Guidance For Operators - Ice and Sub-Zero Temperatures

TANKER OPERATION
IN ICE AND SUB-ZERO TEMPERATURES

GUIDE FOR OPERATORS
Tanker Operation In Ice And Sub-Zero Temperatures
Guide For Operators
Rev. 01
NO. CONTENTS PAGE

TABLE OF CONTENTS 2-5
1. OVERVIEW 7
2. CHALLENGES OF OPERATING IN ICE CONDITIONS AND SUB-ZERO TEMPERATURE 7
2.1. Typical Hazards When Operating In Cold Climate: 8
3. ICE CLASS NOTATION 8
3.2. Winterization Notation 8
4. WINTERIZATION/ PREPARATION FOR THE VOYAGE IN ICE 9
4.1. Winterization of equipment 9
4.2. Cargo and ballast system 10
4.3. Cargo tank pressure/vacuum (P/V) valves 10
4.4. Cargo pumps & Cargo stripping systems 10
4.5. COW and tank cleaning systems (if fitted) 10
4.6. Heating equipment 10
4.7. Cargo lines 11
4.8. Pump rooms (if applicable) 11
4.9. Oil discharge monitoring equipment (ODME). 11
4.10. Ballast systems & Ballast tanks 11
4.11. Deck Preparations/ Deck equipment 12
4.11.1. Freeze prevention for Deck machinery 12
4.11.2. Freeze Prevention for Nautical instruments 12
4.12. Cargo manifold area 13
4.13 Pipelines. 13
4.14. Cranes (Cargo hose, provision and rescue boat handling) 13
4.15. Main deck steam 13
4.16. Deck air-line and air motors 13
4.17. Accommodation gangways 14
4.18. Pilot ladders 14
4.19. Windlass and Mooring Winches & Mooring lines 14
4.20. Grease 14
4.21. Navigation bridge 14
4.21.1. Bridge wings 15
4.21.2. Searchlights 15
4.21.3. Radars 15
4.21.4. Infra-Red cameras (if fitted) 16
4.21.5. Air Horns / Whistles 16
4.22. Engine rooms, machinery and systems 16
4.22.1. Cooling system intakes / sea chests 16
4.22.2. Fuel systems 16
4.22.3. Cargo pumps 17
4.22.4. Stern tube 17
4.22.5. Ventilation 17
4.22.6. Hydraulic machinery 17
4.4.7. Electrical systems 17
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4.22.8. Generators & Emergency generators 17

4.22.9. Emergency batteries & battery lockers 18
4.22.10. Fresh water system 18
4.22.11. Compressed air system 18
4.22.12. Steering gear 18
4.22.13. Lubricants and oils. 18
4.22.14. Fuel/diesel oil blends 18
4.23 Ships navigation in cold weather check item 18
5. RISK ASSESSMENT 19
5.1. Equipment requirements 19
5.1.2. Engine room 19
5.2 Crew on working on decks 20
5.2.1. Crew familiarization with cold and ice challenges 20
5.2.2. Clothing And Footwear 20
5.2.3. Air temperature and wind chill 21
6. CREW PROFICIENCY 21
6.1. Training for operation in cold climatic conditions 22
6.2. Ice Navigation Training 22
6.2.1. Ice characteristics – ice areas 23
6.2.2. Ship’s performance in ice and cold climate 23
6.2.3. Voyage and passage planning for a ship in ice 23
6.2.4. Operating and handling a ship in ice 23
6.2.5. Regulations and recommendations 23
6.2.6. Equipment limitations 23
6.2.7. Safety precautions and emergency procedures 24
6.2.8. Environmental considerations 24
6.3. GAZPROM NEFT TRADING GMBH applies additional requirements 24
7. NAVIGATION IN ICE 24
7.1 Operational Guidelines /Captain Obligation 24
7.2. Planning 25
7.3. Ice detection 25
7.3.1. Sings of icebergs 26
7.3.2. Unreliable signs of icebergs 26
7.3.3. Sings of drift ice 26
7.3.4. Detection of ice by radar 27
7.3.5. Sings of open water 27
7.3.6. Effect of abnormal refraction 28
7.4. Approaching ice 28
7.5. Preparation for ice passage 28
7.6. Ice passage 29
7.6.1. Maneuvering Vessel During Navigation in Ice 29
7.6.2. Main principles for entry into the ice. 30
7.7. Receiving Ice-Breaking Assistance 32
7.7.1. Icebreaker escort 33
7.8. Tug support in ice 33
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7.8.1 Arrival at jetty 33

7.8.2. Departure from jetty 34
7.8.3. Operations at offshore terminals 35
7.8.4. Operations alongside 36
7.8.5. Departure 36
7.9. Towing 36
7.9.1. Instructions for towing: 36
7.9.2. Notch towing 36
7.9.3. Altering Course 37
7.9.4. Special measures for safe towing 38
7.9.5. Factors complicating towage 38
7.10. Pilot boarding in ice conditions 38
8. LIFE SAVING APPLIANCES AND SURVIVAL ARRANGEMENTS 39
8.1. Lifeboats. 39
8.2. Life Rafts 40
8.3. Rescue Boat 40
8.4. Launching Stations and Arrangements 40
8.5. Ice Gangway, Personnel Basket and Escape Chutes for Ice Class Vessels 40
8.6. Immersion Suits and Life Jackets 41
8.7. Alarms, Escape Routes and Access Routes 41
8.7.1. Access Routes 41
8.7.2. Escape Routes 41
8.7.3. Emergency Exits 41
8.7.4. External Emergency Lights 41
8.8. Drills and Emergency Instructions 41
9. FIRE FIGHTING EQUIPMENT AND PROCEDURES 42
9.1 Fire Fighting Equipment Readiness 42
9.2. Water, gas and low expansion foam 42
9.3. Unprotected foam and water extinguishers 42
9.4. CO2 extinguishers 42
9.5. Dry powder extinguishers 43
9.6 AFFF (Aqueous film forming foam) 43
9.7. Fire mains and foam systems hoses and nozzles 43
9.8 Fire and foam lines 43
9.9. Portable foam equipment 43
9.10. Sprinkler systems 43
9.11. Fire hose boxes 44
10. ICE ACCRETION AND SNOW ACCUMULATION ON SHIPS 44
10.1. Sea spray icing 44
10.2. Distribution of icing on the ship 44
10.3. The meteorological conditions 45
10.4. Ship maneuvers 45
10.5 Preventive Measures Against Icing On Hull 46
10.6. Ice and snow removal methods 46
11. POLLUTION PREVENTION AND OIL SPILL RESPONSE 47
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11.1 The importance of preventing pollution 47

11.2 Oil spill response methods and technologies 47
11.3. Three main categories of oil spill response methods 47
11.3.1. Mechanical containment and recovery 48
11.3.2. In-situ burning 48
11.3.3. Dispersants 49
11.4. Oil spill contingency planning. 50
11.5. Typical arctic conditions and potential impacts on spill response options 51
11.6. Prevention of pollution 53
12. LITERATURE CONSULTED 54
13. ABBREVIATIONS AND DEFINITIONS 55
14. LIST OF REVISIONS 56
15. APPENDIX A – ICE: PHYSICAL PROPERTIES AND TYPES 57
16. APPENDIX B - CAPTAIN'S CHECKLIST BEFORE ENTERING ICE-COVERED WATERS 60
17. APPENDIX C - (WINTER SEASON AND ICE NAVIGATION IN THE PECHORA SEA) 60
18. APPENDIX D - (WINTER SEASON AND ICE NAVIGATION IN THE KARA SEA plus 63
TERMINAL AT MYS KAMENNY DESCRIPTION)
19. APPENDIX E - ( SIGNS AND SYMPTOMS OF HYPOTHERMIA) 68
Terms of use:
The advice and information given in this Guidance (“Guidance”) is intended purely as guidance to be used at the user’s
own risk. No warranties or representations are given nor is any duty of care or responsibility accepted by
GAZPROM NEFT TRADING GMBH, or employees of GAZPROM NEFT TRADING GMBH or by any person, firm, corporation
or organization (who or which has been in any way concerned with the furnishing of information or data, the
compilation or any translation or publishing of the Guidance) for the accuracy of any information or advice given in the
Guidance, or any omission from the Guidelines, or for any consequence whatsoever resulting directly or indirectly from
compliance with, adoption of or reliance on guidance contained in the Guidance even if caused by a failure to exercise
reasonable care on the part of any of the aforementioned parties.
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The definition of the Arctic as applied in the IMO guidelines for ships operating in the Arctic
(from Jensen, Ø 2007. FNI Report 2/2207. Fritjof Nansens Institutt).
The oil tanker traffic along the north coast of Russia and in addition activity on the Russian side of the Bering
Sea. (Det Norske Veritas)
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1. OVERVIEW
Vast reserves of gas and oil are being developed in the offshore areas of the Russian Arctic. Significant
quantities of this gas and oil will be transported by ship from both the Russian Arctic region and the
Baltic Sea. Year-round carriage by sea will place extreme challenges on the ships and their crews.
Operating in cold climate environment imposes additional demands on the crew and ship systems,
including navigation, communications, life-saving, main and auxiliary machinery, etc.
GAZPROM NEFT TRADING GMBH has developed this Guidance for operators of the ships intended to
operate in cold climates and be exposed to severe subzero temperatures. The aim of this document is
to provide useful information for a better understanding of hazards, which may be encountered while
navigating in ice, covered waters and to facilitate the implementation of necessary practice and
procedures to meet appropriate standards of maritime safety and pollution prevention.
The following international requirements and recommendations have been taken into consideration
while developing the Guidance:
 IMO, Guidelines for the Designation of Special Areas under MARPOL 73/78 and Guidelines for
the Identification and Designation of Particularly Sensitive Sea Areas (IMO doc. Resolution
A.927(22))
 IMO, Guidelines for Ships Operating in Arctic Ice-Covered Waters (IMO doc. MSC/Circ.1056 and
MEPC/Circ.399, 22 December 2002)
 IMO, International Code of Safety for Ships in Polar Waters (IMO doc. DE 41/10).
 Order of Ministry of Transport of the RF N BP–30–P dated 17.02.2003 “On measures to ensure
safe navigation of transport ships operating in freezing ports of the Russian Federation”
(including “Regulations on Assessment of the suitability of ships operating in winter period in
freezing ports of the Russian Federation”, approved by Ministry of Transport of the RF
14.02.2003).
 SOLAS Convention (Requirements Concerning Polar Areas)
 New Section B-V/g of the STCW Code on ‘Guidance regarding training of Masters and officers
for ships operating in Polar waters’ (exp. entry into force 1 Jan 2012)
 OCIMF recommendation “The use of large tankers in seasonal first year ice and severe sub-zero
conditions”
2. CHALLENGES OF OPERATING IN ICE CONDITIONS AND SUB-ZERO TEMPERATURE
The operation of vessels in severe ice conditions and sub-zero temperatures presents many challenges.
These challenges include issues related to the construction, outfitting, and operation of vessels and the
ability of the crew to work in a difficult environment.
In Extreme Cold Climate the following Safety and Environmental challenges may be encountered:
 Ice loads and ice management
 Design of equipment for low temperatures
– Freezing conditions
– Icing and ice blockage
 Lack of experience with larger vessels
 Remoteness and lack of infrastructure
 Impact on the crew
– Cold temperatures/ Hard working conditions
– Lack of light and visibility
 Wind
 Waves
 Icing
 Safety equipment fit for the conditions
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 Specific natural conditions/ Vulnerable ecosystem

 Navigation
 Rescue
 Emission to air
 Discharge to water
2.1. Typical Hazards When Operating In Cold Climate:
 Overstress of hull
 Lack of good ice reports/routing
– Ice restriction vs. commercial pressure on Master.
 Propulsion failure.
– Stuck in ice, crushing of hull or drifting aground.
– Remote from rescue and spare parts.
 Ships use same ice channel/ convoy: risk of collision
 Extreme temperatures (- 50 C)
 Icing (stability, safety functions, cargo operations)
– Black-out (freezing of ship, crew, and difficult restart).
 Evacuation problems in ice
 Malfunction of fire fighting equipment
 Experience/competence
 Crew fatigue
– additional work load,
– low temperature,
– noise/vibrations,
– 24 hrs darkness
3. ICE CLASS NOTATIONS

(Ref: OCIMF “Shipping Operations in the Arctic Region”)
3.1. Ice Class
Most of classification societies provide a guide to ice class selection based on the region, season and
mode of operation (independent or escorted). Ice Class Rules incorporate both theoretical derivations
of requirements as well as experiences from ships in service.
The main components of ice class consist of strengthening along the hull ice belt (region between the
operating waterlines), the hull bottom (high Arctic ice classes), rudder, propeller and shafting. The level
of ice strengthening is based on intended service area of operation, level of operational support,
flexibility and national administration requirements.
Rules for assessment of key safety parameters and protection of the environment for vessels operating
in ice and cold weather areas include hull structure resistance, propulsion, stability, safety of the crew,
prevention of pollution, etc.
Operation of vessels without ice class in the Arctic is not recommended.
3.2. Winterization Notation
Operability of the ship in low temperatures is addressed by some Classification Societies that issue
“Winterization notation”. Winterization requirements are not bound to ice class and may be applicable
to the ships without any ice class operating to ice-free ports where temperatures can be extremely low.
Some Classification Societies also use a “De-ice notation” for vessels operating in less severe climates.
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A vessel that is issued with a “Winterization’ notation” will meet the requirements for a “De-ice
notation”.
The following elements are considered before assigning a “Winterization notation”:
 The design service temperature, often defined as the lowest mean daily temperature for
 The area, requested by the ship operator
 The selection of material grades, for hull structures and equipment
 Ice accretion criteria for stability calculations
 Means to maintain engine and accommodation space temperatures at acceptable values for the
crew and machinery.
 Sea inlet arrangements, to maintain them ice free
 Anti-icing, de-icing and anti-freezing arrangements for equipment and onboard systems.
 Suitable personal protective equipment (PPE), for use when working outside the
accommodation areas.
4. WINTERIZATION/ PREPARATION FOR THE VOYAGE IN ICE
In addition to the Ice Class and Polar Class notations, which are largely dealing with structural
reinforcements to withstand the ice pressure on the hull, machinery and winterization issues need to be
addressed in order to ensure safe navigation in ice and cold weather.
Ice-class notation does not cover ships suitability from the standpoint of operational ability in low
temperatures, ice navigation and/or icebreaker escort or ship staff training.
As the unique demands imposed on vessels operating in polar regions, due consideration should be
given to appropriate preparations prior to proceeding in to areas of sub-zero conditions whether the
vessel is designed with the intention of the trade or is an occasional caller in such areas. This process
should allow for adequate time for vessel personnel to prepare the vessel for safe and efficient
operations in anticipated conditions.
Operations in ice-covered waters and subzero temperatures should take due account of factors such as:
ship class, environmental conditions, icebreaker escort, prepared tracks, short or local routes, crew
experience, support technology and services such as ice-mapping, communications, safe ports, repair
facilities and other ships in convoy.
Preparation procedures should be developed by the Operator in such a way that no aspect of safely
operating the vessel is compromised while the vessel is operating in ice conditions
Winterization issues include:
 ship design;
 de-icing;
 ice effects mitigation (such as sea chest designs);
 interaction between ice breakers and their escorted ships;
 piping arrangements;
 firefighting arrangements;
 main/auxiliary machinery;
 environmental controls;
 cold weather clothing;
 crew support and habitability;
 human performance in cold weather;
 safety and medical issues;
 personnel characteristics;
 machinery operation and maintenance;
4.1. Winterization of equipment
Damage related to extreme cold frequent at the beginning of a cold period, and vessels entering such
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waters infrequently are more exposed than other vessels. Extreme cold causes damage to cargo, vessel
equipment and injuries to the crew, while navigation in ice causes damage to the hull, propellers and/or
rudder.
Equipment that will be used in particularly extreme cold conditions should undergo a winterization
process. Many complex devices (engines, electronics and radios) as well as common materials (metals,
rubbers, and petroleum lubricants) are not designed to operate at extremely low temperatures and
must be winterized to operate without severe damage from the elements in such conditions. This might
involve a chemical treatment process, additional waterproofing/insulation, or even the total
substitution of new parts.
4.2. Cargo and ballast system
Inspect all valves to be used during the planned operations to ensure that all gearboxes are free of
water and well greased. When frozen the water can have a detrimental effect upon that valve and, in
extreme cases will render the valve inoperable.
Cover spindles of the manually operated valves on deck with grease.
Cover tank gauging/dipping point valves to prevent ice accumulation.
4.3. Cargo tank pressure/vacuum (P/V) valves
Thoroughly check P/V valves prior to entry into sub-zero temperature area.
P/V valves should be kept protected from ice accumulations on passage with canvas covers that will not
inhibit the effective operation of the P/V valve.
Remove canvas covers before any cargo operation commences, canvas covers and verify that P/V valves
are free of ice blockage.
Check the drain holes to verify that they are clear and free to operate.
Hi-Jet seat faces should be coated with anti-freeze liquid that will protect them from freezing in the shut
position and will prevent an ice film forming.
Portable steam hoses should be provided that can be used for ice removal if required.
Regularly check P/V valves during cargo operations, if possible by manual operation of the check lifts.
The frequency of such checks should be same as the one agreed for the “R” code items in the Ship-
Shore Safety Checklists. However at temperatures around -20°C and below, the check intervals may
need to be increased (at approx. 20-30 min) to ensure continued operation of the valve and prevent
restricted movement through ice formation.
4.4. Cargo pumps & Cargo stripping systems
If fitted, ensure cargo pump steam inlet lines are completely drained of condensate to avoid damage to
pipe work. Run cargo pump lube oil priming pumps to ensure lubricating oil remains
4.5. COW and tank cleaning systems (if fitted)
Ensure tank cleaning heater is drained completely both on the steam side and wash-water side.
Steam inlet to tank cleaning heater should be kept blanked.
Drain valves and plugs on tank cleaning heater should be kept open.
If tank cleaning is to be undertaken in cold regions, the sub-division of the cleaning system should be
reviewed to limit the amount of pipe-work containing water.
Drain tank cleaning lines of all water and isolate from the drive system.
4.6. Heating equipment
If not in use, drain cargo tank heating coils completely.

Air shall be blown through to clear the coils completely.
Blank off steam delivery lines (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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Keep drain valves on deck open.
4.7. Cargo lines
Check the integrity of the cargo and bunker lines before operation to ensure they are tight for the
forthcoming operation.
Drain all ship lines well after pressure test or use for loading, discharging or bunkering. Drain valves
should be left open until the sufficient rise of the ambient temperature.
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 pressurized due to temperature changes.
Check the pour point of cargo and bunker fuel.
4.8. Pump rooms (if applicable)
Without compromising safety, pump room fans should be used only as required for ventilating the
space to minimize the effect of sub-zero temperatures inside the pump room.
Keep the pump room doors closed.
Completely drain all pipelines in the pump room must, including cargo and ballast lines.
Drain down steam lines in the pump room, including those serving the tank-washing heater.
Keep ready the stripping pump, if required for cargo operations, warmed up or in a heated pump room.
Drain stripping pump steam inlets and outlets when not in use.
Drain and empty pump strainers. Bilges should be pumped dry.
4.9. Oil discharge monitoring equipment (ODME).
Particular care should be taken when isolating and draining down the ODME in cold climates.
Empty out the sample pump, sample line and the measuring cell completely by opening all plugs,
disconnecting pipes and blowing through. Drain into container as line may contain oily water. Sample
line should be closed up after draining.
Water trapped in pneumatic valves of the system must be emptied by opening the flanges where
required.
4.10. Ballast systems & Ballast tanks
Frequently activate hydraulic ballast valves in empty tanks to avoid freezing/blockage.

