Ice Nacigation

Ice Navigation Course
ICE NAVIGATION COURSE
START

Prepared by:
Capt. Goran Belamaric,
Mag. Eng., Senior Lecturer
May, 2013.
Rev. 3
SAFETY INDUCTION

Safety Induction
You must familiarize yourself with:
Instructors
Housekeeping rules
Evacuation plan (in case of emergency)
Location of first aid kits and fire extinguishers
Emergency phone numbers

Housekeeping rules

Evacuation plan (in case of emergency)

Emergency phone numbers
www.adriamare.net
Rev. 2

Location of first aid kits and fire extinguishers

Training Statement
AdriaMare shall ensure that all
candidates attending our courses will:
be treated in a courteous manner at
all times
receive all training in a safe and
controlled environment by qualified
instructors
will have their competence assessed
by qualified assessors
fully understand our Appeals
procedure
COURSE INTRODUCTION

Course code
Scope (Podruje)
(Target audience)
Objective (Cilj)
INC
This course has been designed to meet the

requirements of regulation of the STCW convention
Table A-II/1, A-II/2, A-II/3. Course provides guidance
for all deck officers operational and management level.
Program can be tailored to specific shipping company
operations.
The trainees who successfully complete this course will
be able to demonstrate knowledge and understanding
of ship operations in ice.

Course content
Subject area
1.
2.
3.
4.
5.
6.
7.
Course Introduction
Professional profile
World permanently or periodically ice covered areas
Ice physics, formation, growth, ageing and stages of melt
Ice types, effects of wind and current
Regulations and publications
Vessel characteristics: vessel types, hull designs, ice
strengthening requirements
8. Basic rules for maneuvering in ice
9. Navigation in ice covered waters
10. Passage planning in or near ice
11. Principles of high latitude navigation
Hours
Instruction Exercises
10min
10min
30min
30min
30min
20min
30min
0min
0min
0min
0min
30min
0min
0min
30min
30min
20min
20min
110min
100min
40min
30min

Course content
Hours
Subject area
Instruction
12. Icebreaker Operations

13. Effects of extreme low temperatures
14. Assessment
Exercises
20min
20min
60min
Duration
TOTAL (LECTURE AND EXERCISES)
Theoretical hrs
8,00 (360min)
Practical hrs
8,00 (360min)
Total hrs
16,00 (720min)
30min
20min
00min

Assessment Process
Candidates performance will be assessed against stated
Course Aims.
Assessment will be ongoing for the duration of the course.
Confirmation of assessment will be by practical exercises.
Candidates who are assessed as meeting the Course
Aims shall be issued a certificate.

PROFESSIONAL PROFILE

Effective and safe sea transportation in Arctic requires ships
master and officers to be skilled in ice navigation and
conduct shipping operations in high latitudes.
DNV Standard is aimed at officers that at times may be
responsible for navigating a vessel in cold weather
conditions (below 0C) and/or in ice infested areas.
Ship target responsible crew is not limited to masters only,
but includes any officer on the bridge who can be made
responsible for determining course and speed and for
maneuvering the vessel.

The ships officer should be capable of:
preparing the vessel for navigation in cold climatic conditions
and in ice
analyzing received weather and ice-information
creating a voyage plan
taking command of the vessel in cold climatic conditions and
in ice
piloting the vessel in different ice-types and ice-conditions,
either independently, assisted by ice-breakers or when
operating in convoy and
berthing and un-berthing the vessel in an ice infested port.

Required performance standard
The performance standard describes how well the officers
should perform their duties and tasks. Whilst undertaking the
duties the officer will comply with all international, national
and local regulations and requirements and the vessel shall
be operated safely without damage to life, environment or
property.
Competence requirements based on local operating
procedures and guidelines for specific areas are partly
included.

Competence Requirements
The competence requirements for safe navigation in ice
require application of theoretical knowledge, intellectual skills
and physical skills.
Each competence requirement is allocated into 4 level of
cognition:
Level 1: Knowledge (K),
Level 2: Understanding (U),
Level 3: Application (A),
Level 4: Integration (I)
that can be used to determine the type of assessment required
to measure competence.

Crewing
All of ships officers and crew should be made familiar with
cold weather survival by companies in house training
program or by onboard self study of course material or
publications or training video cassettes.
All ships operating in Arctic ice-covered waters should carry
at least one Ice Navigator (an individual who, in addition to
being qualified under STCW Convention, is specially trained
and otherwise qualified to direct the movement of a ship in
ice covered conditions).

Ice navigator should have such training program which provide
knowledge, understanding and proficiency required for operating
a ship in Arctic ice-covered waters including:
recognition of ice formation and characteristics;
ice indications; ice maneuvering;
use of ice forecasts, atlases and codes;
hull stress caused by ice;
ice escort operations;
ice-breaking operations and effect of ice accretion on vessel
stability.
A minimum of two crew members should be trained in the use of
low frequency radio equipment where fitted.

WORLD PERMANENTLY
OR PERIODICALLY
ICE COVERED AREAS
Arctic Ocean (Greenland, Alaska, North Canada, East Coast of Canada, Hudson Bay, North Russia Siberian Sea)
Island of Newfoundland, Newfoundland and Labrador
St. Lawrence River and Great Lakes, Gulf of St. Lawrence
Japan Sea, Ohoth Sea, Bering Sea, Baufor Sea
Azov Sea
Baltic Sea
Antarctic
Arctic Ocean (Siberian Sea),

Greenland, Northwest Passage
Antarctica

Arctic Ice covered Waters
N.Canada
Ice Choke Points
Northwest Passage
Greenland
Alaska

Areas on the Northern hemisphere where ship will
encounter ice during winter navigation,
and where ice-navigation is performed on a regular basis
Based on actual voyage performed

by M/V Nordic Barents
from Kirkenes to Lianyungang
(Chine), September 2010.

