’s Passage Plan should
include all relevant information with respect to ice and cold weather possibilities along with all the sources
of information available. Deviation from Passage plans is inevitable due continuous changes in ice
conditions with regards to ice concentration, ridges, open leads and path followed by Ice breakers whilst
under convoy.
On passages to Primorsk/St Petersberg the vessel transit is continuously monitored by St Petersberg
VTS and instructions are issued to follow the recommended route.
Traffic Separation Schemes
TSS (Traffic Separation Schemes) may be suspended in ice conditions. This information is transmitted via
“Navtex”.
11.5 HAZARDS IDENTIFIED IN RELATION TO ICE INFESTED WATERS:
1. Lacks of Proper Charts as most of the charts in higher latitudes are derived by aerial
photography.
2. Absence of proper position fixing aids in the region.
3. Increase in traffic density especially in the Baltic region.
4. Vessel unable to give ways as per COLREGS because of heavy ice condition and difficulty
experienced in manoeuvring.
5. Larger Turning circle.
6. Poor visibility due to Snowfall, fog.
7. Severe condensation on the bridge window and Ice accretion on the outside window.
8. Service lines supplying air freezing due air moisture affecting vessel’s sound horn, gangway and
other services powered by air.
9. Ice accumulation on air vents, sounding pipes, mooring equipment and out-fittings on exposed
weather deck affecting critical operations.
10. Severe ice accumulation affecting stability of the vessel.
11. Crew prone to injury whilst working on deck due to slipping and frostbites.
12. Damage to Hull, propeller, rudder and machinery.
13. Sub-zero temperature affecting vessel’s hydraulic system rendering it sluggish.
14. Freezing of Ballast Water tanks.
15. Freezing of Fire Main Line, Inert Gas line and Fresh water line.
16. Seizing of P/V Valves, Breather valves, Cargo valves due freezing of moisture and ice
accumulation.
17. Blocking of Seawater supply to Engine room cooling system.
18. Ice accumulation covering exposed LSA and FFA equipment making it difficult to access.
19. Ship operation becomes difficult with crew who are unfamiliar with ice condition or inexperienced
and prone to Hypothermia, Cold weather injury like Frostbite, Frost nip and trench foot.
20. Vessel getting stuck /beset in compressive ice.
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11.6 GUIDELINES TO BE FOLLOWED PRIOR ENTERING & ON DETECTION OF ICE AREAS
11.6.1 Calling the Master
The Master must be called immediately when ice is sighted. If necessary the OOW shall take the required
action to ensure the safety of the crew and vessel. If required when in the vicinity of ice speed shall be
reduced or the vessel stopped for any period that is deemed necessary.
11.6.2 Navigational
Radars are a valuable aid in ice detection but shall be used with caution especially during heavy
snowfall may make detection by Radar difficult. It is essential to maintain a two-radar watch at all
times. Radars are not a substitute for a continual visual lookout.
The ECDIS and AIS are to be used prudently in target detection, being fully aware at all times of
the limitation of each aid to navigation.
In the dark searchlights shall be used together with a visual lookout ahead for smaller pieces of
ice that may have escaped radar detection. Searchlights should be used in a manner so as not
to embarrass any other vessels navigating in the vicinity.
NB The searchlight may cease to be beneficial in very poor visibility or snowstorms
Under normal circumstances icebergs shall not be passed close by bergy bits and growler debris
from bergs generally trail to leeward.
If it is necessary to pass close to icebergs a very close watch for bergy bits, growlers and also
ice-feet / rams shall be kept. Ice-feet / rams protrude from bergs under the sea surface, generally
marked by a lightening of the sea colour.
A strategic track shall be planned on a longer range to avoid icebergs and then a shorter range
used for bergy bit / growler avoidance.
11.6.3 General Preventative Precautions
In order to predict when icing of the vessel will occur, both wet and dry air temperatures, and sea
temperature must be regularly monitored and recorded. When approaching zero degrees C, cold
weather precautions must be introduced to elevated and the Master informed.
To clear the deck passage in heavy snow accumulation, use of de-icing salt may be considered.
Temporary wooded catwalk may be made, especially at mooring station area to eliminate slip, trip
and falls.
Engine Room The Duty Engineer shall always be informed, and the engine room fully manned prior to the
vessel entering ice.
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Personnel Where deck Icing is evident, additional care needs to be exercised when moving and working
around the vessel, remembering that ice can be found both on the external surfaces and in some
conditions within the vessel.
A person’s ability to work effectively in cold climates is limited to short periods and if the requirement to
maintain constant gangway watches and deck patrols pertains in the ports visited then there will need to
be a MINIMUM of two watch-keeper ratings on each watch and preferably three.
It is essential that head, hands and feet are adequately protected; in particular staff are to be cautioned
about contacting metallic objects exposed to subzero temperatures with their bare skin so as to avoid
sticking and frostbite.
Ensure that personnel movements exposed to the elements are monitored and time limits set, particularly
when outside temperatures are below minus 20C. Consideration must be given to protect personnel
breathing with clothing and or ski masks, especially when there is additional cooling due to a wind chill
factor.
Ski goggles (double layered with UV protection) have been found useful in protecting from glare and high
wind chill factor, i.e. when working on the forecastle. Additionally sunglasses should be worn when
working through ice sheets to protect the person from snow blindness.
It should be remembered that in northerly latitudes daylight may be restricted or non-existent. This will
lead to limited ability to carry out normal deck maintenance.
Safety helmets (already worn on deck in accordance with company policy) must continue to be used to
protect staff from the possibility of falling ice from masts, stays or other overhead structures. However felt,
silk or wool under hats for use under hard hats may be found to be extremely useful.
Supply of good quality skin moisturizer, sun cream, with orders to put it on, and lip balm is considered
essential for working outside in cold temperatures.
The provision of hot drinks and food throughout the day is considered both good for morale and also to
enable the ship’s crew to work correctly. A supply of flasks for hot drinks whilst working outside the
accommodation is a good policy along with provision of stew, or other suitable hot food in galley
overnight. It should be remembered that the number of calories required whilst working in cold climates is
considerably more than in ambient conditions.
Working environment inside the accommodation is to be controlled and comfortable. Personnel require
sufficient warm bedding, and additional blankets should be supplied as required.
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PPE:
Hand Protection
Hand protection (mitts, gloves) is to be provided.
Head and Eye Protection
Head and eye protection gear is to be provided to reduce loss of body heat and protect vision from
ultraviolet rays.
Head and eye protection is to be compatible and usable with communications equipment.
Foot Protection
Foot protection gear is to be provided which shall be Slip-resistant, insulated safety footwear is to be
provided. For heavy work, a felt-lined (or similar insulating material) rubber-bottomed, leather-topped boot
with a removable felt insole is preferred. An extra pair of safety shoes for inside work is to be provided.
Maintenance of Personnel Protective Equipment
Personnel protective equipment is to be properly maintained and stored.
Hypothermia
Provided that adequate clothing is worn, under normal circumstances there is little possibility that
hypothermia will be a risk. However in extreme conditions where exhaustion occurs, or when the body is
immobile, or when the insulating properties of the clothing are compromised by damage or inclusion of
moisture hypothermia is a real danger and is likely to occur. See Ship Captains medical guide, Chapter
11 that deals with hypothermia, frostbite and non-freezing cold injury.
Immersion
Without proper protective clothing, such as immersion suits, even short periods of immersion in cold water
can be fatal. Therefore should the need arise, abandoning of the vessels should, so far is practicable, be
undertaken without entering the water.
The amount of clothing worn, physical condition, injury, loss of body heat and morale determine the
survival time of a person immersed in cold water. Approximate survival times are as follows.
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Sea Water Temperature Deg C Survival Time
Sub Zero Nil to 20 minutes
0 c 20 minutes to 1 hour
5 c 30 minutes to 2 hours
10c 1 hour to 4 hours
An immersed person once rescued should be closely monitored for life signs that may be extremely
difficult to locate and resuscitation should be attempted for at least one to two hours. Heart failure is a real
danger of apparently unharmed survivors from cold-water immersion.
Wind chill factor Indicates
I Comfortable with normal precautions
II Work becomes uncomfortable on overcast days unless properly clothed
III Work becomes more hazardous even on clear days unless properly clothed. Heavy outer clothing is necessary
IV Unprotected skin will freeze with direct exposure over a prolonged period, depending on degree of activity, amount of solar radiation and state of skin and circulation. Heavy outer clothing becomes mandatory.
V Unprotected skin can freeze in 1 minute with direct exposure. Multiple layers of clothing are mandatory. Adequate face protection becomes important. Work alone is not advisable.
VI Adequate face protection becomes mandatory. Work alone must be prohibited and supervisors must control exposure time by careful scheduling.
VII Survival efforts are required. Personnel become easily fatigued, and mutual observation of companions is mandatory.
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11.7 SAFETY RULES ON PASSAGE THROUGH WATERS WHERE ICE IS PRESENT OR CAN BE NORMALLY EXPECTED.
1. The entire sector forward of the vessel’s beam must be continuously monitored and watched by
the lookouts with binoculars for any indication of ice.
2. In reduced visibility and/or when ice concentration increases, alteration of course alone to avoid
ice may not be safe as in altering course may place the vessel into thicker ice. In this situation
Speed must be optimum to bring a vessel to a complete stop, always accounting for degree of ice
concentration and type of ice. Proceed with utmost caution at a safe speed with sharp radar and
visual watch maintained, ready to stop or to manoeuvre at any time.