Prior to ballast operations, ensure that all vents are clear and floats within vents are not frozen.
Portable steam hoses can be used for removal of accumulated ice if required.
Check the density of the ballast water before proceeding to areas with subzero temperatures. High
salinity lowers the freezing point of the water. It might prove beneficial to exchange the ballast water to
increase its salinity.
While protecting ballast tank vents by canvas avoid the risk of over or under pressurization of ballast
tanks by ensuring that the vents can still operate as designed. Remove the covers prior to
commencement of operations.
Freezing of the ballast water surface may cause damage to internal structure and fittings during de-
ballasting operations. If possible, keep ballast levels at or below the level of the sea surface, in this sea
suctions should not be too close to sea surface as there is a risk that they can be blocked by sea ice. If
required, open steam to ballast sea chest.
If stability and the ice belt depth allows, periodic lowering of the ballast level may avoid freezing of the
water surface. Commence de-ballasting by lowering all tanks to ballast draft as soon as possible. In case
final stripping quantity freezes, back-flush with seawater and strip, repeatedly
Where the ship is fitted with air bubbling systems in ballast tanks, bubbling-through of ballast tanks to
be carried out prior to entering areas with sub-zero temperatures, particularly when ballast levels are
above the water line.
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4.11. Deck Preparations/ Deck equipment
(ref: http://camss.jblfmu.edu.ph/index.php/my-articles/41-iv-precautions-in-navigating-in-cold-climate
Sensitive deck-mounted equipment and pipelines are often at risk of damage if precautions are not
taken in time.
The Master shall ensure that the following measures have been taken to prevent damage to Vessel,
Machinery, Pipelines and Equipment prior entry into areas with Freezing Conditions.
 Freeze prevention for Pipe lines and Valves / Systems related

 Draining Fresh and Sea water Pipe lines, Valves, etc.
 Fire line, deck wash lines, ballast water lines, tank-cleaning lines, and various lines containing
water should be drained.
 Where remaining water cannot be drained by gravity because of piping layout, flanges shall be
removed for draining.
 Steam supply and return lines, exposed to freezing temperatures should be drained completely.
 Prior steam usage and entry in freezing temperatures, all steam traps should be cleaned, so that
the flow will not be impeded by condensation or freezing.
 Freshwater lines outside accommodation and E/R should be drained
 Suitable cautionary placards to be posted at pumps and main valves
 Except for unavoidable cases, do not flow water in a line that has once been drained.
 Draining Heating Coils / Traces in Machinery space and/or Under passage.
 When not in use, coils should be shut from steam and exhaust lines by applying blind plates at
Steam / Exhaust valves, and Heating coils in tanks shall be air blown to flush drain out.
 Draining and isolating of Heating Coils and Traces for:
 Cargo Oil Tanks and Pipes
 AUS, Seal Water Tank
 IGS, Deck Seal Water Tank
4.11.1. Freeze prevention for Deck machinery
 Keep the Hydraulic Pumps running continuously

 Replace Hydraulic Oil in Hydraulic pumps with that for exclusive use in cold districts
 No-load operation of the Windlass, Winches and other Deck machinery for a few minutes prior
taking load.
 Also under severe Cold district, above No-load operation may be required Prior to enter such an
area.
 Maintain Heating the Deck Seal water Tank, AUS (Auto Unloading Systems) Seal Water Tank,
etc. if provided with heating lines or Maintaining a Continuous Flow.
 Drain seal water inside Vacuum pump
 In order to make sure that cargo tank venting system is operational, the liquid in p/v breaker
should be mixed with glycol with ratio as per manufacturer’s instruction. The ratio should be
checked prior to entering cold climates. Glycol is being added as a safeguard against extremely
low temperatures wherein water would simply freeze. Apart from freezing care should be taken
to main the quantity of the liquid as that would change the pressure settings. This quantity
could change due to evaporations, spillage, ingress of seawater and so forth.
4.11.2. Freeze Prevention for Nautical instruments

Continuous operation of the Radar, subject to the Port or Terminal regulation, while in port.
Turn on Navigation Lights at all times (at sea).
Switch on Heaters of the Air horn, Bridge Clear View Screen, Windows, etc.
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4.12. Cargo manifold area
Cargo Manifold drip tray should be maintained dry.

The drain valves on the drip tray should be drained of any water to prevent freezing in subzero
temperatures as well as be operational for draining cargo from loading arms into the drain tank.
Cargo manifold pressure gauge connections should be covered to prevent ice accumulation.
4.13 Pipelines.
Drain the pipelines well in advance. Exposed piping should be insulated to prevent freezing where
necessary.
4.14. Cranes (Cargo hose, provision and rescue boat handling)
Test cargo, provision and rescue boat handling cranes prior entering areas of sub zero temperatures.
Test all safety switches prior to arrival to cold climates.
If fitted, test heating arrangement verifying that they are operational at low temperature.
Keep the hydraulics warm by keeping the pump, motor and heaters on.
Hydraulic oil power pack should be started at least 30 minutes before intended use in order that oil is
warmed and viscosity reduced.
Ice accumulation on brake discs can lead to serious accidents. Prior to picking up load, start/ stop the
hooks a few times to free up the discs of any ice.
Protect Controls by canvas covers.
Crane operator shall be protected by appropriate winter clothing.
4.15. Main deck steam
– when steam is not required on deck

Keep main steam supply valve from the Engine Room shut.
Fully drain the main line and return line.
Leave open all isolation valves on the main line and return line open.
Leave drain valves open.
Leave steam connections on deck, where fitted, open.
Leave all steam bypass valves on deck open.
Drain the deck observation tank (if fitted).
– when steam use is required on deck
A minimum of 2-3 kg pressure should be maintained at all times if deck steam is put in use.
All isolation valves on main line and return line should be open.
All bypass valves shall be open.
Crack open steam connections to bleed off steam and ensure flow in pipeline.
Open drain valves frequently to ensure that there is flow in pipeline.
4.16. Deck airline and air motors
Drain de-misters frequently.

Keep air motors adequately covered when not in use to prevent ice accretion.
Where possible, remove the motor and store in a warm location until required for use.
Drain water on deck airline frequently to prevent blockage due to freezing.
The main air valve to deck should be closed and the airline drained down, taking care to remove any
moisture that may be contained within the, line especially at the ends.
Keep extra length of air hose ready for usage from an air connection inside the accommodation.
Periodically purge air-lines on deck to remove water condensation.
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4.17. Accommodation gangways
Keep gangway pivot points well covered in grease.

Ice accretion on gangway can lead to severe overloading, especially when the gangway is rigged over
the side. Keep gangway free of ice at all times.
Apply de-icing salt to the treads to keep them free of ice when rigged.
Brakes of gangway winches can fail due to icing up of brake disc. Start and stop the winch a few times to
break up any ice.
4.18. Pilot ladders
Where pilot ladders are on reels, keep them well covered with canvas covers.
Keep pilot ladder rollers and track ways well-greased.
When possible, pilot ladders must be stored in a suitable store and removed only prior to use.
To avoid buildup of ice, pilot ladder should be rigged only immediately prior to use.
4.19. Windlass and Mooring Winches & Mooring lines
Keep particular attention to the operating temperature range of the hydraulic fluid. When the external
temperature goes down below 0°C, hydraulic oil should be circulated all the time to ensure that the
fluid systems are maintained at working temperature. The oil manufacturer specifications for operating
temperature range/viscosity should be verified for suitability. Appropriate viscosity additive might have
to be used or the oil may have to be changed for a more suitable grade. The hydraulic equipment
compartment should be adequately heated.
Run winches on idle speed for about 15 minutes prior to start of operations, with brake bands loosely
tightened to prevent damage to drum bearings. Careful attention must be paid to the regular
lubrication of the equipment.
Windlass, compression bars on bow stoppers, mooring winches, cargo winches, dog clutches, pins,
operating levers, brake clamping bolt threads and all greasing nipples should be well covered in grease.
Protect Control boxes and motion levers by canvas covers.
Particular care should be taken in sealing the chain locker spurling and hawse pipes.
Prior to arrival in port, lower both anchors 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.
Protect mooring wires and synthetic tails stored on drums by canvas covers to stop ice accretion until
they are required for use.
Store all mooring ropes inside stores until required for use.
If any mooring ropes have to be left out on deck, cover them with canvas to stop ice accretion.
4.20. Grease
Vessels should ensure that the correct grease, recommended for sub-zero usage is being used.
These are:
- Total Lube Ships CERAN WR2 -25 to 180 °C
- Famm Lube Ships Multifak EP2 -30 to 140 °C
It must however be noted that this is only a general notification. Any change to the standard lubrication
schedule of the ship must be carried out only in consultation with the ship superintendent. Antifreeze
liquid must not be added to grease.
4.21. Navigation bridge
The vessel must be provided with suitable means to de-ice conning position windows to provide
unimpaired forward and astern vision. Humidity in the air should be avoided in order to prevent
window fogging and icing. The windows should be fitted with an efficient means of clearing melted ice,
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freezing rain, snow mist and sea spray from the outside and accumulated condensation from the inside.
A mechanical means to clear moisture from the outside face of a window should have operating
mechanisms protected from freezing or ice accumulation that could impair effective operation.
Ensure individual heating to bridge windows remain on at all times (where fitted), when temperatures
are below freezing. Drastic changes in temperatures created by a chill factor may cause the glass to
crack, due to thermal shock. Clear-view screens to be kept running when needed.
Keep wheelhouse individual air conditioning system on heating mode during winter.
Every effort must be taken to prevent exterior windows from ice accretion.
Drain the bridge window wash water line and leave drains open or use – 45°C anti-freeze window wash.
Ensure whistle and horn heater remain on at all times. Ensure compressed air is moisture free.
Ensure infra-red camera (if fitted) heater remain on at all times.
Ensure compressed air is moisture free.
Slack down all signal halyards.
Keep radar scanners running at all times.
Keep navigation and deck lights on at all times.
Keep a bucket of coarse salt readily at hand in the wheelhouse especially in pilotage waters to prevent
slipping accidents.
Ensure that the remote controlled Xenon Ice Search with adjustable amplitude and the bridge wings
searchlight, port and starboard, are functional.
4.21.1. Bridge wings
In case the bridge wings are not totally enclosed, adequate means of personnel protection should be
taken.
Establish Intervals of the exposure of the watch personnel.
Assign extra lookout for the lookout rotation in order to avoid hypothermia and fatigue of the
personnel.
Establish watch composition on the bridge with consideration that one person is continuously assigned
as a helmsman.
4.21.2. Searchlights
During the night while navigating in the areas where sea Ice is expected it is recommended to have a
searchlight (Suez Light) ON continuously pointed forward. This will help to see small pieces of Ice in
sufficient time to reduce speed and safely enter the ice.
Ensure that the vessel is equipped with at least 3 search lights. Search lights must be located at least on
each bridge wing and bow. Power of halogen searchlight must be at least 2000 watts each. Power for
xenon searchlight must be at least 1000 watts each.
Ensure that all-round illumination is suitable for docking, astern maneuvers or emergency towing while
navigating in Ice conditions.
Ensure that Searchlights are efficiently controllable from conning positions.
Ensure that Searchlights are operative and free from snow and ice at all times when in use
4.21.3. Radars
Check radars prior to approaching an area where ice might be encountered. Use the performance
monitor, if fitted, to tune the unit optimally.
Ice is a poor radar target beyond 3-4 miles range. Areas of open water and smooth floes have a similar
appearance on the radar display. Sometimes the absence of sea clutter may also indicate that ice is
present. 3 cm radar is the most beneficial if kept on a 6-mile range until the ice is detected.
Thereafter, it should be on a 3-mile range. Presence of icebergs in ice covered seas may be indicated on
radar by distinctive straight lines of return on the display, the result of radar return from the path the
iceberg has made through the ice.
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Ensure that all radar scanner gearbox heaters are switched on. Gearboxes should be drained of any
water / moisture, and if appropriate an oil suitable for extreme low temperature operations re-filled to
the system.
When at sea, at anchor, or in port, operate both scanners as long as cargo operations are not underway.
4.21.4. Infra Red cameras (if fitted)
Check Infra Red cameras prior to approaching an area where ice might be encountered.
Ensure that Infra Red cameras are free from snow and ice and can easily be turned in either direction to
achieve wider angle of observation.
Ensure that the heater (if fitted) is on as appropriate.
Ensure that the shelter for a lookout in the bow (if fitted) is permanently heated.
4.21.5. Air Horns / Whistles
Ensure that the airlines are drained.

Check operation occasionally and ensure the heater is on as appropriate.
It may be required to blow through the horn from time to time to keep it clear.
4.22. Engine rooms, machinery and systems
While preparing the engine room for the anticipated conditions, particular consideration should be
given to deciding when the engine room should be manned.
Space heaters are to be provided in the engine room/machinery spaces in order to assist in maintaining
temperatures above freezing.
To maintain safe and effective operation of propulsion and subsidiary systems consider the following:
4.22.1. Cooling system intakes / sea chests
Cooling water generally is going to be a problem in sub-zero sea temperatures. Prior to entering cool
water, it is important that all seawater strainers be cleaned since, as lightly clogged filter will lead to
reduced flow, resulting in rapid ice formation within the strainer. Ships that are not fitted with a system
as specified by authorities, should exercise vigilance to ensure that heating arrangements of the cooling
water sea chests are working at optimum efficiency. The 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. Should the flow become inadequate due to the build-up of ice on the sea
chest, reduce RPM, plugging the intake until the heating system restores conditions to normal.
Prior to entering areas with subzero temperatures and ice infested waters, verify good operating
condition of the steam heating system and keep it operating while the ship is in cold areas. Flexible
steam hoses should be connected to the sea suctions.
Consideration should also be given to the following:
• severe overcool of the jackets 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.
4.22.2. Fuel systems
Ensure steam heating is operating on all bunker storage tanks, bilge tank, bilge overflow tank, main
engine sump settling and service tanks.
Keep bunker storage tank temperatures at least 5ºC above the minimum transfer temperature given in
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the fuel specification.

To ensure that any cooling of fuel lines will not result in oil solidifying within the lines, consider changing
over from heavy fuel oil to diesel oil before shutting down the main engine, so that the fuel lines are
primed with diesel oil instead of fuel oil.
4.22.3. Cargo pumps
Verify that cargo pump steam inlet lines are completely drained of condensate to prevent damage to
the pipework.
Run cargo pump lube oil priming pumps to maintain lubricating oil at a satisfactory temperature.
4.22.4. Stern tube
Drain water from the system or replace the stern tube oil charge.
Monitor the temperature of the stern tube cooling water tank.
If necessary, source a suitable additive or temporarily drain the tank when the contents temperature
approaches 0ºC.
4.22.5. Ventilation
Consider stopping all but one main engine room ventilation fan to maintain a reasonable ambient
temperature in the machinery space.
Maintain suitable airflow to allow the correct operation of boilers, main and auxiliary engines if they are
not provided with separate ducting.
Prevent the vents feeding off the main ventilation system from blowing directly on to fuel lines or pipes
containing fuel oil.
Prevent the vents from blowing onto the heavy fuel oil transfer pumps.
Stop ventilation fans in the steering gear space and close fan flaps to maintain a reasonable ambient
temperature.
Activate accommodation steam heating to maintain a comfortable temperature and humidity in
accommodation spaces.
Ensure appropriate operation of pneumatic and manual fan flaps and prevent seizing.
The Accommodation air intakes should be checked by the vessel Personnel every 2 hours, in order to
prevent freezing and/or snow blockage. (It should be done hourly during heavy snowfall)
4.22.6. Hydraulic machinery
Start hydraulic equipment several hours before use, in order to achieve proper oil temperatures on
hydraulic hoses before they are exposed to high pressure. In some cases, it is recommended to keep
the equipment going constantly. Verify that the lubeoil has the necessary specifications for these
climates.
4.22.7. Electrical systems
For providing a temporary, quick and cost-effective solution in non-hazardous areas for heating pipes
and machinery, use portable space heating tape after consulting provided by the manufacturer
documentation to calculate current, load and wattage.
Check electrical motors that are not fitted with electric space heaters.
4.22.8. Generators & Emergency generators
Monitor the fuel temperature of any generator running on gas oil/diesel and make arrangements for
temporary local heating if the temperature approaches the fuel’s pour point.
Test emergency generators that have electric heating on the alternator end to ensure satisfactory
operation.
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Keep the emergency generator room external vent flaps and supply fan damper closed. Post notices
advising of the status of the flaps and dampers in the emergency generator room and main engine
control room.
Ensure that the emergency generator has the correct amount of anti-freeze added to the cooling water.
4.22.9. Emergency batteries & battery lockers
Protect emergency batteries and power for communication equipment from extreme low
temperatures. Keep batteries storage spaces heated if necessary.
GS batteries (maintenance free type) and GMDSS batteries (water/acid mixture) are unlikely to freeze in
expected conditions; as a precaution, can be covered with plastic sheets.
4.22.10. Fresh water system
When not Generating Water

Ensure that, where possible, gauge glasses of domestic/distilled tanks are drained to prevent the
possibility that the lower section of the gauge glass becomes frozen and shattered.
Remote sensing gauging is not considered reliable in extreme weather conditions. If the evaporator is
not in use, drain the line to prevent from freezing.
When Generating Water
Monitor the temperature in the water storage tanks to maintain a reasonable temperature.
Take appropriate actions to prevent the supply lines from domestic fresh water tanks to pressurizing
pumps and boiler water sensing lines from freezing (if applicable).
4.22.11. Compressed air system
Ensure that the general service and or instrument air system is not contaminated with ice to avoid
problems with onboard instrumentation air supply. There is the possibility of blowing the general
service air main valves.
4.22.12. Steering gear
Keep steering gear motors running at all times to keep the oil warm.
Use space heaters in the steering flat to ensure no cold soak of the equipment takes place and to
protect the gauging system of any fresh water storage tanks that may be contained within the steering
flat.
4.22.13. Lubricants and oils.

It should be ensured that only suitable winter grade oils are used. These will typically be effective down
to temperatures of -20ºC with only increased viscosity to be contended with.
4.22.14. Fuel/diesel oil blends
While blending of fuel to achieve a calculated pour point, keep in mind that a pour point of -15°C might
not allow an engine start at an ambient of -15°C. The ISO DMX spec is based upon a cloud point value.
An engine may fail to start at some temperature lower than the cloud point due to formation of wax
crystals that are causing blockage and fuel starvation. Diesel to the ISO-8217-DMA spec or equivalent
should be used and the pour point for the fuel obtained assuring that the flash point of the final blend is
within the IMO regulations.
4.23. Ships navigation in cold weather check item
Summarized below are some basic check items prior to entering in a cold region. These procedures are
only indicative, not exhaustive in nature and one must always be guided by practices of good
seamanship.
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 Confirmation of draining fresh water and sea water pipelines of the vessel and display of
appropriate notice at pump starting locations
 Confirmation of draining all steam and exhaust pipelines
 Pipelines which can not be drained, are kept circulating & monitored
 Protection of air driven motors & other pneumatic equipment (motors covered, water drained,
antifreeze lubricating oil used)
 Continuous (no-load) operation of steering gear and deck machinery
 Adding antifreeze to emergency generator cooling water
 Using correct grade of hydraulic oil in pumps and other hydraulic equipment (specially designed
for cold districts)
 Allowing sufficient ullage space for expansion in all water tanks (Including Lifeboat FW tanks)
 Isolation and draining of bridge front window washing line and surrounding accommodation
fresh water pipelines
 Providing crew with appropriate equipment and warm clothing
 Instructions to all personnel instructed on hazards of working in cold areas
5. RISK ASSESSMENT
(Ref: OCIMF Shipping Operations in the Arctic Region)
Operation in ice and sub-zero temperatures are associated with high risks, which should be minimized
to ensure safety of operations.
It is important to ensure that ships intended for operations in ice environments are capable and
properly prepared. This includes the provision of adequate suitable equipment, preparations for
equipment protection and procedures established to ensure safe operation and personnel welfare.
A formal Risk Assessment addressing the navigation and operation in severe sub-zero conditions should
be carried out by the Mater in line with corresponding SMS procedures before the winter season or
prior to entering a subzero temperature area, when changes to activities lead to significantly higher
risks or when circumstances create uncertainty over the safety of an operation
Key steps in this process are:
 Identification of potential hazards and development of hypothetical risk scenarios;
 Evaluation of the probability and consequences of each scenario;
 Assessment of the level of risk;
 Implementation of preventive or mitigating steps to reduce risk to an acceptable level;
 Refinement of requirements in accordance with prevailing ice and weather conditions and
requirements of flag states and authorities.
5.1. Equipment requirements
Navigation in ice-covered waters is assisted by specialized equipment and services to support both
strategic (route planning) and tactical (ice avoidance) decisions. All navigational equipment is to be
capable of being operated in the environmental conditions at the design service temperature.
The following equipment is to be installed onboard:
Weather telefax receivers or equivalent capable of receiving high resolution ice weather charts
Radar systems capable of picking up ice targets.
Adequate communications and signaling equipment.
High-powered xenon arc searchlights remotely operated and positioned to provide 360 degrees of
lighting capability, if possible.
Sound reception system for Navigation Bridge with enclosed bridge wings for reception of exterior
noises/signals.
5.1.2. Engine room
Prepare the engine room for the anticipated conditions.
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Decided when the engine room should be manned.

