CH.11 ICE NAVIGATION PROCEDURES Date -...

NAVIGATION MANUAL

CH.11 ICE NAVIGATION PROCEDURES Rev.No: 2

Date : 28-Oct-16

Page : 1 of 51

Uncontrolled when Printed

11.1 PURPOSE

The purpose of this document is to provide the necessary information and to raise awareness of the

standards required to operate vessels in extreme cold and navigation in ice.

There can be no substitute for thorough contingency planning by the shipboard management team in the

winterizing of their vessels. As always, the ultimate responsibility for the safety of the vessels lies with her

Master and operations in extreme cold require a focused effort by those involved.

Deck officers, Master + C/O - that are due to join ice class vessels should have attended a In House Ice

Navigation training course prior to joining. Wherever possible, consideration should also be given to

placing them on ice bound vessels as a supernumerary. This will enable them to gain first hand practical

experience of sailing in ice prior to them joining their own vessels.

The procedures gives guidance on all aspects of operations in ice and it is the responsibility of all

involved to ensure that these guidelines are followed and acted upon.

The document is as comprehensive as possible but is not exhaustive and all management teams should

treat ice and extreme cold with the utmost respect, or suffer the consequences.

11.2 GENERAL OVERVIEW

This section sets out to establish some basic understanding and procedures so we can successfully and

safely trade in this environment.

The areas listed below are where vessels may be exposed to ice and extreme cold temperatures, in their

winter months:

St Lawrence Seaway – ICE NAVIGATION (specific local requirements)

Baltic – ICE NAVIGATION

Russia (White Sea) – ICE NAVIGATION

Russia (Pacific Coast e.g. Nakhodka)

Additionally ice may be seasonally encountered in the following areas:

North America (USA and Canada)

Northern Europe (especially Scandinavia)

China

Korea

Japan

The main subject areas of this document are,

Personnel Welfare.

Shipboard Operating Procedures.

Ship Equipment.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 2 of 51


We have in our managed vessels with hulls that are classed as “Ice Strengthened” to Ice Class 1A, 1B. It is critical that the significance of this classification is understood; it does NOT automatically

imply that the vessel itself is suitable for trading in the extreme (cold) environmental conditions

and/or passage through ice. Please refer to the section titled “ Ice class vessel construction”.

The fact that the hull has an ice classification means that it has been constructed to incorporate minimum

speed / power output in ice and has hull structural integrity that allows the vessel to navigate in ice up to

certain limits. Beyond these limits the vessel will require the ice to be broken and cleared by Ice Breaker

vessels.

11.3 REGULATIONS

The FMA rules are based upon the fact that ice fairways / channels will be cut and maintained by their

operational fleet of ice breakers, with the transit of vessel through these ice fairways assisting to keep

them comparatively ice free.

The Russians presently operate a convoy system of ice navigation. Vessels will be directed to a

rendezvous position where convoys will be marshalled and then escorted through the ice fields in stages

by icebreakers. Icebreaker attendance is, by virtue of the limited numbers available, not always 100%

and convoys are effectively “parked” and shuttled through from the rendezvous position to the port.

This section is issued in general terms and reflects the current rules. We will look at the range of

classification from ICE 1A* to ICE 1C Finnish -Swedish rules.

Unfortunately there are several different classifications of ice strengthening throughout the world. The

following table shows the equivalency of ice notations.

Thickness of

ice

DVV Baltic IACS Russian MRS

Old

Russian

MRS New

DNV

- ICE C - L4 LU1 -

0.4m ICE1C - L3 LU2 -

0.6m ICE 1B PC7 L2 LU3 -

0.8m ICE 1A PC6 L1 LU4 ICE-05

1.0m ICE 1A* PC5 UL LU5 ICE-10

- - PC4 ULA LU6 ICE-15

- - PC3 LL4 LU7 POLAR-10



- - LL1 POLAR-30

This comparison is based upon scantling of plating and framing

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 3 of 51


Finnish–Swedish Baltic Ice-Strengthened Vessels description

ICE-1A* (or - 1A or -1B or -1C) These are vessel’s that may operate in channels prepared by icebreakers and/or in open waters with smaller ice floes. The Rules are considered to meet the Finnish-Swedish ice class regulations for corresponding classes, and Canadian arctic regulations for type A, B, C and D ships, respectively.

Baltic Ice Notation

Definition Explanation

1A* Extreme ice conditions Ice floes of thickness 1.0 m are anticipated

1A Severe ice conditions Ice floes of thickness 0.8 m are anticipated

1B Medium ice conditions Ice floes of thickness 0.6 m are anticipated

1C Light ice conditions Ice floes of thickness 0.4 m are anticipated

C Vessel which may operate in light ice conditions

_____

Russian MRS Equivalent Rules

The basis of operation of the Russian rules is shown in order to demonstrate the slight differences between state descriptions

A speed of 5 knots is to be assumed which is typical for independent navigation. A speed of 3 knots is to

be assumed which is the minimal channel speed. Based on first year ice.

Rule Assumption

Several assumptions are made and applied when vessels are constructed. In general these are.

The vessel’s sides at the mid-body not strong enough to withstand load from compressive ice forces.

The possibility for compressive forces in ice will increase when strong wind is experienced.

The possibility for a vessel stopping in compressive ice will depend on the effective output of its propulsion machinery.

The ice pressure experienced upon the vessel’s hull will increase with displacement and propulsion machinery output.

Class Permitted thickness of ice

Type of operation

Notation Independent navigation in open

pack Ice

Navigation in channel

following an ice breaker in compact ice

LU1 0.40m 0.35m Exceptionally

LU2 0.55m 0.50m Regularly

LU3 0.700m 0.65m Regularly

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 4 of 51


If ice compression occurs, i.e. the vessel becomes beset in ice , then the normal remedy is to secure services of icebreaker as soon as possible in order to free the ship of ice before damage occurs. It would be useful to have the Agents, Ice breaker contact numbers ready at hand to fasten the process as the availability of icebreakers is limited.

Ice Protection

In order to strengthen the vessel to operate in ice conditions the vessel’s structure is strengthened in several targeted specific locations. In general terms the vessel’s shell plating is strengthened in the following areas:

The bow, to allow for entering the ice field at the ice edge.

The parallel mid body ice belt-side protection when transiting ice

The stern-protection of the rudder The vessel is constructed with an Ice Belt; this is shown in general terms below This shows where the additional structure is located on the vessel. Specifically for vessels classed as ICE 1A BORDER OF PART OF SIDE

WHERE WATERLINES PARALLEL TO CENTRELINE

5 FRAME SPACINGS

FORE FOOT

BWL

ICE BELT FORWARD REGION

LWL

UPPER FORWARD ICE BELT

ICE BELT MIDSHIP REGION

ICE BELT AFT REGION

0.2 L

2M 0.2 L

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 5 of 51


If we now consider the lesser protection of Ice 1B and 1C we can see how the protective area is reduced, hence the lower notation allocated.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 6 of 51


Stem and stern protection is shown in the following two drawings

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 7 of 51


11.4 PASSAGE PLANNING

In addition to the normal company requirements on passage planning, the vessel’s Passage Plan should

include all relevant information with respect to ice and cold weather possibilities along with all the sources

of information available. Deviation from Passage plans is inevitable due continuous changes in ice

conditions with regards to ice concentration, ridges, open leads and path followed by Ice breakers whilst

under convoy.

On passages to Primorsk/St Petersberg the vessel transit is continuously monitored by St Petersberg

VTS and instructions are issued to follow the recommended route.

Traffic Separation Schemes

TSS (Traffic Separation Schemes) may be suspended in ice conditions. This information is transmitted via

“Navtex”.

11.5 HAZARDS IDENTIFIED IN RELATION TO ICE INFESTED WATERS:

1. Lacks of Proper Charts as most of the charts in higher latitudes are derived by aerial

photography.

2. Absence of proper position fixing aids in the region.

3. Increase in traffic density especially in the Baltic region.

4. Vessel unable to give ways as per COLREGS because of heavy ice condition and difficulty

experienced in manoeuvring.

5. Larger Turning circle.

6. Poor visibility due to Snowfall, fog.

7. Severe condensation on the bridge window and Ice accretion on the outside window.

8. Service lines supplying air freezing due air moisture affecting vessel’s sound horn, gangway and

other services powered by air.

9. Ice accumulation on air vents, sounding pipes, mooring equipment and out-fittings on exposed

weather deck affecting critical operations.

10. Severe ice accumulation affecting stability of the vessel.

11. Crew prone to injury whilst working on deck due to slipping and frostbites.

12. Damage to Hull, propeller, rudder and machinery.

13. Sub-zero temperature affecting vessel’s hydraulic system rendering it sluggish.

14. Freezing of Ballast Water tanks.

15. Freezing of Fire Main Line, Inert Gas line and Fresh water line.

16. Seizing of P/V Valves, Breather valves, Cargo valves due freezing of moisture and ice

accumulation.

17. Blocking of Seawater supply to Engine room cooling system.

18. Ice accumulation covering exposed LSA and FFA equipment making it difficult to access.

19. Ship operation becomes difficult with crew who are unfamiliar with ice condition or inexperienced

and prone to Hypothermia, Cold weather injury like Frostbite, Frost nip and trench foot.

20. Vessel getting stuck /beset in compressive ice.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 8 of 51


11.6 GUIDELINES TO BE FOLLOWED PRIOR ENTERING & ON DETECTION OF ICE AREAS

11.6.1 Calling the Master

The Master must be called immediately when ice is sighted. If necessary the OOW shall take the required

action to ensure the safety of the crew and vessel. If required when in the vicinity of ice speed shall be

reduced or the vessel stopped for any period that is deemed necessary.

11.6.2 Navigational

Radars are a valuable aid in ice detection but shall be used with caution especially during heavy

snowfall may make detection by Radar difficult. It is essential to maintain a two-radar watch at all

times. Radars are not a substitute for a continual visual lookout.

The ECDIS and AIS are to be used prudently in target detection, being fully aware at all times of

the limitation of each aid to navigation.

In the dark searchlights shall be used together with a visual lookout ahead for smaller pieces of

ice that may have escaped radar detection. Searchlights should be used in a manner so as not

to embarrass any other vessels navigating in the vicinity.