3. In reduced visibility with presence of ice in the vicinity or can be expected it is not safe to proceed.
In this case OR if in any doubt - STOP AND WAIT TILL DAYLIGHT OR WHEN VISIBILITY
IMPROVES CONSIDERABLY WHICHEVER OCCURS EARLIER.
SPEED THROUGH ICE
On arriving at a decision to enter and to proceed through pack ice, vessel’s speed play a very vital
role and will have to be carefully selected and adjusted from time to time after taking into account
prevailing ice conditions and the following guiding factors:
a) Visibility
b) Type, Hardness and thickness of Ice.
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c) Concentration and the amount of open water or leads.
d) Vessel’s Ice class and Engine power.
The most important law of physics vital to ice navigator should be displayed at a conspicuous location on
the bridge which is -
Force of Impact on Hull is directly proportional to (Speed)2
For eg- If a vessel strikes heavy Ice at 3 knots, the impact force would be 9 times as or at 10 knots would
be 100 times.The consequences of this can be disastrous causing damage to hull.
Force of Impact on Hull is directly proportional to Product of Displacement x (Speed)2
For eg – A large size vessel moving at an excessive speed will cause more damage when striking heavy
ice compared to a small vessel at same speed due to the displacement factor in this case.
It is more dangerous for a large vessel to proceed at an excessive speed at night or in reduced visibility
through ice infested waters than for a small vessel because of the difference in stopping distances.
BULBOUS BOW OF A CARGO VESSEL WITH A LLOYD'S 100 A1 ICE CLASS 1A DAMAGED
IN ICE
Five Basic rules should be kept in mind whilst navigating in Ice.
1. Keep the Engines running- even very slowly, but keep moving.
2. Work with the Ice movement; use it to your advantage and not against it.
3. Avoid Excessive speed as it means Ice damage to ship’s hull.
4. Be well aware of your ship’s Manoeuvring characteristics.
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5. If the vessel becomes beset in Ice, stuck in Ice then monitor the vessel‘s drift continuously re-
evaluating dangers to navigation in the immediate vicinity. Simultaneously seek the services of the Ice
breaker to render assistance to you as soon as possible in order to fasten the process.
In the event of vessel drifting on to shallows or danger to navigation and with no assistance from
Icebreakers, Agents, Coastal authorities forthcoming treat the incident as an Emergency and contact your
Ship Manager in order to obtain assistance as soon as possible.
Prior entering the Ice edge, the following should be complied with:
1. Follow the route recommended by Vessel Traffic Services which will be based on the general flow of
traffic, Updated Ice charts, clear of ice ridges, hummocks and close pack ice.
2. Plan to arrive at the ice edge during daylight hours within your lay days range keeping the commercial
operator and all concerned parties well informed. Arrive at a speed of 5 kts about 5 NM before the ice
edge and enter the ice edge at a speed of 3 knots or the minimum steerage speed depending upon
prevailing conditions, ice thickness, location of ridges and hummocks in the vicinity.
3. Issue Notice of Readiness to all concerned parties recording date/time and position of meeting the ice
edge.
4. Enter at right angles to the Ice edge to avoid glancing blows preferably in area of lower ice
concentration at speed of about 2 knots and after confirming status of machinery is in good order from the
Engine room gradually increase the speed after having estimated the ice thickness in the vicinity and
prevailing conditions always ensuring the engines are ready for manoeuvring speed.
5. Post extra lookouts and the bridge watch may be increased depending on the state of visibility.
6. Use every opportunity to follow leads through Ice.
7. Give wide berth to Icebergs, bergybits, growlers, Ridges, hummocks.
11.8 SHIP HANDLING:
11.8.1 Propulsion requirements
The basis of propulsion requirements in ice is to maintain a set speed when transiting an ice fairway. This
enables the Finish Maritime Authorities to task effectively their icebreaker fleet if they know that vessels
operating within the fairways can achieve this minimum. It is a form of risk assurance.
The FMA operates using ice fairways and there is a requirement to maintain a minimum of five knots
during the passage in the ice fairway. Traditionally this has been mathematically calculated using the
vessel’s size, deadweight, and historic data to derive a minimum required power output.
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As the size of vessels operating in ice has grown and data available has been diluted, it has become
acceptable to prove, using accredited results from model testing, that sufficient power is available to meet
this criteria.
The FMA rules are based upon reaching the following minimum performance criteria.Necessary
propulsion power to achieve 5 knots within the ice channel without icebreaker assistance.
11.8.2 Vessel’s manoeuvring ability
It should be remembered that a build up of slush or ice on the vessel’s flat bottom is directly proportional to the vessel’s trim. The more trim that a vessel has, the more ice and slush accumulation can be expected. The hazards associated with this include an actual increase in the vessel’s draught, significant changes in the manoeuvring and handling characteristics of the vessel and depending upon the salinity of the attached ice and surrounding water, changes in the vessel’s buoyancy and stability.
Handling and manoeuvring are adversely affected fairly quickly – in anything other than loose ice.
As a rule of thumb, if the ship is stopped in 30 or 40 cm. ice, when getting under way unassisted
the turning circle may be so big (due to constraints on power and rudder angle, that hazards 1
mile away may not be avoided.
Under these circumstances, if the ship is to turn to stbd., the breaker should work on clearing the port
side, to enable the stern to swing to port.
Issues here include limiting rudder angle to a maximum of 10 or 15 degrees to avoid rudder damage.
(See Ice strengthening on rudder area)
11.8.3 Vessel’s Trim
The vessel’s Master should manipulate ballast and cargo to keep sea suctions and the propeller well below the ice, keeping trim to a minimum to prevent ice from sliding under the vessel, as well as maintaining more positive vessel control. As a guide 2meter coverage over the propeller is considered a minimum.
11.8.4 Ballast Condition
Use of heavy weather ballast conditions after departure the berth is recommended to minimise the risk of ice sticking in the cooling water sea chest and better propeller immersion and protection of the tips from ice damage. A balance needs to be maintained between delaying departure and delaying the berthing of other vessels on the same berth.
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Correct Approach to Ice Field: Reduced Speed and Perpendicular to Edge
11.8.5 Turning in Ice
Remember that the vessel will always follow the path of least resistance. 1. Even with helm hard over a vessel will keep on turning in the opposite direction when navigating
through close ice of thickness 35cm-50 cm. The important thing is to limit rudder movements in order to
maintain the momentum and speed and allow the vessel to follow the path of least resistance .However
vessel should take corrective action in ample time if in the vicinity of shallow etc.
Observe the Ice thickness, ice coverage on the vessel’s beam before altering course ie- Observe Area
around starboard beam prior altering course to Port and vice-versa.
2. Execute changes of course alteration if possible in an area of open water or in relatively light ice as
more power is required when turning in ice as the ship is breaking ice with its length rather than its bow.
3. The diameter of a ship’s turning circle increases as the ice thickness increases.
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Danger in Turning in an Ice Channel Pressure in Ice Field Closes Track behind Vessel
Manoeuvring when a vessel is Beset In the event of vessel drifting on to shallows or danger to surface navigation and with no assistance from
Icebreakers Agents, coastal authorities forthcoming treat the incident as an Emergency and contact your
Marine Superintendent in order to obtain assistance as soon as possible.
To avoid vessel from imminent danger consider executing this maneuver below:
1. Go ahead and astern at full power whilst moving the rudder from port to starboard which will shift
the ice aside. Whilst going astern exercise extreme care to avoid ice going through the propellers.
2. Alternate ballast to port / starboard to list the vessel and change the underwater shape. It is more
effective in older generation vessel than in present day vessels.
3. Another safe maneuver rather than using the ballast tanks for listing is to change ballast (Filling
and emptying of fore and after ballast tanks).
Backing onto Ice: Rudder Amidships. Dead Slow Astern.
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Berthing: Flushing out ice with wash while bow is fixed with a spring line
11.8.6 Berthing
Berthing in ice-covered waters can be, and usually is, a long process, particularly in the Arctic where
normally there are no tugs. When approaching a berth in ice-covered waters it is desirable (even if this is
not the normal practice) to have an officer stationed on the bow to call back the distance off the wharf or
pier because a variation in ice thickness (not observed from the bridge) can result in a sudden increase or
decrease in the closing speed of the bow and the wharf.
There are a multitude of considerations depending on ship size and berth type, but the aim should be to
bring the ship alongside with as little ice as possible trapped between the ship and the dock face. It may
be accomplished by landing the bow on the near end of the dock and sliding along the face (similar to
landing the bow on the wall entering a lock in the Seaway), or by bringing the bow in to the desired
location, passing a stout spring line, and going ahead slowly so that the wash flushes the ice out from
between the dock and the ship (Figure 54). Frequently it is necessary to combine the two techniques (in
ships of sufficient maneuverability it is possible to clear ice away from the wharf prior to berthing). Care
must be exercised not to damage the wharf by contact with the vessel, or by forcing ice against pilings.
The ship itself can be damaged by forcing unbroken floes of hard ice against the unyielding facing of a
solid berth.