ICE PHYSIC, GROWTH,
FORMATION, AGEING AND
STAGES OF MELT

ICE CONDITION AND TYPES,
EFFECTS OF WIND
AND CURRENT

ICE CLASIFICATION

General Terminology
Floating Ice
Stages of Development of Sea Ice
Stages of Development of Lake Ice
River Ice
Ice of Land Origin
Forms of Ice
Arrangement of the Ice
Ice Surface Features
Stages of Melting
Terms Related to Navigation

Floating Ice: Any form of ice found floating in water. The
principal kinds of floating ice are lake ice, river ice
and sea ice which form by the freezing of water at
the surface and glacier ice formed on land or in an
ice shelf. This term includes ice that is stranded or
grounded.
Sea Ice:
Any form of ice found at sea which has originated

from the freezing of water
Lake Ice:
Ice formed on a lake,
River Ice:
Ice formed on a river,
Ice of Land Origin: Ice formed on land or in an ice shelf, found

floating in water

New Ice: A general term for recently formed ice which
includes:
- Frazil Ice: Fine spicules or plates of ice suspended in water.
- Grease Ice: A later stage of freezing than frazil ice.
Slush:
Snow which is saturated and mixed with water on

land or ice surfaces
Shuga: An accumulation of spongy white ice lumps having
a diameter of a few centimeters across;
Nilas: A thin elastic crust of ice, easily bending on waves and
swell and under pressure growing in a pattern. Nilas has
a surface up to 10 cm thick and may be subdivided.

Young Ice: Ice in the transition stage between nilas and firstyear ice, 10-30 cm in thickness, subdivided into:
- grey ice (10-15 cm thick) and
- grey-white ice (15-30 cm thick)
First-year Ice: Sea ice of not more than one winters growth,
developing from young ice, 30 cm in thickness
or greater, subdivided into:
- Thin first-year ice / First Stage (30-50 cm thick).
- Thin first-year ice / First Stage (30-70 cm thick).
- Medium first-year ice (70-120 cm thick).
- Thick First-year Ice greater than 120 cm thick.

Old Ice: Sea ice which has survived at least one summers
melt. It may be subdivided into:
- Second-year Ice: Thicker than first-year ice, it stands
higher out of the water.
- Multi-year Ice:
Old ice which has survived at least
two summers.

Old Ice - Second-year Ice
Old Ice - Multi-year Ice

Stages of Development of Lake Ice and River Ice
New Lake Ice: Recently formed ice less than 5 cm thick.

Thin Lake Ice:
5-15 cm thick.
Medium Lake Ice:
15-30 cm thick.
Thick Lake Ice:
30-70 cm thick.
Very Thick Lake Ice: Greater than 70 cm thick.

Ice of Land Origin
Shapes of Calved Ice of Land Origin
Sizes of Calved Ice of Land Origin

Forms of Ice
Pancake Ice: Predominantly circular pieces of ice 30 cm to 3
m in diameter, up to 10 cm in thickness, with raised rims due to
the pieces striking against one another.
Ice Cake: Any relatively flat piece of ice less than 20 m across.
Small Ice Cake: An ice cake less than 2 m across.
Floe: Any relatively flat piece of ice 20 m or more across.
Floes are subdivided according to horizontal extent as follows:
- Small: 20-100 m across
- Medium: 100-500 m across
- Big: 500-2,000 m across
- Vast: 2-10 km across
- Giant: Greater than 10 km across

Ice Distribution
Ice Field: Area of floating ice, consisting of any size of floes
and greater than 10 km across.
Large Ice Field:
An ice field over 20 km across.
Medium Ice Field: An ice field 15-20 km across.
Small Ice Field:
An ice field 10-15 km across.
Ice Patch:
An area of ice less than 10 km across.

Arrangement or grouping of the Ice
Drift Ice/Pack Ice Term used in a wide sense to include any
area of ice. When concentrations are 7/10 or high
the term pack ice is normally used. When
concentrations are 6/10 or less the term drift ice is
normally used.
Ice Cover The ratio of an area of ice to the total area of water
surface within some large geographic locality.
Concentration
The ratio expressed in tenths describing the

area of the water surface covered by ice as
a fraction of the whole area.

Concentration where the total concentration varies from the
following categories:
open water or bergy water
1 to 3 tenths
4 to 6 tenths
7 to 8 tenths
9 to 9+ tenths
10/10 or consolidated

Ice Edge The demarcation at any given time between open
water and sea, lake or river ice whether fast or
drifting.
Ice Boundary
The demarcation at any given time between

fast ice and floating ice or between areas of
ice of different concentrations, types and/or
floe sizes.
Iceberg Limit
The limit at any given time between ice of

land origin and the open sea or sea ice.