Provide space heaters in the engine room/machinery spaces in order to assist in maintaining
temperatures above freezing.
5.2 Crew on working on decks
Additional personnel may be required for watch keeping duties and routine tasks due to reduced time
that crew can work on deck in cold conditions.
Re-arrange crew working hours and routines before the vessel arrives in the area of cold weather and
make all crew aware of the changes to the work routines.
Consider a “buddy system” (crew working in pairs) to minimize the risk of personnel being incapacitated
by cold and not being able to raise the alarm
Breaks should be a minimum 15 minutes, inside accommodation. Crew should remove outer layers of
clothing and footwear during break to prevent sweating and consume warm drinks to prevent
dehydration.
5.2.1. Crew familiarization with cold and ice challenges
Ship operations in ice and cold climates have special considerations and challenges for the crew and
may include heavy manual work such as clearing snow and ice; long hours exposed to the cold, or
extended periods of concentration for bridge and engine room staff when working in convoy with an
icebreaker and other ships.
The Master must ensure that familiarization training particular to operations in severe cold conditions is
completed for all crew in good time before the vessel encounters such conditions.
The Duty Officer and Duty Engineer Officer must be particularly vigilant in their inspection rounds to
ensure that the vessel and crew are able to carry out planned cargo operations.
The specific dangers of freezing temperatures and ice are to be explained to the crew and include:
• Frost bite - the fluids in the extremities of the body – fingers, toes, nose etc – freeze;
• Hypothermia - loss of heat in the body core;
• Snow blindness - ultra violet damage to the retina in the eye;
• Wind chill - the effect of the wind effectively lowering the temperature to the body;
• Slips and trips - slips and trips on ice, which may not always be visible;
• Fatigue - work in the cold is strenuous leading to fatigue;
• Loss of judgment - longer periods in the cold can lead to a loss or reduction in the
powers of judgment leading to mistakes;
• Loss of productivity - work takes longer to carry out than in warmer climates. It has
been demonstrated that the time taken to carry out a given piece of work can double for
each 10°C the temperature drops below 0°C;
• Long hours in darkness - cold tends to be experienced in the higher latitudes at the
time of year when the hours of darkness greatly exceed the daylight hours and this can have an effect
on the personnel;
 Symptoms of Hypothermia (See Appendix D)
5.2.2. Clothing And Footwear
Cold weather clothing should be provided for the crew. In general, it is preferred to have a number of
layers of clothing rather than a single warm piece of clothing, as this allows layers to be removed as
heavy manual work is carried out and prevents sweating. Note that sweat can freeze on the exposed
parts of the body; it reduces the insulation effect of the clothing, and leads to de-hydration.
The layers of clothing:
• Thermal under clothing to absorb any moisture;
• Thicker garments to insulate the body and retain the heat, such as woolens;
• Water proof / wind proof outer garments to keep the wearer dry and reduce wind chill
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effect;
• Head face and neck should be covered to prevent heat loss;
• Hands should be covered with lined gloves to protect against frost bite;
• Layers of socks and insulated boots should be worn on the feet;
• Sunglasses or tinted goggles should be provided to protect against snow blindness;
5.2.3. Air temperature and wind chill
Wind speed and air temperature must be considered together when assessing the potential effects of
cold on crew working on deck. The following chart gives an indication of the increased cooling caused by
wind and cold temperatures together.
Where Tair = Air temperature in C and Tair = observed wind speed at 10m elevation, in km/h
Tair 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50
V10
5 4 -2 -7 -13 -19 -24 -30 -36 -41 -47 -53 -58
10 3 -3 -9 -15 -21 -27 -33 -39 -45 -51 -57 -63
15 2 -4 -11 -17 -23 -29 -35 -41 -48 -54 -60 -66
20 1 -5 -12 -18 -24 -30 -37 -43 -49 -56 -62 -68
25 1 -6 -12 -19 -25 -32 -38 -44 -51 -57 -64 -70
30 0 -6 -13 -20 -26 -33 -39 -46 -52 -59 -65 -72
35 0 -7 -14 -20 -27 -33 -40 -47 -53 -60 -66 -73
40 -1 -7 -14 -21 -27 -34 -41 -48 -54 -61 -68 -74
45 -1 -8 -15 -21 -28 -35 -42 -48 -55 -62 -69 -75
50 -1 -8 -15 -22 -29 -35 -42 -49 -56 -63 -69 -76
55 -2 -8 -15 -22 -29 -36 -43 -50 -57 -63 -70 -77
60 -2 -9 -16 -23 -30 -36 -43 -50 -57 -64 -71 -78
65 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -79
70 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -80
75 -3 -10 -17 -24 -31 -38 -45 -52 -59 -66 -73 -80
80 -3 -10 -17 -24 -31 -38 -45 -52 -60 -67 -74 -81
Based on the wind chill factor in the above table the following guidelines should be used for planning
work routines on deck for the crew.
COLD FATIGUE FROSTBITE RISK MAXIMUM CONTINUOUS WORKING PERIOD ON
FROM TABLE ABOVE DECK BETWEEN WARM-UPS.
LOW RISK OF FROSTBITE 60 MINUTES
INCREASED RISK OF FROSTBITE 45 MINUTES
HIGH RISK OF FROSTBITE 20 MINUTES
HIGHER RISK OF FROSTBITE 10 MINUTES
EXTREME RISK OF FROSTBITE EXTREME TASKS ONLY
6. CREW PROFICIENCY
Navigating safely in ice-infected waters requires not only ice-strengthened and winterized ships, but
also people skilled in operating in this challenging environment.
Considering the Arctic operational environment and the lack of infrastructure, safe navigation in the
Arctic is often dependent on the skills of a limited number of seasoned northern mariners.
Experience from ship operations in the polar region indicates that human factors play a significant role
in marine emergencies. Effective and safe sea transportation requires ships officers to be skilled in ice
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navigation.
The IMO’s “Guidelines for Ships Operating in Arctic Ice-covered Waters” and the International
Convention on Standards of Training, Certification and Watchkeeping of Seafarers (STCW ’95) call for
specialized training for mariners in Arctic waters.
Training addressing operations in cold temperatures must be provided to all ship’s complement.
Each crewmember should be familiar with problems of hypothermia, first aid treatment of hypothermia
and other appropriate first aid procedures
6.1. Training for operation in cold climatic conditions
The training should cover at least the following subject matter areas:
 Recognition of ice formation and characteristics;
 Ice indications; ice maneuvering;
 Use of ice forecasts, atlases and codes;
 Hull stress caused by ice;
 Ice escort operations;
 Ice-breaking operations and effect of ice accretion on vessel stability.
On board training seminars are held by the Master or Chief Officer.
Training of crew for ship evacuation, fire and damage control appliances should include specific
appropriate training to standards procedures made necessary during operations in ice-covered waters.
A training log is to be maintained documenting the conduct of the training and the names of the
persons attending the training.
Mariners exposed to cold and their supervisors should be trained:
• To recognize symptoms which may lead to hypothermia in themselves or others and the steps to be
taken to prevent onset and/or emergencies;
• In the use of rescue and first-aid measures, ice control equipment and procedures, personal
protective equipment and other devices and procedures intended to counter the effects of working in
cold conditions;
• About action to be taken in the event of increased risks of accidents because of low temperatures;
Mariners should be advised of:
• The importance of physical fitness for work in cold environments;
• The importance of drinking sufficient quantities of liquid and the dietary requirements providing
intake of salt and potassium and other elements that are depleted due to sweating;
• Effects of drugs which can reduce their tolerance to thermal extremes;
6.2. Ice Navigation Training
(Ref: STCW) CODE Section B-V/g* Guidance regarding training of masters and officers for ships
operating in polar waters)
Operations in ice require special skills if they are to be accomplished safely and efficiently.
Certifications are to be recorded, where applicable, and the records updated.
Seafarers must be able to:
 Recognize ice types and judge ice conditions,
 Interpret information from satellites,
 Plan a safe route, and
 Maneuver their ship safely in all types of ice conditions.
All deck officers shall be able to relate the structural capability of the ice class of their vessel to the
worst ice conditions for which it was designed.
The universal standard established by the international organization will assist the maritime industry in
training, recruiting and assessing officers who can safely pilot ships through ice.
The goal of training is to reduce the risks of winter navigation and to ensure safe operations even in
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severe ice condition.
6.2.1. Ice characteristics – ice areas
Interpretation of different ice-charts and awareness of limitations in meteorology and oceanography

data, ice physics, formation, growth, ageing and stage of melt;
Ice types and concentrations; ice pressure; friction from snow-covered ice;
Implications of spray-icing and icing up;
Precautions against icing up and mitigation of consequences;
Ice regimes in different regions and different seasons, including the differences between the Arctic and
the Antarctic;
Recognition of consequences of rapid change in ice and weather conditions;
Movement of icebergs and pack ice.
6.2.2. Ship performance in ice and cold climate
Vessel characteristics;
Vessel types, hull designs;
Ice-strengthening requirements;
Ice class in different classification societies – polar class and local regulations;
Limitations of ice classes; winterization and preparedness of vessel;
Low-temperature system performance.
6.2.3. Voyage and passage planning for a ship in ice
Development of safe routing and passage planning to avoid ice where possible, including interpreting
various forms of ice imagery and data to assist in the preparation of a strategic passage planning.
Entering ice from open water to avoid icebergs and dangerous ice conditions; navigation, determining
when it is safe or not safe to enter areas containing ice or icebergs due to darkness, swell, fog or
pressure ice.
6.2.4. Operating and handling a ship in ice
Preparations and risk assessment before approaching ice-infested waters;

Unassisted operation of vessels with different ice-class in different ice-types;
Safe speed in the presence of ice and icebergs;
Communications with an icebreaker and other vessels;
Navigation in various ice concentrations and coverage;
Awareness of the increase in energy of movement;
Use of icebergs for shelter and access through packed ice.
Use of different type of propulsion system and rudder, including awareness of system strength and
capacity limitations;
Use of heeling and trim systems, engine loads and cooling problems.
6.2.5. Regulations and recommendations
Local requirements for entering different regions, including the Antarctic Treaty;
International regulations and recommendations.
6.2.6. Equipment limitations
Use of and hazards associated with terrestrial navigational aids in polar waters;
High latitude compass errors;
Discrimination of radar targets and ice-features in ice-clutter;
Limitations of electronic positioning systems at high latitude;
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Limitations in nautical charts and pilot descriptions;

Limitations in communication systems.
6.2.7. Safety precautions and emergency procedures
Availability of hydrographic data sufficient for safe navigation;

Precautions when navigating in poorly charted waters;
Limitations of search and rescue readiness and responsibility, including GMDSS area A4 and its SAR
Communication facility limitation;
Awareness of contingency planning;
Knowledge of towing procedures;
Value of contact with other ships and local SAR organization;
Recognizing dangers when crews are exposed to low temperatures;
Procedures and techniques for abandoning the ship and survival on the ice;
Crew fatigue problems due to noise and vibrations;
Carriage of additional resources such as bunkers, food and extra clothing;
Awareness of the additional severity of consequences of incidents in polar waters.
Establishing safe working procedures;
Awareness of the most common hull and equipment damage and how to avoid them;
Fire-fighting systems limitations.
6.2.8. Environmental considerations
Sensitive sea areas regarding discharge;

Areas where shipping is prohibited or should be avoided;
Special areas in MARPOL; oil-spill equipment limitations;
Plan for coping with increased volumes of garbage, bilge water, sludge, sewage, etc.;
Consequences of pollution in a cold climate.
6.3. GAZPROM NEFT TRADING GMBH applies additional requirements to the crew experience and the
crews working on vessels operating in Arctic Area:
The aggregate period of operation in Arctic Area for Master and Chief Officer shall not be less than one
(1) year;
The aggregate period of operation in Arctic Area for Chief Engineer and Second Engineer shall not be
less than six (6) months;
Four (4) Deck Officers excluding Master are required to be on board;
The aggregate period of operation in Arctic Area for watch keeping Officers excluding Chief Officer shall
not be less than six (6) months;
Manning of the vessel should ensure “three (3) men bridge operation” at all times while in Arctic Area;
All navigating officers should be provided with basic ice navigation training;
Six (6) Deck ratings with watch keeping certificate and excluding Bosun are required to be on board;
Riding Squat consisting of Bosun, Engine Fitter and Deck Fitter should be all the time available for
emergency work on deck. At least one member of Riding Squat is to be qualified electrical welding
and gas cutting specialist certified by the Administration
7. NAVIGATION IN ICE
7.1. Operational Guidelines/ Captain Obligation
All ships operating in ice-covered waters should carry on board at all times an operating manual and training
manual for all Ice Navigators on board the ship.
The operating manual, or supplementary manual in the case of ships not normally operating in ice-covered
waters, should contain at least the following information on issues directly related to operations in such
waters. With respect to contingency planning in the event that the ship suffers ice damage, the manual
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should conform to guidelines developed by the Operator.
Navigation is considered as one of the most important aspects of operating in Ice conditions.
Relevant procedures should be developed and implemented prior to the vessel encounters Ice or Sub-
Zero Temperatures Area.
The captain shall control that there are routines and instructions for safe navigation in ice in the ships
ISM-manual.
7.2. Planning
Masters and officers in charge of navigational watches, when it is anticipated that the vessel will be
operating in waters where ice, icing and/or icebergs may be encountered, must be familiar with the
guidelines in the British Admiralty "The Mariners Handbook", NP 100.
Before encountering ice in any form, careful voyage planning must be prepared. The Master must
conduct a formal and documented meeting with all the Navigating Officers, to discuss the procedures to
be followed when the vessel first encounters the ice edge. The passage plan for the intended voyage
must include all available ice information from known sources. Also a formal risk assessment should be
carried out.
When planning, the Master must take into consideration the vessel’s draft and trim, the immersion of
the propeller and the rudder. The Master must obtain the latest ice information available by all means
at his disposal, including an assessment of the density and thickness of the ice and plot on the chart:
• The location of the ice edge together with changes in the strength.
• The direction of the wind since the receipt of the latest report.
The importance of keeping a continuous look out when approaching the ice edge must be strongly
emphasized. This visual look out together with radar in detecting ice is vital for the vessel’s safe
navigation.
Ships navigating in ice-covered waters may experience delays and, therefore, should be stored with
sufficient freshwater supplies and maneuvering fuel, Rock salt, electric/fan heaters (portable), warm
protective clothing, paraffin, axes, shovels, brushes, masking tape, anti-freeze, protective gloves, steam
hose lengths and couplings and heat lamps.
The crew must be made aware of the consequences of exposure to low temperatures, particularly to
fingers and face, and be provided with adequate and suitable clothing.
7.3. Ice detection
As a ship proceeds into higher latitudes, the first ice encountered is likely to be in the form of icebergs,
because such large pieces require a longer time to disintegrate. Icebergs can easily be avoided if
detected soon enough. The distance at which an iceberg can be seen visually depends upon
meteorological visibility, height of the iceberg, source and condition of lighting, and the observer. On a
clear day with excellent visibility, a large iceberg might be sighted at a distance of 20 miles. With a low-
lying haze around the horizon, this distance will be reduced. In light fog or drizzle this distance is further
reduced, down to near zero in heavy fog.
In a dense fog an iceberg may not be perceptible until it is close aboard where it will appear in the form
of a luminous, white object if the Sun is shining; or as a dark, somber mass with a narrow streak of
blackness at the waterline if the Sun is not shining. If the layer of fog is not too thick, an iceberg may be
sighted from aloft sooner than from a point lower on the vessel, but this does not justify omitting a bow
lookout. The diffusion of light in a fog will produce a blink, or area of whiteness, above and at the sides
of an iceberg which will appear to increase the apparent size of its mass.
On dark, clear nights icebergs may be seen at a distance of from 1 to 3 miles, appearing either as white
or black objects with occasional light spots where waves break against it. Under such conditions of
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visibility growlers are a greater menace to vessels; the vessel’s speed should be reduced and a sharp
lookout maintained.
The Moon may either help or hinder, depending upon its phase and position relative to ship and
iceberg. A full Moon in the direction of the iceberg interferes with its detection, while Moonlight from
behind the observer may produce a blink which renders the iceberg visible for a greater distance, as
much as 3 or more miles. A clouded sky at night, through which the Moonlight is intermittent, also
renders ice detection difficult. A night sky with heavy passing clouds may also dim or obscure any object
which has been sighted, and fleecy cumulus and cumulonimbus clouds often may give the appearance
of blink from icebergs.
7.3.1. Sings of icebergs
There are no infallible signs of the proximity of an iceberg. Complete reliance on radar or any of the
possible signs can be dangerous. The only sure way is to see it. The following signs are useful when they
occur, but reliability cannot be placed on their occurrence.
• When Icebergs calve, or ice otherwise cracks and falls into the sea, it produced a thunderous roar, or
sounds like the distant discharge of guns.
• The observation of growlers or small pieces of brash ice, at range 15- 20 miles, is an indication that an
iceberg is in the vicinity, and probably to windward; an iceberg may be detected in thick fog by this
means.
• The sound of breakers may be heard if an iceberg is near and should be constantly listened for.
• In fog with sun shining an iceberg appears as a luminous white mass, but with no sun it appears close
aboard as a dark mass, and the first signs may well be the wash of the sea breaking on its base.
• On a clear night with no moon icebergs may be sighted at a distance of 1 or 2 miles, appearing as
black or white objects.
• On moonlit nights icebergs are more easily seen provided the moon is behind the observer,
particularly if it is high and full.
• At night with a cloudy sky and intermittent moonlight, icebergs are more difficult to see and to keep in
sight. Cumulus or cumulonimbus clouds at night can produce a false impression of icebergs.
7.3.2. Unreliable signs of icebergs
• Changes of air or sea temperature cannot be relied upon to indicate the vicinity of an iceberg.
However, the sea temperature in the North Atlantic, if carefully watched, will indicate when the cold
ice-bearing current is entered.
• Echoes from a steam whistle or siren are also unreliable because the shape of the iceberg may be such
as to prevent any echo, and also because echoes are often obtained from fog banks.
• Sonar has been used to locate icebergs, but the method is unreliable since the distribution of water
temperature and salinity, particularly near the boundary of a current, may produce such excessive
refraction as to prevent a sonar signal from reaching the vessel or iceberg.
Limits of iceberg tracks can be obtained from British Admiralty routing charts and Masters and officers
in charge of navigational watches must ensure that they are aware of these limits and precautions are
taken when in proximity.
7.3.3. Sings of drift ice
There are two reliable signs of drift ice:

• Ice Blink whose characteristic light effects in the sky. On clear days, with the sky mostly blue, ice blink
appears as a luminous yellow haze on the horizon in the direction of the ice.
On days with overcast sky, or low clouds, the yellow colour is almost absent, the ice blink appearing as
a whitish glare on the clouds. Under certain conditions of sun and sky, both the yellowish and whitish
glares may be seen simultaneously. It may sometimes be seen at night. Ice blink is observed some time
before the ice itself appears over the horizon. It is rarely, if ever, produced by icebergs, but is always
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distinct over consolidated and extensive pack.

• Abrupt smoothing of the sea and the gradual lessening of the ordinary ocean swell is the other reliable
sign, and a sure indication of drift ice to windward.
Other signs of drift ice are:

• The presence of isolated fragments of ice which often point to the proximity of larger quantities.
There is frequently a thick band of fog over the edge of drift ice. In fog, white patches indicate the
presence of ice at a short distance. In the Arctic, if far from land, the appearance of walruses, seals and
birds may indicate the proximity of ice. In the Antarctic, the Antarctic Petrel and Snow Petrel are said to
indicate the proximity of ice -the former being found only within 400 miles of the ice edge, and the
latter considerably closer to it.
• Sea surface temperatures give little or no indication of the near vicinity of ice. When, however, the
surface temperature falls to +1°C, and the ship is not within one of the main cold currents, the ice edge
should for safety be considered as not more than 150 miles distant, or 100 miles if there is a persistent
wind blowing off the ice, since this will cause the ice temporarily to extend and become more open. A
surface temperature of -0.5°C should generally be assumed to indicate that the nearest ice is not more
than 50 miles away.
7.3.4. Detection of ice by radar
However, an invaluable aid, the limitation of radar in detecting ice must always be borne in mind.
Absence of an indication of ice on the radar screen does not necessarily mean that there is no
dangerous ice near the ship. The strength of the echo received from an iceberg depends as much on the
inclination of its reflecting surfaces as on its size and range.
When approaching the drift ice edge a continuous visual lookout is essential. Operators must be aware
of the limitations given below and that less than full operating efficiency will greatly reduce the chance
of detecting ice.
The following conclusions have been reached from recent experience, but abnormal weather conditions
may substantially reduce detection ranges.
In a calm sea, ice formations of all sorts should be detected; from large icebergs at ranges of from 15 to
20 miles down to small bergy bits at a range of possibly 2 miles. However, growlers weighting several
tons, and protruding up to 3 m out of the water, are unlikely to be detected at a range of more than 2
miles. As warning of ice may therefore be short, radar should be operated continuously in low visibility
where ice is expected.
In any conditions other than calm, it is unsafe to rely on radar when sea clutter extends beyond 1 mile,
as insufficient warning will be given of the presence of growlers large enough to damage the ship, and
drift ice becomes confused with sea clutter. Fields of concentrated hummocked ice should be detected
in most sea conditions at a range of at least 3 miles.
Ridges show clearly, but shadow areas behind ridges are liable to be mistaken for leads or the closed
tracks of ships, and the large area of weak echoes given by a flat floe may be mistaken for a polynya. It
is difficult to distinguish between 10/10 hummocked or rafted ice and 3/10 small floes and ice cake.
Large floes in the midst of brash ice will usually show on radar.
A lead through static ice will not show on radar unless the lead is at least ¼ mile wide and completely
free from brash ice.
Areas of open water and smooth floes appear very similar, but in an ice field, the edge of a smooth floe
is prominent, while the edge of open water is not.
Snow, sleet and rainsqualls can sometimes be detected. Lookouts can then be increased, or speed or
course altered to avoid the squall.
7.3.5. Sings of open water
Water sky, distinguished by dark streaks on the underside of low clouds, indicates the direction of leads
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or patches of open water. A dark band on the cloud at high altitude indicates the existence along this
line of small patches of open water which may connect with a larger distant area of open water. If low
on the horizon, water sky may possibly indicate the presence of open water up to about 40miles beyond
the visible horizon. Dark spots in fog give a similar indication, but are only visible at shorter distances
than reflections on clouds. The sound of a surge in the ice indicates the presence of large expanses of
open water in the close vicinity.
7.3.6. Effect of abnormal refraction
Ice or open water in the distance may often be detected by super-refraction raising the horizon. The
image of the ice or areas of open water, or a mixture of the two, may be seen as an erect or inverted
image. Alternatively, both images may be seen at once, one above the other and usually in contact, in
which case the erect image is the higher of the two. Allowance must be made for the fact that the
refraction causing the mirage will increase the apparent dimensions of small ice, sometimes so greatly
as to make small pieces appear like icebergs. The areas of open water are dark relative to the ice.
7.4. Approaching ice
Experience has shown that ships that are not ice strengthened and with a speed in open water of about
12 kn often become firmly beset in light ice conditions, whereas an adequately powered ice-
strengthened ship should be able to make progress through 6/10 to 7/10 first-year ice. When nearing
the proximity of the ice edge, the main engines should be placed on standby with 2-man engine room
watches and be available for maneuvering. In conditions of restricted visibility, this should be done well
in advance.
Ice should not be entered if an alternative, although longer, route is available. Before deciding to enter
the ice the following factors need to be considered:
• Type of ice;
• Time of year, weather and temperature;
• Area of operation;
• Availability of icebreakers;
• Vessel's ice class in relation to the type of ice expected;
• State of hull, machinery and equipment, and quantity of bunkers and stores left;
• Draught and depth of water over the propeller tips and the rudder;
• Ice experience of the person in charge on the bridge;
Thin new ice allows passage to be made through it by modern steel vessels on the original intended
route.
Thick first-year ice or old ice which cannot be negotiated considering the ice class of the vessel, requires
the prudent Mariner to stop and wait until either conditions improve with a change of wind or tide, or
an icebreaker is available.
7.5. Preparation for ice passage
Before the ice passage the following actions should be carried out:
• Test Controls and try out engines;
• Check and set the navigational and communications equipment, including Radar Display;
• Ship to be ballasted as deeply as possible, but excessive stern trim shall be avoided, as it cuts down
maneuverability and increases the possibility of ice damage to the more vulnerable lower area;
• The propeller should keep as deep as possible and it should always be deeper than the thickness of
level ice to be navigated;
• Prepare good searchlights to aid in visibility in the event of night navigation;
• Fresh and Ballast water tanks shall not be more than 90% full;
• Look-outs is be given some general briefing as to the indications of ice presence, e.g. ice
blink, sudden decrease in sea and/or swell, change in sky coloration, etc;
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• Check that means to de-ice sufficient conning position windows provide unimpaired forward and
astern vision;
• Consult all available ice information, such as Navtex reports, ice charts, etc;
• Cover exposed deck machinery and controls with whatever protecting material is available;
• All deck air motors are to be removed and stored in protected spaces accordingly “Navigating in Ice
Form” should be completed;
• All cofferdams, empty ballast tanks, void spaces must be sounded prior to operating in freezing
conditions. If any water is found, then it should be removed;
• A safety meeting where the following should be addressed:
• The consequences of exposure to low temperatures, particularly to fingers and face, and be provided
with adequate and suitable clothing.
• The hazards of ice blocks melting from ice forming on masts and upper-works and falling to decks.
Ice reports are available when ice is prevalent for the Arctic, Iceland, Baltic Sea, and East coast of
Canada, Gulf of Saint Lawrence, Gulf of Alaska, Bering Sea, Sea of Okhotsk, Sea of Japan and Antarctica.
Some of these are Facsimile reports. Details of these reports and the radio stations transmitting them
are given in Admiralty List of Radio Signals Volume 3.
The United States Coast Guard operates the International Ice Patrol, the cost being met by Signatory
Nations to the 1974 SOLAS Convention. Its prime object is to warn ships of the extent and limits of
icebergs and sea ice in the North Atlantic near the Grand Banks of Newfoundland. The service operates
during the ice season.
7.6. Ice passage
General ice should be regarded as a considerable obstacle to any vessel and great care must be
exercised when navigating in ice. The hidden power and strength of ice in all its forms should always be
respected. The Master must be aware of the ice classification of his vessel. Ice conditions differ widely,
but it should be noted that in conditions other than light ice, the practice of forcing entry in a non ice-
strengthened vessel must be avoided.
Masters and officers in charge of the navigational watch must make themselves aware of all areas
during the passage where ice, icing and icebergs can be encountered. When approaching these areas
they must comply with the requirements of The International Convention for the Safety of Life at Sea
(SOLAS), Chapter V. It is required that when ice is reported on or near his course, the master of every
ship at night is bound to proceed at a moderate speed or to alter his course as to go well clear of the
danger zone.
7.6.1. Maneuvering Vessel During Navigation in Ice
The Master should pay the following special attention during Navigation in Ice Sea.
 The Master shall be on the bridge to Command the vessel directly.
 Make a strict Watch & Look out by means of Sight and Radar.
 The Main Engine must be ready for "Go astern" any time.
 For "Go astern", the Rudder must be midship to prevent the Propeller and Rudder from
damage.
 Except in an emergency, the rudder angle must be limited to minimize to prevent of large
athwart-ship motion of the stern.
 To prevent the hull from damage due to impact, enter the ice at Low speed, and then increase
to moderate speed to maintain headway and control of the ship.
 If an ice block has come under the bottom of the vessel, drop the speed immediately to protect
the rudder and propeller.
 Do not drop anchor where ice is dense to avoid the danger of anchor chain being cut. Frequency
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of Sounding Tanks to be increased.
7.6.2. Main principles for entry into the ice.
The master must be on the bridge when entering the ice.