Once the ship is secured, all efforts must be made to keep the ship alongside and not to allow ice to force
its way between the ship and the dock. If the dock is in a river or in a strong tidal area there is nothing that
will keep the ship alongside if the ice is moving. The prudent thing to do is to move the ship off the dock
before the situation deteriorates. The ice conditions can change quickly when alongside a wharf and, for
this reason, it is desirable to keep the engine(s) on standby at all times.
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11.8.7 Engine Movements
Use of Astern Propulsion Engines must be prepared to go full astern at any time. Astern movements should be used with caution and always with the rudder amidships as these astern movements can draw chunks of heavy ice back into the propeller blades causing damage to the tips. Propellers are the most vulnerable part of a ship and second to shell damage form the most commonly damaged part of the vessel. Engine movements astern pose dangers to the propeller (being of relatively soft bronze with a thin profile at the tips) – so a movement astern should be preceded by a movement ahead to clear the area around the propeller. This greatly diminishes the effectiveness of the astern movement. In practice, approaches to berths, for instance, should be planned and executed without the need for astern movements. Should it become necessary to go astern, a good lookout must be maintained, not only for ice, but entrained debris, such as large logs. Similarly when in ice, the bow thruster should not be used when in the ballast condition.
If a ship is stopped by a heavy concentration of ice, the rudder should be put amidships and the engine
kept turning slowly ahead. This will wash the ice astern clear and will enable the ship to come astern,
after making certain that the propeller is clear of ice
11.8.8 Drifting in Ice
Although the ship may appear to be fast in the ice, the ice itself in the Gulf of Finland is generally slowly drifting, as influenced by the wind and current. Thus the ship will move over the ground, and also relative to other ships, which also appear to be fast. Therefore it is important to continue regular and frequent position fixing, with each fix being recorded. As the ice mass is moving, a northerly wind results in ice under pressure along the Estonian coast, and a southerly wind gives ice under pressure on the Finnish coast – thus influencing the choice of route and location of any convoy rendezvous position. When drifting in ice, vessels will do so independently of each other, their movement being determined by many variable and individual factors, which include:
Hull form
Draught and trim
Thickness of surround ice
Extent of surrounding ice
Proximity of land or shallow water
Meteorological conditions Vessels should so far as practicable give all navigational hazards a more than normal wider berth.
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11.8.9 Anchoring
Anchoring is generally not feasible in ice or if ice is expected – the weight and movement of the ice will
part the cable or cause you to drag and drift with the ice movement.When a berth is unavailable for
whatever reason, the normal practice is to stop the vessel in the ice in a safe area. Position fixing must be
maintained to confirm that the vessel is not drifting into dangerous or shallow water areas. The engines
should be used as required to keep the propeller and rudder clear of any potential build up of ice.
11.8.10 Whilst the vessel is moored
So far as possible, vessels shall be moored so as to stem the worst ice conditions that could be
experienced. Since, historically, and when in tidal areas, ice is heavier on the flood tide, the vessel should
so far as practicable be docked with the bow to the flood tide.
In some ports Icebreaker assistance is not always available, additionally some ports will only operate a
seasonal tug service. In order to safely berth alongside in such cases the first line ashore should be the
forward spring, if necessary this line should be doubled up. The engines can then be operated on dead
slow or slow ahead with the intention of "sucking" the broken ice from forward to aft leaving clear water
between the berth and the vessel. As a result the vessel should gradually come alongside the berth but
may never be parallel due to the ice accumulation between the berth and vessel. Once the distance
between the berth and vessel is such that the gangway can be rigged for safe access/egress then the
vessel can be made fast. Vessels should maintain a manned engine room space with engines on
immediate stand by and, if necessary, man the bridge during heavy ice or as conditions dictate. A watch
shall be continually maintained to monitor the mooring lines particularly at the change of tide when due to
the movements of concentration of ice excessive and unusual loading can be placed upon the vessel’s
moorings.
So far as possible the mixing of mooring lines on the same lead shall be avoided.
11.8.11 Manoeuvring in restricted visibility
Due to inevitability of operating in restricted visibility in ice or near ice areas and also at night the following
efforts must be employed to minimize the chances of collision with ice also known as Ramming and
complying with Collision Regulations.
1.Maintaining a constant radar and visual lookout including usage of searchlights.
2.Reducing speed before entering any Ice field in poor visibility and maintaining till the threat in the
vicinity is determined.
3.Location of Ice bergs,Bergy bits, growlers on marine radar and tracking of these targets on ARPA.
4.Keeping radar target trails ‘ON’
5.Whilst navigating in pack ice, switching between radar ranges to optimize detection of icebergs.
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Radar Images for Ice Detection
11.8.12 Braking effect of the rudder
It is very useful and important to remember that during passage through ice
Frequent use of the helm in the hard over position has the effect of slowing down the vessel and this can
be used to advantage so that reducing speed using the engine with the consequent loss of steering can
be avoided.
It will also assist in bringing the vessel to a crash stop in an emergency.
In the other hand ,when pushing through ice or proceeding astern of an ice breaker using frequent rudder
may bring the vessel to a complete stop and this should be borne in mind
11.9 SAILING IN THE ICE CONTROL ZONES OF EASTERN CANADA.
Mariners should refer and comply to the ‘’Joint Industry Coast Guard guidelines for the control of Oil
tankers and Bulk Carriers in Ice Control Zones of Eastern Canada’’ whilst navigating in the Ice control
zones of Eastern Canada.
11.9.1 Sailing in the Baltic
There are two distinctive different systems of assisted passage for vessels navigating in the Baltic
depending upon the geographic location.
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11.9.2 Ice Convoy
Whilst under Ice escort the following are factors which should be considered:
. Compare the ship’s beam with the width of the broken track as well as the ice breaker.
. Size, thickness and strength of Ice pieces left in the track.
. Monitor and comply instructions given from Ice breakers.
. Ice breaker determines the minimum distance between vessel’s in a convoy.
. It is the responsibility of the ship under escort to maintain minimum escort distance and should inform
the icebreaker if unable to do so.
. Vessel’s propulsion machinery shall be readily available for any rapid manoeuvres.
In order to avoid collisions, a vessel under Icebreaker escort shall immediately inform the
icebreaker if it slows down substantially and /or stops.
Master’s should be aware that the icebreaker may stop or manoeuvre ahead of the escorted
vessel because of unexpected ice conditions or in other emergency situations.
This system of ice convoy operates primarily in the former soviet Baltic States and Russia. Vessels will be
directed to a rendezvous position where convoys will be marshalled and then escorted through the ice
fields in stages by icebreakers. Icebreaker attendance is, by virtue of the limited numbers available, not
always 100% and convoys are effectively “parked” and shuttled through from the rendezvous position to
the port.
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It is important to note that vessels must not “Force Ice”. When a vessel finds itself in a location without
icebreaker assistance, where the ice is hard packed and solid, and where there are no defined ice
fairways or channels, the vessels Master will have to use his judgment and discretion to determine if he
thinks that the vessel will have to force ice to continue on passage. If he feels that he is unable to
continue without forcing ice, he must stop, request icebreaker assistance and inform all relevant parties.
The remainder of the Baltic countries operate a system of maintained ice fairways. The basis of the FMA
rules are reliant upon ice fairways / channels being cut and maintained by their operational fleet of ice
breakers, with the transit of vessel through these ice fairways assisting to keep them comparatively ice
free.
Depending upon where you are navigating will decide upon which of the above systems you will be
operating under. It is quite important for the Master to keep this in mind, as they require a distinctly
different approach.
It’s common practice to seek advice about ice conditions ahead from outbound vessels. The information
obtained from these vessels will be very useful and it is likely to be more up to date then the latest ice
charts. Information about ice conditions encountered on vessels should be promulgated to the office
11.9.3 Icebreaker theory
The design of the bow breaks ice into pieces, which are forced around the stern by the hull-form, thus the
channel very quickly fills and closes. Ships designed for the Baltic trade have bows which force ice ahead
to break, and raft over the ice to each side – thus the channel remains clear, and the ship may go astern
if needs be.
Instructions from icebreakers and local authorities should be carefully followed. If you are taking shortcuts and are caught by the ice, it may be difficult to receive timely assistance.
11.10 ICE PILOTS
After discussion with the vessels Superintendents the company may require that a vessel takes an “Ice Pilots” / “Ice Advisors” where these facilities are available. Speed in Ice Knowing when to moderate speed, and estimating ice thickness, are matters of experience. Avoid excessive speed keeping engines ready at all times for possible speed reduction and /or astern propulsion .
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11.11 ICE REPORTS
Ice reports are available when ice is prevalent for the following locations:
Arctic
Iceland
Baltic Sea
Gulf of Alaska
East coast of Canada
Gulf of St Lawrence
Gulf of Alaska
Bering Sea
Sea of Okhotsk
Sea of Japan
Antarctica
Information can also be obtained from the International Ice Patrol service, provided by the USCG, for
vessels transiting the North Atlantic. Vessels must make use of the ice patrols from 15th February until
the 1st July.
In the Baltic area information can be obtained from the local VTS station, however full details are given in
the Admiralty list of radio signals Volume 3. The ships local appointed agent should also be able to
provide vessels with the relevant ice charts on a daily basis for the area where the vessels will be trading.
Local meteorological stations are very willing to share important information when contacted. The
Weather facsimile receiver should be programmed to receive ice charts and forecasts and the Navtex
should be programmed to receive ice reports.