ICE TYPES

DRIFT ICE or PACK ICE

FAST ICE

ICE FLOE

ICE ISLAND

ICE SHELF

ICE BERG

NAILS

An ice field at sea is very dynamic.
Cargo vessels must be able to operate independently for the
major part of a voyage through ice.
Icebreakers task is to assist vessels in th'e worst ice
conditions, but only a competent crew will be able to navigate
through ice fields and call for icebreaker assistance without
delay.
Ice maps contain detailed information about prevailing ice
conditions.
Ice charts are updated daily during the winter seasons and are
published either in black and white or colour-coded.
Specific ice simbols are used for different ice conditions.

OPEN WATER
Open water this is open water that will soon start to freeze.
The first stage of freezing are usually int he formo f fragile ice
grease ice, or slush.

VERY OPEN ICE (1-3/10)
The ice coverage is one to three tenths with more open water
than ice.

OPEN ICE (4-6/10)
Floating ice with four to six tenths ice coverage with many
fractures and leads and open water areas.

CLOSE ICE (7-8/10)
Coverage is 7-8 tenths with ice flows mostly in contact with

each other.

NEW THIN ICE
A thin, flexibile ice easely bending on waves and swell.

NEW ICE
A general term for recently formed ice. These types of ice a

composed of ice crystals weakely frozen together.

LEAD OR FRACTURE
Any break or rupture through the ice..

Leads and fractures should be actively used for faster transit.
Fracture Zone:
An area which has a great number of fractures. Fractures are

subdivided as follows:
- Very Small Fracture:

- Small Fracture:
- Medium Fracture:
- Large Fracture:
1 to 50 m wide.
50 to 200 m wide.
200 to 500 m wide
Greater than 500 m wide.

NEW ICE CHANNEL
A passage through sea ice created by an icebreaker or another vessel.

OPEN CHANNEL

OLD ICE CHANNEL

VERY CLOSE ICE CHANNEL

FAST ICE
Sea ice which forms and remains fast along the coast where it is
attached to the shore or between shoals.

LEVEL ICE
Normaly found int he archipelagos and close to shore.

LIGHTLY RAFTED ICE
Ice deformed by one piece of ice overriding another.

RAFTED ICE
The surface of a frozen lead will be similar to hummocked ice.

Hummock: A hillock of broken ice which has been forced
upwards by pressure. May be fresh or weathered. The
submerged volume of broken ice under the hummock, forced
downwards by pressure, is termed a bummock.
Hummocked Ice: Ice piled haphazardly one piece over
another to form an uneven surface.When weathered it has
the appearance of smooth hillocks.

CONSOLIDATED ICE
Floating ice with one hunderd percent coverage where the ice
flows are compacted together or Floating ice in which the
concentration is 10/10 and the floes are frozen together

JAMMED BRASH BARRIER
Heavely compacted ice due to wind action that may extend

2-20 meters below the sea level.

STRONG ICE PRESSURE
Pressure in the ice field is usually due to wind. The channel is closing rapidly

RIDGES
Broken ice forced up by pressure. The submerged volume of

broken ice under a ridge forced down by pressure is called an ice keel.

RIDGES
Ridges the submerged volume of broken ice under a ridge

forced down by pressure can be up to 25 meters deep.

Wind and Current effect
In the winter, the role of wind action is important in the reduction
of ice extent. The wind modifies the ice extent in two ways:
- by compacting ice along wind ward shares and
- by mixing the water vertically, which brings warmer water to
the surface where it acts to melt the ice.
The combined effects of the wind are to produce open leads
along leeward portions of the lake and, at the same time, to
raft the ice along windward shares.
The mobility of the ice through much of the Gulf allows it to
respond to the forces of wind and currents, which can result in
areas of ice pressure as well as to open water leads.

Wind and Currents effect

ICE OBSERVATIONS

Ice Observations
Aerial Ice Observations (Helicopter Observations)
Use of Electronic Aids:
- Airborne radiation thermometer (ART).
- Airborne Imaging Radar
- Side-Looking Airborne Radar (SLAR)
- Synthetic Aperture Radar (SAR)
Shipboard Ice Observations
- Visual observations
- Marine Radar
Iceberg Observations
Ice Thickness Observations

ICE INFORMATIONS
While ships navigation in ice-covered water it is mandatory to
follow weather and ice information including, and following
guidances from International Service for the Supervision and
monitoring of ice (International Ice Patrol).
International Ice Patrol

ICE INFORMATIONS
Present and forecast ice condition receiving by:
Radio telephony
NAVTEX
Coast Radio stations
Radio broadcast
Transmission via E-mail, telefax and radio facsimile
Requests for ice charts or detailed, tailor-made weather or
ice forecasts

ICE CHART SYMBOLS
The Egg Code
The basic data concerning concentrations, stages of
development (age) and form (floe size) of ice are contained in
a simple oval (Egg) form.
A maximum of three ice types is described within the oval. This
oval and the coding associated with it, are referred to as the
Egg Code.
To indicate ice observations interpreted from radar imagery,
the oval shall be omitted.
Diagram of the Egg Code conforms to international convention
and shall be used in coding all visual sea ice and lake ice
observations without exception.

The Egg Code
The symbols Ca CbCc and Fa FbFc correspond to SaSb Sc respectively.

ICE CHART SYMBOLS
Colour Coding Ice Charts
For several years, the Ice Service Specialists have been applying
a colour code to ice information charts for the.
The objective of the colour code application is to enable a person
to quickly assess general ice conditions.