NB The searchlight may cease to be beneficial in very poor visibility or snowstorms

Under normal circumstances icebergs shall not be passed close by bergy bits and growler debris

from bergs generally trail to leeward.

If it is necessary to pass close to icebergs a very close watch for bergy bits, growlers and also

ice-feet / rams shall be kept. Ice-feet / rams protrude from bergs under the sea surface, generally

marked by a lightening of the sea colour.

A strategic track shall be planned on a longer range to avoid icebergs and then a shorter range

used for bergy bit / growler avoidance.

11.6.3 General Preventative Precautions

In order to predict when icing of the vessel will occur, both wet and dry air temperatures, and sea

temperature must be regularly monitored and recorded. When approaching zero degrees C, cold

weather precautions must be introduced to elevated and the Master informed.

To clear the deck passage in heavy snow accumulation, use of de-icing salt may be considered.

Temporary wooded catwalk may be made, especially at mooring station area to eliminate slip, trip

and falls.

Engine Room The Duty Engineer shall always be informed, and the engine room fully manned prior to the

vessel entering ice.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 9 of 51


Personnel Where deck Icing is evident, additional care needs to be exercised when moving and working

around the vessel, remembering that ice can be found both on the external surfaces and in some

conditions within the vessel.

A person’s ability to work effectively in cold climates is limited to short periods and if the requirement to

maintain constant gangway watches and deck patrols pertains in the ports visited then there will need to

be a MINIMUM of two watch-keeper ratings on each watch and preferably three.

It is essential that head, hands and feet are adequately protected; in particular staff are to be cautioned

about contacting metallic objects exposed to subzero temperatures with their bare skin so as to avoid

sticking and frostbite.

Ensure that personnel movements exposed to the elements are monitored and time limits set, particularly

when outside temperatures are below minus 20C. Consideration must be given to protect personnel

breathing with clothing and or ski masks, especially when there is additional cooling due to a wind chill

factor.

Ski goggles (double layered with UV protection) have been found useful in protecting from glare and high

wind chill factor, i.e. when working on the forecastle. Additionally sunglasses should be worn when

working through ice sheets to protect the person from snow blindness.

It should be remembered that in northerly latitudes daylight may be restricted or non-existent. This will

lead to limited ability to carry out normal deck maintenance.

Safety helmets (already worn on deck in accordance with company policy) must continue to be used to

protect staff from the possibility of falling ice from masts, stays or other overhead structures. However felt,

silk or wool under hats for use under hard hats may be found to be extremely useful.

Supply of good quality skin moisturizer, sun cream, with orders to put it on, and lip balm is considered

essential for working outside in cold temperatures.

The provision of hot drinks and food throughout the day is considered both good for morale and also to

enable the ship’s crew to work correctly. A supply of flasks for hot drinks whilst working outside the

accommodation is a good policy along with provision of stew, or other suitable hot food in galley

overnight. It should be remembered that the number of calories required whilst working in cold climates is

considerably more than in ambient conditions.

Working environment inside the accommodation is to be controlled and comfortable. Personnel require

sufficient warm bedding, and additional blankets should be supplied as required.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 10 of 51


PPE:

Hand Protection

Hand protection (mitts, gloves) is to be provided.

Head and Eye Protection

Head and eye protection gear is to be provided to reduce loss of body heat and protect vision from

ultraviolet rays.

Head and eye protection is to be compatible and usable with communications equipment.

Foot Protection

Foot protection gear is to be provided which shall be Slip-resistant, insulated safety footwear is to be

provided. For heavy work, a felt-lined (or similar insulating material) rubber-bottomed, leather-topped boot

with a removable felt insole is preferred. An extra pair of safety shoes for inside work is to be provided.

Maintenance of Personnel Protective Equipment

Personnel protective equipment is to be properly maintained and stored.

Hypothermia

Provided that adequate clothing is worn, under normal circumstances there is little possibility that

hypothermia will be a risk. However in extreme conditions where exhaustion occurs, or when the body is

immobile, or when the insulating properties of the clothing are compromised by damage or inclusion of

moisture hypothermia is a real danger and is likely to occur. See Ship Captains medical guide, Chapter

11 that deals with hypothermia, frostbite and non-freezing cold injury.

Immersion

Without proper protective clothing, such as immersion suits, even short periods of immersion in cold water

can be fatal. Therefore should the need arise, abandoning of the vessels should, so far is practicable, be

undertaken without entering the water.

The amount of clothing worn, physical condition, injury, loss of body heat and morale determine the

survival time of a person immersed in cold water. Approximate survival times are as follows.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 11 of 51


Sea Water Temperature Deg C Survival Time

Sub Zero Nil to 20 minutes

0 c 20 minutes to 1 hour

5 c 30 minutes to 2 hours

10c 1 hour to 4 hours

An immersed person once rescued should be closely monitored for life signs that may be extremely

difficult to locate and resuscitation should be attempted for at least one to two hours. Heart failure is a real

danger of apparently unharmed survivors from cold-water immersion.

Wind chill factor Indicates

I Comfortable with normal precautions

II Work becomes uncomfortable on overcast days unless properly clothed

III Work becomes more hazardous even on clear days unless properly clothed. Heavy outer clothing is necessary

IV Unprotected skin will freeze with direct exposure over a prolonged period, depending on degree of activity, amount of solar radiation and state of skin and circulation. Heavy outer clothing becomes mandatory.

V Unprotected skin can freeze in 1 minute with direct exposure. Multiple layers of clothing are mandatory. Adequate face protection becomes important. Work alone is not advisable.

VI Adequate face protection becomes mandatory. Work alone must be prohibited and supervisors must control exposure time by careful scheduling.

VII Survival efforts are required. Personnel become easily fatigued, and mutual observation of companions is mandatory.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 12 of 51


11.7 SAFETY RULES ON PASSAGE THROUGH WATERS WHERE ICE IS PRESENT OR CAN BE NORMALLY EXPECTED.

1. The entire sector forward of the vessel’s beam must be continuously monitored and watched by

the lookouts with binoculars for any indication of ice.

2. In reduced visibility and/or when ice concentration increases, alteration of course alone to avoid

ice may not be safe as in altering course may place the vessel into thicker ice. In this situation

Speed must be optimum to bring a vessel to a complete stop, always accounting for degree of ice

concentration and type of ice. Proceed with utmost caution at a safe speed with sharp radar and

visual watch maintained, ready to stop or to manoeuvre at any time.

3. In reduced visibility with presence of ice in the vicinity or can be expected it is not safe to proceed.

In this case OR if in any doubt - STOP AND WAIT TILL DAYLIGHT OR WHEN VISIBILITY

IMPROVES CONSIDERABLY WHICHEVER OCCURS EARLIER.

SPEED THROUGH ICE

On arriving at a decision to enter and to proceed through pack ice, vessel’s speed play a very vital

role and will have to be carefully selected and adjusted from time to time after taking into account

prevailing ice conditions and the following guiding factors:

a) Visibility

b) Type, Hardness and thickness of Ice.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 13 of 51


c) Concentration and the amount of open water or leads.

d) Vessel’s Ice class and Engine power.

The most important law of physics vital to ice navigator should be displayed at a conspicuous location on

the bridge which is -

Force of Impact on Hull is directly proportional to (Speed)2

For eg- If a vessel strikes heavy Ice at 3 knots, the impact force would be 9 times as or at 10 knots would

be 100 times.The consequences of this can be disastrous causing damage to hull.

Force of Impact on Hull is directly proportional to Product of Displacement x (Speed)2

For eg – A large size vessel moving at an excessive speed will cause more damage when striking heavy

ice compared to a small vessel at same speed due to the displacement factor in this case.

It is more dangerous for a large vessel to proceed at an excessive speed at night or in reduced visibility

through ice infested waters than for a small vessel because of the difference in stopping distances.

BULBOUS BOW OF A CARGO VESSEL WITH A LLOYD'S 100 A1 ICE CLASS 1A DAMAGED

IN ICE

Five Basic rules should be kept in mind whilst navigating in Ice.

1. Keep the Engines running- even very slowly, but keep moving.

2. Work with the Ice movement; use it to your advantage and not against it.

3. Avoid Excessive speed as it means Ice damage to ship’s hull.

4. Be well aware of your ship’s Manoeuvring characteristics.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 14 of 51


5. If the vessel becomes beset in Ice, stuck in Ice then monitor the vessel‘s drift continuously re-

evaluating dangers to navigation in the immediate vicinity. Simultaneously seek the services of the Ice

breaker to render assistance to you as soon as possible in order to fasten the process.

In the event of vessel drifting on to shallows or danger to navigation and with no assistance from

Icebreakers, Agents, Coastal authorities forthcoming treat the incident as an Emergency and contact your

Ship Manager in order to obtain assistance as soon as possible.

Prior entering the Ice edge, the following should be complied with:

1. Follow the route recommended by Vessel Traffic Services which will be based on the general flow of

traffic, Updated Ice charts, clear of ice ridges, hummocks and close pack ice.

2. Plan to arrive at the ice edge during daylight hours within your lay days range keeping the commercial

operator and all concerned parties well informed. Arrive at a speed of 5 kts about 5 NM before the ice

edge and enter the ice edge at a speed of 3 knots or the minimum steerage speed depending upon

prevailing conditions, ice thickness, location of ridges and hummocks in the vicinity.

3. Issue Notice of Readiness to all concerned parties recording date/time and position of meeting the ice

edge.

4. Enter at right angles to the Ice edge to avoid glancing blows preferably in area of lower ice

concentration at speed of about 2 knots and after confirming status of machinery is in good order from the

Engine room gradually increase the speed after having estimated the ice thickness in the vicinity and

prevailing conditions always ensuring the engines are ready for manoeuvring speed.

5. Post extra lookouts and the bridge watch may be increased depending on the state of visibility.

6. Use every opportunity to follow leads through Ice.

7. Give wide berth to Icebergs, bergybits, growlers, Ridges, hummocks.

11.8 SHIP HANDLING:

11.8.1 Propulsion requirements

The basis of propulsion requirements in ice is to maintain a set speed when transiting an ice fairway. This

enables the Finish Maritime Authorities to task effectively their icebreaker fleet if they know that vessels

operating within the fairways can achieve this minimum. It is a form of risk assurance.