11.12 PUBLICATIONS
Recommended books
Refer to SMM Annex 2
The vessel’s master should dedicate a section of his standing orders contained within the Daily orders
book detailing his precautions that should be taken when approaching cold weather or ice. An example of
the minimum requirement is shown in this document.
11.13 ICE ACCUMULATION ON SHIPS
Ice accumulation on the moving vessel is dangerous, not only for the vessel’s operation but for the
personnel moving about such ice-encrusted vessel. De-icing a vessel is a complex, painfully long and
expensive operation and, most of the time vessels are not equipped to do the job. Masters should try to
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minimise, as much as possible, sea sprays on deck. Either reducing speed and/or altering course achieve
this. Masters should bear in mind that entering thin ice will reduce sea spray and hence ice accumulation.
It should be borne in mind that ice accumulation also results in a potential for falling ice and the
associated dangers.
In certain conditions, ice formed of fresh water or seawater accumulating on the hulls and superstructures of ships can pose a serious threat. Fresh-water ice can form from fog, drizzle, rain or snow. Icing from seawater is generally experienced with air temperatures of below minus two degrees centigrade (–2c) and in conditions of strong winds. Radio and radar failure due to ice on aerials or insulators may be experienced soon after ice starts to accumulate. The following section deals with the description and effects of ship icing and how best to avoid or mitigate it. Description of Sea Spray Icing Near or sub zero conditions
11.14 ICEBERGS
Icebergs normally have a high freeboard and, as such, they are easy to detect visually (in clear
conditions) and by ship's radar. In poor to no visibility, radar must be relied upon. The radar return from
an iceberg with low freeboard, smooth surface, or deep snow cover is less obvious, particularly if
surrounded by bright returns from sea or ice clutter. Depending upon their size, aspect and attitude,
icebergs may be detected at ranges between four and 15 nautical miles or even further for very large high
profile icebergs, detection ranges diminishing in fog, rain, and other conditions affecting the attenuation of
radar return. Icebergs may not appear as clearly defined targets but the sector of the radar display
directly behind the iceberg may be free of clutter. Iceberg radar targets will sometimes cause a “radar
shadow" on the far side, in which other targets will not show. It is sometimes possible to identify an
iceberg target lost in the clutter by this shadow extending away from the observer. A large iceberg with a
long and gently sloping aspect may not provide enough reflective surfaces to show at all on radar, so it
should never be assumed that just because there are no targets in view there are no icebergs around.
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Observation will reveal the shadow to increase in size on approach to the iceberg, and to swing around
as the angle between the ship and the iceberg changes. However, care should be taken in using this
technique as the returns from pack ice can obscure the return from the iceberg.
As the vessel gets closer to the iceberg, the size of the radar target reduces and may in fact disappear
when very close to the iceberg, in which case only the shadow will remain to warn of the iceberg's
presence. For this reason it is important to plot any iceberg (which has not been sighted visually) that the
vessel may be approaching, until the point of nearest approach has passed.
11.15 BERGY BITS
From time to time pieces of ice break off, or calve, from an iceberg. The larger pieces are known as bergy
bits, and the smaller pieces are known as growlers. Whereas the iceberg moves in a direction that is
primarily the result of current because of its large keel area, the growlers and bergy bits are primarily wind
driven, and will stream to leeward of the iceberg (Figure 59). While this is the general case, the effects of
strong tidal currents may alter this pattern. However, for reason of the wind influence on bergy bits and
growlers it is advisable, if possible, to move to windward of icebergs to avoid bergy bits and growlers.
Passing distance from the iceberg is a function of the circumstances, but always bear in mind that:
1. the closer the ship passes the more likely the encounter with bergy bits, and
2. a very close pass should be avoided because the underwater portion of the iceberg can protrude
some distance away from the visible edge of the iceberg at the sea surface.
The visual sighting of bergy bits depends on good visibility, and surrounding conditions of low sea state or
fairly smooth sea ice. In windy conditions, the presence of bergy bits can be indicated by spray flung
upwards by the waves striking the ice, while the ice itself remains invisible as the waves break over it. The
differentiation of bergy bits (in waters where they are present) from open water or from a smooth first-year
ice cover is relatively easy with radar, if the height of the bergy bit is sufficient for its return to be
distinguished from the ice or water returns. The radar display should be checked carefully for radar
shadows which may identify bergy bits with less height differential, or when the ice or water background is
more cluttered.
Detection of bergy bits by radar is difficult in pack ice, especially if there is any rafting, ridging, or
hummocks which cause backscatter and also may produce shadows that can obscure a bergy bit.
Detection is particularly difficult if the surroundings are open pack ice, because radar shadows behind low
bergy bits are small and are difficult to discriminate from the dark returns of open water between ice floes.
As with icebergs, bergy bits should be avoided, but passing distances can be relatively closer, because
the underwater portion of bergy bits is unlikely to extend as far to the side as for icebergs.
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Navigating Around an Iceberg and Bergy Bits
11.16 GROWLERS
Growlers, because of their low freeboard and smooth relief, are the most difficult form of glacial ice to
detect (both visually and on radar) and, therefore, are the most hazardous form of ice. Very little of a
growler appears above the water surface because of the low freeboard of the ice and waves may
completely cover it. Unless recently calved, water erosion will have made the surface of a growler very
smooth, making it a poor radar target. In open or bergy water with good weather conditions visual
detection of growlers is possible at two or three nautical miles from the vessel. In rough weather and
heavy swells, a growler may remain submerged through the passage of two or more swells passing over
it, making detection by any method even more difficult. Detection (on radar or visually) can be as little as
0.5 nautical miles from the vessel, if at all. It is important to keep a constant check on radar settings,
particularly the tuning control (on manually tuned radars), to ensure that the radar is operating at
maximum efficiency. Varying the settings can be useful, but care must be taken to ensure that the radar is
retuned after any adjustment. It sometimes helps to sight a growler visually then tune the radar for
maximum return.
For a growler in an ice cover, it may be possible to detect it visually in clear conditions (because it is often transparent, green, or dark in appearance), but it is often not possible to discriminate it from surrounding ice clutter on marine radar. As the exact location of each growler cannot be identified for certain amongst ice floes, care must be taken to determine a safe speed through the ice-covered area when navigating by radar.
11.17 OLD ICE FLOES
Detection of old ice floes is primarily visual, because differentiation between first-year and old ice on
marine radar is not possible. Travel through old ice can be reduced by using ice analysis charts to avoid
areas of high concentrations of old-ice. However, mariners must watch for old ice even in areas where it
is not identified on ice charts. Visual identification is possible up to one to two 2 nautical miles from the
ship in good weather. Old ice can be distinguished from first-year ice by more rounded and weathered
surface, light blue colour, higher freeboard, and a well-defined system of melt-water channels
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11.18 VISIBILITY
Operating in restricted visibility is inevitable in, or near, ice-covered waters, either because of
precipitation, fog or darkness. Travel through ice may, however, continue at night or in fog, which is
common in the Arctic during the open water period, and visibility is often reduced by blowing snow in the
Gulf of St. Lawrence during the winter.
All possible effort must be made to minimize the chances of collision with ice in poor visibility and the
requirements of the regulation for preventing collisions at sea also apply. These efforts should include:
maintenance of a constant visual and radar lookout;
use of searchlights at night (which may be counter-productive in fog or precipitation through
reflected glare);
reduction of speed before entering any ice field in poor visibility and not increasing speed before
the threat has been determined;
reduction of speed in any ice situation where the ratio of glacial and old ice to first-year ice
indicates a significant increase in the chance of collision with hazardous ice;
location of icebergs, bergy bits, and growlers on marine radar before they are obscured by sea or
ice clutter, and tracking of these targets on ARPA (Automatic Radar Plotting Aid);
switching between ranges to optimize the radar for iceberg detection when navigating in pack ice;
use of radar to detect icebergs and bergy bits by observing their radar shadows in mixed ice
cover; and
recognition of the difficulty of detecting glacial and old ice in open pack ice with marine radar when
little or no radar shadow is recognizable.
Many escorts occur in fog, when the escorted vessel must follow the icebreaker and maintain the required
distance by radar. If the icebreaker suddenly slows or its position is lost on the radar screen, a collision
may occur. It is important in these situations to maintain VHF radio contact and constant monitoring of the
radar distance between vessels.
The use of searchlights when transiting ice at night is essential
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Ice Navigation Infra- Red Cameras
In late 2010 the OCIMF wrote a recommendation in its “Ship Inspection Report Program”, a standardized
inspection report program among members of OCIMF, mentioning the installation of a “thermal infrared
camera” for ice detection on the foremast of ships operating in “sub zeroconditions”.Refer to SIRE VIQ Ch
13 for details
11.19 PRECAUTIONS FOR MACHINERY IN EXTREME COLD WEATHER (IN ADDITION TO TECHNICAL MANUAL CHAPTER 5.2)
11.19.1 General
All void spaces, empty tanks, chain lockers and spaces should be sounded prior to entering cold weather.
If any water is found it should be educted dry, where possible, to avoid ice damage when these residues
freeze. These spaces should be regularly sounded to ensure that they remain water free.
Sounding pipes, vents and remote gauges should be protected and remain operational as far is possible.