ICE CHART SYMBOLS



Daily Shipboard Ice Chart colored with areas approximate same

ice performances

Ice concentration
Ice Thickness
Observations
Diagram of Ice
Concentrations from
an Aerial Perspective
Iceberg Observations
Iceberg Shape
Iceberg Size
REGULATION AND PUBLICATION

At the time of production of this
Training Course no international
regulations for operating in ice
waters had been adopted by IMO.
This means that the seafarer, when
operating in ice conditions, must
familiarize himself with local rules
and regulations.

ICS maps future for Arctic shipping
As the Arctic becomes more accessible, the International
Chamber of Shipping (ICS), which represents over 80% of
the world merchant fleet, has issued a new position paper on
Arctic shipping.
ICS has set out some key principles with regard to the future
governance of Arctic waters.
ICSs and the International Maritime Organization is currently
developing the IMO Polar Code, which is expected to be
finalized due year 2013. Also, Polar Code is expected to be
mandatory.

ICS maps future for Arctic shipping
Offshore support vessel activity is already significant, while
destination shipping is anticipated to grow as the extraction
of energy and raw materials is developed. Use of the
Northern Sea Route is also a reality for a small but
increasing number of ships in the summer months.
ICS therefore stresses the importance of Arctic nations
respecting the United Nations Convention on the Law of the
Sea (UNCLOS) and relevant IMO Conventions and Codes
such as SOLAS and MARPOL.
A large number edited Publications and Guidelines are in use for

Ice Navigation based on IMO:
Ice Navigator Standards, developed for Transport Canada
Specific Requirements for Shipping in Antarctic Waters,
Draft Antarctic Shipping Guidelines ,
Ice Seamanship - The Nautical Institute Monograph, offers a
basic precis operations in ice regimes for typical commercial
ships.

Navigation in Ice Infested Waters and Icebreaker
Assistance, edited by MERITURVA Marine Safety Training
Centre, Finland,
Ice Navigation in Canadian Waters, The Canadian Coast
Guard, provides the mariner with the tools and pointers
necessary to operate within regimes that come under
Canadian jurisdiction, but can be considered an invaluable
resource for the mariner operating in ice regimes anywhere
on the globe.
Arctic Passage Planning Manual for Transport Canada,
Passage Planning in ice covered waters

The Mariners Handbook (NP100), Chapter 8 Ice, edited by
UKHO - Valuable information of a general nature on ice, and
operating in ice
The American Practical Navigator, Chapter 33 - Ice
Navigation, Various national Sailing Directions and pilot books
can provide more data to aid the mariner.
MANICE, Manual of Standard Procedures for Observing and
Reporting Ice Conditions, Canadian Ice Service
Environment Canada, 2005.
Marine Towing in Ice Covered Waters, provides the mariner
with a very detailed practical guideline for conducting any
towing operations in ice.
A number of specialist national publications are available,
dealing with specific operations in ice regimes.

Ice Navigator / Advisor Requirements
As pre IMO carriage requirement all ships operating in Arctic
ice-covered water should carry at least one Ice Navigator.
IMO Definition Ice Navigator:
Ice Navigator to have documentary evidence of having
satisfactorily completed an approved training program in ice
navigation.
Operational Guidelines
Ships operating in Arctic ice-covered waters should carry
onboard at all times an two manual:
- Operating Manual and
- Training Manual

Operating Manual
Operating manual should contain at least the following
information directly related to operations in Arctic ice
covered waters:
- Principal particulars of the ship
- Operating in ice
Manual should specify three basic ship handling rules in ice
concentrations:
- Keep moving, even if very slow
- Work with ice movement and not against it
- Excessive speed leads to ice damage

Training Manual
The training manual should include following operational
aspects in Arctic ice covered waters and additionally should
have information considered necessary by the Administration:
- Approaching and ice recognition
- Masters duty regarding ice
- Ice reports
- Navigation in ice
- Icebreaker assistance

VESSEL TYPES, HULL DESIGNS,
ICE STRENGTHENING
REQUIREMENTS

GENERAL INTRODUCE
The ships are planning to sail in the area covered by ice,
they must first be equipped with appropriate propulsion
systems for navigation in ice, and have additional reinforced
ship hull. Otherwise the ships are not constructed and/or
equipped accordingly should avoid sailing in these areas.
Experience has shown that ships which are not icestrengthened, with an open water speed of about 12 knots,
often become beset in relatively limit ice conditions, whereas
adequately powered ice strengthened ships should be able
to make progress through 6/10 to 7/10 first-year ice
concentration.

Cargo vessels operating during the winter have to be ice
strengthened / with Ice Class accordingly designated
International Class Society (Member of ISAC) and loaded
correctly, so that the water lines is between the low and upper
ice water lines.
As a general rule, ships move better in ice when loaded than in

ballast.

Regulations for Ice-going Ships
Each regulatory organization assigns a particular class (or

category) to a ship. This class designation provides an
indication of a ship's operational capability in ice. There are
differences between the class categories of various
regulatory bodies.

ICE STRENGTH
Insufficient ice strengthening or unskilled operation will cause
denting of the hull plating or bending of frames. hull plating can
also be fractured. Keel and other protruding parts can also be
damaged even if they are situated far below the water line.
Damaged is most likly

in the bow and
midship areas

ICE CLASS
All ships operating in the Canadian Arctic must meet the
requirements established in the Arctic Shipping Pollution
Prevention Regulations (ASPPR).
Arctic Class ships are specifically designed for icebreaking.
In descending order of ice navigating ability, the Type ships
can be classed as:
Type A, B, C, D, and E (which has no ice strengthening).
Also in descending order of icebreaking ability, the Arctic
Class ships are;
Class 10, 8, 7, 6, 4, 3, 2, 1A and 1.
A zone and date system determines where and when Arctic
Class and Type ships can navigate in the Canadian Arctic.