The FMA operates using ice fairways and there is a requirement to maintain a minimum of five knots

during the passage in the ice fairway. Traditionally this has been mathematically calculated using the

vessel’s size, deadweight, and historic data to derive a minimum required power output.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 15 of 51


As the size of vessels operating in ice has grown and data available has been diluted, it has become

acceptable to prove, using accredited results from model testing, that sufficient power is available to meet

this criteria.

The FMA rules are based upon reaching the following minimum performance criteria.Necessary

propulsion power to achieve 5 knots within the ice channel without icebreaker assistance.

11.8.2 Vessel’s manoeuvring ability

It should be remembered that a build up of slush or ice on the vessel’s flat bottom is directly proportional to the vessel’s trim. The more trim that a vessel has, the more ice and slush accumulation can be expected. The hazards associated with this include an actual increase in the vessel’s draught, significant changes in the manoeuvring and handling characteristics of the vessel and depending upon the salinity of the attached ice and surrounding water, changes in the vessel’s buoyancy and stability.

Handling and manoeuvring are adversely affected fairly quickly – in anything other than loose ice.

As a rule of thumb, if the ship is stopped in 30 or 40 cm. ice, when getting under way unassisted

the turning circle may be so big (due to constraints on power and rudder angle, that hazards 1

mile away may not be avoided.

Under these circumstances, if the ship is to turn to stbd., the breaker should work on clearing the port

side, to enable the stern to swing to port.

Issues here include limiting rudder angle to a maximum of 10 or 15 degrees to avoid rudder damage.

(See Ice strengthening on rudder area)

11.8.3 Vessel’s Trim

The vessel’s Master should manipulate ballast and cargo to keep sea suctions and the propeller well below the ice, keeping trim to a minimum to prevent ice from sliding under the vessel, as well as maintaining more positive vessel control. As a guide 2meter coverage over the propeller is considered a minimum.

11.8.4 Ballast Condition

Use of heavy weather ballast conditions after departure the berth is recommended to minimise the risk of ice sticking in the cooling water sea chest and better propeller immersion and protection of the tips from ice damage. A balance needs to be maintained between delaying departure and delaying the berthing of other vessels on the same berth.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 16 of 51


Correct Approach to Ice Field: Reduced Speed and Perpendicular to Edge

11.8.5 Turning in Ice

Remember that the vessel will always follow the path of least resistance. 1. Even with helm hard over a vessel will keep on turning in the opposite direction when navigating

through close ice of thickness 35cm-50 cm. The important thing is to limit rudder movements in order to

maintain the momentum and speed and allow the vessel to follow the path of least resistance .However

vessel should take corrective action in ample time if in the vicinity of shallow etc.

Observe the Ice thickness, ice coverage on the vessel’s beam before altering course ie- Observe Area

around starboard beam prior altering course to Port and vice-versa.

2. Execute changes of course alteration if possible in an area of open water or in relatively light ice as

more power is required when turning in ice as the ship is breaking ice with its length rather than its bow.

3. The diameter of a ship’s turning circle increases as the ice thickness increases.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 17 of 51


Danger in Turning in an Ice Channel Pressure in Ice Field Closes Track behind Vessel

Manoeuvring when a vessel is Beset In the event of vessel drifting on to shallows or danger to surface navigation and with no assistance from

Icebreakers Agents, coastal authorities forthcoming treat the incident as an Emergency and contact your

Marine Superintendent in order to obtain assistance as soon as possible.

To avoid vessel from imminent danger consider executing this maneuver below:

1. Go ahead and astern at full power whilst moving the rudder from port to starboard which will shift

the ice aside. Whilst going astern exercise extreme care to avoid ice going through the propellers.

2. Alternate ballast to port / starboard to list the vessel and change the underwater shape. It is more

effective in older generation vessel than in present day vessels.

3. Another safe maneuver rather than using the ballast tanks for listing is to change ballast (Filling

and emptying of fore and after ballast tanks).

Backing onto Ice: Rudder Amidships. Dead Slow Astern.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 18 of 51


Berthing: Flushing out ice with wash while bow is fixed with a spring line

11.8.6 Berthing

Berthing in ice-covered waters can be, and usually is, a long process, particularly in the Arctic where

normally there are no tugs. When approaching a berth in ice-covered waters it is desirable (even if this is

not the normal practice) to have an officer stationed on the bow to call back the distance off the wharf or

pier because a variation in ice thickness (not observed from the bridge) can result in a sudden increase or

decrease in the closing speed of the bow and the wharf.

There are a multitude of considerations depending on ship size and berth type, but the aim should be to

bring the ship alongside with as little ice as possible trapped between the ship and the dock face. It may

be accomplished by landing the bow on the near end of the dock and sliding along the face (similar to

landing the bow on the wall entering a lock in the Seaway), or by bringing the bow in to the desired

location, passing a stout spring line, and going ahead slowly so that the wash flushes the ice out from

between the dock and the ship (Figure 54). Frequently it is necessary to combine the two techniques (in

ships of sufficient maneuverability it is possible to clear ice away from the wharf prior to berthing). Care

must be exercised not to damage the wharf by contact with the vessel, or by forcing ice against pilings.

The ship itself can be damaged by forcing unbroken floes of hard ice against the unyielding facing of a

solid berth.

Once the ship is secured, all efforts must be made to keep the ship alongside and not to allow ice to force

its way between the ship and the dock. If the dock is in a river or in a strong tidal area there is nothing that

will keep the ship alongside if the ice is moving. The prudent thing to do is to move the ship off the dock

before the situation deteriorates. The ice conditions can change quickly when alongside a wharf and, for

this reason, it is desirable to keep the engine(s) on standby at all times.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 19 of 51


11.8.7 Engine Movements

Use of Astern Propulsion Engines must be prepared to go full astern at any time. Astern movements should be used with caution and always with the rudder amidships as these astern movements can draw chunks of heavy ice back into the propeller blades causing damage to the tips. Propellers are the most vulnerable part of a ship and second to shell damage form the most commonly damaged part of the vessel. Engine movements astern pose dangers to the propeller (being of relatively soft bronze with a thin profile at the tips) – so a movement astern should be preceded by a movement ahead to clear the area around the propeller. This greatly diminishes the effectiveness of the astern movement. In practice, approaches to berths, for instance, should be planned and executed without the need for astern movements. Should it become necessary to go astern, a good lookout must be maintained, not only for ice, but entrained debris, such as large logs. Similarly when in ice, the bow thruster should not be used when in the ballast condition.

If a ship is stopped by a heavy concentration of ice, the rudder should be put amidships and the engine

kept turning slowly ahead. This will wash the ice astern clear and will enable the ship to come astern,

after making certain that the propeller is clear of ice

11.8.8 Drifting in Ice

Although the ship may appear to be fast in the ice, the ice itself in the Gulf of Finland is generally slowly drifting, as influenced by the wind and current. Thus the ship will move over the ground, and also relative to other ships, which also appear to be fast. Therefore it is important to continue regular and frequent position fixing, with each fix being recorded. As the ice mass is moving, a northerly wind results in ice under pressure along the Estonian coast, and a southerly wind gives ice under pressure on the Finnish coast – thus influencing the choice of route and location of any convoy rendezvous position. When drifting in ice, vessels will do so independently of each other, their movement being determined by many variable and individual factors, which include:

Hull form

Draught and trim

Thickness of surround ice

Extent of surrounding ice

Proximity of land or shallow water

Meteorological conditions Vessels should so far as practicable give all navigational hazards a more than normal wider berth.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 20 of 51


11.8.9 Anchoring

Anchoring is generally not feasible in ice or if ice is expected – the weight and movement of the ice will

part the cable or cause you to drag and drift with the ice movement.When a berth is unavailable for

whatever reason, the normal practice is to stop the vessel in the ice in a safe area. Position fixing must be

maintained to confirm that the vessel is not drifting into dangerous or shallow water areas. The engines

should be used as required to keep the propeller and rudder clear of any potential build up of ice.

11.8.10 Whilst the vessel is moored

So far as possible, vessels shall be moored so as to stem the worst ice conditions that could be

experienced. Since, historically, and when in tidal areas, ice is heavier on the flood tide, the vessel should

so far as practicable be docked with the bow to the flood tide.

In some ports Icebreaker assistance is not always available, additionally some ports will only operate a

seasonal tug service. In order to safely berth alongside in such cases the first line ashore should be the

forward spring, if necessary this line should be doubled up. The engines can then be operated on dead

slow or slow ahead with the intention of "sucking" the broken ice from forward to aft leaving clear water

between the berth and the vessel. As a result the vessel should gradually come alongside the berth but

may never be parallel due to the ice accumulation between the berth and vessel. Once the distance

between the berth and vessel is such that the gangway can be rigged for safe access/egress then the

vessel can be made fast. Vessels should maintain a manned engine room space with engines on

immediate stand by and, if necessary, man the bridge during heavy ice or as conditions dictate. A watch

shall be continually maintained to monitor the mooring lines particularly at the change of tide when due to

the movements of concentration of ice excessive and unusual loading can be placed upon the vessel’s

moorings.

So far as possible the mixing of mooring lines on the same lead shall be avoided.

11.8.11 Manoeuvring in restricted visibility

Due to inevitability of operating in restricted visibility in ice or near ice areas and also at night the following

efforts must be employed to minimize the chances of collision with ice also known as Ramming and

complying with Collision Regulations.

1.Maintaining a constant radar and visual lookout including usage of searchlights.

2.Reducing speed before entering any Ice field in poor visibility and maintaining till the threat in the

vicinity is determined.

3.Location of Ice bergs,Bergy bits, growlers on marine radar and tracking of these targets on ARPA.

4.Keeping radar target trails ‘ON’

5.Whilst navigating in pack ice, switching between radar ranges to optimize detection of icebergs.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 21 of 51


Radar Images for Ice Detection

11.8.12 Braking effect of the rudder

It is very useful and important to remember that during passage through ice

Frequent use of the helm in the hard over position has the effect of slowing down the vessel and this can

be used to advantage so that reducing speed using the engine with the consequent loss of steering can

be avoided.

It will also assist in bringing the vessel to a crash stop in an emergency.