11.19.2 Valves
Hydraulic cargo/cow valves on deck should be protected with canvas covers; valves should be frequently
activated while in subfreezing temperature to avoid freezing/blockage. Portable steam hoses and
connections for the manifold areas are quite important as manual "keystone" style valves such as the
ones at the manifolds have well documented poor or non existent weatherproof seals, hence allowing
water into the gearbox quadrant and then the inability to open the valve. Maintaining these valves
correctly is obviously the way to go, but for those little mistakes steam hoses can come in very useful.
If a vessel is leaving any valves cracked open to avoid fracturing of the valve body then it would be
advisable to use a pipeline diagram and mark each open valve upon this to avoid any embarrassment at
a later date.
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11.20 VENTING ARRANGEMENTS
11.20.1 Ballast Tanks (Ballast and Vents)
Hydraulic ballast valves in empty tanks to be frequently activated to avoid freezing / blockage; twice a
watch as a minimum is suggested.
Ballast tank vents may become frozen if not protected by canvas covers on passage. This could lead to
over / under pressurization of ballast tanks. The use of covers on these vents should be strictly
supervised to ensure that the covered vent can still operate as designed. Frequent removal of any
accumulated ice will be required.
11.21 VENTING ARRANGEMENTS IN CARGO SPACES
Hi Jet Tank P/V valves
P/V valves to be thoroughly overhauled prior to entry into sub zero temperatures area. Valves to be kept
protected from ice accumulations on passage with canvas covers. Before any cargo operation is
commenced ensure that pressure and vacuum sides are free of ice blockage, in particular check the drain
holes are clear and all free to operate. Painting of the hi-jet seat faces with antifreeze will protect the
IG Deck Seal (Heating). Deck water seal must have heating on in freezing temperature. Make sure
inlet/outlet of sealing water is not frozen/blocked by ice. Frequently check for a positive water flow.
P/V Breakers – Liquid (anti-freeze)
Fill deck breaker with anti-freeze (Glycol) as per maker instructions. An entry should be made in the Port
Log / SMMS to reflect this. The density of the P/V breaker will need to be tested and logged. Frequently
check to ensure level maintained. Once clear of the cold weather the density of the P/V breaker will need
to be returned to the correct value necessary to ensure correct operation.
Mast vent riser (where fitted)
Mast vent riser valve need to be protected with grease and canvas cover. Flame arresters to be checked
free of ice before cargo operation starts. Prior to arrival drain mast risers and IG lines of any liquid.
If fitted, auto and manual valves on IG main line and tanks inlets to be kept greased and protected with
canvas covers. Check operation of piston breather valves on IG lines just before mast risers. Remove
cover and spray with de-icer.
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11.22 CARGO PUMPS
Framo hydraulic system
The grade of hydraulic oil used in the Framo pumps is satisfactory for air temperatures down to minus
twenty-five degrees centigrade (-25c) without causing any problems. If the oil temperature falls below plus
25 degrees c (+25c) then open the heating v/v to this system. Framo System to be started on low load
with forward warming through valve open, at least 30 minutes before Framo System is required for
operations.
If the temperature of the hydraulic oil is less than twenty degrees centigrade (+20c)it must be heated
before the pressure can be increased. This is achieved by running a power pack with minimum system
pressure, 60 Bar, and opening the bypass valve on the starboard side of the focsle to circulate the oil.
Once the temperature is above twenty degrees centigrade (+20c) the bypass valve is closed and the
pressure can be increased to operational requirements. Ensure that the oil is warmed through in plenty of
time before mooring as it takes approximately one hour to increase the temperature by four degrees
centigrade in freezing conditions.
Minimising dead legs will assist in the pumps operation, and it should be noted that when starting the
pump initially it should be started very slowly to enable the warm hydraulic oil from the main to slowly
displace the cold oil in the pump and consequently warm the pump through slowly. An increase in the
normal loading may be placed upon the supply pump on starting a hydraulic pump due to the change in
viscosity of the hydraulic oil.
11.23 CARGO STRIPPING SYSTEMS
Any systems using water seal vacuum pumps need both the pumps and the seal supply header tanks
protecting from frost. Follow the manufacturer’s recommendation and add the required percentage of
antifreeze to ensure safe operation.
11.24 COW & TANK CLEANING SYSTEMS
COW machines gearboxes should be protected with canvas covers. Gearbox oil should be renewed
especially if the presence of any moisture is suspected to avoid damage.
11.25 CARGO TANK HEATING COILS
If not in use, heating coils and lines to be drained, air blown and steam delivery line blanked off (deck
steam supply line required for steaming hoses, but must not be allowed to compromise heating coil
integrity through leakage and subsequent freezing in lines).
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Consideration should be given to opening the plugs under the cow isolator v/vs to drain down any water
in the seat of the v/v.
11.26 TANK CLEANING HEATER
When located in exposed position will need to be protected, in any event this should be drained and tank-
cleaning heaters on other classes of vessel should be drained likewise.
11.27 CARGO LINES& VALVES
Difference in thermal temperature experienced by the vessel can cause contraction of the vessel’s deck
lines that may not be taken up in the usual manner. There is a possibility of flange’s leaking. It would be
prudent to check the integrity of the lines that are to be used to ensure they are tight for the forthcoming
operation.
All Cargo, Ballast and COW lines on deck should be well drained after pressure test or use, especially
ballast lines including ballast monitors and lines. After loading, discharging or bunkering in cold climates,
ship’s lines should be drained and drain valves left open until the ambient temperature rises sufficiently.
Where possible, it is recommended that at least one tank filling valve is left open to allow the line to drain
and preclude the possibility of the line becoming pressurised due to temperature changes.
Note the pour point of the cargo being carried or to be loaded to determine whether line blockages may
occur if cargo stopped for any reason. Similarly bunker fuels for the same reason.
Prior to entering cold conditions all cargo, bunker, ballast and subsidiary valves, that will be required to be
used for the forthcoming operation, should be inspected to ensure that their gearboxes contain no water
and are well greased. A small amount of water in the gearbox of a hydraulic valve, or in the valve bonnet,
will, when frozen, have a detrimental effect upon that valve, and in extreme cases will render the valve
inoperable. Care should be taken when removing ice from machinery and equipment by use of force that
damage to that equipment does not result from de icing operations with hammers/tools etc.
11.28 PUMP ROOM
Pump room fans to be used only as required, without compromising safety, to prevent sub zero
temperatures inside the pump room. Keep pump room doors closed.
Drain down steam lines in pump room, including tank-washing heater. Stripping pump, if fitted, may be
kept warming through if required ready for cargo operations or to provide some warmth in the pump room.
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11.29 OIL DISCHARGE MONITORING EQUIPMENT
Fresh water supply to the ODME to be drained down and water supply / flushing pump drained down. Be
particular when isolating and draining down the ODME as this is a well-documented weak spot on all
vessels. Remove bottom casing plug from pump. Slacken and drain pump side sample pipes (those
without steam tracing) Open two line drains, if possible open sample drain line to slop to ensure drain
section free of vacuum locked water. Activate tracing steam if deck steam main is activated
11.30 ICE ACCUMULATION IN BALLAST TANKS
Before entering cold climates, the Master should determine the density of the ballast water contained
within the ballast tanks on board his vessel. The more saline this is, the lower the freezing temperature
will be. He should consider, in addition to any State requirement, exchanging the ballast water to increase
its salinity.
The surface of ballast water may freeze in ballast tanks. A considerable danger exists whereby during
de-ballasting operations a layer of ice remains suspended in the tank, falling at a later time causing
damage to internal structure and fittings.
Prior to any de-ballasting operation where there is the risk of the ballast water freezing, a visual
inspection of the ballast should be carried out. Should an ice crust form on the surface of the ballast
water, attempts should be made to break or puncture this crust before any ballast operations are
undertaken. Failure to do so may make the ballast tank vents ineffective and in the worse case scenario it
may result in tank rupture from implosion or overpressure. If possible, ballast levels should be kept at or
below sea surface if practicable (but also be aware of dangers of having sea suctions too close to sea
surface getting blocked with sea ice). In any case it is recommended that ballast water levels be
maintained at least 1m below deck level, when safe to do so, to avoid ice upheaval of under-deck
structures.
Vessels fitted with ballast tank air bubbler systems should start using them as soon as there is any risk of
the ballast water freezing.
11.31 DECK GENERAL
Oil spill equipment to remain inside deckhouses, to prevent icing up if wet but it should remain ready for
use.
MMC gauging/dipping point valves should be covered to prevent ice accumulation.
Cargo manifold pressure gauge connections should be covered to prevent ice accumulation
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Action should be taken to prevent scupper holes from getting iced over and scupper plugs not fitting
correctly. Smearing the scupper plug rubber faces with petroleum jelly will prevent seizure of scupper
plugs in scupper holes.
Close the main air v/v to deck and drain down the airline to deck taking care to remove any moisture that
may be contained within this line especially at the ends.
Deck mooring equipment
Hydraulic equipment – oil operating temperature range (winches and hose handling cranes).
Hydraulic driven systems. Oil to be circulated all the time when external temperature below 0C so as to
ensure no surprises at the last moment and ensure the fluid systems are maintained at working
temperature. If this is achieved by leaving machinery running (e.g. winches) then very careful attention
must be paid to regular lubrication of the equipment. The oil manufacturer’s stated operating temperature
range / viscosity must be checked for suitability. Oils may have to have a suitable viscosity additive
inserted, or in extreme cases, oil changed for a more suitable grade.