Example: Entry of a Type B Ship into Zone 15
Extract from the - Shipping Safety Control Zones - Dates of Entry

ICE CLASS
Compares the Type, according to the Arctic Shipping
Pollution Prevention Regulations, with the Lloyd's Register of
Shipping Classification, DNV, Russian, Finnish Svedish.
and indicates how Lloyd's Register relates their classes to
ice conditions.
If ship's officers know the Class Society class from the ship's
documentation (including the Charter Party), they can obtain the
equivalent Type designation according to the Arctic Shipping
Pollution Prevention Regulations (ASPPR) by using
comparation Table.
Ice Class Equivalents shown in next table:
Comparison of the ASPPR Type ships and LR Classes
Table indicates that such a ship would be

designed to operate in continuous ice
cover of up to 0.8. Ice Class
Equivalents

In making allowances ships operating in Arctic conditions,
Lloyds Strength Regulations request that transverse
framing and beams forward of the collision bulkhead be
decreased to about 450 mm maximum, from the more usual
610 mm spacing. In this region, the thickness of the shell
plating has to be increased.

In general, each regulatory organization will specify some form of ice
load, a method for applying the load to the hull structure, minimum
scantlings for the plating, support structure and appendages, and
minimum standard for hull construction materials.
Minimum requirements for machinery will include:
- minimum power
- propulsion systems (including propellers and shafting), and
transmission systems and their components
Requirements for auxiliary stems are also specified such as:
- cooling systems
- starting air systems
- hydraulic systems for controllable-pitch propellers
- fuel oil heating systems and
- systems to prevent freezing of piping, valves and tanks

PERFORMANCE ENHANCING SYSTEMS
Additional recommendations for vessel navigating in ice
Ship Resistance
Ship Maneuvering
Structural Capability
Performance Enhancing Systems
- Water-wash system
- Air bubble system
- Water jet-air injection system
- Heeling system
- Low friction coatings

PERFORMANCE ENHANCING SYSTEMS
Low friction coatings
Low friction coatings can be used to reduce drag forces and
are now used on many icebreaking ships Coating the ship
Ice belt with the color of low coefficient of friction, and the
system with drop air bubbles.
Heeling system that rolling ship hardly from one one side to
another and reduces
effect static friction, helping the ship to overcome the
pressure of ice.

Water jet-air injection system
This system involves injecting air into water which is
pumped through nozzles at the ship's side below the waterline. Few installations of this system exist and little
information is available on the system's efficiency.
Wartsila air bubble system

Water-wash system
The water-wash system, installed on some Canadian ice
breakers, pumps a large volume of water to nozzles at the
bow above the water-line (Figure 26). The objective is to
flood the ice with water, thereby lubricating the interface
between ship and ice.
Hull Water Wash System

STRUCTURAL DESIGN
Here are some definitions used in connection with ships designed for Arctic operations.
Arctic Class Ship A ship designed according to the Arctic Shipping Pollution
Prevention Reg.
Ductile
Capable of being drawn out into a wire, pliable.
Modulus
A constant that gives a ratio between the amount of physical effect
and that of the force producing it.
Tripping
The collapse of a frame against the side shell.

STRUCTURAL DESIGN
The ice load experienced by a ship's hull varies between hull areas.
The bow area experiences the highest loads, while the bottom will
generally experience the lowest loads.

The following list contains expressions that are commonly
used when referring to sailing in ice.
Stem angle
Flare angle
Waterline angle
Parallel midbody
Longitudinal taper
Ice horn
Type ship

STEM ANGLE
The angle measured between the stem of a ship and the water-line.
Straight stem with parallel buttocks - with stem angles of 20to

25, resulting in lower icebreaking resistance.

VERTICAL (FLARE) ANGLE
The angle measured from the vertical to the ship's side.

WATERLINE ANGLE
The angle measured between a tangent at a point on a water line
and a horizontal line.
Waterline angle

HULL PORTION
That portion of a ship's hull characterized by flat shell plating,
which does not change shape over longitudinal distance.

MIDBODY SHAPE
Flare - Reduces midbody resistance

and improves maneuverability.
Parallel midbody - Until

recently, icebreakers were built
with no parallel mid-body

LONGITUDINAL TAPER
The gradual change in hull shape along the
length of the ship, from being wide in the
bow region to narrow at the stern.
Longitudinal taper - Most ice resistance aft of the forward shoulder

can be mostly eliminated by longitudinal taper. Only several barges have been
built with this hull shape, no icebreakers or icebreaking cargo ships have used
this concept.
BOW SHAPE
Conventional Bow Shape
The bow shape of a Type ship Is typical of

ships designed for operation in open water.
It is designed only to force ice, that is, to
push ice away from the ship. Therefore,
operators of Type ships should not attempt
to break ice
Unconventional
Bow Shape
Some bow shapes can be referred to as

conventional or traditional in that they represent
a progressive improvement in icebreaking
resistance while retaining the smooth hull,
which offers the least resistance in open water.
Other bows can be referred to as
unconventional or non-traditional, in that they
are a distinct departure from smooth hull
shapes. It would appear, from past experience,
that the best traditional shapes have performed
almost as well in level ice as the best nontraditional shapes.