In the other hand ,when pushing through ice or proceeding astern of an ice breaker using frequent rudder

may bring the vessel to a complete stop and this should be borne in mind

11.9 SAILING IN THE ICE CONTROL ZONES OF EASTERN CANADA.

Mariners should refer and comply to the ‘’Joint Industry Coast Guard guidelines for the control of Oil

tankers and Bulk Carriers in Ice Control Zones of Eastern Canada’’ whilst navigating in the Ice control

zones of Eastern Canada.

11.9.1 Sailing in the Baltic

There are two distinctive different systems of assisted passage for vessels navigating in the Baltic

depending upon the geographic location.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 22 of 51


11.9.2 Ice Convoy

Whilst under Ice escort the following are factors which should be considered:

. Compare the ship’s beam with the width of the broken track as well as the ice breaker.

. Size, thickness and strength of Ice pieces left in the track.

. Monitor and comply instructions given from Ice breakers.

. Ice breaker determines the minimum distance between vessel’s in a convoy.

. It is the responsibility of the ship under escort to maintain minimum escort distance and should inform

the icebreaker if unable to do so.

. Vessel’s propulsion machinery shall be readily available for any rapid manoeuvres.

In order to avoid collisions, a vessel under Icebreaker escort shall immediately inform the

icebreaker if it slows down substantially and /or stops.

Master’s should be aware that the icebreaker may stop or manoeuvre ahead of the escorted

vessel because of unexpected ice conditions or in other emergency situations.

This system of ice convoy operates primarily in the former soviet Baltic States and Russia. Vessels will be

directed to a rendezvous position where convoys will be marshalled and then escorted through the ice

fields in stages by icebreakers. Icebreaker attendance is, by virtue of the limited numbers available, not

always 100% and convoys are effectively “parked” and shuttled through from the rendezvous position to

the port.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 23 of 51


It is important to note that vessels must not “Force Ice”. When a vessel finds itself in a location without

icebreaker assistance, where the ice is hard packed and solid, and where there are no defined ice

fairways or channels, the vessels Master will have to use his judgment and discretion to determine if he

thinks that the vessel will have to force ice to continue on passage. If he feels that he is unable to

continue without forcing ice, he must stop, request icebreaker assistance and inform all relevant parties.

The remainder of the Baltic countries operate a system of maintained ice fairways. The basis of the FMA

rules are reliant upon ice fairways / channels being cut and maintained by their operational fleet of ice

breakers, with the transit of vessel through these ice fairways assisting to keep them comparatively ice

free.

Depending upon where you are navigating will decide upon which of the above systems you will be

operating under. It is quite important for the Master to keep this in mind, as they require a distinctly

different approach.

It’s common practice to seek advice about ice conditions ahead from outbound vessels. The information

obtained from these vessels will be very useful and it is likely to be more up to date then the latest ice

charts. Information about ice conditions encountered on vessels should be promulgated to the office

11.9.3 Icebreaker theory

The design of the bow breaks ice into pieces, which are forced around the stern by the hull-form, thus the

channel very quickly fills and closes. Ships designed for the Baltic trade have bows which force ice ahead

to break, and raft over the ice to each side – thus the channel remains clear, and the ship may go astern

if needs be.

Instructions from icebreakers and local authorities should be carefully followed. If you are taking shortcuts and are caught by the ice, it may be difficult to receive timely assistance.

11.10 ICE PILOTS

After discussion with the vessels Superintendents the company may require that a vessel takes an “Ice Pilots” / “Ice Advisors” where these facilities are available. Speed in Ice Knowing when to moderate speed, and estimating ice thickness, are matters of experience. Avoid excessive speed keeping engines ready at all times for possible speed reduction and /or astern propulsion .

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 24 of 51


11.11 ICE REPORTS

Ice reports are available when ice is prevalent for the following locations:

Arctic

Iceland

Baltic Sea

Gulf of Alaska

East coast of Canada

Gulf of St Lawrence

Gulf of Alaska

Bering Sea

Sea of Okhotsk

Sea of Japan

Antarctica

Information can also be obtained from the International Ice Patrol service, provided by the USCG, for

vessels transiting the North Atlantic. Vessels must make use of the ice patrols from 15th February until

the 1st July.

In the Baltic area information can be obtained from the local VTS station, however full details are given in

the Admiralty list of radio signals Volume 3. The ships local appointed agent should also be able to

provide vessels with the relevant ice charts on a daily basis for the area where the vessels will be trading.

Local meteorological stations are very willing to share important information when contacted. The

Weather facsimile receiver should be programmed to receive ice charts and forecasts and the Navtex

should be programmed to receive ice reports.

11.12 PUBLICATIONS

Recommended books

Refer to SMM Annex 2

The vessel’s master should dedicate a section of his standing orders contained within the Daily orders

book detailing his precautions that should be taken when approaching cold weather or ice. An example of

the minimum requirement is shown in this document.

11.13 ICE ACCUMULATION ON SHIPS

Ice accumulation on the moving vessel is dangerous, not only for the vessel’s operation but for the

personnel moving about such ice-encrusted vessel. De-icing a vessel is a complex, painfully long and

expensive operation and, most of the time vessels are not equipped to do the job. Masters should try to

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 25 of 51


minimise, as much as possible, sea sprays on deck. Either reducing speed and/or altering course achieve

this. Masters should bear in mind that entering thin ice will reduce sea spray and hence ice accumulation.

It should be borne in mind that ice accumulation also results in a potential for falling ice and the

associated dangers.

In certain conditions, ice formed of fresh water or seawater accumulating on the hulls and superstructures of ships can pose a serious threat. Fresh-water ice can form from fog, drizzle, rain or snow. Icing from seawater is generally experienced with air temperatures of below minus two degrees centigrade (–2c) and in conditions of strong winds. Radio and radar failure due to ice on aerials or insulators may be experienced soon after ice starts to accumulate. The following section deals with the description and effects of ship icing and how best to avoid or mitigate it. Description of Sea Spray Icing Near or sub zero conditions

11.14 ICEBERGS

Icebergs normally have a high freeboard and, as such, they are easy to detect visually (in clear

conditions) and by ship's radar. In poor to no visibility, radar must be relied upon. The radar return from

an iceberg with low freeboard, smooth surface, or deep snow cover is less obvious, particularly if

surrounded by bright returns from sea or ice clutter. Depending upon their size, aspect and attitude,

icebergs may be detected at ranges between four and 15 nautical miles or even further for very large high

profile icebergs, detection ranges diminishing in fog, rain, and other conditions affecting the attenuation of

radar return. Icebergs may not appear as clearly defined targets but the sector of the radar display

directly behind the iceberg may be free of clutter. Iceberg radar targets will sometimes cause a “radar

shadow" on the far side, in which other targets will not show. It is sometimes possible to identify an

iceberg target lost in the clutter by this shadow extending away from the observer. A large iceberg with a

long and gently sloping aspect may not provide enough reflective surfaces to show at all on radar, so it

should never be assumed that just because there are no targets in view there are no icebergs around.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 26 of 51


Observation will reveal the shadow to increase in size on approach to the iceberg, and to swing around

as the angle between the ship and the iceberg changes. However, care should be taken in using this

technique as the returns from pack ice can obscure the return from the iceberg.

As the vessel gets closer to the iceberg, the size of the radar target reduces and may in fact disappear

when very close to the iceberg, in which case only the shadow will remain to warn of the iceberg's

presence. For this reason it is important to plot any iceberg (which has not been sighted visually) that the

vessel may be approaching, until the point of nearest approach has passed.

11.15 BERGY BITS

From time to time pieces of ice break off, or calve, from an iceberg. The larger pieces are known as bergy

bits, and the smaller pieces are known as growlers. Whereas the iceberg moves in a direction that is

primarily the result of current because of its large keel area, the growlers and bergy bits are primarily wind

driven, and will stream to leeward of the iceberg (Figure 59). While this is the general case, the effects of

strong tidal currents may alter this pattern. However, for reason of the wind influence on bergy bits and

growlers it is advisable, if possible, to move to windward of icebergs to avoid bergy bits and growlers.

Passing distance from the iceberg is a function of the circumstances, but always bear in mind that:

1. the closer the ship passes the more likely the encounter with bergy bits, and

2. a very close pass should be avoided because the underwater portion of the iceberg can protrude

some distance away from the visible edge of the iceberg at the sea surface.

The visual sighting of bergy bits depends on good visibility, and surrounding conditions of low sea state or

fairly smooth sea ice. In windy conditions, the presence of bergy bits can be indicated by spray flung

upwards by the waves striking the ice, while the ice itself remains invisible as the waves break over it. The

differentiation of bergy bits (in waters where they are present) from open water or from a smooth first-year

ice cover is relatively easy with radar, if the height of the bergy bit is sufficient for its return to be

distinguished from the ice or water returns. The radar display should be checked carefully for radar

shadows which may identify bergy bits with less height differential, or when the ice or water background is

more cluttered.

Detection of bergy bits by radar is difficult in pack ice, especially if there is any rafting, ridging, or

hummocks which cause backscatter and also may produce shadows that can obscure a bergy bit.

Detection is particularly difficult if the surroundings are open pack ice, because radar shadows behind low

bergy bits are small and are difficult to discriminate from the dark returns of open water between ice floes.

As with icebergs, bergy bits should be avoided, but passing distances can be relatively closer, because

the underwater portion of bergy bits is unlikely to extend as far to the side as for icebergs.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 27 of 51


Navigating Around an Iceberg and Bergy Bits

11.16 GROWLERS

Growlers, because of their low freeboard and smooth relief, are the most difficult form of glacial ice to

detect (both visually and on radar) and, therefore, are the most hazardous form of ice. Very little of a

growler appears above the water surface because of the low freeboard of the ice and waves may

completely cover it. Unless recently calved, water erosion will have made the surface of a growler very

smooth, making it a poor radar target. In open or bergy water with good weather conditions visual

detection of growlers is possible at two or three nautical miles from the vessel. In rough weather and

heavy swells, a growler may remain submerged through the passage of two or more swells passing over

it, making detection by any method even more difficult. Detection (on radar or visually) can be as little as

0.5 nautical miles from the vessel, if at all. It is important to keep a constant check on radar settings,

particularly the tuning control (on manually tuned radars), to ensure that the radar is operating at

maximum efficiency. Varying the settings can be useful, but care must be taken to ensure that the radar is

retuned after any adjustment. It sometimes helps to sight a growler visually then tune the radar for

maximum return.