• Where the existence of pressure is evident from hum mocking and rafting, entry should never be
attempted;
• The ice should be entered from leeward, if possible. The windward edge of an ice field is more
compact than the leeward edge, and wave action is less on the leeward edge;
• The ice edge often has bights separated by projecting tongues. By entering atone of the bights, the
surge will be found to be least;
• Ice should be entered at very low speed and at right angles to the ice edge to receive the initial
impact, and once into the ice speed should be increased to maintain headway and control of the ship;
• Be prepared to go "Full Astern" at any time;
Experience has proved that in ice concentrations three basic vessel-handling rules apply:
• Keep moving, even if only very slowly;
• Try to work with the ice movement and not against it;
• Excessive speed leads to damage from the ice;
• If the ship has to go astern in ice, the rudder should always be placed amidships;
• If vessel is stopped by heavy ice concentrations, then the rudder is to be kept amidships and the
engine turned ahead as required to ensure that propeller remains clear of ice.
Regular visual inspections of the stern should be made to confirm that the propeller and rudder remain
in clear water and free of ice;
Additionally the below mention instructions should be followed.

• Lookouts should be relieved as frequently as possible in order to maintain alertness and to overcome
fatigue or discomfort;
• Humidity in the air should be avoided in order to prevent window fogging and icing;
• Ensure individual heating to bridge windows remain ON at all times, when temperatures are below
freezing. Drastic changes in temperatures created by a chill factor may cause the glass to crack, due to
thermal shock; If the above arrangement is not available, installation of transparent heat shrink film
over each window will reduce heat loss and prevent frost and condensation. Another method consists
of forced ventilation, aimed at each window, using portable fans or improvised ducting made of
polyethylene fed from the ship’s heating system. Handheld ice scrapers and lint-free paper towels are a
must in many cases
• Individual heaters in the wheelhouse to be kept on during winter. If not fitted, at least two portable
heaters (5,000 Watts each, with ventilator) should be safely and adequately installed, temporarily;
• Every effort shall be taken to prevent exterior windows from ice accretion;
• Drain the bridge window wash water line and leave drains open;
• Ensure whistle and horn heater remain ON at all times; ensure compressed air is moisture free. In case
of no available heating system air horn to be drained at all times;
• Slack down all signal halyards;
• Radar scanners to be kept running at all times except when vessel is alongside;
• Navigation and deck lights to be kept ON at all times;
• Switches for the air duct heaters to be switched ON (where fitted);
• Clear-view screens to be kept running when needed;
• A bucket of coarse salt to be kept readily at hand in the wheelhouse especially in pilotage waters to
prevent slipping accidents;
• Ensure trace heating to EPIRB bracket (Emergency Position Indicating Radio Beacons) is ON (where
available);
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• Check and ensure that all heating arrangements are properly functioning;
• Sufficient heating should be available in crew accommodations and on the navigating bridge;
• If you are navigating in the areas where sea ice is expected, during the night it is recommended to
have a searchlight (Suez Light) ON continuously pointed forward. From experience you will see small
pieces of ice in sufficient time to reduce speed and safely enter the ice;
• You may experience freezing spray or severe freezing spray. You must avoid ice buildup aboard the
vessel. Sometimes it may be necessary to reduce speed to the bare minimum, but remember: you may
lose 12 - 18 hours on your ETA, but you will avoid 2 - 3 days of clearing ice in the harbor. Freezing spray
is a very important item. All precautions should be taken to avoid ice accumulation on the main deck.
You should expect Freezing spray when wind is from NE, N, NW, and WNW, W and with speed above 15
knots. The best way to avoid it is a course alteration or reduction of speed. Effects of freezing spray are
diminished when wind is more than 45° from the bow. Any course and speed change are to be done in
consultation with Owners;
• During hours of darkness, watch personnel must maintain frequent watch over the main deck area for
the excessive ice buildup. If there is ice, then appropriate avoidance action must be taken;
• In case of severe freezing spray (temperatures less than -15ºc and wind above 35 knots), vessel should
consider anchoring at a safe anchorage and waiting for the storm to pass, in consultation with Owner;
• Bridge windows should be fitted with sunscreens. Sun glasses should be provided for personnel on
deck;
• Tender NOR on entering the ice edge, after consultation with Owners. If possible, take photograph to
record date and time of entering ice edge;
• Issue a letter of protest for any delays that occur once vessel is in the ice after consultation with
Owners;
• Closely monitor Ice presence/ thickness;
• Keep vessel in hand steering throughout and post additional lookout;
• Reduce speed immediately to reduce spraying if ice accretion is suspected or present. This can happen
with air temperatures at -2ºC. If this is suspected, take and log the air wet and dry temps + sea temp;
• Maximum speed navigating in ice should not exceed the design speed for this activity;
• If fitted, ensure that the ice light(s) are working to aid navigation in ice at night. If the vessel is forced
to stop due to ice conditions, the searchlight must be switched off for as long as the vessel remains
stationary;
• If vessel becomes fast in ice, the drift of the ice and vessel can be quite noticeable;
• When in ice, the maneuverability of the vessel is greatly affected in anything other than loose ice. The
turning circle will increase considerably;
• When going astern, keep the rudder amidships and proceed with caution. Any astern movements
should always be preceded by an ahead movement to clear ice away from the stern;
• Be aware that TSS (traffic separation scheme) may be suspended;
• Navigational buoys may have been removed from station or, if still present, may not be at their
charted location;
• Ice Advisors are sometimes available in certain areas. Consider taking them onboard if available after
consultation with Owners;
• Do not anchor in or near ice. This could easily result in the vessel losing the anchor as the movement
of the ice may part the anchor cable;
• If navigating with the assistance of an icebreaker, co-operate fully and follow the instructions given;
• If in convoy, a watch is also required astern. Vessels navigate in close proximity to each other, 3 to 5
cables apart. Be alert at all times;
• If vessel is subjected to any significant movement of ice against the hull when berthed, due to tide,
current or strong wind, be prepared to get underway immediately if the moorings no longer prove to be
effective;
• All forms of glacial ice in the pack should be given a wide berth;
• Navigation in pack ice after dark should not be attempted without good searchlights and if visibility
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precludes progress heave to and keep the propeller turning slowly as it is less susceptible to ice damage
than if completely stopped;
• When a ship navigating independently becomes beset it usually requires icebreaker assistance to free
her. In case that the vessel becomes beset, the propeller is NEVER to be used, until the ice has been
broken (as per vessel’s design) by ice breaker. However, ships in ballast can sometimes free themselves
by pumping and transferring ballast from side to side, and it may need very little change in trim or list to
release the ship;
• Avoid walking on ice wherever possible;
• Prior arrival pilot station both anchors must be de-iced and moved up and down IN GEAR to make
sure they are free;
The Master of a vessel meeting dangerous ice must communicate the following information in
accordance with SOLAS, Chapter V:
• Type of ice;
• Position of the ice;
• UTC (GMT) and date of observation;
On encountering air temperatures below freezing associated with gale force winds causing severe ice
accumulation on ships:
• Air and sea temperatures;
• Force and direction of the wind;
• Position of the ship;
• UTC (GMT) and date of observations;
7.7. Receiving Ice-Breaking Assistance
 All instructions given from icebreakers must be complied with.

 Particular attention shall be paid to the following:
- Instructions are given to assisting vessels via VHF on dedicated assistance channel. The
recommended VHF channel shall be constantly monitored.
- The vessel's propulsion machinery shall be ready for rapid maneuvers at all times.
- The icebreaker decides if and when the vessel shall be towed.
- If the vessel springs a leak or sustains any other damage that may affect the vessel's
ability to follow the icebreaker or otherwise to comply with the directives given from
the icebreaker, this must be communicated immediately to the icebreaker.
- To be eligible for icebreaker assistance, vessels navigating in ice-covered waters must
be equipped with a powerful searchlight. Vessels forming part of a convoy, which has
got stuck in the ice, must keep their searchlights switched off.
 In order to avoid collisions, a vessel in convoy shall inform other vessels without delay on the
dedicated assistance channel if it stops or slows down its speed substantially.
 During the hours of darkness, the state icebreakers show a blue light at their mastheads, which
is visible all around the horizon.
 Vessels failing to comply with prescribed restrictions and traffic directions or orders given from
icebreakers will be refused assistance.
 Some icebreakers are equipped with two rotating red warning lights located on top of each
other that are lit whenever the icebreaker has to stop unexpectedly or has to make an abrupt
reduction in speed. The assisted vessel/vessels will then have to use every possible means to
immediately make full astern.
7.7.1. Icebreaker escort
(ref: “The Use of Large Tankers in Seasonal First-Year Ice and Severe Sub-Zero Conditions”)
Specific projects and terminals have specific terminal requirements and recommendations for ice
navigation. Terminal ice procedure manuals are always to be followed.
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Most escort systems work on the principle of providing icebreaker assistance only when necessary.
The ice channel required by large tankers will usually be wider than the beam of the tanker. Two
icebreakers may be required for efficient escort.
However single icebreaker escort is also possible depending on the circumstances.
There are a range of different large vessel icebreaker escort techniques in use depending on the ice
conditions, preferred methods of the local icebreaker captains and availability/design of icebreakers.
A common mode of large ship escort consists of two icebreakers in tandem (one ahead of the other)
and separated by about 20m (depending on the beam of the tanker). This provides an ice channel
approximately the width of the combined beams of both icebreakers plus the separation distance. The
tanker travels at a "safe distance" behind the nearest icebreaker at a "safe speed" nominated by the
icebreaker captain who controls and manages the convoy. The tanker will encounter ice floes in the
channel (see figure below). Missing the ice channel at high speeds when navigating from open leads or
nilas into thicker ice is dangerous for the following tanker. The vessel bridge team cannot be allowed to
become fatigued and, if they are not familiar with this mode of operation, experienced assistance in the
form of an ice advisor is to be requested. Good communications, defined responsibilities and adherence
to procedures are extremely important to the safe execution of large tanker escort operations.
Figure 1
7.8. Tug support in ice
The subject of tug assistance on arrivals and departures to terminals and offshore objects, as well as any
assistance and ice-management during loading/offloading operations is highly dependable on various
local factors.
When a tug assists a ship during its arrival to, or departure from, an area with ice, there is a risk of
collision, especially when towlines are used. It is important to make sure that the towline does not
slacken and pick up ice that could result in an increased risk of it parting. The speed must be lower than
in cases of towing in areas with no ice. The safest approach is to use the tug to push, to break ice or to
remove ice between the jetty and the assisted ship.
7.8.1 Arrival at jetty
The best way to bring a ship alongside a jetty in areas with ice is to maneuver the ship parallel to the
jetty; and as close to it as safely possible (see Figure 2), thus ensuring that there is a minimum of ice
between the jetty and the ship and that the ice on the seaward side pushes the bow towards the jetty.
However, this approach is rarely feasible and as a general rule it should always be expected that there
will be ice between the jetty and the assisted ship. Figure 2 shows a ship assisted by a tug using a
towline attached to the ship‘s bow. In positions 1 and 2, the bow of the assisted ship is towed as close
to the jetty as possible; the tug places the bow of the ship at an angle of about 45° to the jetty and
slides towards the jetty, thus ensuring that there is no ice in front of the assisted ship (position 3). If this
maneuver fails and there is too much ice between the jetty and the ship, the procedure shown in Figure
3 must be applied.
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Figure 2.
Figure 3. In Figure 3 below, the assisted ship and tug A have fastened a spring line ashore. Tug A moves forward
in relation to the spring line, thus blowing the ice between the ship and the jetty astern, which makes it
possible for the assisted ship to proceed carefully on its spring line, bringing its bow to the jetty. It
should be ensured that the ship‘s crew are aware of the particular risks associated with this maneuver.
The assisted ship can then move its stern alternately towards and away from the jetty, thus pumping
away the ice between the jetty and the ship. Tug A can sail to the side of the ship to push on it, or it may
sail to another position (e.g. B or C) to push or help removing the ice between the ship and the jetty.
7.8.2. Departure from jetty
Before a ship leaves the jetty, it is important that the tugs break the ice in an adequate area around the
ship, so that the assisted ship is able to move as freely as possible in the ice.
When the ice has been broken around the ship, the tug(s) must attach towlines to the ship and pull it
away from the jetty (Figure 4) to make room for maneuvering the two tugs in between the jetty and the
ship.
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Figure 4.
It is important to ensure that the assisted ship does not drift back towards the jetty before the tugs are
in a position where they can used for pushing (see Figure 5).
If a ship is to be turned in a harbor basin, the ice around the ship must be in constant movement, since
the ice will otherwise form blocks at the bow and the quarter. The ice can be kept in constant
movement by a tug working in the ice around the ship, particularly at the bow and quarter (see Figure
5).
Figure 5
7.8.3. Operations at offshore terminals
Approach The approach to an offshore terminal during the ice season is normally made with the
assistance of icebreakers. As part of the overall operation, it is important to schedule the arrival of the
tanker, and operations at the terminal, so that ships do not have to wait in ice. The transition between
normal icebreaker escort, and icebreaker-assisted approach to a terminal installation, is characterized
by the breaking of a more extensive area of ice to allow the tanker to maneuver to the terminal. This
may be accomplished by one or two of the icebreaker escort vessels, or by a dedicated icebreaking tug
provided by the terminal for that purpose. Ice should be broken in the approach area to the terminal.
This icebreaking should be accomplished before the tanker approaches the terminal berthing area. In all
cases, the direction of drift of the ice sheet is critical to the decision of where to break ice. Ice will drift,
and may pack, under the influence of wind, current and tide experienced at the site and elsewhere. Ice
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may drift a different direction from a ship exposed to the same influences. Thus, the optimum direction
for the ship to approach the mooring will be influenced by the expected ice drift, as well as the normal
considerations of wind, tide, current and proximity to navigational hazards. Should tug assistance be
required to moor to the terminal (jetty or single point mooring structure), such tugs should be capable
of sustained operations in the maximum thickness of ice that is forecast to be encountered at the
terminal. Special care should be taken to prevent loss of control of the tanker, and subsequent collision
between tanker and tug or terminal, caused by the tug coming fast in ice while assisting the tanker to
berth. Towlines should be under some tension at all times, to prevent the towline dragging in the ice,
abrading and parting. Specific procedures to avoid the contact of hoses and moorings associated with
berthing should be developed and employed. This is particularly true of single point mooring
arrangements, where specialized bow moorings may be employed.
7.8.4. Operations alongside
Operations alongside Icebreaking operations should continue throughout the period that the tanker is
moored to the terminal. This can be accomplished by icebreakers, or by a dedicated icebreaking tug. For
single point mooring terminals, a tug may be stationed astern of the tanker to assist with position
keeping. The direction of ice drift should be monitored at all times, particularly if a change in climatic
conditions causes a change in drift which may trap the tanker at the terminal when ice drifts direction
changes. This is particularly important if the tanker is moored to an offshore jetty structure, where the
tanker could be beset by the ice sheet, and damaged. The operational procedures at such a terminal
should allow for early departure of the tanker if a danger of besetting arises.
7.8.5. Departure
Departure the additional area of ice required for the tanker to maneuver from the terminal towards and
into the departure channel should be broken prior to unmooring. Specific procedures are required to
avoid contact between ice and terminal and tanker equipment (hoses, moorings) to prevent damage.
Otherwise, the precautions for departure mirror those of arrival.
7.9. Towing
(ref: “Winter Navigation” Swedish Maritime Administration)

