"ANDARD ICE INSTRUCTIONS Since the vessel is fixed to trade in an ice / frost affected area we remind below Standard Instructions for Vessels Operating under Ice / Frost Conditions. We remind that same should be read together with Navigation Manual Chapter 4 Section 8 and Technical Letter no 70 regarding ice damage prevention, Company’s forms TE379 “Engine Operations Under Ice / Frost Conditions” and DP767 “Freezing Temperatures & Ice Navigation Deck Department Checklist” and Winterization Manual should also be used. ‘The main risks associated with operations in ice / freezing conditions are the following: © Crew injury due to slippery surfaces © Frost bite - Hypothermia © Damage to hull in contaet with ice ‘© Damage to the propeller and rudder in astern movement ‘© Damage to hull structure due to vacuum / overpressure during ballasting or deballasting after clogging of air vents of ballast tanks * Heavy ice accumulation on dec! impossibility to open hatches) + Engine failure in loss of cooling water if sea chest becomes chocked with ice Vessel being trapped in ice «Loss of anchor when anchored in areas of ice concentration or in areas of ice movement © Clogging of air, fire or water lines on deck * Inability to ballast/deballast due to freezing of ballast wate © Inability to use hydraulic machinery due to freezing periling strength or stability or creating operational difficulties (e.g ballast tanks or ballast lines In most Charter parties it is agreed that the vessel should not force ice but should follow icebreakers. Check the relevant voyage instructions from Eastern Mediterranean Maritime Limited or ask the vessel’s operator for clarification. In case you foresee that the vessel will encounter conditions which will necessitate vessel to force ice you should notify immediately the vessel's operatorPrey ions Raise crew awareness regarding risks and measures to be taken. Make sure that the crew has protective equipment and clothing for ice conditions. Make sure as early as possible that the vessel has been supplied with: * Antifreeze (glycol) * De-icing salt * Shovels © Burlap Check whether the ROBs in fuel, fresh water, lubs and provi prospect of delays due to ive. ns are adequate taking into consideration the Raise necessary requisitions as early as possible. Collect information regarding ice condition and temperatures to be encountered from broadcasting radio stations, agent, ice advisories and the office. Plan the route depending on the ice conditions and any routing recommendation by authorities. Discuss same with vessel’s operator. Consider changes on the rotation of watches and rest periods to take into account faster fatigue in lower temperatures. Drain and blow deck fire, steam and water lines. Change fresh or brackish ballast water with salt water prior to arrival at ice affected area. Take ballast salt water preferably in areas where the waters are relatively warmer. Cover vent and sounding pipes with canvas until commencing ballast water operations. Before de-ballasting ballast tanks (FPT, APT, TST’ and heavy weather ballast cargo hold) must be checked for ice formation at the surface. You will need to open manholes of FPT, TSTs and APT and hatch cover of heavy weather ballast cargo hold. If you find ice formed at the surface, same must be broken in order to ereate a hole for ballasting. suetion during de- Ballast tanks vent pipes: Rock salt must be added inside the pipe.Ballast tanks vent heads: you must grease points of contact of floater or ball to the vent pipe in order for them not to be clogged by ice. (This can be done the time you have dismantled vent head for dropping salt) Same must be frequently inspected in order to verify they are operational and not clogged. Sounding pipes: rock salt and anti-freezing liquid must be added inside the pipe and frequent checks must be done with sounding rod, Canvass covers can be used in order to avoid clogging by ice. Bilges should be free and bilges piping system should be stripped dry. Safety hand lines to be rigged along main deck. Moving parts of machinery should be greased and protected by burlap. Mooring ropes should be kept underdeck until required, Once on deck they should be covered. Remove from deck storerooms any sensitive items prone to damage if exposed to ice temperatures. Drain permanent water tanks of lifeboats. Avoid carrying bunkers forward. Provided tanks capacity and mixing ratios permit transfer the bunkers in middle tanks and keep them heated. Pilot ladders should be kept under shelter and rigged just prior using them. Start hydraulic machinery well prior using them to ensure that oil retains sufficient fluidity. All tanks adjacent to the vessels shell plating especially over water line and forward should be reduced to 90 percent capacity to allow the expansion if freezing takes place. The vessel must be equipped with sufficient high powered searchlights controlled from the bridge in the event of night ice navigation or low visibility with or without icebreaker escort. Check with engine crew whether the vessel has a cooling water recirculation system, Locate icebreakers and contact details which may be utilized in case icebreakers are required. Light and partly loaded ships should be ballasted as deeply as possible to such draft that would offer protection to the bulbous bow, rudder or propeller and would place sea chests well below the level of expected ice. However excessive stern trim in excess of 3 m is not recommended, since it reduces maneuverability and increases the possibility of ice sliding under the vessel and blocking up the sea suctions.Entering freezing temperatures Hydraulic lines for winches, hatch covers and cranes should be kept warm by continuously running the pumps at idle mode. This should be done in sufficient time prior to the possible use of the system. Movable parts should be greased at least every 8 hours. Keep all deck machinery in motion by turning them slowly ulate freshwater systems as well as ballast water between tanks continuously to eliminate the possibility of freezing. If in ballast, turn on heat coils in fuel tanks to avoid freezing of ballast water in adjacent ballast tanks. Maintain a small flow of water through the sanitary system and soil drains. Add a small amount of antifreeze or salt to unused drain traps and toilets. Put heating on the sanitary holding tank and overboard line if the space temperature falls below 5 degrees C. Reduce the flow of outside air into the engine spaces by closing down the vent fans and skylights opening. However do not re-circulate the same air in the engine room as this may result to a higher content of hydrocarbon and noxious gases. If the emergency