If a vessel trades extensively within cold climates a reduction of hydraulic line life can be expected. This
can be up to 25% of the manufacturer’s advertised life for these products.
Control boxes and motion levers should be protected by canvas covers.
11.32 ICE ACCUMULATION ON WINDLASSES.
Mooring wires and synthetic ropes to be protected by canvas covers to stop ice accretion until the last
moment just before their use. If any loose mooring ropes have to be left out on deck then they should also
be covered with canvas to stop ice accretion. Engaging gears, clutches etc. to be well protected by
substantial coatings of grease.
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Anchors should be moved periodically in order to prevent chains and winches from becoming
frozen.
11.33 OTHER
Chain lockers to be positively drained of any water before entering areas of ice / sub zero temperatures
and maintained in this condition. Ensure particular care taken in sealing the chain locker spurling pipe.
Both anchors should be lowered so that they are free to run from the pipe (i.e. not frozen in) when safe
navigation permits. However they should be fully brought home when mooring and unmooring.
11.34 SPRINKLER SYSTEMS
Sprinkler systems should be drained down free of water, this should include sprinkler systems to
chemical, paint and other store rooms, mast riser systems and any other spaces that are covered by a
fresh or salt water sprinkler system.
In temperatures approaching zero the engine room should remain manned with an active and proactive
watch-keeping presence maintained at all times. The following points should be considered to maintain
the safe and effective operation of the ships propulsion and subsidiary systems.
The use of hot air blown space heater should be considered within the machinery space and steering flat.
Commercial units rated up to 44kw are available.
11.35 COOLING SYSTEM INTAKES (SEA CHESTS)
Cooling water generally is going to be a problem in sub-zero sea temperatures. Prior to entering cool
water all seawater strainers should be cleaned because if a filter is slightly clogged the flow will be
reduced and ice will form more quickly in these strainers.
Vessel not fitted with a system as specified by authorities such as the Canadian Coast Guard should
exercise the utmost vigilance so that heating of the cooling water sea chests are working at optimum
efficiency. Machinery space should be constantly manned to ensure adequate and prompt action. If
cooling water becomes too cold (reduce flow and/or bypass cooler water inlet with outlet). Reduce RPM
should the flow become inadequate, due to the build-up of ice on the sea chest, plugging the intake until
the heating system restores conditions to normal.
Steam heating system to all sea chests to be checked in good working condition and kept in operation
when the vessel is in ice infested waters. Flexible steam hoses should be connected to the sea suctions
prior to arrival in ice or cold waters
Vessels should consider the following:
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It may become possible to badly overcool the jackets, something that should be avoided
Shut down to one central cooler.
Sea water system – main sea water system in engine room set up for re-circulation to sea chest
with steam connections ready for use.
Raise central cooling temperature.
Adjust charge air coolers.
Monitor closely the scavenge temperatures and ensure that they are maintained within limits.
Fuel system
Ensure bunker tank steam heating is on all bunker storage, bilge tank, bilge overflow tank, ME sump
settling and service tanks. Bunker storage tank temperatures to be kept at least 5ºC above the minimum
transfer temperature given in FOBAS report.
Consideration should be given to changing over from heavy fuel oil to diesel oil prior to closing down the
main engine so that the fuel lines are primed with diesel oil instead of fuel oil. This would insure that any
cooling of these lines doesn’t result in solidification of oil within these lines.
11.36 MACHINERY
Regularly run hydraulics pumps to maintain temperature of oil and machinery.
11.37 ELECTRICAL SYSTEMS
RS make portable space heating tape which is an adhesive tape with wire contained in it that you can use
to heat pipes machinery etc. It comes with the necessary documentation to calculate the current, load &
wattage and is a temporary quick and cost effective solution to heating pipes machinery etc. It's not “IX
EX” approved so inside use only. Check electrical motors NOT fitted with electric space heaters.
11.38 GENERATORS
Monitor fuel temperature of any generator running on gas oil / diesel and arrange for temporary local
heating if temperature approaches pour point.
11.39 EMERGENCY GENERATORS
Some of the fleet’s emergency generators have electric heating on the alternator end. This should be
tested to ensure satisfactory operation.
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Emergency generator room external vent flaps and supply fan damper to be kept closed. Notices posted
in emergency generator room and main engine control room. Ensure emergency generator has correct
amount of anti-freeze added to the cooling water.
11.40 EMERGENCY BATTERIES
Emergency batteries and power for communications equipment should be protected from extreme low
temperature. These spaces may need space heaters dependent upon location / exposure.
11.41 BATTERY LOCKERS
Battery locker – GS batteries (maintenance free type), GMDSS batteries (water/acid mixture) unlikely to
freeze in expected conditions, can cover with plastic sheet.
11.42 WATER
If not making water.
Domestic / Distilled tanks- Ensure that gauge glasses where possible are drained, if not there is the
possibility that you will lose the lower section of every tank gauge glass, frozen and shattered. Remote
gauging cannot be relied upon, as chances of freezing can occur.
If the evaporator is not in use, drain the line as this may freeze.
If the vessel is making water.
Monitor the temperature in the water storage tanks, make water to tanks as necessary to maintain a
reasonable temperature. As the distillate from the evaporator is at about 50°C this should stop the water
in the tanks becoming cold enough to freeze.
Generally the supply lines from domestic fresh water tanks to pressurizing pumps are susceptible to
freezing, depending upon location.
Boiler water sensing lines should be protected from freezing
11.43 COMPRESSED AIR
If ice contaminates the general service and or instrument air system there is the possibility of problems
with on board instrumentation air supply, and also there is the possibility of blowing the general service air
main valves.
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11.44 RUDDER& STEERING GEAR
Steering gear motors should be kept running at all times to keep the oil warm. Space heaters should be
used in the steering flat to ensure no cold soak of the equipment takes place also to protect the gauging
system of any fresh water storage tanks that may be contained within the steering flat.
Anchors should be moved periodically in order to prevent chains and winches from becoming frozen.
11.45 OTHER
Chain lockers to be positively drained of any water before entering areas of ice / sub zero temperatures
and maintained in this condition. Ensure particular care taken in sealing the chain locker spurling pipe.
Both anchors should be lowered so that they are free to run from the pipe (i.e. not frozen in) when safe
navigation permits. However they should be fully brought home when mooring and unmooring.
11.46 CARGO SYSTEM
If fitted, ensure cargo pump steam inlet lines are completely drained of condensate to avoid damage to
pipe work.
Run cargo pump lub-oil priming pumps to ensure lubricating oil remains at a satisfactory temperature and
does not become too viscous.
11.47 STERN TUBE
Stern tube oil should be free of free water or water oil emulsion contamination. Consideration should be given to draining this water from the system or replacement of the stern tube oil charge. The temperature of the stern tube cooling water tank should be closely monitored. Consideration should
be given to sourcing a suitable additive or temporarily draining the tank when the contents of this tank
approach zero degrees c.
11.48 VENTILATION
Stop all but one main engine room ventilation fans to maintain a reasonable ambient temperature in the
machinery space. Ensure so far as possible that vents feeding off this do not blow directly onto fuel lines
or pipes containing fuel oil. Likewise ensure these vents are not blowing onto the heavy fuel oil transfer
pump.
Stop ventilation fans in the Steering gear space and close fan flaps to maintain a reasonable ambient
temperature.
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Activate accommodation steam heating and maintain a comfortable temperature and humidity in
accommodation space. Care should be taken to set the humidity correctly to avoid excessive
condensation forming inside the accommodation.
Regularly operate pneumatic and manual fan flaps to ensure correct operation and avoid seizing.
11.49 LIFE RAFTS
Ice accretion should regularly be removed from the life rafts, cradles, cradle release pins and launching
equipment to ensure ease of launching and inflation when required. An icing removal mallet should be
readily available in the vicinity of the life rafts. Care should be exercised when using this mallet to avoid
permanent damage to any equipment it’s used upon.
Similar precautions should be taken for lifeboats, rescue boats and their launching appliances in
particular check that brake release securing pins are free to be extracted.
11.50 LIFEBOATS
The overall condition of the lifeboat’s gel coat should be inspected, in good time, for any damage,
particularly penetration of the gel coat and fibre sub structure. This should be made good in a warm dry
climate to limit water ingress, which, if subjected to freezing can cause severe damage to the boat’s
structure.
11.51 LIFEBOAT ENGINES
The lifeboat engine should at all times remain available for immediate use with two minutes of starting at
minus fifteen degrees centigrade (-15c). (SOLAS)
The process of starting an extremely cold engine is quite different than normal starting procedures. It
should be drawn to the attention of all persons involved with the starting of the lifeboat engine the correct
procedure for starting the engine in very cold conditions to ensure all are familiar with this operation.
Manufacturer’s instructions for the grade of oil to be added to the cold starting pots, if fitted should be
followed. This oil should be readily available in the lifeboats. The possibility for increasing the amount of
throttle required on starting should not be overlooked. It should also be remembered that the performance
of the starting batteries in cold conditions might be diminished
11.52 LIFEBOAT FUEL SYSTEMS
“Winter Grade” diesel / gas oil is the grade that should be used to prevent waxing in fuel systems leading
to lack of engine start and running reliability. Fuel tanks and line contents on lifeboats should be changed
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out and engine run on new fuel to ensure system flushed, primed and satisfactory. See engineering
section for blend “recipe” for mixing own “winter grade” diesel in the absence of shore supplies.