In difficult ice-conditions such as hard ice-pressure or passage through heavy ice-ridges, towing might
be the only means for ensuring a safe and effective assistance.
Normally, towing will then take place by bringing the vessel's bow into the towing notch of the
icebreaker. The icebreaker will hand over two or four cables, which are to be fastened to the towing
bollards.
If the below mentioned conditions cannot be fulfilled, towing in the icebreaker's notch is no longer safe,
therefore not to be performed.
The master of the icebreaker is then entitled to refuse assistance of the vessel until assistance is
possible without towing.
7.9.1. Instructions for towing:
1. In difficult ice conditions, towing may be the only means of ensuring safe and effective assistance.
2. The vessel shall be prepared to make fast or cast off the towing cable at any time. The icebreaker
decides when a vessel is taken into tow.
3. A vessel towed by an icebreaker may use its propulsion machinery only according to instructions from
the icebreaker. The vessel’s propulsion machinery shall be ready for rapid maneuvers at all times.
4. During towage, the vessel in tow must use manual steering. By steering manually the vessel should
try to stay in line with the icebreaker.
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7.9.2. Notch towing
Notch towing is applied when the icebreaker and the towed vessel are connected as below.
- The vessel shall be prepared to make fast or cast off the towing cable at any time.
Figure 6
For bulb vessels, the distance between the topside of the bulb and the icebreaker hull must be at least
two meters (see illustration).
Figure 7
For vessels with anchors placed on the outside of the vessel in such a manner that the anchors may
come into contact with the icebreaker's towing notch, the anchors will have to be catted, i.e. moved
astern (see illustration) or placed onto deck before towing operation can begin.
The hull of the towed vessel is always acting as an active rudder of the icebreaker
If the towed vessel has sufficient engine power and follows the instructions of the icebreaker, it acts as
an active rudder steering in the right direction. Proper use of the rudder ensures safe towage, helps
avoid accidents and increases towage speed. When proceeding straight ahead the vessel should keep its
masts in line with the masts of the icebreaker.
If the vessel cannot keep the engine output as high as required or it is affected by rudder problems, the
icebreaker should be notified immediately, so that it can reduce its speed.
Figure 8
7.9.3. Altering course
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If the icebreaker asks the vessel to help with altering the course, the helm has to be turned in the
opposite direction to the one normally used, as the vessel’s hull is acting as the rudder of the whole
combination.
Figure 9
7.9.4. Special measures for safe towing
Vessels with a bulbous bow should be trimmed so that the distance between the top of the bulb and
the hull of the icebreaker is at least two meters.
If the ship’s anchors are located on the outside of the hull and could thus come into contact with the
towing notch, they must be pulled back or lifted onto the deck well in advance of assistance.
7.9.5. Factors complicating towage
The shape of the vessel’s bow greatly influences the towage. The principle is that in cases where an
unsuitable bow complicates the towage or makes it virtually impossible, the vessel is only assisted when
this can be carried out without towage. The master of the icebreaker makes the final decision on the
towage.
Some merchant ships have an ice knife fitted above the bulb. This ice knife is just a vertical plate which
presents a sharp edge against the notch at certain draughts. As these ice knives destroy the fendering at
the icebreaker notch, their use is discouraged if efficient icebreaker assistance is expected.
Figure 10
7.10. Pilot boarding in ice conditions
• The pilot boarding position may have been moved from its actual position during the open water
season. If required, information is provided by the local VTS center about the pilot boarding position
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and on which side of the vessel the pilot boarding takes place.
• Keep pilot ladder on deck until the last minute to avoid icing. Place pilot ladder (normally)1.5 m above
sea level.
• Under ice conditions, the pilot may arrive by pilot boat or hydrocopter.
• Vessel must obey orders of the icebreaker when approaching pilot boarding position.
• A complete stop might be required.
• Vessel must follow the pilot’s instructions when he is embarking or disembarking the vessel.
• Searchlights are required at nighttime to ensure safe navigation.
8. LIFE SAVING APPLIANCES AND SURVIVAL ARRANGEMENTS
Crew should be well aware of special instructions necessary for use of the ship’s lifesaving appliance in
severe weather and severe sea conditions on the ice or in a combination of water and ice cover.
Gazprom Neft Trading Gmbh attaches great importance to Safety procedures. These procedures should
be developed by Operator and implemented across the Operator’s fleet.
Adequate supplies of protective clothing and thermal insulating materials are to be supplied for all
vessels operating in Arctic ice-covered waters for all persons onboard at all times.
Lifesaving appliances are to be of a type that is rated to perform its functions at its design service
temperature or a minimum temperature of –30°C (–22°F).
Additional rations and drinking water are to be provided onboard all lifeboats and life rafts. Extra
rations (caloric intake) are required by personnel subjected to extremely cold temperatures.
Drinking water containers are to be suitable to allow for thermal expansion while frozen. Consideration
should be given to storing rations and drinking water, in addition to those in the lifeboats and life rafts,
inside the deckhouse/accommodations to protect them from freezing. These additional rations and
drinking water are to be stored in such a space or container to be convenient for placement into the
survival craft should evacuation become necessary.
It should be understood that most EPIRBs and Personal Floatation Device (PFD) lights are automatically
activated by contact with water, which may not happen when vessels are evacuated in ice-covered
waters. Crews need to be aware of this fact, and are to be provided with equipment (e.g., manually
activated) that facilitates other ways of transmitting distress and location information.
EPIRBs and PFD lights selected are to be able to operate at the design service temperature. Most EPIRBs
work only down to –20°C according to manufacturers’ instructions. Care must be taken to verify that
the selected EPIRBs are suitable for the design service temperature. The manufacturer should be
consulted for guidance.
All safety related systems should be periodically inspected during the exposure to extreme
temperatures to ensure the effectiveness of the precautions being taken.
All available space heaters and engine sump heaters should be utilized.
8.1. Lifeboats.
Totally enclosed lifeboats are required for all vessels operating in low temperature environments, as
they offer shelter to the occupants from the environment. Lifeboats are to meet the requirements of
the IMO Life Saving Appliance Code and the flag State administration. The following additional
requirements are to be complied with:
The capacity of the lifeboats are to be sized for 125% of crew size based on increased dimensions as
crews are presumed to be dressed in bulky cold weather clothing. Lifeboat access and operations are to
be based on these increased dimensions. Most lifeboats will not accommodate their SOLAS capacities
when crews or passengers are dressed in bulky clothing.
The lifeboat engine is to be suitable for cold starting and continuous operation at the design service
temperature in lieu of the test temperature specified in the LSA Code. Engine block heaters may be
considered for oil sumps. Cooling water, fuel and lubricating oils for engines are to be suitable for
engine operation at the design service temperature. For ice class vessels, the engine power is to be
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sufficient to have ice-transit capability in thin ice with a low concentration.

For ice class vessels, the propeller is to be protected from contact with ice.
For ice class vessels, the lifeboat’s keel is to be protected from contact with ice by a bar or similar device
and the hull provided with additional strength for ice contact.
Lifeboats are to be provided with radio equipment and batteries suitable for operation at the minimum
anticipated temperature.
Lifeboat releasing gear is to be shielded or protected from freezing for ready release or reattachment.
Lifeboats are to be provided with heaters and heating fans to reduce humidity and prevent icing and
blockage of entrance doors. For design service temperatures less than –30°C (–22°F), heater cables are
to be installed for hatches and doors to prevent freezing.
For ice class vessels, lifeboats are to be equipped to be capable of being hoisted/pulled onto ice so as to
provide shelter. To meet the requirement for pulling lifeboats onto ice, the lifeboat would need to be
provided with a suitably supported winch and wire rope with an anchoring device capable of being
made fast to the ice. Note that the weight of the lifeboat must be considered so that it is not too large
to be able to pull on the ice. ix) Lifeboats are to be equipped so as to be capable of deterring native
animal invasion (e.g., polar bears).
8.2. Life Rafts
Life rafts are to meet the requirements of the IMO Life Saving Appliance Code and the flag State
administration. Inflation of inflatable life rafts for design service temperatures less than –30°C (–22°F) is
to be completed within a period of 3 minutes at the lower design service temperature. After inflation,
the life raft is to maintain its form when loaded with its full complement of persons and equipment.
8.3. Rescue Boat
A rescue boat, if provided, is to meet the requirements of the IMO Life Saving Appliance Code and the
flag State administration.
The following additional equipment is to be provided onboard the rescue boat:
Radio equipment with batteries suitable for the minimum anticipated temperature is to be installed.
A battery charger
An engine block heater
8.4. Launching Stations and Arrangements
The requirements of this Paragraph are applicable for lifeboats, life rafts and rescue boats. For ice class
vessels, launching appliances onboard need to be designed with the following special considerations.
Free-fall lifeboats cannot be released onto ice-covered waters without risking the safety of occupants
because of impact with the ice and/or surfacing under ice floes.
Standard lifeboats have almost no ice-transit capability, and they should be launched into the vessel’s
track to maximize their ability to get clear of a sinking or burning vessel. Launching stations are to be
located considering their suitability to facilitate abandoning the vessel during navigation in ice-covered
waters.
Arrangements are to be provided to permit lowering life rafts onto the ice rather than into the water.
Life raft storage arrangements should be provided to permit this operation. For ice class and non-ice
class vessels, the forward end of the lifeboat stations is to be shielded with a roof and wind walls to
reduce ice and snow accretion on the lifeboat canopy, davits, sheaves and wires.
The launching arrangements for boats and their retrieval are to be protected with a cover over the
sheaves and wires. Grease or lubricant used for the sheaves is to be suitable and is not to exhibit
degraded performance at the design service temperature.
8.5. Ice Gangway, Personnel Basket and Escape Chutes for Ice Class Vessels
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An ice gangway or personnel basket used in conjunction with a crane may be considered as an
additional means of evacuation, subject to approval of the flag State administration. Escape chutes, if
provided, are to meet the requirements of the IMO Life Saving Appliance Code and the flag State
administration. The escape chute is to provide a means of landing safely on the ice pack. Equipment is
to be provided for shelter of all personnel.
8.6. Immersion Suits and Life Jackets
The requirements in Chapter 11 of the IMO Guidelines for Ships Operating in Arctic Ice-Covered Waters
or the IMO Guidelines for Ships Operating in Polar Waters (upon adoption, December 2009) with regard
to immersion suits and life jackets and the flag State administration are to be complied with. Adequate
supplies of immersion suits and life jackets are to be provided on the vessel for all persons onboard at
any time. Personal immersion suits may be stored in cabins to be used during lifeboat musters in order
to avoid moisture accumulating in suits stored at lifeboat stations.
8.7. Alarms, Escape Routes and Access Routes
The requirements in Chapter 4, Accommodation and Escape Measures of IMO Guidelines for Ships
Operating in Arctic Ice-Covered Waters or the IMO Guidelines for Ships Operating in Polar Waters, and
the flag State administration are to be complied with.
8.7.1. Access Routes
Access ways should be checked each day when snow or under-cooled rain occurs and any accumulation
removed. De-ice chemical mix (glycol mix) should be applied to deck plating when freezing occurs.
Deck drains should be opened using steam, pressure air and/or de-ice chemical mix
Snow and ice should be removed by use of shovels, hardwood clubs, steam or equal.
When freezing temperatures and icing are anticipated, heated walkways are activated at 5°C (41°F) with
increasing heat as further temperature drops occur.
Where necessary, additional safety lines should be run and crew members instructed on tethering
themselves.
8.7.2. Escape Routes
Escape routes should be clearly marked, checked and kept clear of debris, snow and ice accumulation at
least once a day or more often when required.
8.7.3. Emergency Exits
Gaskets, hinges, dowels and locks should be checked and treated with approved de-ice chemicals
before the temperature drops below 0°C (32°F). Exits should be checked and kept clear of debris, snow
and ice accumulation once a day or more often when required. Snow and ice should be continuously
removed using shovels, hardwood clubs, steam and/or compressed air.
Pre-treatment with de-ice chemicals should be applied at least each month or when required. For
drilling rigs, the Derrick man’s escape (Geronimo Chutes) should be checked and treated with de-ice
chemicals before the temperature drops below 0°C (32°F). The chute should be function tested every
day when the temperature is 0°C (32°F) or below.
8.7.4. External Emergency Lights
External emergency lights should be operative at all times and kept free from snow and ice. The lights
should be checked daily when the temperature is below 0°C (32°F).
8.8. Drills and Emergency Instructions
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An updated listing of personnel certified (if applicable) in the use of specialized equipment carried for
any type of emergency response is to be maintained.
Emergency and evacuation procedures including instructions for at sea and ice covered waters are to be
developed with an appropriate emphasis to changes to standard procedures made necessary by
operations in low temperature environments. Refer to the requirements of Chapter 13, Operational
Guidelines of the IMO Guidelines for Ships Operating in Polar Waters (2009) (Resolution A.1024(26)).
The procedures are to include the following topics:
For ice class vessels, the propeller is to be protected from contact with ice
Vessel evacuation
Operation of safety equipment and supporting vessel systems, such as cranes or lifting appliances
during an emergency or vessel evacuation
Survival at sea
Survival on ice/ashore
Fire and damage control equipment and system
Cross-training of crew members Crew members are to be provided with proper onboard instructions
and be regularly trained
9. FIRE FIGHTING EQUIPMENT AND PROCEDURES
(Ref: “The use of Large Tankers in Seasonal First -Year Ice and Severe Sub-Zero Conditions” – OCIMF)
9.1 Fire Fighting Equipment Readiness
Nozzles, piping and valves of any fire extinguishing system as well as the exhaust gas outlets and
pressure vacuum arrangements on gas detection systems should be prevented from ice buildup that
can affect effective operation of the systems.
Door gaskets should be treated with de-ice treatments at least each month or when required.
All snow and ice accumulation on equipment should be removed by using steam, compressed air or
equal as necessary to maintain system readiness at all times.
Fire water hoses that have been used should be drained and dried immediately after use or stored at a
frost-free location.
Fire mains should be drained until needed when the temperature is 0°C (32°F) or below.
When the temperature drops below 0°C (32°F), all external fire equipment should be checked daily or
more often when required for snow and ice accumulation.
Portable fire extinguishers at anchor stations should be kept in operator’s cabins when the temperature
is –15°C (5°F) or below. All the fire dampers directly exposed to the weather are to be checked and
function tested every day when the temperature is 0°C (32°F) or below.
Exposed deck machinery should be checked frequently to verify correct operation.
9.2. 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.
9.3. Unprotected foam and water extinguishers
Unprotected water and foam extinguishers are rated for safe and effective operation to +1ºC. If
protected with ethylene glycol, this figure is revised downward to -10ºC. If the additive ‘Kerrol’, or
equivalent, is used, this will enable water and foam extinguishers to be available for use at
temperatures to -20°C.
9.4. CO2 extinguishers
CO2 extinguishers are rated for safe and effective operation to -20°C.However, if operated at these
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temperatures extreme caution should be taken to avoid contact with any part of the extinguisher or
expelled gas to avoid low temperature burning
Minimum
operational Minimum Maximum
Type of temperature, °C operational operational Hazards
Extinguisher
Modified temperature, °C temperature, °C
extinguisher
-20°C if “Kerrol” If no additive water

Water, gas +1°C N/A
added. will freeze at 0°C
CO2 ____________ -20°C N/A Cold burn hazard
Dry Powder ____________ -30°C +60°C Cold burn hazard
AFFF ____________ +5°C +60°C Nil
9.5. Dry powder extinguishers
These types of extinguishers are rated for safe operation from -30°C to +60°C. The extinguishing
medium presents no additional special precautions. However, the propellant, CO2 needs to be treated
with extreme caution to avoid personnel injury through exposure to the cold gas.
9.6 AFFF (Aqueous film forming foam)
AFFF extinguishers have a nominal safe operational range of temperatures between +5°C and +60°C. At
temperatures below +5°C, the operation of AFFF cannot be guaranteed.
9.7. Fire mains and foam systems hoses and nozzles
There is no restriction on the use of fire spray nozzles down to -25°C. Most hoses are rated for safe
operation to temperatures of -20°C.
Cold weather hoses are available that are rated to -40°C and are marked accordingly.
9.8 Fire and foam lines
The fire and foam lines on deck must be well drained, by opening drain valves and the lowest hydrant
valve. 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, the water curtain and spray
system pipe work must be checked 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”).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 to heat these spaces adequately
9.9. Portable foam equipment
Drums and canisters of foam for portable branch pipe appliances are subject to the same sensitivities as
portable fire extinguishers.
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9.10. 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 fresh or salt water systems covering
other spaces.
9.11. Fire hose 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 drained of water to
avoid damage and to facilitate their rapid use.
10. ICE ACCRETION AND SNOW ACCUMULATION ON SHIPS
Ice accretion and snow accumulation poses hazards for personnel having to work onboard the ship, as
well as to the ship itself thus due efforts should be made to prevent the potential adverse effects of it.
De-icing a ship is a complex, time-consuming and expensive operation and ships generally are not well
equipped to do the job.
The main environmental factors causing ice accretion are:
 Sea spray
 Overflow of the water
 Super-cooled fog and raindrops
 Snow fall
Sea spray icing on deck is a serious hazard for marine operations. Stability may be lost due to large
amounts of ice resulting in capsizing, extreme rolling and/or pitching and topside flooding. Sea spray
icing can be minimized by either reducing speed and/or altering course.
Icing from seawater usually occurs with air temperatures of below -2°C and in conditions of strong
winds.
Ice accumulation on aerials or insulators can cause failure of radio and radar.
Due to possibility of ice accretion on the external surfaces and, in some conditions, in internal spaces,
additional precautions should be taken while moving and working around the ship
10.1. Sea spray icing
Sea spray icing is a serious hazard for marine operations in high latitude regions.
on smaller ships can raise the center of mass to result in a catastrophic loss of stability. Capsizing,
extreme rolling and/or pitching, and topside flooding can occur because of the loss of stability and extra
weight from the ice burden.
The effects of icing on a larger ship may have a significant financial penalty attached if it impedes upon
the ability to discharge or load cargoes satisfactorily.
10.2. Distribution of icing on the ship
The amount of accreted ice and the distribution varies a lot due to factors like course and speed of the
ship towards waves and wind, the height and length of waves.
The amount of sea spray is also affected by the sea characteristics of the ship, like rolling, pitching,
ability to steer and go through waves.
The ice accretion starts forming on the forward part of the ship, mainly on rigging, superstructures,
masts etc., which are not washed by water cascades.
The stem will gradually sink and the spray will reach higher. This will move the gravitation center
upward and deteriorate the sea worthiness of the ship. If the process continues for a sufficient time, the
ship will capsize.
The critical amount of icing for a ship to capsize varies from ship to ship. However, only half of the
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critical icing amount is required for a ship to capsize if the ice is distributed mainly on one side.
The most intensive ice formation takes place when wind and sea come from ahead. In beam and
quartering winds, ice accumulates quicker on the windward side of the vessel, thus leading to a
constant list which is extremely dangerous.
10.3. The meteorological conditions causing the most common type of ice formation due to spraying of a
vessel are:
Slow accumulations of ice take place:
• at ambient temperature from -1°C to -3°C and any wind force;
• at ambient temperature -4°C and lower and wind force from 0 to 9 m/s; and
• under the conditions of precipitation, fog or sea mist followed by a drastic fall of the
ambient temperature;
Rapid accumulation of ice takes place:
• at ambient temperature of -4°C to -8°C and wind force 10 to 15 m/s;
Very fast accumulation of ice takes place:
• at ambient temperature of -4°C and lower and wind forces of 16 m/s and over; and
• at ambient temperature -9°C and lower and wind force 10 to 15 m/s;
For a quick reference the following nomograms display sea spray icing potential class as a function of
wind speed and air temperature for a given sea temperature.
Figure 11
10.4. Ship maneuvers
If ship is caught in a dangerous icing situation, the best thing to do is to seek immediate shelter in a
harbor or downwind of a land mass such as a coastline, peninsula or island. In these regions, the wind
may still be strong, but the waves will be small, thus minimizing sea spray. If shelter is not available,
then steam downwind to minimize sea spray on the ship's deck and superstructures. For some ships, it
may be better to minimize sea spray by heading into the seas. Do not wait until the ship has
accumulated a large amount of ice. Turning through the trough can be deadly for a ship that has been
destabilized by ice accretion.
The master should bear in mind that ice formation is a complicated process which depends upon
meteorological conditions, condition of loading and behavior of the vessel in stormy weather as well as
on the size and location of superstructures and rigging. The most common cause of ice formation is the
deposit of water droplets on the vessel’s structure. These droplets come from spray driven from wave
crests and from ship-generated spray.
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Ice formation may also occur in conditions of snowfall, sea fog (including arctic sea smoke), a drastic fall
in ambient temperature, as well as from the freezing of drops of rain on impact with the vessel’s
structure. Ice formation may sometimes be caused or accentuated by water shipped on board and
retained on deck.
10.5 Preventive Measures Against Icing On Hull
The Master shall take the following preventive measures to prepare for icing on the hull:
 Try to obtain weather information on icing as much as possible if very heavy icing is expected,
notify the operator.
 Consideration should be given to the reduction in Meter-centric Height (GM) caused by ice
accretion and its countermeasures.
 If icing has occurred, carry out De-icing work to the Windlass, Winches, Cargo handling
equipment etc., and notify such situation to the Operator, consulting on the following actions
with the operator:
- The vessel goes south to waters where sea water temperature is higher for prevention of icing
or for thawing.
- If De-icing work by the crew only is difficult, consider an arrangement for subcontractors on
the shore side.
10.6. Ice and snow removal methods
Once ice has formed it is necessary to remove it to prevent ship damage and instability. This requires
advance planning. Organize crews to remove ice whenever it is safe to be on deck. Remove the ice
before it reaches dangerous amounts. Usually physical removal is the most effective method.
A minimum of the following manual tools for removing ice are to be provided, provided, with at least
one set of tools at each storage location. A set of tools is to comprise at least the following:
• 3 wooden hammers or mallets
• 3 scrapers.
• 3 shovels
The advantage of wooden tools is that they can remove ice effectively, but will not damage the ship and
equipment as much as metal objects.
Scrappers are useful for removing thin ice from decks. Shovels and brooms are useful to remove snow
that can cause problems when it gets wet and then freezes. All these tools must be used with care to
prevent damage to the ship and equipment.
Storage facilities for the manual tools are to be provided and sited in protected areas, as far as
practicable, to provide access and protection from icing behind bulwarks and accommodation walls.
Containers for the storage of de-icing compounds are to be provided at the following locations as a
minimum:
• Bow area;
• Close to midships (with port and starboard access, and close to the boarding area);
• Stern area (close to the lifesaving launching areas);
Containers are to be sited in protected areas, as far as practicable, to provide access and protection
from icing behind bulwarks and accommodation walls.
The following chemicals can be used to remove ice:
1. Rock Salt (Sodium Chloride) - Most economical;
2. Calcium Chloride - Faster acting than rock salt;
3. Urea - Less corrosive than above;
4. Ethylene Glycol;
5. Methanol;
6. Other light de-icers including alcohols;
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1 - 3 can be sprinkled on decks to supplement physical removal.