STERN SHAPE
The design of the stern in icebreaking ships is controlled mostly by the
number of propellers, which is a function of the required power.
The shape of the stern can be divided into two broad classes:
The conventional, or canoe-haped, stern is typical of Canadian
Coast Guard icebreakers. This stern, with some variation, is
rounded, and is fitted usually with an ice horn or ice knife to
protect the rudder. Most of these ships have twin propellers, and
a single centerline rudder.
Conventional (canoe-shaped) stern

STERN SHAPE
A Transom, or Ramped stern is typical of the Beaufort Sea
icebreakers. One potential problem with this type of stern is

the build-up of ice during backing operations, because the
transom is being submerged below the water-line.
Tramsom (ramped) stern

STERN PROTECTION DEVICE
In order to protect the steering gear rudder(s) and propeller(s) the
rudder must be fitted with mechanical stoppers (Rudder Horn or ice
knife) fitted to the hull immediately aft of the rudder that prevent the
rudder being turned excessively when backing operations in ice.
Stern protection devices (Ice Horn)

The rudder must always be in a central position when backing in ice.

Bow thrusters should not be used.
The vessel should be ballasted so the propeller is as deep as possible.
The propeller should always be rotating when the ship is moving.

The stem arrangement in most Icebreakers
offers rudder protection with an ice horn located
directly aft of the rudder.
Rudder stops can also be fitted to the hull to
stop the rudder at least two degrees before the
maximum steering gear travel.
- Baltic icebreaking vessels utilize a twin rudder
arrangement with twin screw vessels.
- Canadian Coast Guard practice has been to
use single rudder with twin and tripple screw
designs.
NOTE: Keep the rudder amidships while
moving astern to avoid high loads on
the steering gear.

MAIN ENGINE COOLING SYSTEM
The engine cooling water

intake can easily become
blocked if special
percautions are not taken.
Small ice pieces enter the
sea chest and after some
time the piping will be
clogged. The sea chest
should be high and have
sufficient volume. Some
kind of heating is
necessary.
The system can either be a recirculation of hot water from the engine steam, or
a heating coil in the sea chest.
Some vessels can circulate the cooling water through a ballast tank wnich is the
best sollution to solve the problem.

SHIPS TYPES WHICH OPERATING IN ICE
Typically Baltic icebreaker have a power between 10-16
megawatts. The length is about 100 meters and breadth
18-26 meters. They are equipped with a towing winch and a
towing notch. Moden icebreakers have rotating azimuth
thrusters for better manoeuverability.

New Cargo / Tanker vessels are with ice class and with new
propulsion technology whith which ship can operate
independently. This vessels are also calling Double Acting
Vessels because they are able to force up ice steering by
bow or by stern.

Big Ro-Ro vessels and ferries are operating in ice too,
which generally operate indenendently because their
perfomance is better than their class require.

Medium-sized cargo vessels can operate indenendently in
ice channels and are assisted by icebreakers in harseher
conditions such as ridge fields and ice pressure.

Bulk carriers and tankers and other types vessels whicg
have a lover engine power for their size and assistance by
icebreakers is needed in almost all conditions.

VOYAGE PLANNING AND
OPERATION IN ICE

NAVIGATION IN HIGH LATITUDE

Charts

Charts
Plovidba u velikim geografskim irinama zahtijeva veliki oprez u
nainu postupanja i koritenju informacija.
U visokim irinama, meridijani nisu potpuno paralelne linije
prikazane na Merkatorovoj karti, a radialne linije konvergiraju
prema polovima.
Dva su podruja problema koja nas brinu kod koritenja karata u
polarnim podrujima.
projekcije karata koje se koriste i tonosti predhodno napravljenih
pomorskih / hidrografskih survey-a.
Merkatorova projekcija je jako mnogo izobliena u pravcu
geografske irine, te se moe koriistiti samo kao karta velikog
razmjera. Sa poveanjem geografske irine koritenje linija
loksodrome kao i visualnog azimuta postaje nepodesan, pa je
potrebno dodavati korekciju za konvergenciju.

Izrada projekcije zavisi od njene matematike postavke pa
razlikujemo:
- valjkaste projekcije (povrina Zemlje prenosi se na omota
valjka)
- stoaste projekcije (povrina Zemlje prenosi se na omota
stoca)
- azimutna (horinzontalna) projekcija (povrina Zemlje prenosi se
na ravninu)
U polarnim podrujima umjesto Merkatorove karte koriste se
druge projekcije kao Lambertova Komforna konusna projekcija
(iroko koritena u aviaciji), Policentrina projekcija i Polarna
Stereografska projekcija.