generator fuel tank is not provided with heaters and the pour and cloud points of the fuel are not known then maintain the tank at least 90 percent full / never 100 percent- to avoid condensation. Keep all doors closed as much as possible. Keep accommodation and store rooms warm. Be alerted to the possibility of flooding from frozen and burst water pipes. Astern in ice Backing in ice is a dangerous maneuver as it exposes the rudder and propeller to the ice. It should only be attempted when absolutely necessary and in any case the vessel should never force or attempt to break ice astern, The ship should move at dead slow astern and the rudder must be amidships. If the rudder is off centre and it strikes a piece of ice going astern, the twisting force exerted on the rudder post will be much greater than if the rudder is centered. If ice starts to build up under the stern, a short burst of power ahead should be used to clear away the ice, but a careful watch must be kept of the distance between the stern and the ice edge. This will wash the ice astern clear and enable the ship to come astern after making certain that propeller is clear of ice. If good view of the stern is not possible from the bridge, post a reliable lookout aft with access to a radioBoth of your vessels will arrive without ballast water at TSTs. Hydraulie lines for winches, hatch covers. and ~— cranes. should be kept warm by continuously running the pumps at idle mode. Keep all deck winches turning slowly and grease moving parts every 8 hours. waterlines wh srtly covered with ice Do not enter ice if an alternative, although longer, route is available. In case you have received recommended route and recommended speed from VTS or any other authority, these recommendations are to be strictly followed, as: - recommended route is area with thinner ice in case you exceed recommended speed, you will face freezing spray which is extremely dangerous If an alternative route is not available, vessel should enter ice areas at low speed to receive the Once into the ice, increase speed to maintain headway and control of the shi Do not underestimate the hardness of ice. The vessel should be at right angles to the edge of the pack ice to avoid glancing blows and the point of entering the ice must be chosen carefully and preferably in an area of lower ice concentration. Restrict the power (speed) to maintain only safe steerage and headway in order to prevent bow plating damage DO NOT FORCE ICE. When a vessel navige ivebreaker assistance. 1g independently becomes surrounded by ice call for Ifthe vessel is moving surrounded by ice consider changing regularly vessel’s list, by say I degree to the port — starboard, to avoid exerting pressure on the same point in the hull. Extra lookouts must be posted and the bridge watch may be increased, depending on the v Suction filters should be able to be easily removed and cleared of ice. Constant visual and radar monitoring must be maintained but do not rely solely on marine radar to detect ice, If poor visibility precludes progress, keep the propeller tuming slowly as it is less susceptible to ice damage than if it were completely stopped. Avoid turing the ship in heavyPropellers and rudders are the most vulnerable parts of the ship. Avoid aster maneuver; if it is necessary to go astern pay extreme caution. Check aft to ensure ice free waters lie behind and go astern at dead slow and with rudder always amidships All forms of ice (iceberg-bits-growler.) should be given a wide berth, as they are current driven whereas thin ice pack is wind driven. Vessel should pay out a few links of anchor chain and draw in from time to time to ensure anchor/winch/windlass ice free/operative. Anchoring in a heavy concentration of ice should be avoided. If ice is moving, its tremendous force may break the cable, When conditions permit anchoring such as in light brash ice, or among widely scattered floes, the windlass and main engines should be kept at immediate notice and the anchor weighed as soon as wind threatens to move ice onto the ship. When alongside Keep monitoring local weather forecast. Mooring station decks, including fairleads and bitts, should be kept clear and safety hand lines should be rigged along the main deck when pos: Keep mooring lines taut at all times not to permit ice to flow between the vessel and the dock. Hatch covers, trackways, gangways, accommodation ladders, safety walkways, hold accesses should be kept clear of snow; working hatches should be cleared well in advance of scheduled stevedores boarding time. If possible, gangways should be left vertical to avoid ice built-up. Scatter salt on decks and walkways. If ice is present the rudder should be moved hard over to each side at regular intervals during the vessel's stay (ve would suggest at least once per watch) after a visual check of ice around the rudder If shifting is required within the berth, the rudder is placed amidships. However, the rudder should not impact with any ice whilst shifting on the berth. Use ahead engine movements to clear the ice close to the stern, Forward shifting of the vessel should not pose a threat to the rudder. Masters should always remember the importance of protecting the propeller when using astern movements in light, loaded or ballast conditions Avoid the use of astern movements particularly if propeller tips are close to, or above the surface when in ice However, with great care the vessel can be moved astern with prudent use of short, intermittent ahead movements to break and clear the ice close astern. Warm up hydraulically operated hatch opening systems by starting the pumps well in advance of scheduled operations. Be advisable to let the hydraulic pumps run continuously while at port to ensure that oil in the system retains sufficient fluidity to operate satisfactorily.If ship’s design does not allow for this, one possible alternative would be to repeatedly operate the hatch cover furthest removed from the pumps. ‘You should also ensure that heaters inside cranes’ cabin and window defrosting remain fully functional at all times. Deck lights - particularly the Halogen type - should remain on at all times in port to avoid damage from sudden temperature variances. Load cargo prior to discharging ballast to maintain the maximum safe draft in relation to the level of ice. If discharging cargo, reverse the procedure outlined above provided there is sufficient under keel clearance It is preferable to moor the vessel so that the bow stems the heaviest ice flow. Upon clearing ice area conduct thorough inspection of the vessel and report any damagetove hull, machinery or equipment. Konstantjifo\ Sakellaridis Opérations Manager