For a growler in an ice cover, it may be possible to detect it visually in clear conditions (because it is often transparent, green, or dark in appearance), but it is often not possible to discriminate it from surrounding ice clutter on marine radar. As the exact location of each growler cannot be identified for certain amongst ice floes, care must be taken to determine a safe speed through the ice-covered area when navigating by radar.

11.17 OLD ICE FLOES

Detection of old ice floes is primarily visual, because differentiation between first-year and old ice on

marine radar is not possible. Travel through old ice can be reduced by using ice analysis charts to avoid

areas of high concentrations of old-ice. However, mariners must watch for old ice even in areas where it

is not identified on ice charts. Visual identification is possible up to one to two 2 nautical miles from the

ship in good weather. Old ice can be distinguished from first-year ice by more rounded and weathered

surface, light blue colour, higher freeboard, and a well-defined system of melt-water channels

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 28 of 51


11.18 VISIBILITY

Operating in restricted visibility is inevitable in, or near, ice-covered waters, either because of

precipitation, fog or darkness. Travel through ice may, however, continue at night or in fog, which is

common in the Arctic during the open water period, and visibility is often reduced by blowing snow in the

Gulf of St. Lawrence during the winter.

All possible effort must be made to minimize the chances of collision with ice in poor visibility and the

requirements of the regulation for preventing collisions at sea also apply. These efforts should include:

maintenance of a constant visual and radar lookout;

use of searchlights at night (which may be counter-productive in fog or precipitation through

reflected glare);

reduction of speed before entering any ice field in poor visibility and not increasing speed before

the threat has been determined;

reduction of speed in any ice situation where the ratio of glacial and old ice to first-year ice

indicates a significant increase in the chance of collision with hazardous ice;

location of icebergs, bergy bits, and growlers on marine radar before they are obscured by sea or

ice clutter, and tracking of these targets on ARPA (Automatic Radar Plotting Aid);

switching between ranges to optimize the radar for iceberg detection when navigating in pack ice;

use of radar to detect icebergs and bergy bits by observing their radar shadows in mixed ice

cover; and

recognition of the difficulty of detecting glacial and old ice in open pack ice with marine radar when

little or no radar shadow is recognizable.

Many escorts occur in fog, when the escorted vessel must follow the icebreaker and maintain the required

distance by radar. If the icebreaker suddenly slows or its position is lost on the radar screen, a collision

may occur. It is important in these situations to maintain VHF radio contact and constant monitoring of the

radar distance between vessels.

The use of searchlights when transiting ice at night is essential

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 29 of 51


Ice Navigation Infra- Red Cameras

In late 2010 the OCIMF wrote a recommendation in its “Ship Inspection Report Program”, a standardized

inspection report program among members of OCIMF, mentioning the installation of a “thermal infrared

camera” for ice detection on the foremast of ships operating in “sub zeroconditions”.Refer to SIRE VIQ Ch

13 for details

11.19 PRECAUTIONS FOR MACHINERY IN EXTREME COLD WEATHER (IN ADDITION TO TECHNICAL MANUAL CHAPTER 5.2)

11.19.1 General

All void spaces, empty tanks, chain lockers and spaces should be sounded prior to entering cold weather.

If any water is found it should be educted dry, where possible, to avoid ice damage when these residues

freeze. These spaces should be regularly sounded to ensure that they remain water free.

Sounding pipes, vents and remote gauges should be protected and remain operational as far is possible.

11.19.2 Valves

Hydraulic cargo/cow valves on deck should be protected with canvas covers; valves should be frequently

activated while in subfreezing temperature to avoid freezing/blockage. Portable steam hoses and

connections for the manifold areas are quite important as manual "keystone" style valves such as the

ones at the manifolds have well documented poor or non existent weatherproof seals, hence allowing

water into the gearbox quadrant and then the inability to open the valve. Maintaining these valves

correctly is obviously the way to go, but for those little mistakes steam hoses can come in very useful.

If a vessel is leaving any valves cracked open to avoid fracturing of the valve body then it would be

advisable to use a pipeline diagram and mark each open valve upon this to avoid any embarrassment at

a later date.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 30 of 51


11.20 VENTING ARRANGEMENTS

11.20.1 Ballast Tanks (Ballast and Vents)

Hydraulic ballast valves in empty tanks to be frequently activated to avoid freezing / blockage; twice a

watch as a minimum is suggested.

Ballast tank vents may become frozen if not protected by canvas covers on passage. This could lead to

over / under pressurization of ballast tanks. The use of covers on these vents should be strictly

supervised to ensure that the covered vent can still operate as designed. Frequent removal of any

accumulated ice will be required.

11.21 VENTING ARRANGEMENTS IN CARGO SPACES

Hi Jet Tank P/V valves

P/V valves to be thoroughly overhauled prior to entry into sub zero temperatures area. Valves to be kept

protected from ice accumulations on passage with canvas covers. Before any cargo operation is

commenced ensure that pressure and vacuum sides are free of ice blockage, in particular check the drain

holes are clear and all free to operate. Painting of the hi-jet seat faces with antifreeze will protect the

IG Deck Seal (Heating). Deck water seal must have heating on in freezing temperature. Make sure

inlet/outlet of sealing water is not frozen/blocked by ice. Frequently check for a positive water flow.

P/V Breakers – Liquid (anti-freeze)

Fill deck breaker with anti-freeze (Glycol) as per maker instructions. An entry should be made in the Port

Log / SMMS to reflect this. The density of the P/V breaker will need to be tested and logged. Frequently

check to ensure level maintained. Once clear of the cold weather the density of the P/V breaker will need

to be returned to the correct value necessary to ensure correct operation.

Mast vent riser (where fitted)

Mast vent riser valve need to be protected with grease and canvas cover. Flame arresters to be checked

free of ice before cargo operation starts. Prior to arrival drain mast risers and IG lines of any liquid.

If fitted, auto and manual valves on IG main line and tanks inlets to be kept greased and protected with

canvas covers. Check operation of piston breather valves on IG lines just before mast risers. Remove

cover and spray with de-icer.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 31 of 51


11.22 CARGO PUMPS

Framo hydraulic system

The grade of hydraulic oil used in the Framo pumps is satisfactory for air temperatures down to minus

twenty-five degrees centigrade (-25c) without causing any problems. If the oil temperature falls below plus

25 degrees c (+25c) then open the heating v/v to this system. Framo System to be started on low load

with forward warming through valve open, at least 30 minutes before Framo System is required for

operations.

If the temperature of the hydraulic oil is less than twenty degrees centigrade (+20c)it must be heated

before the pressure can be increased. This is achieved by running a power pack with minimum system

pressure, 60 Bar, and opening the bypass valve on the starboard side of the focsle to circulate the oil.

Once the temperature is above twenty degrees centigrade (+20c) the bypass valve is closed and the

pressure can be increased to operational requirements. Ensure that the oil is warmed through in plenty of

time before mooring as it takes approximately one hour to increase the temperature by four degrees

centigrade in freezing conditions.

Minimising dead legs will assist in the pumps operation, and it should be noted that when starting the

pump initially it should be started very slowly to enable the warm hydraulic oil from the main to slowly

displace the cold oil in the pump and consequently warm the pump through slowly. An increase in the

normal loading may be placed upon the supply pump on starting a hydraulic pump due to the change in

viscosity of the hydraulic oil.

11.23 CARGO STRIPPING SYSTEMS

Any systems using water seal vacuum pumps need both the pumps and the seal supply header tanks

protecting from frost. Follow the manufacturer’s recommendation and add the required percentage of

antifreeze to ensure safe operation.

11.24 COW & TANK CLEANING SYSTEMS

COW machines gearboxes should be protected with canvas covers. Gearbox oil should be renewed

especially if the presence of any moisture is suspected to avoid damage.

11.25 CARGO TANK HEATING COILS

If not in use, heating coils and lines to be drained, air blown and steam delivery line blanked off (deck

steam supply line required for steaming hoses, but must not be allowed to compromise heating coil

integrity through leakage and subsequent freezing in lines).

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 32 of 51


Consideration should be given to opening the plugs under the cow isolator v/vs to drain down any water

in the seat of the v/v.

11.26 TANK CLEANING HEATER

When located in exposed position will need to be protected, in any event this should be drained and tank-

cleaning heaters on other classes of vessel should be drained likewise.

11.27 CARGO LINES& VALVES

Difference in thermal temperature experienced by the vessel can cause contraction of the vessel’s deck

lines that may not be taken up in the usual manner. There is a possibility of flange’s leaking. It would be

prudent to check the integrity of the lines that are to be used to ensure they are tight for the forthcoming

operation.

All Cargo, Ballast and COW lines on deck should be well drained after pressure test or use, especially

ballast lines including ballast monitors and lines. After loading, discharging or bunkering in cold climates,

ship’s lines should be drained and drain valves left open until the ambient temperature rises sufficiently.

Where possible, it is recommended that at least one tank filling valve is left open to allow the line to drain

and preclude the possibility of the line becoming pressurised due to temperature changes.

Note the pour point of the cargo being carried or to be loaded to determine whether line blockages may

occur if cargo stopped for any reason. Similarly bunker fuels for the same reason.

Prior to entering cold conditions all cargo, bunker, ballast and subsidiary valves, that will be required to be

used for the forthcoming operation, should be inspected to ensure that their gearboxes contain no water

and are well greased. A small amount of water in the gearbox of a hydraulic valve, or in the valve bonnet,

will, when frozen, have a detrimental effect upon that valve, and in extreme cases will render the valve

inoperable. Care should be taken when removing ice from machinery and equipment by use of force that

damage to that equipment does not result from de icing operations with hammers/tools etc.

11.28 PUMP ROOM

Pump room fans to be used only as required, without compromising safety, to prevent sub zero

temperatures inside the pump room. Keep pump room doors closed.