Mercatorova projekcija
Prikazuje razmjerno tone oblike i udaljenosti unutar 15
zemljopisne irine N i S od ekvatora
Mercatorova ili cilindrina projekcija

Transverzalna Mercatorova projekcija
Moe prikazati cijelu Zemlju, ali su smjerovi, oblici i
udaljenosti razmjerno toni samo unutar 15
zemljopisne duine E i W od sredinjeg meridijana
Transverzalna Mercatorova projekcija

Lambertova konformna konusna projekcija
Prikazuje razmjerno tone oblike i udaljenosti
unutar 15 zemljopisne irine N i S od ekvatora
Lambertova konformna konina projekcija

Stereographic projection is used to map the Earth, especially near
the poles, but also near other points of interest.
The Polar Stereographic is becoming the most popular as it

provides minimum distortion over relatively large areas

Map Projections, CoOrdinate Systems and
GPS

U svim cilindrinim projekcijama paralele i meridijani su ravne
linije okomiti jedni na druge. Radi postizanja toga da su
paralele i meridijani ravne linije dolazi do neizbjenog
rastezanja karte u smjeru istok-zapad, koje se poveava
proporcionalno poveanju udaljenosti od ekvatora. To je
praeno odgovarajuim rastezanjem u smjeru sjevera i juga
tako da svaka pozicija / toka ini projekciju konfornom, a
mjerilo u smjeru istoka odnosno zapada jednako je mjerilu u
smjeru sjevera odnosno juga.
Merkatorova projekcija spada u grupu konformnih
(azimutnih) projekcija, dakle onih koje uvaju pravilnost
horinzontalnih kutova.

Mercatorova karta nikad ne moe u potpunosti prikazati
polarna podruja jer linearno mjerilo postaje beskonano
veliko na polovima. Obzirom da se radi o konformnoj projekciji,
kutovi oko svih pozicija su ouvani, ali mjerilo varira od jednog
do drugog mjesta, iskrivljujui veliinu geografskih objekata.
Podruja blizu polovima jae su izloena razvlaenju, pa se
prijenos slike geometrije planeta jae iskrivljuje pribliavanjem
polovima.
Na geografskim irinama viima od 70 juno ili sjeverno
Mercatorova projekcija praktiki je beskorisna. smjeru
Grafiko ili linearno mjerilo nam crteom prikazuje koliko iznosi

neka duina u prirodi tako da usporeujemo te vrijednosti bez
raunanja (izravnim oitavanjem).

To compensate for the fact that the meridians
converge as they near the pole the scale of
the parallels is gradually distorted.
In the high Arctic, Mercator projections suffer
too much distortion in the latitude direction to
be used for anything but large scale charts.
As the latitude increases the use of rumb lines for visual
bearings becomes awkward, as it is necessary to add ever
larger convergency corrections.
As the Arctic becomes better surveyed there will be more
Mercator charts, but other projections such as the Lambert
Conformal, Polyconlc, and Polar Stercographic are used as
well. The Polar Stereographic is becoming the most popular as
it provides minimum distortion over relatively large areas.

The number of different projections makes it
important, when changing charts, to check the
type and any cautions concerning distances,
bearings etc.
For example:
The habit developed with Mercator charts is
to use the latitude scale for distance, which is not possible on
Polycomc charts. Particular care must also be taken when
laying off bearings in high latitudes, as a convergency
correction may be needed even for visual bearings.

Charts Accurance
Tonost / preciznost karata u polarnim podrujima varira u

ovisnosti od datuma survey-a. Zbog toga se moraju se provoditi
maksimalne mjere predostronosti kod koritenja karata u
polarnim predjelim a to ukljuuje:

Charts Accurance
provjera projekcije i njenih ogranienja,

provjera datuma survey-a, i/ili porjeklo
klasifikacijskog dijagrama,
koritenje udaljenosti i azimuta za prebacivanje
pozicija sa karte na kartu,
Provjera podataka o izmjerenim dubinama, tj. djelomino
izmjerene dubine u nekim podrujima,
koritenja karte velikog razmjera prema pogodnijim kartama
manjeg razmjera,
provjera metode mjerenja udaljenosti i azimuta.
susjedne karte sa razliitim datumima,
neki survey-i datiraju jo od 1800-ih,

Charts Accurance
The accuracy of charts In the Arctic can
vary widely according to the date of survey.
The more frequently travelled areas are
normally well surveyed, but many charts are
based on aerial photography combined with
lines of reconnaissance soundings. Even
new editions of charts may be misleading as
some information on them may be dated. The appearance of
depth contour lines on new charts does not always indicate
any new information. Production priorities may result in new
information being added to large scale charts only.

Charts Accurance
Precautions to be taken when using charts for
Arctic areas include:
Checking the projection and Its limitation
Checking the date of survey and/or the
Source Class Diagram
Using range and bearing to transfer positions
from chart to chart
Checking for evidence of reconnaissance soundings
Using the larger scale map in preference to the smaller scale
map
Checking for method of measuring distances and taking
bearings

IMPORTANT NOTE:
For bathymetry (depth soundings etc.) it is estimated that less
than 25 % of the Arctic waters are surveyed to acceptable,
modem standards. Much of the data has been collected by
random vessel's track soundings or over ice spot soundings.
Mariners should proceed with due caution and prudent
seamanship when navigating in the Arctic especially in poorly
charted areas or when planning voyages along new routes.

Global Position System (GPS) & GLONAS
The Global Positioning System, or GPS. is a space-based

radio-navigation system, which permits users with suitable
receives, on land, sea or in the air, to establish their position,
speed and time at any time of the day or night, in any weather
conditions.
The expected accuracy of civilian GPS receivers is to day
normally 30 metres or better in normal latitudes.

GPS & GLONAS
The Global positioning System (GPS) in the Arctic accuracies
is about 100 m for 95% of the time and about 300 m for 99& of
the time.
There may be short disturbances in the signal strength during
severe ionosphere conditions, but these are expected to result
in only slightly degraded position accuracy and to cause signal
loss rarely.
The satellites orbit the earth in a 55 plane, the positional
accuracy all over the globe is generally considered consistent
at the 100 meter level.