4 - 6 can be applied with a sprayer to sensitive equipment that might be damaged by a bat or mallet.
Consult the MSDS and follow all hazardous materials guidelines when using these chemicals
11. POLLUTION PREVENTION AND OIL SPILL RESPONSE
11.1 Prevention of pollution to the environment

is the most important thing to be duly considered by the Operator. All necessary actions should be
taken to prevent any pollution or oil spills.
The scope of the Shipboard Oil Pollution Emergency Plan (SOPEP) of tankers operating in ice should
address specific issues associated with the response to oil spills in such conditions.
Arctic conditions can impact on both the probability that a spill will occur from oil and gas operations
and the consequences of such a spill. The same environmental conditions that contribute to oil spill risks
– lack of natural light, extreme cold, moving ice floes, high winds and low visibility – can also make spill
response operations extremely difficult or totally ineffective.
The arctic environment poses unique challenges to oil spill response technologies and techniques. While
in some limited instances, arctic conditions might prove favorable to spill response, in most cases the
arctic operating environment reduces the effectiveness of oil spill control and recovery methods and
equipment.
Oil spilled in, on and under ice offers unique challenges versus open water spills. Ice acts as a natural
barrier and prevents oil from spreading. Oil spilled on ice will usually be contained in a small area. The
actual amount of spreading will depend on the air temperature, density and viscosity of the oil spilled,
and snow cover. Snow is an excellent sorbent.
To address the potential for a major marine spill, a system of spill prevention, contingency planning, and
response readiness is in place to mitigate or combat oil spills from operations.
11.2 Oil spill response methods and technologies
Most oil spill response systems rely on a combination of mechanical recovery and two major non-
mechanical techniques (in-situ burning and dispersant application) to clean up or treat spilled oil.
However, each of these response options may be significantly limited or even precluded by the harsh
environmental conditions that characterize the arctic operating environment. Most of these
technologies require the support of aircraft, vessels, and trained personnel to properly deploy and
operate them.
Remote locations and lack of infrastructure can impede these systems considerably. The cumulative
impact of such limiting factors can make marine spill response operations near impossible for long
periods of time in arctic and sub-arctic areas.
11.3. Three main categories of oil spill response methods
 mechanical recovery, where oil is contained in an area using boom or natural containment and
removed using skimmers and pumps;
 non-mechanical recovery where chemical countermeasures, burning, or bioremediation are
used to degrade or disperse an oil slick;
 manual recovery, where oil is removed using simple hand tools and techniques such as pails,
shovels or nets.
Most existing oil exploration, production, storage, and transportation operations in arctic waters rely on
a combination of mechanical recovery and two major non-mechanical techniques – in-situ burning and
dispersant application – to clean up or treat spilled oil.
With all three spill response options, time is critical. As soon as oil is spilled to water,it begins to spread,
evaporate and emulsify. As time passes, it generally becomes more difficult to track, contain and
Page 47 of 68
Guide For Operators
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recover or treat spilled oil. Therefore, the quick mobilization and deployment of response equipment
and trained personnel is important to the overall response effectiveness.
All three response technologies require surveillance and spill tracking to identify the location, spreading
and condition of the spilled oil in order to select and apply the appropriate response equipment and
tactics.
11.3.1. Mechanical containment and recovery is the primary cleanup technique for oil in ice environments
either by heavy equipment or by traditional spill response equipment - booms and a skimming device
for storage and disposal. Booms are deployed from vessels or anchored to fixed structures or land.
In broken ice conditions, traditional open water mechanical containment and recovery systems can be
used with the noted caution that most oil spill booms cannot withstand the forces encountered when
operating in heavy ice conditions.
High oil viscosity can also impose some limitations on the operation of oil recovery systems. Because of
low temperatures, some heavy oil products, such as heavy fuel oil, may become denser than water and
sink.
Therefore, an effective mechanical recovery system requires that sufficient equipment and trained
personnel are available and conditions are conducive to contain, recover, pump, transfer and store oil
and oily wastes. Ultimately, all recovered wastes must be properly disposed of according to applicable
regulations.
Once the oil has been recovered, it must be transferred using pumps and hoses to temporary storage
until it can be properly disposed of.
Figure 12
Typical on-water mechanical response system

(Cortesy of: WWF International Arctic Program, Oslo, Norway).
11.3.2. In-situ burning of spilled oil on the water’s surface involves a controlled burn of floating oil that is
contained to the appropriate thickness.
In-situ burning requires minimal logistics and provides high removal rates. Cautions associated with
burning relate to the risk of unwanted fires and detrimental effects on the environment caused by the
smoke plume and residues of burning.
Page 48 of 68
Guide For Operators
Rev. 01
f a r f rf f rm r r a r f

f rm r r I successfully ignited, some or all & r
off the surface of the water or ice. There will always be some residual non-volatile compounds that
r m r ma r r a a f a
the conditions of the burn.
S f rf r r r f mm wind and waves,
m *rr & rC m I burn is inefficient, a mixture of
r r r & rm *uOAA DEEDC A m r ra m
for ignition can be accomplished either with natural barriers or man-made booms that are both fire-
r to withstand sea ice. Downwind emissions must be below threshold levels for

F'(" 1
a Bwater in-situ burning system

*Gr a J WWF International Arctic Program, Oslo, Norway.)
11 KsL"ss
r fr m ra r r the dispersion of oil & r
column. They do not remove oil from the water, but are intended to limit the amount of oil forming a
& r r r r a rf N r r
using spray nozzles, pumps and hoses, and can be applied from a vessel or aircraft.
N r r r a mr rm rr m r
and on target. Dispersants have a limited timeframe for effective application, requiring a prompt,
r m spilled oil with the oil type, emulsification, salinity, weather
Page 49 of 68
Guide For Operators
Rev. 01
f

N r f r a r N r r
a a m rr rm m mr
F'(" 1P
a Bwater dispersant response system

*Gr a J WWF International Arctic Program, Oslo, Norway.)
A m r r & f rr a
m r
S r r m safely r r a m A f
the spill site is often one of the biggest challenges, particularly in remote areas.
W r r m r A & r f to spread,
evaporate and emulsify. As time passes, it generally becomes more difficult to track, contain and
recover or treat spilled oil. Therefore, the quick m and deployment of response equipment
r r mr r r
S r r r f rf r Q m rf
slick on water can be hampered by poor visibility due to darkness (which can lasts for months) or fog
(which can last for r aC O m r mr r
& r
W I ma r r m r ma m &
these same conditions provide opportunities that may not exist in open water. For example, sea ice can
act as a natural containment barrier to facilitate mechanical recovery or burning of the oil contained by
ice floes if it can be accessed safely. Solid ice pack can serve as a platform to support heavy equipment
and r mf r&
Extended daylight during summer months could increase operational periods, if sufficient staffing is
available and other conditions allow safe access and operations. Colder temperatures may cause the
to be more viscous and slow spreading
11P R sL c'$ L'
O f a r mr & r r r
r & r r & r r rf
Page 50 of 68
Guide For Operators
Rev. 01
rm r f &rB rf r
m rm a f a ma r
m r r f r e rra
r
Gf a r a a r a rr r a f rm r
both, to describe the resources and strategies in place to respon &r-case oil spill.
T f a &fJ
Qr r r f &r-case discharge.
Urr r r r
A r r r a r f a fr m & r
transfer.
A r mm r rr
A scenario or scenarios that demonstrate how the available resources would be applied to clean up a
worstBcase spill under a range of environmental conditions.
U r mrra rf m r r a &
Vm rf a r r
Gmm m r r
A e r r aspects of the plan and the response system.
A & r r f a r f r
X..4>72?4 2Y034Y467:72o6 o. :6 o23 /0233 >o6726Z46>[ 03:6 ;4\=2;4/ 78:7 784 o04;:7o;</ 0o32>24/ :65
strategies for oil spill response be communicated to all response and planning personnel, and that those
personnel are in turn committed to carrying out those policies (Hollingsworth, 1991). In the context of
arctic oil spill response, this means that the responders identified in the contingency plan must practice
deploying equipment in the manner prescribed in the contingency plan, to ensure that planning
m r fr f r m r ra f r r r
Contingency plans must b a r r r rf
am
* r rC r m a
effectiveness of the spill response and cleanup. If spilled or leaking oil can be effectively contained at its
source or promptly removed from the environment, the overall consequences will be much less severe
than a scenario where the full spill volume is released, unmitigated, to the environment. In Ice
conditions, the possib a e f rf m ef r
f f a a r r r m
of the risk equation.
11] ^$L " c!cs ! Lc Ls c sL "sLcs cLcs
_820</ o23 /0233 ;4/0o6/4 0;o>45=;4/ /8o=35 @4 ;4?24945 7o 46/=;4 78:7 784[ 7:`4 5=4 :>>o=67 o. 2//=4/
& r m rr br
*Gr a J WWF International Arctic Programme, Oslo, Norway.)
dc!cs gR^hi^+jk +Mgjd^l Ri lg+kk nhlgRilh
p" cs"s M "c#"$ +-s( ,("' KsL"ss
l I m Smm r r r G r O r

r mf ma r a *
r mm r C ma r
r q m m ma f r r
f r tm m r a r
f mr ma r r a m f I m
r r mm r r r r mef
r mf m am vr m rfa
am ma
Page 51 of 68
Guide For Operators
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a r a A m m N r

mr rm r ra r r m f r a
ma & r
I m r m q r ra
r I m r r r
a r m r rm r r r I m r f
&r % r r
& Bcapable I ma r r I ma r r
r m r r
a m fa r
q r r rf
S ma f ma ma
& r r r r I m m
m r r

Q rr m
e r
r
w! Hf & m Hf & m IB rf Ar
a m f r a dispersants is
a r & r r m r f f &
m r *U r &
r r r r DEExC
Hf & m r
r r

^ L"(" Ur f r Smm r r Ver m G m rr

r f m rr r
m rr vr f ra ma m a ma
m r m m f mr
a r r r mr r r r q r
r r r&
ma r
Ver m Ir a
& r
m rr ma m
r m r r m
rr
G ma r

r m m
G r ma r
ra r f
r If
ma m

k ! Aa Ar am IB rf A r
#s,$ r visibility may and equipment br r
* f r r m r r r mm mrf r r
m a a f
Page 52 of 68
Guide For Operators
Rev. 01
r r r m rf r

r r r r r r a
r C a f rr r Wr f ma *ySGz DEE{C Q
r rf r a r r
& A r f rm
tm a ma br r
m difficult or mrf
m r r r
f
m m
vf m

r aircraft operations
er m a dangerous.
l s W raf %m mm r Hf Hf
m f & f m a a
r form. Short, m
a & f r a f m r
fr r m Vm m a r
*r C r a
r f
& Grr
f ma v rr ff
response short period
r & m
m
on station.
I f r
m r m
mm r rf seas.
A mm r Bof m

m r m DB
{m significant wave
f
11| g"#c c} Lc(c rm r er m rm a fr

mr
Gr & r f r r r r r f
An example of local requirements is that which refer to t r fr a & r rf &
the Baltic Sea.
I r mm r mrm r
rrf m I r m rm a r r&r r f
relocating it in the after part of the ship where the possibility of icing is less.
O r m m r m to prevent icing up if wet, but it should
r m r a r
A r r rm being iced over and scupper plugs not fitting
rr a Gf r f r r & r m ~ a & r r f
scupper holes.
I r mm &f a m good operating condit rf
available in the event that discharge to sea is not permitted by local regulation.
Page 53 of 68
Guide For Operators
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1) k+^hnj^nh dRilk^hK
A m r r r r ~ & m J
· “The use of Large Tankers in Seasonal First -Year Ice and Severe Sub-Zero Conditions” - OCIMF
· The Mariners Handbook NP100 – UKHO
· http://portal.liikennevirasto.fi/sivu/www/baltice/dvd (Ice Training Movie)
· Ice Seamanship – The Nautical Institute; Arctic Waters Oil Transfer (April 1997 Transport
Canada)
· ‘Cold Water Survival’ – A Pocket Guide 2006 Edition – IMO
· Joint Industry Coast-Guard Guidelines for Control of Oil Tankers and Bulk Chemical
· Carriers in Ice Control Zones of Eastern Canada
· OCIMF questionnaire VIQ Chapter 13,
· OCIMF Shipping Operations in the Arctic Region
· ABS Guide For Vessels Operating In Low Temperature Environments
· Development of Arctic double acting shuttle tankers for the Prirazlomnoye project
· Arctic Waters Oil Transfer (http://www.tc.gc.ca/eng/marinesafety/tp-tp10783-menu-DD mC
· Guide to Navigating through the Northern Sea Route. (the Russian Ministry of Transport
· Transport Canada; “Arctic Ice Regime Shipping System” (TP 12259); June 2008
(http://www.tc.gc.ca/MarineSafety/TP/Tp12259/menu.htm)
· Russian Maritime Register of Shipping; “Classification and Construction of Sea-Going Ships”;

2007
· International Association of Classifications Societies; “IACS Unified requirements concerning

Polar Class”; October 2007
· Bureau Veritas; “Rules for the Classification of Polar Class ships” (NR 527); February 2007
· “Precautions in Navigating in Cold Climate” CAMSS (http://camss.jblfmu.edu.ph/index.php/my-

articles/41-iv-precautions-in-navigating-in-cold-climateC
Page 54 of 68
Guide For Operators
Rev. 01
1 jnh+j^+Ril jiK KhF+i+^+Ril
j" j" j" r rm r zr a r r

+ dc#"! w"s o. ;4463:65 7o :04 o004 :65 7846>4 @[ : ;8=Y@ 3264 7o 3:727=54 < 3o6Z27=54
< :65 7846>4 @[ : ;8=Y@ 3264 7o _;`:00 :6 :[46 :65 @[ 784 /o=784r r
Ta I %~ra a fr r rm I
%~ra G u a r r r A G
&r % rf Sr rm % rf Sr & &r to latitude 60º
o;78 :/ .:; :/ 3<0[;/`2[ :65 .o33o926Z 784 78 o;78 0:;:3343 4:/79:;5 :/ .:; :/ :65
including Etolin Strait and thence by the northern shore of the North American continent as
far south as latitude 60º North and thence eastward to the southern tip of Greenland and in
which sea ice concentrations of 1/10 coverage or greater are present and which pose a
structural risk to ships.
r S
%r S
G S
U r S
% r S
ur S A
zr % u &
hsc" Ba & rr a r & r
hsc"! cL"c B:6[ o04;:72o6 26 982>8 : /820</ Yo?4Y467 2/ .:>2327:745 78;o=Z8 r
r
+ i#'c" Ba & f r S GW G a
r r& r m m r & r
+MR B I r Trm Orf
+,"" Ba & r r ma r r mf m &
& rf m & r ffr r B r & r
+lM dc! B I r Tf m G r S O r S r U
Ur m
MjngRk Bthe International Convention for the Prevention of Pollution from Ships, 1973, as modified
dc#c by the 1978 Protocol relating thereto (MARPOL 73/78), as amended.
Rd+MF B O Gm I r Tr vrm
lL Ba r a SOtAS G
lRkjl dc#c B I r G r S a t S x m
l^dw dc#c B I r G S r rf G r W f r
S r r b m
+jdl B I r A G S
Page 55 of 68
Guide For Operators
Rev. 01
1P k+l^ RF nh+l+Ril

DATE ITEM/ PAGE NAME/POSITION COMMENT
R ) 1 A e N b ¡{ u & A e WIu Vq SVASOu AuN IGV

uAQIzA IOu Iu HV AqA SVA &
R ) 1 A e E / 68 vrm r A e N r m A e V
Page 56 of 68
Guide For Operators
Rev. 01
1] jgghiK+¢ j £ +dh¤ g¥¦l+djk gnRghn^+hl jiK ^¦ghl

*r J OGITv S f O r Ar q fC
1]1 Fc" c c} +
A & r r m rr memm a r vr r f r
e Ur & r { °C and its freezing point is 0°C. Seawater with 15% salinity is
E {°C and its freezing point is 0.80°C. The temperature of maximum density and freezing
B1.33°C in seawater with a salinity of 24.7%. At salinities greater than 24.7%, a
of water always decreases as temperature increases. As the density of surface seawater increases with
decreasing temperature, convective densityBdriven currents are induced bringing warmer, less dense
& r r I r nsisted of water with constant salinity, the entire water column
would have to be cooled to the freezing point in this manner before ice would begin to form. This is not
the case, however, in the Polar Regions where the vertical salinity distribution is su r
& r r r & a & r f r a I density rr rm
a shallow mixed layer which subsequently cannot mix with the deep layer of warmer but saltier water.
Ice will then begin forming at the water surface when density currents cease and the surface water
r r f I & r & r mef r e
freezing temperature from the surface to the bottm I ra form at any depth in this case.
% r r a a r r a rm m
attach themselves there. This ice, called anchor ice, may continue to grow as additional ice freezes to
that already formed.
1]) l +