Drain down steam lines in pump room, including tank-washing heater. Stripping pump, if fitted, may be

kept warming through if required ready for cargo operations or to provide some warmth in the pump room.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 33 of 51


11.29 OIL DISCHARGE MONITORING EQUIPMENT

Fresh water supply to the ODME to be drained down and water supply / flushing pump drained down. Be

particular when isolating and draining down the ODME as this is a well-documented weak spot on all

vessels. Remove bottom casing plug from pump. Slacken and drain pump side sample pipes (those

without steam tracing) Open two line drains, if possible open sample drain line to slop to ensure drain

section free of vacuum locked water. Activate tracing steam if deck steam main is activated

11.30 ICE ACCUMULATION IN BALLAST TANKS

Before entering cold climates, the Master should determine the density of the ballast water contained

within the ballast tanks on board his vessel. The more saline this is, the lower the freezing temperature

will be. He should consider, in addition to any State requirement, exchanging the ballast water to increase

its salinity.

The surface of ballast water may freeze in ballast tanks. A considerable danger exists whereby during

de-ballasting operations a layer of ice remains suspended in the tank, falling at a later time causing

damage to internal structure and fittings.

Prior to any de-ballasting operation where there is the risk of the ballast water freezing, a visual

inspection of the ballast should be carried out. Should an ice crust form on the surface of the ballast

water, attempts should be made to break or puncture this crust before any ballast operations are

undertaken. Failure to do so may make the ballast tank vents ineffective and in the worse case scenario it

may result in tank rupture from implosion or overpressure. If possible, ballast levels should be kept at or

below sea surface if practicable (but also be aware of dangers of having sea suctions too close to sea

surface getting blocked with sea ice). In any case it is recommended that ballast water levels be

maintained at least 1m below deck level, when safe to do so, to avoid ice upheaval of under-deck

structures.

Vessels fitted with ballast tank air bubbler systems should start using them as soon as there is any risk of

the ballast water freezing.

11.31 DECK GENERAL

Oil spill equipment to remain inside deckhouses, to prevent icing up if wet but it should remain ready for

use.

MMC gauging/dipping point valves should be covered to prevent ice accumulation.

Cargo manifold pressure gauge connections should be covered to prevent ice accumulation

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 34 of 51


Action should be taken to prevent scupper holes from getting iced over and scupper plugs not fitting

correctly. Smearing the scupper plug rubber faces with petroleum jelly will prevent seizure of scupper

plugs in scupper holes.

Close the main air v/v to deck and drain down the airline to deck taking care to remove any moisture that

may be contained within this line especially at the ends.

Deck mooring equipment

Hydraulic equipment – oil operating temperature range (winches and hose handling cranes).

Hydraulic driven systems. Oil to be circulated all the time when external temperature below 0C so as to

ensure no surprises at the last moment and ensure the fluid systems are maintained at working

temperature. If this is achieved by leaving machinery running (e.g. winches) then very careful attention

must be paid to regular lubrication of the equipment. The oil manufacturer’s stated operating temperature

range / viscosity must be checked for suitability. Oils may have to have a suitable viscosity additive

inserted, or in extreme cases, oil changed for a more suitable grade.

If a vessel trades extensively within cold climates a reduction of hydraulic line life can be expected. This

can be up to 25% of the manufacturer’s advertised life for these products.

Control boxes and motion levers should be protected by canvas covers.

11.32 ICE ACCUMULATION ON WINDLASSES.

Mooring wires and synthetic ropes to be protected by canvas covers to stop ice accretion until the last

moment just before their use. If any loose mooring ropes have to be left out on deck then they should also

be covered with canvas to stop ice accretion. Engaging gears, clutches etc. to be well protected by

substantial coatings of grease.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 35 of 51


Anchors should be moved periodically in order to prevent chains and winches from becoming

frozen.

11.33 OTHER

Chain lockers to be positively drained of any water before entering areas of ice / sub zero temperatures

and maintained in this condition. Ensure particular care taken in sealing the chain locker spurling pipe.

Both anchors should be lowered so that they are free to run from the pipe (i.e. not frozen in) when safe

navigation permits. However they should be fully brought home when mooring and unmooring.

11.34 SPRINKLER SYSTEMS

Sprinkler systems should be drained down free of water, this should include sprinkler systems to

chemical, paint and other store rooms, mast riser systems and any other spaces that are covered by a

fresh or salt water sprinkler system.

In temperatures approaching zero the engine room should remain manned with an active and proactive

watch-keeping presence maintained at all times. The following points should be considered to maintain

the safe and effective operation of the ships propulsion and subsidiary systems.

The use of hot air blown space heater should be considered within the machinery space and steering flat.

Commercial units rated up to 44kw are available.

11.35 COOLING SYSTEM INTAKES (SEA CHESTS)

Cooling water generally is going to be a problem in sub-zero sea temperatures. Prior to entering cool

water all seawater strainers should be cleaned because if a filter is slightly clogged the flow will be

reduced and ice will form more quickly in these strainers.

Vessel not fitted with a system as specified by authorities such as the Canadian Coast Guard should

exercise the utmost vigilance so that heating of the cooling water sea chests are working at optimum

efficiency. Machinery space should be constantly manned to ensure adequate and prompt action. If

cooling water becomes too cold (reduce flow and/or bypass cooler water inlet with outlet). Reduce RPM

should the flow become inadequate, due to the build-up of ice on the sea chest, plugging the intake until

the heating system restores conditions to normal.

Steam heating system to all sea chests to be checked in good working condition and kept in operation

when the vessel is in ice infested waters. Flexible steam hoses should be connected to the sea suctions

prior to arrival in ice or cold waters

Vessels should consider the following:

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 36 of 51


It may become possible to badly overcool the jackets, something that should be avoided

Shut down to one central cooler.

Sea water system – main sea water system in engine room set up for re-circulation to sea chest

with steam connections ready for use.

Raise central cooling temperature.

Adjust charge air coolers.

Monitor closely the scavenge temperatures and ensure that they are maintained within limits.

Fuel system

Ensure bunker tank steam heating is on all bunker storage, bilge tank, bilge overflow tank, ME sump

settling and service tanks. Bunker storage tank temperatures to be kept at least 5ºC above the minimum

transfer temperature given in FOBAS report.

Consideration should be given to changing over from heavy fuel oil to diesel oil prior to closing down the

main engine so that the fuel lines are primed with diesel oil instead of fuel oil. This would insure that any

cooling of these lines doesn’t result in solidification of oil within these lines.

11.36 MACHINERY

Regularly run hydraulics pumps to maintain temperature of oil and machinery.

11.37 ELECTRICAL SYSTEMS

RS make portable space heating tape which is an adhesive tape with wire contained in it that you can use

to heat pipes machinery etc. It comes with the necessary documentation to calculate the current, load &

wattage and is a temporary quick and cost effective solution to heating pipes machinery etc. It's not “IX

EX” approved so inside use only. Check electrical motors NOT fitted with electric space heaters.

11.38 GENERATORS

Monitor fuel temperature of any generator running on gas oil / diesel and arrange for temporary local

heating if temperature approaches pour point.

11.39 EMERGENCY GENERATORS

Some of the fleet’s emergency generators have electric heating on the alternator end. This should be

tested to ensure satisfactory operation.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 37 of 51


Emergency generator room external vent flaps and supply fan damper to be kept closed. Notices posted

in emergency generator room and main engine control room. Ensure emergency generator has correct

amount of anti-freeze added to the cooling water.

11.40 EMERGENCY BATTERIES

Emergency batteries and power for communications equipment should be protected from extreme low

temperature. These spaces may need space heaters dependent upon location / exposure.

11.41 BATTERY LOCKERS

Battery locker – GS batteries (maintenance free type), GMDSS batteries (water/acid mixture) unlikely to

freeze in expected conditions, can cover with plastic sheet.

11.42 WATER

If not making water.

Domestic / Distilled tanks- Ensure that gauge glasses where possible are drained, if not there is the

possibility that you will lose the lower section of every tank gauge glass, frozen and shattered. Remote

gauging cannot be relied upon, as chances of freezing can occur.

If the evaporator is not in use, drain the line as this may freeze.

If the vessel is making water.

Monitor the temperature in the water storage tanks, make water to tanks as necessary to maintain a

reasonable temperature. As the distillate from the evaporator is at about 50°C this should stop the water

in the tanks becoming cold enough to freeze.

Generally the supply lines from domestic fresh water tanks to pressurizing pumps are susceptible to

freezing, depending upon location.

Boiler water sensing lines should be protected from freezing

11.43 COMPRESSED AIR

If ice contaminates the general service and or instrument air system there is the possibility of problems

with on board instrumentation air supply, and also there is the possibility of blowing the general service air

main valves.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 38 of 51


11.44 RUDDER& STEERING GEAR

Steering gear motors should be kept running at all times to keep the oil warm. Space heaters should be

used in the steering flat to ensure no cold soak of the equipment takes place also to protect the gauging

system of any fresh water storage tanks that may be contained within the steering flat.

Anchors should be moved periodically in order to prevent chains and winches from becoming frozen.

11.45 OTHER

Chain lockers to be positively drained of any water before entering areas of ice / sub zero temperatures

and maintained in this condition. Ensure particular care taken in sealing the chain locker spurling pipe.

Both anchors should be lowered so that they are free to run from the pipe (i.e. not frozen in) when safe

navigation permits. However they should be fully brought home when mooring and unmooring.

11.46 CARGO SYSTEM

If fitted, ensure cargo pump steam inlet lines are completely drained of condensate to avoid damage to

pipe work.

Run cargo pump lub-oil priming pumps to ensure lubricating oil remains at a satisfactory temperature and

does not become too viscous.

11.47 STERN TUBE

Stern tube oil should be free of free water or water oil emulsion contamination. Consideration should be given to draining this water from the system or replacement of the stern tube oil charge. The temperature of the stern tube cooling water tank should be closely monitored. Consideration should

be given to sourcing a suitable additive or temporarily draining the tank when the contents of this tank

approach zero degrees c.

11.48 VENTILATION

Stop all but one main engine room ventilation fans to maintain a reasonable ambient temperature in the

machinery space. Ensure so far as possible that vents feeding off this do not blow directly onto fuel lines

or pipes containing fuel oil. Likewise ensure these vents are not blowing onto the heavy fuel oil transfer

pump.

Stop ventilation fans in the Steering gear space and close fan flaps to maintain a reasonable ambient

temperature.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 39 of 51


Activate accommodation steam heating and maintain a comfortable temperature and humidity in

accommodation space. Care should be taken to set the humidity correctly to avoid excessive

condensation forming inside the accommodation.