11.53 LIFEBOAT WATER COOLING SYSTEMS
The lifeboat cooling system, if of a re-circulating self-contained type, must be adequately protected with
anti-freeze solution. If the system is not self-contained it should be checked to ensure that no obstructions
or contamination has prevented the natural drainage of this system.
11.54 LIFEBOAT WATER SPRAY SYSTEMS
The spray system on the life boast should be drained and water free. The pumps to the spray system
should also be drained and water free. In some classes of vessel if the spray pump in the lifeboat is
frozen it will inhibit starting of the lifeboat engine by locking the propeller shaft.
11.55 LIFEBOAT BILGES
These should be cleaned and dried and should remain water free.
11.56 LIFEBOAT WATER RATION CONTAINERS
Water ration container contents will freeze. It should be ensured that sufficient space is allowed for
expansion of the contents to prevent splitting of containers. A level of ¾ full is suggested.
11.57 FREE FALL LAUNCHED LIFEBOATS
It is not safe to release a stern launched lifeboat in to ice. When in ice it will be necessary to break the
ice, whether by judicial use of the vessel or other craft. The lifeboat may be winched out and down to rest
upon the ice surface.
11.58 RESCUE BOATS WITH WATER JET ENGINES
The use of semi rigid rescue boats, particularly boats with water jet drives, in ice conditions is a
dangerous affair if not handled correctly. It will be the decision of the individual vessel’s Master if the fast
rescue boat is to be used or the more substantial vessel’s lifeboat with conventional propeller drive, which
may be more suited to the environmental conditions.
In any event the engine of the rescue boat should be dry to prevent the seizure effect of any surface or
ingested frozen water. The rescue boat should be maintained in a condition that will allow immediate use
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but also protect the boat from the extremes of weather. Covers and protective measures should be taken
to ensure this.
11.59 SUBSIDIARY LSA EQUIPMENT
Immersion suits
Immersion suits have a design operational range of immersed (seawater) temperatures from minus one
point nine degrees centigrade. (-1.9c) up to plus thirty-five degrees centigrade (+35c) Below minus one
point nine degrees c the suite thermal operation will be reduced but will still afford limited protection to the
user. This should be borne in mind especially if the suit is worn when recovering a person from seas
containing ice.
TPAs
TPAs are effective within a temperature range of minus thirty degrees centigrade (-30c) to plus twenty
degrees centigrade. (+20c)
Lifebuoys
Ensure these are not iced into position and are free to be removed and used.
External Pyrotechnics
Bridge wing lifebuoy/smoke floats release pin well greased and whole apparatus to remain ice-free.
EPIRBS
EPIRB are to be maintained ice-free.
Introduction
As well as the natural consequences of sub zero temperature e.g. freezing of liquids, another area that
must be prevented / managed is the accumulation of ice on deck from freezing spray and rain.
Consequently many of the actions below relate to covering equipment with canvas, heavy-duty plastic
sheet or similar. Ice accumulations on unprotected equipment will render it useless e.g. anchors,
winches, valves etc.
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Safety Systems
There should be periodic inspections of all safety related systems during the exposure to extreme
temperatures to ensure that precautions taken are being effective.
All available space heaters and engine sump “black” heaters / heat lamps to be fully utilised. Ships
trading in such conditions for the first time will invariably have to purchase additional protective
equipment.
Fire Fighting Equipment
General
Precautions should be taken to prevent nozzles, piping and valves of any fire extinguishing system from
becoming clogged by impurities, corrosion or ice buildup.
On gas detection system, exhaust gas outlets and pressure vacuum arrangements suitable protection
from ice buildup that could interfere with effective operation should be taken.
Tabular range of effective temperatures
Fire Extinguishers (in exposed locations)
Water gas and low expansion foam
Fire extinguishers located in exposed areas are susceptible to freezing. Foam extinguishers will be
ineffective (and when they do thaw out, the foam compound will have been “frost damaged”, rendering
them useless).
Unprotected foam and water extinguishers
Unprotected water and foam extinguishers are rated for safe and effective operation to plus one degree
centigrade (+1c). If protected with ethylene glycol then this figure is revised downward to minus ten
degrees centigrade (-10c).
If the additive “Kerrol “, available from Unitor, is used then this will enable water and foam extinguishers to
be available for use at temperatures to minus twenty degrees centigrade (-20c)
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CO2 Extinguishers
CO2 extinguishers are rated for safe and effective operation to minus twenty degrees centigrade (-20c)
however if operated at these temperatures extreme caution should be taken to avoid intimate contact with
any part of the extinguisher or expelled gas to avoid low temperature burning.
Dry Powder Extinguishers
These types of extinguishers are rated for safe operation from minus thirty degrees centigrade (-30c) to
plus sixty degrees centigrade (+60c). The extinguishing medium presents no additional special
precautions however the propellant, CO2 again needs to be treated with extreme caution to avoid
personnel injury through exposure to the cold gas.
AFFF
AFFF extinguishers have a nominal safe operational range of temperatures between plus five degrees
centigrade (+5c) and plus sixty degrees centigrade (+60c). At temperatures below plus five the operation
of AFF cannot be guaranteed. AFF extinguishers should be withdrawn from exposed or external locations
and stowed in the accommodation block or in a heated area ready for use. These extinguishers should be
replaced when temperature return to normal.
11.60 FIRE MAINS & FOAM SYSTEMS
11.60.1 Hoses and nozzles
There is not restriction on the use of fire spray nozzles down to minus twenty five centigrade ( –25 c )
Angus “Duraline” fire hoses as supplied, are rated for safe operation to temperatures of minus twenty
degrees centigrade (-20c). Cold weather hoses are available that are rated to minus forty degrees
centigrade (-40c).
11.60.2 Fire line and foam line
Fire line and foam line on deck must be well drained. Drain valves and the lowest hydrant valve must be
opened. Fire and foam lines must be ready for use at all times (not blanked). Monitors, hydrant valves
and any other moving parts must be well greased and protected to avoid ice/snow accumulation that may
prevent their immediate operation. Their movement should be regularly checked to ensure that they
remain free for operation. In addition please check that water curtain and spray system pipe work is
drained and empty. Also any items drawing from the fire main, such as hawse pipe cable washer lines,
should be drained down, particularly if a re-circulatory fire main line is in use (to avoid any “dead-ends”).
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Fixed foam system bulk storage tanks will need heating to ensure that the temperature in these spaces
remains above zero. It may be necessary to source temporary space heaters, if not supplied to heat
these spaces adequately.
11.60.3 Portable Foam Equipment
Drums / canisters of foam for portable branch pipe appliances is subject to the same sensitivities as
portable fire extinguishers.
11.60.4 Fire Boxes
These should be kept ice free on catches/locks/dogs/hinges to allow ease of access. Spray nozzles and
couplings should be well greased and water free. All hoses should be completely empty of any water to
avoid damage and to allow them to be used if necessary.
11.60.5 Emergency Escapes
All means of escape from accommodation or interior working spaces should not be rendered inoperative
by ice accretion or by malfunction due to low external ambient air temperatures.
All escape routes should be checked to ensure that the additional cold weather clothing that would be
required does not hinder the passage of suitably clad persons.
11.60.6 Accommodation ladder and lifeboat pneumatic air system
Air motors to be removed and stored.
Gear boxes to be protected with covers.
Have ready a back-up lifting system in case the airline becomes frozen; spare extra-long length of
hose.
Water trap cups drained and kept empty.
Airline on deck to be drained when not in use.
11.60.7 Pilot ladders and access
Preferably stored immediately after use in area above zero, otherwise to be lifted on deck and protected
with covers. Never to be left hanging on the vessel's side. Pilot ladder steps to be checked free of ice
before use.
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11.60.8 Deck access
Dedicated cleared walkway from main deck access to ladders to accommodation via flying bridge. All
visitors to be escorted to the accommodation.
Shovels should be placed at strategic points on deck, manifold, focsal ladders etc
Steam lances/hoses ready on deck for removing ice as required for improving safe access
11.60.9 Salt and Sand
Have adequate quantities of granular salt for clearing ice on deck walkways and course sand for traction,
especially around mooring equipment, winches, gangways, ladders etc.
11.60.10 Life Lines
Consideration to be given to rigging lifelines with snap karabiner connections in areas where slips and /or
falls may be likely / severe.
11.60.11 Deck showers and external fresh water taps
On Chemical ships, deck showers should be drained down and lines left open.
External fresh water taps to be isolated and drained down. Take in the air motors of the accommodation
ladder winches and cover the winches with a canvas cover.
External toilets are to be isolated and drained down unless adequate heating is available to protect that
space.
11.60.12 Drip trays
Drip trays of cargo manifolds and bunkers vent pipes to be kept free of water/ice. 'U' tubes where
applicable to be filled with anti-freeze (be aware that this will change the density of the fluid if the U tubes
are used for measurements).
11.60.13 Defrosting system
Have readily available or arrange an emergency defrosting system able to reach any part of the vessel
(anchors, winches, accommodation ladder) making use of hot water and/or steam. This will usually be
the vessel’s steam hoses.
For exceptional icing the following may be considered if conditions allow, at sea.