r r r a r f r f m W f r
B a e f r rr
1])1 u & I
f r rm r r a rm a r m ra & r
a & a r f r * C rm a & a r u & I
J
1])) §¨©ª«¬ ®¯± ²³´µ ¶¸³¹º»µ¶ ¼½ ¸»¾¿µ¶ ¼À ³¹µÁ ¶º¶¸µ´ÂµÂ ³´ Ã¾¿µ½Ä ²½¾Å³» ³¹µ À¼½Æ¾¿³¼´ ½µ¸½µ¶µ´¿¶ ¿Çµ À³½¶¿ ¶¿¾Èµ
¼À ¶µ¾ ³¹µ È½¼Ã¿ÇÄ ÉÇµ À½¾Å³» ¹½Ê¶¿¾»¶ ¾½µ º¶º¾»»Ê ¶º¶¸µ´ÂµÂ ³´ ¿Çµ ¿¼¸ ÀµÃ ¹µ´¿³Æµ¿µ½¶ ¼À ¿Çµ ¶º½À¾¹µ »¾Êµ½
¼À ¿Çµ ¼¹µ¾´ ¾´Â È³Ëµ ¿Çµ Ã¾¿µ½ ¾´ ¼³»Ê ¾¸¸µ¾½¾´¹µÄ Ì´ ¿Çµ ¼¸µ´ ¼¹µ¾´ ¿Çµ ¹½Ê¶¿¾»¶ Æ¾Ê À¼½ÆÁ ¼½ Íµ
¶¿³½½µÂ ¿¼ ¾ Âµ¸¿Ç ¼À ¶µËµ½¾» Æµ¿µ½¶ ÍÊ Ã¾ËµÎinduced turbulence.
ÏÐÑÒÓÑ ÔÕÑÖ × »¾¿µ½ ¶¿¾Èµ ¼À À½µµÅ³´È ¿Ç¾´ À½¾Å³» ³¹µ ÃÇµ´ ¿Çµ ¹½Ê¶¿¾»¶ Ç¾Ëµ ¹¼¾Èº»¾¿µÂ ¿¼ À¼½Æ ¾ ¶¼º¸Ê
»¾Êµ½ ¼´ ¿Çµ ¶º½À¾¹µÄ Ø½µ¾¶µ ³¹µ ½µÀ»µ¹¿¶ »³¿¿»µ »³ÈÇ¿Á È³Ë³´È ¿Çµ ¶º½À¾¹µ ¾ Æ¾¿¿ ¾¸¸µ¾½¾´¹µÄ Ø½µ¾¶µ ³¹µ
ÍµÇ¾Ëµ¶ ³´ ¾ Ë³¶¹¼º¶ À»º³ÂÎlike manner, and does not form distinct ice floes.
ÙÚÛÓÜÖ Ý´¼Ã ÃÇ³¹Ç ³¶ ¶¾¿º½¾¿µÂ ¾´Â Æ³ÞµÂ Ã³¿Ç Ã¾¿µ½ ¼´ »¾´Â ¼½ ³¹µ ¶º½À¾¹µ¶Á ¼½ ¾¶ ¾ Ë³¶¹¼º¶ À»¼¾¿³´È
Æ¾¶¶ ³´ Ã¾¿µ½ ¾À¿µ½ Çµ¾ËÊ ¶´¼ÃÀ¾»»Ä
ÙÜÛßÒÖ ×´ ¾¹¹ºÆº»¾¿³¼´ ¼À ¶¸¼´ÈÊ ÃÇ³¿µ »ºÆ¸¶Á ¾ ÀµÃ ¹µ´¿³Æµ¿µ½¶ ¾¹½¼¶¶à ¿ÇµÊ ¾½µ À¼½ÆµÂ À½¼Æ È½µ¾¶µ
³¹µ ¼½ ¶»º¶Ç ¾´Â ¶¼Æµ¿³Æµ¶ À½¼Æ ¾´¹Ç¼½ ³¹µ ½³¶³´È ¿¼ ¿Çµ ¶º½À¾¹µÄ á³¿Ç ¿Çµ ³´¿µ½¾¹¿³¼´ ¼À ¶º½À¾¹µ Ã³´Â¶
¾´Â Ã¾Ëµ¶Á shuga may line up along the wind direction and form characteristic ice bands.
Page 57 of 68
Guide For Operators
Rev. 01
â¼º´È Ì¹µ
áÇµ´ ¶µ¾ ³¹µ ½µ¾¹Çµ¶ ¾ ¿Ç³¹ã´µ¶¶ ¼À Íµ¿Ãµµ´ äå ¿¼ æå ¹µ´¿³Æµ¿µ½¶ ³¿ ³¶ ½µÀµ½½µÂ ¿¼ ¾¶ çèéê and gray-
ëìíîï íðï, or collectively as young ice, and is the transition stage between nilas and first-year ice
ñÔÚÒÓÖ ò¸¼´ Àº½¿Çµ½ À½µµÅ³´ÈÁ ¾´Â Âµ¸µ´Â³´È º¸¼´ Ã³´Â µÞ¸¼¶º½µÁ ¶µ¾¶Á ¾´Â ¶¾»³´³¿ÊÁ ¶ÇºÈ¾ ¾´Â È½µ¾¶µ ³¹µ
ÂµËµ»¼¸ ³´¿¼ ´³»¾¶Á ¾ ¿Ç³´ µ»¾¶¿³¹ ¹½º¶¿ ¼À ³¹µ óº¸ ¿¼ äå ¹Æ ³´ ¿Ç³¹ã´µ¶¶ôÁ µ¾¶³»Ê Íµ´Â³´È ¼´ Ã¾Ëµ¶ ¾´Â ¶Ãµ»»
õö÷ øö÷ùú ûúùüüøúù ýúþÿaöý aö õ ûõ ùúö þ aö ùúþaöý aöýùúü aöýùú úõ aöý
PÒ ÕÒ Ñ ÕÑÖ Ýµ¾ ³¹µ ³¶ µÞ¸¼¶µÂ ¿¼ ¶µËµ½¾» À¼½¹µ¶Á ³´¹»ºÂ³´È ¹º½½µ´¿¶Á Ã¾Ëµ¶Á ¿³Âµ¶Á Ã³´ÂÁ ¾´Â ¿µÆ¸µ½¾¿º½µ
Ë¾½³¾¿³¼´¶Ä Ì´ ³¿¶ µ¾½»Ê ¶¿¾Èµ¶Á ³¿¶ ¸»¾¶¿³¹³¿Ê ¸µ½Æ³¿¶ ³¿ ¿¼ ¹¼´À¼½Æ ½µ¾Â³»Ê ¿¼ Ë³½¿º¾»»Ê ¾´Ê ¶Ç¾¸µ ½µoº³½µÂ ÍÊ
¿Çµ À¼½¹µ¶ ¾¹¿³´È º¸¼´ ³¿Ä ×¶ ³¿ Íµ¹¼Æµ¶ ¼»Âµ½Á ¿Ç³¹ãµ½Á Æ¼½µ Í½³¿¿»µÁ ¾´Â µÞ¸¼¶µÂ ¿¼ ¿Çµ ³´À»ºµ´¹µ ¼À Ã³´Â
¾´Â Ã¾Ëµ ¾¹¿³¼´Á ´µÃ ³¹µ º¶º¾»»Ê ¶µ¸¾½¾¿µ¶ into circular pieces from 30 centimeters to 3 meters in
Â³¾Æµ¿µ½ ¾´Â º¸ ¿¼ ¾¸¸½¼Þ³Æ¾¿µ»Ê äå ¹µ´¿³Æµ¿µ½¶ ³´ ¿Ç³¹ã´µ¶¶ Ã³¿Ç ½¾³¶µÂ µÂÈµ¶ Âºµ ¿¼ ³´Â³Ë³Âº¾» ¸³µ¹µ¶
striking against each other. These circular pieces of ice are called pancake ice.
BÐÒÓÜ ÕÑÖ ×¹¹ºÆº»¾¿³¼´ ¼À À»¼¾¿³´È ³¹µ Æ¾Âµ º¸ ¼À À½¾ÈÆµ´¿¶ ´¼¿ Æ¼½µ ¿Ç¾´ A Æ ¾¹½¼¶¶Á ¿Çµ Ã½µ¹ã¾Èµ ¼À
¼¿Çµ½ À¼½Æ¶ ¼À ³¹µÄ
ÕÑ IÒ ÑÖ ×´Ê ¶³´È»µ ¸³µ¹µ ¼À ½µ»¾¿³Ëµ»Ê À»¾¿ ¶µ¾ ³¹µ »µ¶¶ ¿Ç¾´ Aå Æµ¿µ½¶ ¾¹½¼¶¶ ³¶ ¹¾»»µÂ ¾´ ³¹µ ¹¾ãµ
FÚ ÑÖ á³¿Ç ¹¼´¿³´ºµÂ »¼Ã ¿µÆ¸µ½¾¿º½µ¶Á ³´Â³Ë³Âº¾» ³¹µ ¹¾ãµ¶ ¾´Â ¸¾´¹¾ãµ ³¹µ Ã³»»Á Âµ¸µ´Â³´È ¼´ Ã³´Â ¼½
Ã¾Ëµ Æ¼¿³¼´Á µ³¿Çµ½ À½µµÅµ ¿¼Èµ¿Çµ½ ¿¼ À¼½Æ ¾ ¹¼´¿³´º¼º¶ ¶Çµµ¿ ¼½ º´³¿µ ³´¿¼ ¸³µ¹µ¶ ¼À ³¹µ Aå Æµ¿µ½¶ ¼½
Æ¼½µ ¾¹½¼¶¶Ä ÉÇµ¶µ »¾½Èµ½ ¸³µ¹µ¶ ¾½µ ¿Çµ´ ¹¾»»µÂ ³¹µ À»¼µ¶
1... -Y
²³½¶¿Îyear ice usually attains a thickness of between 30 centimeters and 2 meters in its first winter’s
È½¼Ã¿ÇÄ Ýµ¾ ³¹µ Æ¾Ê È½¼Ã ¿¼ ¾ ¿Ç³¹ã´µ¶¶ ¼À äå ¿¼ äæ ¹µ´¿³Æµ¿µ½¶ Ã³¿Ç³´ g Ç¼º½¶Á ¾À¿µ½ ÃÇ³¹Ç ³¿ ¾¹¿¶ ¾¶ ¾´
insulator between the ocean and the atmosphere progressively slowing its further growth. However, sea
ice may grow to a thickness of between 2 to 3 meters in its first winter. Ice which has survived at least
one summer’s melt is classified as old ice.
1... S-Y
a õü üøú!a!ù÷ þö" þöù üø##ùú$ü #ù a #õ" %ù úùùúúù÷ þ õü üùþö÷Îyear ice, but this term is
¶µ»Â¼Æ º¶µÂ ¿¼Â¾ÊÄ
1... M&'(
O»Â ³¹µ ÃÇ³¹Ç Ç¾¶ ¾¿¿¾³´µÂ ¾ ¿Ç³¹ã´µ¶¶ ¼À æ Æµ¿µ½¶ ¼½ Æ¼½µ ¾´Â Ç¾¶ ¶º½Ë³ËµÂ ¾¿ »µ¾¶¿ ¿Ã¼ ¶ºÆÆµúü$ #ù
³¶ ã´¼Ã´ ¾¶ Æº»¿³Êµ¾½ ³¹µ ¾´Â ³¶ ¾»Æ¼¶¿ ¶¾»¿ À½µµÄ ÉÇ³¶ ¿µ½Æ ³¶ ³´¹½µ¾¶³´È»Ê º¶µÂ ¿¼ ½µÀµ½ ¿¼ ¾´Ê ³¹µ Æ¼½µ
¿Ç¾´ ¼´µ ¶µ¾¶¼´ ¼»ÂÄ O»Â ³¹µ ¹¾´ Íµ ½µ¹¼È´³ÅµÂ ÍÊ ¾ Í»º³¶Ç ¿¼´µ ¿¼ ³¿¶ ¶º½À¾¹µ ¹¼»¼½ ³´ ¹¼´¿½¾¶¿ ¿¼ ¿Çµ
È½µµ´³¶Ç ¿³´¿ ¼À À³½¶¿Îyear ice, but it is often covered with snow. Another sign of old ice is a smoother,
Æ¼½µ ½¼º´ÂµÂ ¾¸¸µ¾½¾´¹µ Âºµ ¿¼ Æµ»¿³´Èm½µÀ½µµÅ³´È ¾´Â Ãµ¾¿Çµ½³´ÈÄ
1..)
Ýµ¾ ³¹µ ÃÇ³¹Ç ³¶ À¼½ÆµÂ ³´ ¶³¿º À½¼Æ ¶µ¾Ã¾¿µ½ ¼½ ÍÊ ¿Çµ À½µµÅ³´È ¼À ¸¾¹ã ³¹µ ¼À ¾´Ê ¾Èµ ¿¼ ¿Çµ ¶Ç¼½µ and
ÃÇ³¹Ç ½µÆ¾³´¶ ¾¿¿¾¹ÇµÂ ¿¼ ¿Çµ ¹¼¾¶¿Á ¿¼ ¾´ ³¹µ Ã¾»»Á ¿¼ ¾´ ³¹µ À½¼´¿Á ¼½ Íµ¿Ãµµ´ ¶Ç¼¾»¶ ³¶ ¹¾»»µÂ À¾¶¿ ³¹µÄ
Page 58 of 68
Guide For Operators
Rev. 01
ÉÇµ Ã³Â¿Ç ¼À ¿Ç³¶ À¾¶¿ ³¹µ Ë¾½³µ¶ ¹¼´¶³Âµ½¾Í»Ê ¾´Â Æ¾Ê µÞ¿µ´Â À¼½ ¾ ÀµÃ Æµ¿µ½¶ ¼½ ¶µËµ½¾» Çº´Â½µÂ
ã³»¼Æµ¿µ½¶Ä Ì´ Í¾Ê¶ ¾´Â ¼¿Çµ½ ¶Çµ»¿µ½µÂ ¾½µ¾¶Á À¾¶¿ ³¹µÁ ¼À¿µ´ ¾ºÈÆµ´¿µÂ ÍÊ ¾´´º¾» ¶´¼Ã ¾¹¹ºÆº»¾¿³¼´¶
¾´Â ¿Çµ ¶µ¾Ã¾½Â µÞ¿µ´¶³¼´ ¼À »¾´Â ³¹µÁ Æ¾Ê ¾¿¿¾³´ ¾ ¿Ç³¹ã´µ¶¶ ¼À ¼Ëµ½ A Æµ¿µ½¶ ¾Í¼Ëµ ¿Çµ ¶µ¾ ¶º½À¾¹µÄ
áÇµ´ ¾ À»¼¾¿³´È ¶Çµµ¿ ¼À ³¹µ È½¼Ã¶ ¿¼ ¿Ç³¶ ¼½ ¾ È½µ¾¿µ½ ¿Ç³¹ã´µ¶¶ ¾´Â µÞ¿µ´Â¶ ¼Ëµ½ ¾ È½µ¾¿ Ç¼½³Å¼´¿¾»
Â³¶¿¾´¹µÁ ³¿ ³¶ ¹¾»»µÂ ¾´ ³¹µ ¶Çµ»ÀÄ d¾¶¶³Ëµ ³¹µ ¶Çµ»Ëµ¶Á ÃÇµ½µ ¿Çµ ³¹µ ¿Ç³¹ã´µ¶¶ ½µ¾¹Çµ¶ ¶µËµ½¾» Çº´Â½µÂ
meters, are found in both the Arctic and Antarctic.
1. L
Ì¹µ ¼À »¾´Â ¼½³È³´ ³¶ À¼½ÆµÂ ¼´ »¾´Â ÍÊ ¿Çµ À½µµÅ³´È ¼À À½µ¶ÇÃ¾¿µ½ ¼½ ¿Çµ ¹¼Æ¸¾¹¿³´È ¼À ¶´¼Ã ¾¶ »¾Êµ½
º¸¼´ »¾Êµ½ ¾ÂÂ¶ ¿¼ ¿Çµ ¸½µ¶¶º½µ ¼´ ¿Ç¾¿ Íµ´µ¾¿ÇÄ ò´Âµ½ È½µ¾¿ ¸½µ¶¶º½µÁ ³¹µ Íµ¹¼Æµ¶ ¶»³ÈÇ¿»Ê ¸»¾¶¿³¹Á ¾´Â
³¶ À¼½¹µÂ Â¼Ã´Ã¾½Â ¾»¼´È ¾´ ³´¹»³´µÂ ¶º½À¾¹µÄ ÌÀ ¾ »¾½Èµ ¾½µ¾ ³¶ ½µ»¾¿³Ëµ»Ê À»¾¿Á ¾¶ ¼´ ¿Çµ ×´¿¾½¹¿³¹ ¸»¾¿µ¾ºÁ
¼½ ³À ¿Çµ ¼º¿Ã¾½Â À»¼Ã ³¶ ¼Í¶¿½º¹¿µÂÁ ¾¶ ¼´ Ø½µµ´»¾´ÂÁ ¾´ ³¹µ ¹¾¸ À¼½Æ¶ ¾´Â ½µÆ¾³´¶ µ¶¶µ´¿³¾»»Ê
¸µ½Æ¾´µ´¿Ä ÉÇµ ¿Ç³¹ã´µ¶¶ ¼À ¿Çµ¶µ ³¹µ ¹¾¸¶ ½¾´Èµ¶ À½¼Æ ´µ¾½»Ê ä ã³»¼Æµ¿µ½ ¼´ Ø½µµ´»¾´Â ¿¼ ¾¶ Æº¹Ç ¾¶
gÄ4 ã³»¼Æµ¿µ½¶ ¼´ ¿Çµ ×´¿¾½¹¿³¹ * ¼´¿³´µ´¿Ä áÇµ½µ ½¾Ë³´µ¶ ¼½ Æ¼º´¿¾³´ ¸¾¶¶µ¶ ¸µ½Æ³¿ À»¼Ã ¼À ¿Çµ ³¹µÁ ¾
glacier is formed. This is a mass of snow and ice which continuously flows to lower levels, exhibiting
Æ¾´Ê ¼À ¿Çµ ¹Ç¾½¾¹¿µ½³¶¿³¹¶ ¼À ½³Ëµ½¶ ¼À Ã¾¿µ½Ä ÉÇµ À»¼Ã Æ¾Ê Íµ Æ¼½µ ¿Ç¾´ æå Æµ¿µ½¶ ¸µ½ Â¾ÊÁ Íº¿ ³¶
Èµ´µ½¾»»Ê Æº¹Ç »µ¶¶Ä áÇµ´ ¾ È»¾¹³µ½ ½µ¾¹Çµ¶ ¾ ¹¼Æ¸¾½¾¿³Ëµ»Ê »µËµ» ¾½µ¾Á ³¿ ¶¸½µ¾Â¶ ¼º¿Ä áÇµ´ ¾ È»¾¹³µ½
flows into the sea, the buoyant force of the water breaks off pieces from time to time, and these flo ¾¿
¾Ã¾Ê ¾¶ íðïiïèç+.
1.. ,/
Ì¹µÍµ½È¶ ¾½µ »¾½Èµ Æ¾¶¶µ¶ ¼À À»¼¾¿³´È Ì¹µ Âµ½³ËµÂ À½¼Æ ²»¼¾¿³´È È»¾¹³µ½ ¿¼´Èºµ¶ ¼½ À½¼Æ ³¹µ ¶Çµ»Ëµ¶Ä ÉÇµ
Âµ´¶³¿Ê ¼À ³¹µÍµ½È ³¹µ Ë¾½³µ¶ Ã³¿Ç ¿Çµ ¾Æ¼º´¿ ¼À ³Æ¸½³¶¼´µÂ ¾³½ ¾´Â Æµ¾´ Ë¾»ºµ Ç¾¶ ´¼¿ Íµµ´ µÞ¾¹¿»Ê
Âµ¿µ½Æ³´µÂÁ Íº¿ ³¿ ³¶ ¾¶¶ºÆµÂ ¿¼ Íµ ¾Í¼º¿ åÄ0ååÈm¹Ææ ¾¶ ¹¼Æ¸¾½µÂ Ã³¿Ç åÄ0ä3Èm¹Ææ À¼½ ¸º½µ À½µ¶Ç
Ã¾¿µ½ ³¹µÁ ³ÄµÄ ¾¸¸½¼Þ³Æ¾¿µ»Ê 0mäå ¼À ¿Çµ Ë¼»ºÆµ ¼À ¾´ ³¹µÍµ½È ³¶ ¶ºÍÆµ½ÈµÂÄ ÉÇµ Âµ¸¿Ç ¼À ¾´ ³¹µÍµ½È
under water, compared with its height above the water varies with different types of icebergs.
× À»¼¾¿³´È ³¹µberg seldom melts uniformly because of lack of uniformity in the ice itself, differences in the
temperature above and below the waterline, exposure of one side to the Sun, strains, cracks, mechanical
erosion, etc. The inclusion of rocks, silt, and other foreign matter further accentuates the differences. As
a result, changes in equilibrium take place, which may cause the berg to periodically tilt or capsize. Parts
of it may break off or calve, forming separate smaller bergs. A relatively large piece of floa ¿³´È ³¹µÁ
Èµ´µ½¾»»Ê µÞ¿µ´Â³´È ä ¿¼ 4 Æµ¿µ½¶ ¾Í¼Ëµ ¿Çµ ¶µ¾ ¶º½À¾¹µ ¾´Â ´¼½Æ¾»»Ê ¾Í¼º¿ äåå ¿¼ æåå ¶oº¾½µ Æµ¿µ½¶ ³´
area, is called a bergy bit. A smaller piece of ice large enough to inflic¿ ¶µ½³¼º¶ Â¾Æ¾Èµ ¿¼ ¾ Ëµ¶¶µ» ³¶
¹¾»»µÂ ¾ È½¼Ã»µ½ Íµ¹¾º¶µ ¼À ¿Çµ ´¼³¶µ it sometimes makes as it bobs up and down in the sea. Growlers
µÞ¿µ´Â »µ¶¶ ¿Ç¾´ ä Æµ¿µ½ ¾Í¼Ëµ ¿Çµ ¶µ¾ ¶º½À¾¹µ ¾´Â ´¼½Æ¾»»Ê ¼¹¹º¸Ê ¾´ ¾½µ¾ ¼À ¾Í¼º¿ Aå ¶oº¾½µ Æµ¿µ½¶Ä
Bergy bits and growlers are usually pieces calved from icebergs, but they may be the remains of a mostly
melted iceberg.
Page 59 of 68
Guide For Operators
Rev. 01
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JKNQKRTUV WXZW[\RVQ ,e / -c ]^
¾Ä _µoºµ¶¿ ¿Çµ Æ¼¶¿ º¸Â¾¿µÂ ³¹µ ¹Ç¾½¿ ¾Ë¾³»¾Í»µÁ ¹¼´Ë¼Ê À¼½Æ¾¿³¼´ ¸¼³´¿ ó*²`ô »¼¹¾¿³¼´ ¾´Â ´¾Æµ¶ ¼À ¿Çµ
³¹µÍ½µ¾ãµ½¶ from your Agents in advance.
ÍÄ *Çµ¹ã ¿Ç¾¿ Ê¼º½ bf² ½¾Â³¼ ³¶ ¼¸µ½¾¿³ËµÁ À³´Â ¼º¿ ³´ ¾ÂË¾´¹µ ¿Çµ ¹Ç¾´´µ» º¶µÂ ÍÊ ¿Çµ ³¹µÍ½µ¾ãµ½¶
¼¸µ½¾¿³´È ³´ the area.
¹Ä *Çµ¹ã ¿Ç¾¿ ¿Çµ ¸³¸µ¶ ¼´ Âµ¹ã ¾½µ Â½¾³´µÂ ¼À Ã¾¿µ½Ä
ÂÄ *Çµ¹ã ¿Ç¾¿ ¿Çµ ¶¼º´Â³´È ¾´Â ¾³½ ¸³¸µ¶ ¼À ¿Çµ Í¾»»¾¶¿ ¿¾´ã¶ ¾½µ µÆ¸¿³µÂ ¼À Ã¾¿µ½Ä
µÄ *Çµ¹ã ¿Ç¾¿ ¾´¹Ç¼½ ÃÇµµ»¶ ¾´Â ¼¿Çµ½ µoº³¸Æµ´¿Á ÃÇ³¹Ç Æ¾Ê Íµ º¶µÂ ³´ ³¹µ ¹¼´Â³¿³¼´¶Á ¾½µ ¹¼Ëµ½µÂ ÍÊ
adequa¿µ ¿¾½¸¾º»³´¶ ó¿¼ ¸½µËµ´¿ ³¹³´ÈôÄ
ÀÄ hµµ¸ ¿Çµ ¸³»¼¿ »¾ÂÂµ½ ³´ ¾ ¶Çµ»¿µ½µÂ ¸»¾¹µ ¾´ÂÁ ÍµÀ¼½µ º¶µÁ Æ¾ãµ ¶º½µ ³¿ ³¶ ´¼¿ ³¹µ ¹¼Ëµ½µÂÄ
ÈÄ Éµ¶¿ ¿Çµ ¶µ¾½¹Ç»³ÈÇ¿¶ ³´ ¾ÂË¾´¹µÄ
ÇÄ d¼Ëµ ¿Çµ ¾´¹Ç¼½¶ ¾¶¿µ½´ ¼½ ¸»¾¹µ ¿ÇµÆ ¼´¿¼ Âµ¹ã ³À ¿Çµ½µ ³¶ µËµ´ ¾ ¶»³ÈÇ¿ ¸¼¶¶³Í³»³¿Ê ¿Ç¾¿ ¿ÇµÊ Æ¾Ê
come into contact with the iceÎbreaker’s towing notch. Any neglect in this respect will cause assistance
¿¼ Íµ Âµ»¾ÊµÂÄ
³Ä *Çµ¹ã ¿Ç¾¿ ¿Çµ ¸½¼¸µ»»µ½ ³¶ ¹¼Æ¸»µ¿µ»Ê Íµ»¼Ã ¿Çµ Ã¾¿µ½ ¶º½À¾¹µÄ
jÄ *Çµ¹ã ¿Ç¾¿ ¹¼¼»³´È Ã¾¿µ½ ³¶ ¾Ë¾³»¾Í»µ ÃÇµ´ ´¾Ë³È¾¿³´È ³´ ³¹µÄ
ãÄ ×Ë¼³Â ¹¼»»³Â³´È Ã³¿Ç »¼¼¶µ ³¹µ À»¼µ¶ ³´ Ç³ÈÇ ¶¸µµÂà check your open-water speed.
1k. 2556789 C
ó_µÀµ½µ´¹µH á³´¿µ½ Ýµ¾¶¼´ ¾´Â Ì¹µ l¾Ë³È¾¿³¼´ ³´ ¿Çµ `µ¹Ç¼½¾ Ýµ¾ô

ÉÇµ ¶¼º¿Çµ½´ `µ¹Ç¼½¾ Ýµ¾ ´µ¾½ ¿Çµ `½³½¾Å»¼Æ´¾Ê¾ ¸»¾¿À¼½Æ ³¶ ¹¼Ëµ½µÂ ³´ ³¹µ Âº½³´È ¿Çµ Ã³´¿µ½ ´¾Ë³È¾¿³¼´
¶µ¾¶¼´ Ã³¿Ç ³¹µ À³½¶¿ À¼½Æ³´È ³´ l¼ËµÆÍµ½ ¾´Â ¶µ¾ ³¹µ ¹¼Ëµ½ ¹¾´ »¾¶¿ º´¿³» June.
nº½³´È õú÷ ÿaö ùú üùõüþöü a üùõ aù õö þú# þ! ùú p #ù ùúü aö aöùüü õö÷ temperatures ¹¾´
fall ¾¶ low as minus 40˚C.