Regularly operate pneumatic and manual fan flaps to ensure correct operation and avoid seizing.

11.49 LIFE RAFTS

Ice accretion should regularly be removed from the life rafts, cradles, cradle release pins and launching

equipment to ensure ease of launching and inflation when required. An icing removal mallet should be

readily available in the vicinity of the life rafts. Care should be exercised when using this mallet to avoid

permanent damage to any equipment it’s used upon.

Similar precautions should be taken for lifeboats, rescue boats and their launching appliances in

particular check that brake release securing pins are free to be extracted.

11.50 LIFEBOATS

The overall condition of the lifeboat’s gel coat should be inspected, in good time, for any damage,

particularly penetration of the gel coat and fibre sub structure. This should be made good in a warm dry

climate to limit water ingress, which, if subjected to freezing can cause severe damage to the boat’s

structure.

11.51 LIFEBOAT ENGINES

The lifeboat engine should at all times remain available for immediate use with two minutes of starting at

minus fifteen degrees centigrade (-15c). (SOLAS)

The process of starting an extremely cold engine is quite different than normal starting procedures. It

should be drawn to the attention of all persons involved with the starting of the lifeboat engine the correct

procedure for starting the engine in very cold conditions to ensure all are familiar with this operation.

Manufacturer’s instructions for the grade of oil to be added to the cold starting pots, if fitted should be

followed. This oil should be readily available in the lifeboats. The possibility for increasing the amount of

throttle required on starting should not be overlooked. It should also be remembered that the performance

of the starting batteries in cold conditions might be diminished

11.52 LIFEBOAT FUEL SYSTEMS

“Winter Grade” diesel / gas oil is the grade that should be used to prevent waxing in fuel systems leading

to lack of engine start and running reliability. Fuel tanks and line contents on lifeboats should be changed

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 40 of 51


out and engine run on new fuel to ensure system flushed, primed and satisfactory. See engineering

section for blend “recipe” for mixing own “winter grade” diesel in the absence of shore supplies.

11.53 LIFEBOAT WATER COOLING SYSTEMS

The lifeboat cooling system, if of a re-circulating self-contained type, must be adequately protected with

anti-freeze solution. If the system is not self-contained it should be checked to ensure that no obstructions

or contamination has prevented the natural drainage of this system.

11.54 LIFEBOAT WATER SPRAY SYSTEMS

The spray system on the life boast should be drained and water free. The pumps to the spray system

should also be drained and water free. In some classes of vessel if the spray pump in the lifeboat is

frozen it will inhibit starting of the lifeboat engine by locking the propeller shaft.

11.55 LIFEBOAT BILGES

These should be cleaned and dried and should remain water free.

11.56 LIFEBOAT WATER RATION CONTAINERS

Water ration container contents will freeze. It should be ensured that sufficient space is allowed for

expansion of the contents to prevent splitting of containers. A level of ¾ full is suggested.

11.57 FREE FALL LAUNCHED LIFEBOATS

It is not safe to release a stern launched lifeboat in to ice. When in ice it will be necessary to break the

ice, whether by judicial use of the vessel or other craft. The lifeboat may be winched out and down to rest

upon the ice surface.

11.58 RESCUE BOATS WITH WATER JET ENGINES

The use of semi rigid rescue boats, particularly boats with water jet drives, in ice conditions is a

dangerous affair if not handled correctly. It will be the decision of the individual vessel’s Master if the fast

rescue boat is to be used or the more substantial vessel’s lifeboat with conventional propeller drive, which

may be more suited to the environmental conditions.

In any event the engine of the rescue boat should be dry to prevent the seizure effect of any surface or

ingested frozen water. The rescue boat should be maintained in a condition that will allow immediate use

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 41 of 51


but also protect the boat from the extremes of weather. Covers and protective measures should be taken

to ensure this.

11.59 SUBSIDIARY LSA EQUIPMENT

Immersion suits

Immersion suits have a design operational range of immersed (seawater) temperatures from minus one

point nine degrees centigrade. (-1.9c) up to plus thirty-five degrees centigrade (+35c) Below minus one

point nine degrees c the suite thermal operation will be reduced but will still afford limited protection to the

user. This should be borne in mind especially if the suit is worn when recovering a person from seas

containing ice.

TPAs

TPAs are effective within a temperature range of minus thirty degrees centigrade (-30c) to plus twenty

degrees centigrade. (+20c)

Lifebuoys

Ensure these are not iced into position and are free to be removed and used.

External Pyrotechnics

Bridge wing lifebuoy/smoke floats release pin well greased and whole apparatus to remain ice-free.

EPIRBS

EPIRB are to be maintained ice-free.

Introduction

As well as the natural consequences of sub zero temperature e.g. freezing of liquids, another area that

must be prevented / managed is the accumulation of ice on deck from freezing spray and rain.

Consequently many of the actions below relate to covering equipment with canvas, heavy-duty plastic

sheet or similar. Ice accumulations on unprotected equipment will render it useless e.g. anchors,

winches, valves etc.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 42 of 51


Safety Systems

There should be periodic inspections of all safety related systems during the exposure to extreme

temperatures to ensure that precautions taken are being effective.

All available space heaters and engine sump “black” heaters / heat lamps to be fully utilised. Ships

trading in such conditions for the first time will invariably have to purchase additional protective

equipment.

Fire Fighting Equipment

General

Precautions should be taken to prevent nozzles, piping and valves of any fire extinguishing system from

becoming clogged by impurities, corrosion or ice buildup.

On gas detection system, exhaust gas outlets and pressure vacuum arrangements suitable protection

from ice buildup that could interfere with effective operation should be taken.

Tabular range of effective temperatures

Fire Extinguishers (in exposed locations)

Water gas and low expansion foam

Fire extinguishers located in exposed areas are susceptible to freezing. Foam extinguishers will be

ineffective (and when they do thaw out, the foam compound will have been “frost damaged”, rendering

them useless).

Unprotected foam and water extinguishers

Unprotected water and foam extinguishers are rated for safe and effective operation to plus one degree

centigrade (+1c). If protected with ethylene glycol then this figure is revised downward to minus ten

degrees centigrade (-10c).

If the additive “Kerrol “, available from Unitor, is used then this will enable water and foam extinguishers to

be available for use at temperatures to minus twenty degrees centigrade (-20c)

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 43 of 51


CO2 Extinguishers

CO2 extinguishers are rated for safe and effective operation to minus twenty degrees centigrade (-20c)

however if operated at these temperatures extreme caution should be taken to avoid intimate contact with

any part of the extinguisher or expelled gas to avoid low temperature burning.

Dry Powder Extinguishers

These types of extinguishers are rated for safe operation from minus thirty degrees centigrade (-30c) to

plus sixty degrees centigrade (+60c). The extinguishing medium presents no additional special

precautions however the propellant, CO2 again needs to be treated with extreme caution to avoid

personnel injury through exposure to the cold gas.

AFFF

AFFF extinguishers have a nominal safe operational range of temperatures between plus five degrees

centigrade (+5c) and plus sixty degrees centigrade (+60c). At temperatures below plus five the operation

of AFF cannot be guaranteed. AFF extinguishers should be withdrawn from exposed or external locations

and stowed in the accommodation block or in a heated area ready for use. These extinguishers should be

replaced when temperature return to normal.

11.60 FIRE MAINS & FOAM SYSTEMS

11.60.1 Hoses and nozzles

There is not restriction on the use of fire spray nozzles down to minus twenty five centigrade ( –25 c )

Angus “Duraline” fire hoses as supplied, are rated for safe operation to temperatures of minus twenty

degrees centigrade (-20c). Cold weather hoses are available that are rated to minus forty degrees

centigrade (-40c).

11.60.2 Fire line and foam line

Fire line and foam line on deck must be well drained. Drain valves and the lowest hydrant valve must be

opened. Fire and foam lines must be ready for use at all times (not blanked). Monitors, hydrant valves

and any other moving parts must be well greased and protected to avoid ice/snow accumulation that may

prevent their immediate operation. Their movement should be regularly checked to ensure that they

remain free for operation. In addition please check that water curtain and spray system pipe work is

drained and empty. Also any items drawing from the fire main, such as hawse pipe cable washer lines,

should be drained down, particularly if a re-circulatory fire main line is in use (to avoid any “dead-ends”).

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 44 of 51


Fixed foam system bulk storage tanks will need heating to ensure that the temperature in these spaces

remains above zero. It may be necessary to source temporary space heaters, if not supplied to heat

these spaces adequately.

11.60.3 Portable Foam Equipment

Drums / canisters of foam for portable branch pipe appliances is subject to the same sensitivities as

portable fire extinguishers.

11.60.4 Fire Boxes

These should be kept ice free on catches/locks/dogs/hinges to allow ease of access. Spray nozzles and

couplings should be well greased and water free. All hoses should be completely empty of any water to

avoid damage and to allow them to be used if necessary.

11.60.5 Emergency Escapes

All means of escape from accommodation or interior working spaces should not be rendered inoperative

by ice accretion or by malfunction due to low external ambient air temperatures.

All escape routes should be checked to ensure that the additional cold weather clothing that would be

required does not hinder the passage of suitably clad persons.

11.60.6 Accommodation ladder and lifeboat pneumatic air system

Air motors to be removed and stored.

Gear boxes to be protected with covers.

Have ready a back-up lifting system in case the airline becomes frozen; spare extra-long length of

hose.

Water trap cups drained and kept empty.

Airline on deck to be drained when not in use.

11.60.7 Pilot ladders and access

Preferably stored immediately after use in area above zero, otherwise to be lifted on deck and protected

with covers. Never to be left hanging on the vessel's side. Pilot ladder steps to be checked free of ice

before use.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 45 of 51


11.60.8 Deck access

Dedicated cleared walkway from main deck access to ladders to accommodation via flying bridge. All

visitors to be escorted to the accommodation.

Shovels should be placed at strategic points on deck, manifold, focsal ladders etc

Steam lances/hoses ready on deck for removing ice as required for improving safe access

11.60.9 Salt and Sand

Have adequate quantities of granular salt for clearing ice on deck walkways and course sand for traction,

especially around mooring equipment, winches, gangways, ladders etc.