For heavy freezing spray build-up, connect the tank-cleaning heater (where fitted) to the fire main, so as
to deliver copious quantities of hot water on deck, after blanking of the connection to the tank cleaning
line. In this case always ensure that the heater itself was last circulated with clean water. Ensure temp at
around 40C, not less than 30C, but not excessively hot so as to avoid thermal shock.
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11.60.14 Cold Weather Prep “Consumables”
Items recommended
Ice mallets heavy duty long handle-12
Snow shovels large ones long handle-12
Mattocks - 2
Snow scoop large push type-4
Long-handle broad scrapers-10
Crow bars large-6
De-icing salt-/ Rock salt/grit 200 kg
Course/unwashed sand 200kgs
Ethylene glycol 300 Ltrs depending on size of PV breathers
Waterproof canvas-10 rolls
Polythene rolls 10
Duct tape10 rolls
Polypropylene/nylon ropes 6/8/10 mmdia-6 Coils
Eyelets-300
GP grease 200 kg
Burlap 100 mtrs
Methyl hydrate for windows 4 ltrs
Steam lagging (glass wool)-3 rolls
Night vision binoculars
24 aerosols proprietary brand anti-freeze
11.60.15 Recommendations for Fire & Foam System Lines
Open - Fire Main Drain - Accommodation- Port Forward, above Main Isolating Valve
Open - Fire Main Drain - Accommodation- Front, after foam system off take
Open - Fire Main Drain - Main-deck under pipe run between manifolds Open - Fire Main Drain – Poop deck Starboard
Open - Anchor Wash Valves (Port and Starboard)
Open – Port and Starboard Accommodation Side Hydrants at main deck level
Position All Foam monitors at maximum downwards elevation
Open – All Foam Monitor shut off valves and Foam Hydrant valves at base of each Monitor
WAIT APPROX. ONE HOUR UNTIL FULLY DRAINED Then open Engine room hydrant with hose to
bilge well and the fire main until the 250A pipe section below master stop valve at port side
accommodation front rings empty
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Close - All Main Deck Branch Hydrants
Close - All Foam Monitor shut off and Hydrant valves
11.61 DECK STEAM
Check that the heating steam and condensate manifolds have been suitably drained after last use
and therefore the supply and return pipes from the steam and condensate mains are empty.
Swing all tank heating spectacle plates to isolate both steam and condensate sides to all cargo tank
heating coils.
Apply compressed air to each tank heating manifold and open each steam coil in turn until water
discharge from condensate drain is completed.
Do not forget the residual oil tank heating coils
Open - Condensate main steam drain at between the manifolds
Open - Three shell valves on the condensate return receiver
Open - Steam main drain valve just after the deck main isolating valve
Open - Warming valve for steam main isolating valve
Open - Drain valve on condensate return line just prior to the endmost return isolating valve
Open - Vent valve at condensate main bend top after return receiver
Open - Drains for steam and condensate lines to deck seal and open drain trap drain on same.
Open - Forward warm around steam and condensate line drains and drain trap drain
Open - Aft warm around steam and condensate line drains and drain trap drain
Open - Steam supply to ballast chests port and starboard
Open - All steam branch valves
Consideration must be given to the salinity and temperature of the water at the location of the vessel with
regard to the requirement of heating steam to the deck seal.
If steam is to be applied to the deck seal then the whole deck main needs to be activated
Activate Deck Steam Main:
Remove the disc from the forward “warm-around” line drain trap and open the steam and condensate
valves for same fully
After “warm-around” steam and condensate valves full open
Steam and condensate to deck seal full open
Steam and condensate to ODME sample line full open
Note we have experienced difficulties in extreme low temperature with keeping the steam hose
connection valve operative as they have frozen up. Consideration to be given to fitting a drain tube to
strategic hose connections (e.g. in way of manifold and foc`sle) to maintain ability to steam defrost
equipment if required.
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11.62 DECK AIR SERVICE LINES
Open and blow all service air branch lines on main deck and around accommodation.
Pay particular attention to those seldom used.
11.63 EMERGENCY SHOWER SYSTEM
Activate heating system. For extreme conditions consideration should be given to draining out shower
system completely. Supply and returns have drains at accommodation front penetration and port
/starboard manifold outlets.
11.64 TANK CLEANING HEATER/PUMP
Open -Tank cleaning heater inlet outlet and bypass, main deck in way of deckhouse and open the two
drains on same
Open - Drain for steam supply to tank cleaning heater, main deck in way of deckhouse
Open - Drain on blind end of tank cleaning pump line
Open - Two shell drains on heater
Open -Tank cleaning heater steam control valve steam in and outlet valves and open line drain after
outlet valve
Open -Tank cleaning pump inlet and outlet valves and open drain after outlet valve, remove drain plug
from strainer
11.65 RESIDUAL OIL TRANSFER PUMP
Remove bottom drain plug and strainer bottom plug, drain free of all liquid and replace plugs.
11.66 MAIN SEA SUCTION CHESTS
Connect short flexible (vessel standard outfit) steam hoses to steam connections provided and steam
blow standby chest to purge pipe of air.
11.67 STEERING GEAR SPACE
Heating system on and ventilation fan stopped.
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11.68 2ND STANDBY D. ALT. ENGINE
The Second standby main D. Alt. Engine fuel system is to be flushed with diesel oil for use in event of
unexpected boiler failure.
11.69 CASING DOORS
Operate all casing and accommodation watertight doors every day to ensure against freezing up.
11.70 MAINDECK WALKWAYS
Apply De Icing Salt/grit on main deck designated walkways, foccsle, poop deck, accommodation external
stairs and bridge wings to avoid ice built up.
11.71 EGG CODE
11.71.1 ICE CHART SYMBOLOGY
The World Meteorology Organization (WMO) system for sea ice symbology is more frequently referred to
as the "Egg Code" due to the oval shape of the symbol.
So
Sd
Ct - Total concentration of ice in area, reported in tenths. May
be expressed as a single number or as a range, not to exceed
two tenths (3-5, 5-7 etc.)
Ca Cb Cc - Partial concentration (Ca, Cb, Cc) are reported in
tenths, as a single digit. These are reported in order of
decreasing thickness. Ca is the concentration of the thickest
ice and Cc is the concentration of the thinnest ice.
Sa Sb Sc - Stages of development (Sa, Sb, Sc) are listed using
the code shown in Table 1 below, in decreasing order of
thickness. (NOTE: If there is a dot (.), all stages of
development codes to the left of the dot (.) are assumed to
carry the dot (.)) These codes correspond directly with the
partial concentrations above. Ca is the concentration of stage
Sa, Cb is the concentration of stage Sb, and Cc is the
concentration of Sc.
So Sd - Development stage (age) of remaining ice types. So if
reported is a trace of ice type thicker/older than Sa. Sd is a
thinner ice type which is reported when there are four or more
ice thickness types.
Fa Fb Fc - Predominant form of ice (floe size) corresponding to
Sa, Sb and Sc respectively.
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CH.11 ICE NAVIGATION PROCEDURES Rev.No: 2
Date : 28-Oct-16
Page : 50 of 51
Uncontrolled when Printed
Table 2 below shows the codes used to express this information.
Table 1. Egg Codes for Stages of Ice Development (Sx Codes)
Stage of Development for Sea Ice
Code Figure
Stage of Development for Fresh Water Ice
New Ice-Frazil, Grease, Slush, Shuga (0-10 cm) 1 New Ice (0 - 5 cm)
Nilas, Ice Rind (0 - 10 cm) 2
Young (10 - 30 cm) 3
Gray (10 - 15 cm) 4 Thin Ice (5 - 15 cm)
Gray - White (15 - 30 cm) 5 Medium Ice (15 - 30 cm)
First Year (30 - 200 cm) 6
First Year Thin (30 - 70 cm) 7 Thick Ice (30 - 70 cm)
First Year Thin - First Stage (30 - 70 cm) 8 First Stage Thick Ice (30 - 50 cm)
First Year Thin - Second Stage (30 - 70 cm) 9 Second Stage Thick Ice (50 - 70 cm)
Medium First Year (70 - 120 cm) 1. Very Thick Ice (70 - 120 cm)
Thick First Year (>120 cm) 4.
Old - Survived at least one season's melt (>2 m) 7.
Second Year (>2 m) 8.
Multi-Year (>2 m) 9.
Ice of Land Origin
Table 2. Egg Codes for Forms of Ice (Fx Codes)
Forms of Sea Ice Code Figure
Forms of Fresh Water Ice
~F Belts and Strips symbol followed by ice concentration
New Ice (0-10 cm) X
Pancake Ice (30 cm - 3 m) 0
Brash Ice (< 2m) 1
Ice Cake (3 - 20 m) 2
Small Ice Floe (20 - 100 m) 3
Medium Ice Floe (100 - 500 m) 4
Big Ice Floe (500 m - 2 km) 5
NAVIGATION MANUAL
CH.11 ICE NAVIGATION PROCEDURES Rev.No: 2
Date : 28-Oct-16
Page : 51 of 51
Uncontrolled when Printed
Vast Ice Floe (2 - 10 km) 6
Giant Ice Floe (> 10 km) 7
Fast Ice 8 Fast Ice
Ice of Land Origin 9
Undetermined or Unknown (Iceberg, Growlers, Bergy Bits)
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