ÉÇ³¶ ¶µ¹¿³¼´ Í½³µÀ»Ê Âµ¶¹½³Íµ¶ ¿Çµ ¶µ¾ ³¹µ ¾´Â ¹¼»Â ¿µÆ¸µ½¾¿º½µ¶ ¼À ¿Çµ Ã³´¿µ½ ³´ ¿Çµ `µ¹Ç¼½¾ Ýµ¾Á ¾´Â
some considerations for the se»µ¹¿³¼´ ¼À ½¼º¿µ¶ À¼½ Ã³´¿µ½ ´¾Ë³È¾¿³¼´ ¼À ¿Çµ `½³½¾Å»¼Æ´¼Êµ ¶Çº¿¿»µ
¿¾´ãµ½¶Ä
5q S
ArcOp project report D3.1.3 (Saarinen et al, 2003) presents an analysis of the ice conditions of the
`µ¹Ç¼½¾ Ýµ¾ Í¾¶µÂ º¸¼´ »¼´È-term historical measurements and ice charts prepared by the hydro-
Æµ¿µ¼½¼»¼È³¹¾» ¶µ½Ë³¹µ ¼À _º¶¶³¾Ä

ù þö÷a aþöü aö ù rúsû úùûþú õöõ"üaü ÿùúù õ ùýþúatù÷ aö þ ïé+ê ”, “average” and “hard”
¶µ¾¶¼´¶Á ¾´Â ¶µ¾¶¼´¾» ³¹µ À¼½Æ¾¿³¼´ ³´ ¿Çµ `µ¹Ç¼½¾ Ýµ¾ can be briefly summarized as follows:
- Thin (30-70 cm) first-year ice occurs in the Pechora Sea as late as February in “easy” seasons.
During an “average” or “hard” winter season, the initial formation of thin ice can occur in
November.
- Medium (70-120 cm) first-year ice forms in March during an “average” winter season as uvwxy
zy w{z ve green in the ice chart.
- Thick first-year ice (>120 cm) is observed only in “hard” winter seasons in the Pechora Sea |}~zy
hard” winter seasons high concentrations of thick
z~u ~ z zy{ w}~ zy v yw~v~y ~u w v vw~ y~ w { .
¡¢£¤ ¥ ¦§ ¨ ¨§ © ª«¬ª®¬¯ ° ±§± © ²§¨ ³´µ¶·¬¸¹ µº »»¼½¾ »»¼¿À
Page 60 of 68
Guide For Operators
Rev. 01
¡¢£¤ Á
ÂÃÄ ¤ÅÆ Ç £ Æ¤ÃÈ¤£ÇÆ¢£¤É Å ÆÊ¤ Ë¤ÌÊÍ£Ç Î¤Ç Ï¢£ Å¡ ÆÊ¤ Ð ÅÆ¤£ É¤ÇÉÍÅ
Ambient air temperatures for the Southern Pechora Sea area can be determined based upon
~w~|| wÑu~zwyu Òy v Ó~y| v|~wÔmeteorological station (HMS), located on v uvw~
of the Pechora Sea approximately 50 km south of the Prirazlomnoye oil field.

Õwyv{ y ~ z~ ~}~u zy v Ö~× ~wØ ~w~ Ù~zyy {Ú ÛÜÜÝÀ x~
{}{| Ñu| wy v Ñuw{} Þz} y| zyz} ~}~u w~ v wyv y| ~w
observations Òy w~ 40-year period.

ß~ ~ v~ ~ zv wyvu xvy v wyv{ y ~ z~ ~}~u {{ Ñ{wx
Üàá.
Table 1 shows the monthly mean average air temperatures and the lowest observed air
~}~u Ù uy|~| z w wÑu~zwn) for the six coldest months, November to April.
âÇÄã¤ ¥ Õwyv{ y y| {wxu z~ ~}~ wÑu~zwyu w~ v uzÞ w{|u wyvu Ó~y|
ä´µ¶·¬¸¹ µº »»¼½¾ »»¼¿å
æ~}~Ú àá w ç èy éÑ Õ~ Ö~
Õy wyv{ ~ Ô9.8 Ô5.8. êëìÛì Ô18.9 Ô14.4 Ô11.0
íwxu wÑu~| Ô35 Ô44 Ô43 Ô44 Ô41 Ô37
The lowest monthly mean average air temperature is approximately Ô19°С based upon historical
wÑu~| | w~ v wyvu w èy}~ y| éÑ~}~ì
îÇï ¡ÇÆ ÍÅ £Í¢Æ¤É Å Ì¤ Ï¢£ Å¡ ÆÊ¤ Ð ÅÆ¤£ É¤ÇÉÍÅ
Depending upon the winter season ice conditions, it is envisaged that the shuttle tankers will sail
wy wy w v~ ~w}uÚ y~{Ú yw~v~y w~ uw}v~yÚ zy }{{ {w|| wy|zzwy ~w v
~z~ð{wy {w~ y| zy Ñ{{u wy|zzwy wy ~}~y wì
æv v~ ~w}u ~ zy {yv ~w ~wÞz{ ëÜÜ w ëñÜ Òz{w~u with the central
uv}{ ~w} Ñzy v uvw~uÚ u ézì 2
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Guide For Operators
Rev. 01
¡¢£¤ ò Òv w y~{Ú yw~v~y y| uw}v~y v}{ yÒ~ ~w}u Ù´µ¶·¬¸¹ µº µºº¸óµ¬ô·¬´óõµöµ®¹÷´µøÀ
need to
ùw}y z ~z{u zy v vw~ zy v ~{ xzy~ yzzwy uuwy y| v~ zu {z{
wyuz|~ uvz ~w}zy v~w}v v z z{| u v uv}{ yÒ~u y zyzy u~z speed without
|zz}{ zy u}v z wy|zzwyuì
Ö~ éÑ~}~Ú vwx~Ú wyuz|~zwy y|u w Ñ zy w uvz ~w}zy |} w v w~zwy of
vzÒ~ z~uÔyear ice and as the conditions differ between each route, e.g. the formation of polynyas,
|z} y| vzÒ z wyy~zwyuÚ ~z|| z ðwyu ì ævzu zu w zyzy v uvz speeds in ice on
v {w|| y| Ñ{{u uuÚ y| w Ò w zu xzvzy v {yy| shuttle service schedule.
The length of the longest voyage in ice can vary depending on ice conditions in the Pechora Sea with
longer voú§± ¨ ¨¨ ¨§ § ± ± §û§¯ and “hard”
xzy~uì æv {wyu w zy z w y ~w} y| uuwy{ z wy|zzwy zu w~ üÜÜ Òz{w~u and
¨¨± § ²§ú © § §¯ °
Page 62 of 68
Guide For Operators
Rev. 01
¥ýþ ÂËËÿîA A - W îâÿ ÎÿÂÎî ÂîA ÿ îÂ Ââ î î âÿ ÂÂ ÎÿÂ Èã¢É âÿp îÂ ÇÆ p Î
Âpÿîî AÿÎ Ëâ î
¤Å¤£Çã ÅGÍ£ÃÇÆ ÍÅþ
The Yamal Peninsular, Ob’ bay and the Kara Sea is potentially a major resource for oil and gas
~w|}zwyì ~|wzy{ uÚ v w{wz{ w{Þ ~}yu ~w v zÑ~zy v~{y| w~v u }
the Yamal Peninsula and into the Kara Sea up to the coast of Novaya Zemlya.
æv v|~w~Ñwyu zy v uw}v are mainly gas with more associated liquid further North with
wyz{{ ~}| wz{ zy v yw~v~y ~ ì
Ö ~uyÚ ~w|}zwy wy v zy{y| y| ù{ yzyu}{ zu z| w ~Ò z y Þzuzy z{zy
network. There is the potential however fw~ wy|yu Þw~ w Ò { z uvz ~w u}zÑ{
w~ wy v wuì
æv ×Ñ T zu Ñ w v located in the north-western Siberia east of Yamal yzyu}{
~
between latitudes 66 and 73 North and between longitudes 72 and 74 East. It is 800 km long and from
30 to 90 km wide, with prevailing depths of 1012 m.
æv xu~y wu zu {wxÔlying, and the eastern coast is high and steep. In the east Tazo T Ñ~yvu
off from Ob’ Bay. The Ob’ River flows into Ob’ Bay, which is covered with ice most of the year. The bay’s
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Guide For Operators
Rev. 01
uz|z}~y{ z|u ~ Üìs vzvÚ y| zu x~ {{ ~zu Ñ u }v u Û ì
æv T w{{u v xu~u w ×Ñ z~ Ù~uvÀ y| æð z~ y| {wxu wx~|u v yw~v w v ~
ì æv ×Ñ T zu z Ñw}y| ~w ×wÑ~ w è}{ì æv z w~ w~zuu w } w Û vzÒ { {{
z y| ~z|u Ù~}ÑÑ{À } w êÛ zy w{ vzÒyuuì æv ×Ñ z~iT zu wy w v Øw~ x~xu zy
v Ö~z }uuz y| v}u vu ~~ÒÑ{ wyz{ w Ñ }u| w~ Þw~ w wz{ y| uì æv xvw{ ~
zu ~ }{y~Ñ{ y| yz~wyy{ vð~|u ~ v~
u !O"#$ u% " %! "#%t
## t m! ! "u$ # !"u% % "#!# # ! # called
" # "# %%t !#t!& ' m # # t$
P #u #% #%t m " # "a$ (u m
# " "#!# m # '#% ! %%#m # " -
class tankers without icebreakers assistance.
Various ice types can be found during the whole ice season, from thin ice t %a % !
" # t "& ! u%t " 't g %t $
The Kara Sea is often totally ice covered from November to June, and is characterized by land fast
ice along major parts of the coast. This fast ice belt %%t #m& )" &
where it may extend up to several hundred kilometers seaward.
I # # & u%t " #u#u t$ %
period starts in late May early June.
*+, ./, +01203*4*05 *5 301, 6,/*053 07 48, .6+4*+ 3,.3 *5 48, .94915:;*54,6 2,6*0<
=*5 2,6+,54./, 07 48, 6,/*05 .6,.>
?u%t # " ! t#" #" !! "#" %" # "a !
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#" # "a$ f #% "#'& u%t " # # %%#m " u
# %% ! # u# '# ! t round navigation along the Northern Sea Route.
@ & # %%#m # # # #u " "#!# m #" 't m
days (including clouds ) and spatial coverage area 2,300 km (satellites Terra / Aqua, radiometer
MODIS).
×y w v ~u~zzy w~u w~ yzzwy zu v x~ |v zy v Ñì éw~ zyuy v x~ |v
zu êÜÔ12 m at Mys Kamennyy level and if Yamburg xz{{ Ñ v {w|zy uz v x~ |v zu y {uuÚ
7Ô8 m.
Öywv~ zy ~~ zu v {yv w v uuwyB æv ×Ñ T zu zÔfree only about three
wyvu zy u}~ì y~u~}}~ zy v ×Ñ T zu yw x{{ |{w|
Â££ÇÅ¡¤Ã¤ÅÆ ÍG ÅÇï ¡ÇÆ ÍÅ Å ÆÊ¤ îÍ£ÆÊ¤£Å Î¤Ç Í¢Æ¤
Arrangement of navigation in the Northern Sea Route water area is carried out by the Northern Sea
Route Administration uÑ{zuv| u é|~{ -owned Institution (NSR Administration).
æv zy ~u w v yuz}zwy ~ yu}~zy u yzzwy y| ~wzwy w ~zy yz~wyy
from the pollution in the water area of the Northern sea route.
Permit-based procedure is established for navigation in the Northern Sea Route water area.
~zu w~ yzzwy w uu{ zy v w~v~y w} x~ ~ ~ zuu}| Ñ v
Administration based on application from the shipowner, a representative of the shzwxy~ w~ zy
of the ship
æv Ö{zzwy contains data about the applicant, indicating the full name and (if applicable)
z|yzzzwy w| w v y~yzwy{ Õ~zz ×~yzðzwy ÙÕ× y}Ñ~ÀÚ v u}~yÚ yÚ
patronymic (if any) of the chief officerÚ wy vwy y}Ñ~Ú Þ y}Ñ~Ú -z{ ||~uu w~ v {{
person or the surname, name, patronymic (if any), phone number, fax number, eÔz{ ||~uu w~ v
individual.
Page 65 of 68
Guide For Operators
Rev. 01
æv {zzwy }u wyzy uy v v uvzwxy~ xz{{ yu}~ v v uvz wyw~ w w
vu }{u ~zw~ w y~zy zy v w~v~y w} x~ ~ì
Ñ~Ò~ u}w~ zu ~w~| Ñ zÑ~Ò~u }vw~zð| w yz }y|~ v u { w v
Russian Federation.
Icebreaker support includes ensurzy v u w yzzwy of the ship in the Northern Sea Route
x~ ~Ú wy v ~wy|zwyu w y zÔÑ~Ò~ xvy v uu{ zu xzvzy v w~ ~ w
the icebreaker on the very high frequency, ice reconnaissance, making channel in ice, convoy formation
and placement of ships to follow the icebreaker/icebreakers, navigating in ice channel after an iceÔ
Ñ~Ò~ zy wxÚ uzy{ w xzvw} } w~ zy v wywì
The w~v~y Sea Route Administration indicates in the permit information on th y| w~ zÑ~Ò~
assistance in a heavy, medium and light ice conditions during navigation in the Northern Sea Route
x~ ~ì
Further information on Icebreakers Assistance and Ë£ÍÌ¤Ï¢£¤É ÍG ÅÇï ¡ÇÆ ÍÅ Ç££ÇÅ¡¤Ã¤ÅÆ Å ÆÊ¤
îÍ£ÆÊ¤£Å Î¤Ç Í¢Æ¤ ÐÇÆ¤£ Ç£¤Ç can be found on:
Ö|zyzu~zwy xÑuz
http://www.nsra.ru/en/zayavlenie/
w~v~y w} zyw~zwy ×z
http://www.arctic-lio.com/nsr_icebreakersassistance
CDEFHJKL KM NQR SKFDJJQ
The terminal is designed as “portable berthing device (PBD) of tower type”. It represents the
independent construction witch leans against a bottom and connects to the coast by the bulk
pipeline both having a uniform control system and communications (a ta – the tanker).
O% shipment will be conducted round-the-clock and during the year.
w~ wx~ ~wu ÝüÜ |~u y| zyu{{| u}zzy vzv Ñw u {{Ú v}u ~wz|zy v
Page 66 of 68
Guide For Operators
Rev. 01
wu w~Ñ{ wuzzwy w~ uu{ì
y w~|~ w wz| wy xzv z vwu ~zy{ zu U}z| xzv uvw~ vwuÚ |uzy| w Ñ }u| xzv
|z U}z| xzv Ñwx {w|zy yÒ~uì
æv u~}}~ zu zÞ| wy v ~w}y| Ñ zu wxy xzv y| uw{z| Ñ{{u Ù~z ÑuÀ w~ z{u w}y|
into the ground around the perimeter of the base (pile foundation).
ç} w |uzy| u}zzy xz|v w v u~}}~ Ñu z {u xz| vyy{ zy |~zzy z y|
reduces swell in the area where tanker is moored. Under normal conditions a wide base Ùw~Ñ{ w
the width tanker) provides the tanker is moored safely without constant use of the icebreaker. In fact,
the role of the iceÔbreaker in this case performs the base of the tower. The system serves as a
yzzwy{ ~Ò w~ uu{ zy {{ x her conditions. In ice covered water the task of approaching to
the structure will be facilitated as it will be required to enter to the canal visible at a considerable
distance. The terminal provides tugs capable to assist vessels while mooring in ice condition.
Page 67 of 68
Guide For Operators
Rev. 01
¥Vþ ÂËËÿîA ÿ X YZ[\Y ]\^ Y_`bcd`Y de h_bdchjk`Z]
`lno Yqrvwxry z{|}{~e ~}~ `lno yy
· Shivering, with cold hands and ·
-warm itself

· Still alert and able to help self · Give warm, sweet drinks - no alcohol
· Numbness in limbs, and loss of · Apply gentle heat source to stabilize temperature
· Help victim exercise to generate heat
· Pain from cold · Keep victim warm for several hours, with head and neck

`xo w Yqrvwxry z{~}{¡e ~}~¢£ `xo w y
· Shivering may decrease or stop · Same as above

· Limit exercise
· Offer sips of warm, sweet liquids only after victim is fully
¤ ins to re-warm, and is able to swallow - no

Y¥ Yqrvwxry z{¡}¦¢e ~¢}¢¦ Y¥ yy
· Shivering decreases or stops · © ¤
· § ¨
¤ · Assist but avoid jarring victim - rough handling may cause
· Victim appears drunk; very
· No food or drink - no alcohol

· ª¤ «¬ ª ©®¨« ¯
· Victim is semiconscious to - keep a continuous watch

· Treat as for shock - lay down in bunk, wedge in place,
· Muscular rigidity increases
· Apply external mild heat to head, neck, chest, and groin -

¤

· ° ¤ ±
lwl²n Yqrvwxry z¦¢e ¢¦ x ³nx´ lwl²n yy
· Unconscious, may appear dead · Always assume patient is revivable; don't give up
· Little or no apparent breathing · Handle with extreme care
· · Tilt the head back to open the airway -
¤
· Skin cold, may be bluish-¤ · If there is any breathing or pulse no matter how faint or
· Pupils may be dilated ¤ §µ ¤
· Body is very rigid ¤
· Stabilize temperature with external heat sources; also use

-to-back warming by others (leave legs alone),
¶
tim's breathing

· ª ¤
¤ §µ ¨ Medical help is imperative -

¸
Page 68 of 68

Guidance For Operators - Ice and Sub-Zero Temperatures

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Guidance For Operators - Ice and Sub-Zero Temperatures

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TANKER OPERATION

IN ICE AND SUB-ZERO TEMPERATURES

NO. CONTENTS PAGE

4.22.8. Generators & Emergency generators 17

7.8.1 Arrival at jetty 33

11.1 The importance of preventing pollution 47

2. CHALLENGES OF OPERATING IN ICE CONDITIONS AND SUB-ZERO TEMPERATURE

 Specific natural conditions/ Vulnerable ecosystem

2.1. Typical Hazards When Operating In Cold Climate:

3. ICE CLASS NOTATIONS

Operation of vessels without ice class in the Arctic is not recommended.

3.2. Winterization Notation

4. WINTERIZATION/ PREPARATION FOR THE VOYAGE IN ICE

4.1. Winterization of equipment

4.2. Cargo and ballast system

4.3. Cargo tank pressure/vacuum (P/V) valves

4.5. COW and tank cleaning systems (if fitted)

4.6. Heating equipment

If not in use, drain cargo tank heating coils completely.

Keep drain valves on deck open.

4.7. Cargo lines

4.8. Pump rooms (if applicable)

4.9. Oil discharge monitoring equipment (ODME).

4.10. Ballast systems & Ballast tanks

Frequently activate hydraulic ballast valves in empty tanks to avoid freezing/blockage.

4.11. Deck Preparations/ Deck equipment

 Freeze prevention for Pipe lines and Valves / Systems related

4.11.1. Freeze prevention for Deck machinery

 Keep the Hydraulic Pumps running continuously

4.11.2. Freeze Prevention for Nautical instruments

4.12. Cargo manifold area

Cargo Manifold drip tray should be maintained dry.

4.14. Cranes (Cargo hose, provision and rescue boat handling)

4.15. Main deck steam

– when steam is not required on deck

4.16. Deck air- line and air motors

Drain de-misters frequently.

4.17. Accommodation gangways

Keep gangway pivot points well covered in grease.

4.18. Pilot ladders

4.19. Windlass and Mooring Winches & Mooring lines

4.21. Navigation bridge

4.21.1. Bridge wings

4.21.4. Infra Red cameras (if fitted)

4.21.5. Air Horns / Whistles

Ensure that the airlines are drained.

4.22. Engine rooms, machinery and systems

4.22.1. Cooling system intakes / sea chests

4.22.2. Fuel systems

the fuel specification.

4.22.3. Cargo pumps

4.22.4. Stern tube

4.22.6. Hydraulic machinery

4.22.7. Electrical systems

4.22.8. Generators & Emergency generators

4.22.10. Fresh water system

When not Generating Water

4.22.11. Compressed air system

4.22.12. Steering gear

4.22.13. Lubricants and oils.

4.23. Ships navigation in cold weather check item

5.1. Equipment requirements

5.1.2. Engine room