11.60.10 Life Lines

Consideration to be given to rigging lifelines with snap karabiner connections in areas where slips and /or

falls may be likely / severe.

11.60.11 Deck showers and external fresh water taps

On Chemical ships, deck showers should be drained down and lines left open.

External fresh water taps to be isolated and drained down. Take in the air motors of the accommodation

ladder winches and cover the winches with a canvas cover.

External toilets are to be isolated and drained down unless adequate heating is available to protect that

space.

11.60.12 Drip trays

Drip trays of cargo manifolds and bunkers vent pipes to be kept free of water/ice. 'U' tubes where

applicable to be filled with anti-freeze (be aware that this will change the density of the fluid if the U tubes

are used for measurements).

11.60.13 Defrosting system

Have readily available or arrange an emergency defrosting system able to reach any part of the vessel

(anchors, winches, accommodation ladder) making use of hot water and/or steam. This will usually be

the vessel’s steam hoses.

For exceptional icing the following may be considered if conditions allow, at sea.

For heavy freezing spray build-up, connect the tank-cleaning heater (where fitted) to the fire main, so as

to deliver copious quantities of hot water on deck, after blanking of the connection to the tank cleaning

line. In this case always ensure that the heater itself was last circulated with clean water. Ensure temp at

around 40C, not less than 30C, but not excessively hot so as to avoid thermal shock.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 46 of 51


11.60.14 Cold Weather Prep “Consumables”

Items recommended

Ice mallets heavy duty long handle-12

Snow shovels large ones long handle-12

Mattocks - 2

Snow scoop large push type-4

Long-handle broad scrapers-10

Crow bars large-6

De-icing salt-/ Rock salt/grit 200 kg

Course/unwashed sand 200kgs

Ethylene glycol 300 Ltrs depending on size of PV breathers

Waterproof canvas-10 rolls

Polythene rolls 10

Duct tape10 rolls

Polypropylene/nylon ropes 6/8/10 mmdia-6 Coils

Eyelets-300

GP grease 200 kg

Burlap 100 mtrs

Methyl hydrate for windows 4 ltrs

Steam lagging (glass wool)-3 rolls

Night vision binoculars

24 aerosols proprietary brand anti-freeze

11.60.15 Recommendations for Fire & Foam System Lines

Open - Fire Main Drain - Accommodation- Port Forward, above Main Isolating Valve

Open - Fire Main Drain - Accommodation- Front, after foam system off take

Open - Fire Main Drain - Main-deck under pipe run between manifolds Open - Fire Main Drain – Poop deck Starboard

Open - Anchor Wash Valves (Port and Starboard)

Open – Port and Starboard Accommodation Side Hydrants at main deck level

Position All Foam monitors at maximum downwards elevation

Open – All Foam Monitor shut off valves and Foam Hydrant valves at base of each Monitor

WAIT APPROX. ONE HOUR UNTIL FULLY DRAINED Then open Engine room hydrant with hose to

bilge well and the fire main until the 250A pipe section below master stop valve at port side

accommodation front rings empty

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 47 of 51


Close - All Main Deck Branch Hydrants

Close - All Foam Monitor shut off and Hydrant valves

11.61 DECK STEAM

Check that the heating steam and condensate manifolds have been suitably drained after last use

and therefore the supply and return pipes from the steam and condensate mains are empty.

Swing all tank heating spectacle plates to isolate both steam and condensate sides to all cargo tank

heating coils.

Apply compressed air to each tank heating manifold and open each steam coil in turn until water

discharge from condensate drain is completed.

Do not forget the residual oil tank heating coils

Open - Condensate main steam drain at between the manifolds

Open - Three shell valves on the condensate return receiver

Open - Steam main drain valve just after the deck main isolating valve

Open - Warming valve for steam main isolating valve

Open - Drain valve on condensate return line just prior to the endmost return isolating valve

Open - Vent valve at condensate main bend top after return receiver

Open - Drains for steam and condensate lines to deck seal and open drain trap drain on same.

Open - Forward warm around steam and condensate line drains and drain trap drain

Open - Aft warm around steam and condensate line drains and drain trap drain

Open - Steam supply to ballast chests port and starboard

Open - All steam branch valves

Consideration must be given to the salinity and temperature of the water at the location of the vessel with

regard to the requirement of heating steam to the deck seal.

If steam is to be applied to the deck seal then the whole deck main needs to be activated

Activate Deck Steam Main:

Remove the disc from the forward “warm-around” line drain trap and open the steam and condensate

valves for same fully

After “warm-around” steam and condensate valves full open

Steam and condensate to deck seal full open

Steam and condensate to ODME sample line full open

Note we have experienced difficulties in extreme low temperature with keeping the steam hose

connection valve operative as they have frozen up. Consideration to be given to fitting a drain tube to

strategic hose connections (e.g. in way of manifold and foc`sle) to maintain ability to steam defrost

equipment if required.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 48 of 51


11.62 DECK AIR SERVICE LINES

Open and blow all service air branch lines on main deck and around accommodation.

Pay particular attention to those seldom used.

11.63 EMERGENCY SHOWER SYSTEM

Activate heating system. For extreme conditions consideration should be given to draining out shower

system completely. Supply and returns have drains at accommodation front penetration and port

/starboard manifold outlets.

11.64 TANK CLEANING HEATER/PUMP

Open -Tank cleaning heater inlet outlet and bypass, main deck in way of deckhouse and open the two

drains on same

Open - Drain for steam supply to tank cleaning heater, main deck in way of deckhouse

Open - Drain on blind end of tank cleaning pump line

Open - Two shell drains on heater

Open -Tank cleaning heater steam control valve steam in and outlet valves and open line drain after

outlet valve

Open -Tank cleaning pump inlet and outlet valves and open drain after outlet valve, remove drain plug

from strainer

11.65 RESIDUAL OIL TRANSFER PUMP

Remove bottom drain plug and strainer bottom plug, drain free of all liquid and replace plugs.

11.66 MAIN SEA SUCTION CHESTS

Connect short flexible (vessel standard outfit) steam hoses to steam connections provided and steam

blow standby chest to purge pipe of air.

11.67 STEERING GEAR SPACE

Heating system on and ventilation fan stopped.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 49 of 51


11.68 2ND STANDBY D. ALT. ENGINE

The Second standby main D. Alt. Engine fuel system is to be flushed with diesel oil for use in event of

unexpected boiler failure.

11.69 CASING DOORS

Operate all casing and accommodation watertight doors every day to ensure against freezing up.

11.70 MAINDECK WALKWAYS

Apply De Icing Salt/grit on main deck designated walkways, foccsle, poop deck, accommodation external

stairs and bridge wings to avoid ice built up.

11.71 EGG CODE

11.71.1 ICE CHART SYMBOLOGY

The World Meteorology Organization (WMO) system for sea ice symbology is more frequently referred to

as the "Egg Code" due to the oval shape of the symbol.

So

Sd

Ct - Total concentration of ice in area, reported in tenths. May

be expressed as a single number or as a range, not to exceed

two tenths (3-5, 5-7 etc.)

Ca Cb Cc - Partial concentration (Ca, Cb, Cc) are reported in

tenths, as a single digit. These are reported in order of

decreasing thickness. Ca is the concentration of the thickest

ice and Cc is the concentration of the thinnest ice.

Sa Sb Sc - Stages of development (Sa, Sb, Sc) are listed using

the code shown in Table 1 below, in decreasing order of

thickness. (NOTE: If there is a dot (.), all stages of

development codes to the left of the dot (.) are assumed to

carry the dot (.)) These codes correspond directly with the

partial concentrations above. Ca is the concentration of stage

Sa, Cb is the concentration of stage Sb, and Cc is the

concentration of Sc.

So Sd - Development stage (age) of remaining ice types. So if

reported is a trace of ice type thicker/older than Sa. Sd is a

thinner ice type which is reported when there are four or more

ice thickness types.

Fa Fb Fc - Predominant form of ice (floe size) corresponding to

Sa, Sb and Sc respectively.

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 50 of 51


Table 2 below shows the codes used to express this information.

Table 1. Egg Codes for Stages of Ice Development (Sx Codes)

Stage of Development for Sea Ice

Code Figure

Stage of Development for Fresh Water Ice

New Ice-Frazil, Grease, Slush, Shuga (0-10 cm) 1 New Ice (0 - 5 cm)

Nilas, Ice Rind (0 - 10 cm) 2

Young (10 - 30 cm) 3

Gray (10 - 15 cm) 4 Thin Ice (5 - 15 cm)

Gray - White (15 - 30 cm) 5 Medium Ice (15 - 30 cm)

First Year (30 - 200 cm) 6

First Year Thin (30 - 70 cm) 7 Thick Ice (30 - 70 cm)

First Year Thin - First Stage (30 - 70 cm) 8 First Stage Thick Ice (30 - 50 cm)

First Year Thin - Second Stage (30 - 70 cm) 9 Second Stage Thick Ice (50 - 70 cm)

Medium First Year (70 - 120 cm) 1. Very Thick Ice (70 - 120 cm)

Thick First Year (>120 cm) 4.

Old - Survived at least one season's melt (>2 m) 7.

Second Year (>2 m) 8.

Multi-Year (>2 m) 9.

Ice of Land Origin

Table 2. Egg Codes for Forms of Ice (Fx Codes)

Forms of Sea Ice Code Figure

Forms of Fresh Water Ice

~F Belts and Strips symbol followed by ice concentration

New Ice (0-10 cm) X

Pancake Ice (30 cm - 3 m) 0

Brash Ice (< 2m) 1

Ice Cake (3 - 20 m) 2

Small Ice Floe (20 - 100 m) 3

Medium Ice Floe (100 - 500 m) 4

Big Ice Floe (500 m - 2 km) 5

NAVIGATION MANUAL


Date : 28-Oct-16

Page : 51 of 51


Vast Ice Floe (2 - 10 km) 6

Giant Ice Floe (> 10 km) 7

Fast Ice 8 Fast Ice

Ice of Land Origin 9

Undetermined or Unknown (Iceberg, Growlers, Bergy Bits)

/

CH.11 ICE NAVIGATION PROCEDURES Date -...

Documents

Transcript of CH.11 ICE NAVIGATION PROCEDURES Date -...