GPS & GLONAS
For a ship at a position 55 North or South latitude or closer
to the pole, the satellites would be in a constellation around the
ship with the receiver actually calculating the ships Horizontal
Dilution of Precision (HDOP) with satellites possibly on the
other side of the pole.
With a ship at or near the north pole all the satellites would be
to the south, but well distributed in azimuth creating a strong
fix. The exception to this is the vertical component of a position
which will grow weaker the further north a ships sails because
above 55N there will not be satellites orbiting directly
overhead.

GPS & GLONAS
There are a variety of sources of error which can introduce
inaccuracies into GPS fixes especially in polar regions such as
troposphere delays and ionosphere refraction in the auroral zone.
The troposphere varies in thickness from less than 9 kilometers over
the poles to over 16 kilometers on the equator which can contribute
to propagation delays due to the signals being refracted be
electromagnetic signal propagation. This error is minimized by
accurate models and calculations performed within the GPS receiver
itself.
The ionospheric refraction in the auroral zone (the same belt in
which the aurora borealis / aurora australis phenomena occur)
caused by solar and geomagnetic storms will cause some error.
Sunspot activity is on an 11 year cycle and this activity is expected to
peak at about the year 2000.

GPS & GLONAS
One of the principal problems with charts in the Arctic concerns

the horizontal datum on which the actual chart is based. With
more and more vessels using accurate positioning systems
such as GPS and GLONASS, the problem will become greater.
Regarding GPS, the positions are referenced to the world
geodetic System which is virtually equivalent to the North
American Datum 1983 (NAD 83). If NAD 83 charts are used no
corrections are necessary. With other charts, position
differences up to 4 NM can be expected.

Effect of high latitude on Magnetic Compass
Magnetski kompas je nepouzdan,
udno se ponaa, pa je od vrlo male
koristi za navigaciju.
Magnetski kompas ovisi od smjerne
direktivne sile horizontalne komponente
zamaljskog magnetskog polja.
Kako se vie pribliavamo magnetskom polu, horizontalna
komponenta progresivno slabi sve do neke toke kada
magnetski kompas postaje potpuno nekoristan kao ureaj za
mjerenje. Ukoliko se magnetski kompas ipak mora koristiti
potrebno je uestalo kontrolirati greku, koritenjem snimaka
nebeskih tijela, kao i tendencije brzine promjene variacije koja
raste pribliavanjem polovima.

Effect of high latitude on the Gyro Compass
Gyro kompas je pouzdan do priblizno 70.
geografske irine (N/S), kada se tonosti
oitavanja mora posvetiti dodatna panja
vrei stalnu kontrolu. ak i sa kompenzacijom horizontalne
komponente date u korektoru geografske irine od strane
proizvoaa, Gyro kompas gubi silu horizontalne komponente,
do priblino 85 geografske irine, kada postaje nestabilan.
Brojne promjene kurseva i brzine, kao i sudari (stresovi) sa
ledom takoer moe imati utjecaja na tonost. Zbog toga kod
navigacije u polarnim podrujima mora se vriti sljedee:

viestruko provjeravanje brodske pozicije iz vie izvora
drugih navigacijskih sustava, elektronskim uredjajima za
odreivanje pozicije,
greka gyro kompasa mora se provjeravati sa amplitudom i/ili
azimutom uvijek kada to atmosferski uvjeti dozvoljavaju,
Koritenje elektronskog kompasa - Ovaj tip kompasa preinaka
je indukcijskog (Flux Gate) kompasa, a kasnije je nazvan i
elektromagnetiski kompas. Radi na naelu elektromagnetske
indukcije, a ne na temelju usmjeravanja magnetne igle
djelovanjem silnica Zemljina magnetnog polja,
koritenje suvremenih digitalnih kompasa,
koristiti satelitski sustav navigacije GPS

Effect of high latitude on Radar
to se tie radara, openito govorei, uvijeti u polarnim

podrujima nemaju utjecaja na perfomanse radarskog sustava.

Radios
Radio communications in the Arctic, other than line of sight,
are subject to interference from ionospheric disturbances.
Whenever communications are established alternative
frequencies should be agreed upon before the signal
degrades, Use of multiple frequencies and relays through other
stations are the only methods of avoiding such interference.

Inmarsat
Use of INMARSAT services in the Arctic is the same as in the south,
until the ship approaches the edge of the satellite reception.
At high latitudes where the altitude of the satellite is only a few
degrees above the horizon, signal strength is dependent on the
height of the receiving dish and the surrounding land. The recent
repositioning of the Atlantic West satellite has extended its area of
coverage to include most of Lancaster Sound and Barrow Strait.
As the ship leaves the satellite area of coverage the strength of the
link with the satellite will become variable, gradually decline, and
then become unusable. When the strength has diminished below
that useable for voice communications, it may still be possible to
send telexes. Upon the ship's return to the satellite area of coverage
there may be problems in obtaining the satellite signal and keeping it
until the elevation is well above the horizont.

Position fixing
Problems encountered with position fixing arise from either

mistaken identification of shore features or inaccurate surveys.
Low relief in some parts of the Arctic makes it hard to identify
landmarks or points of land.
Ice piled up on the shore or fast tee may obscure the coastline.
For this reason radar bearings or ranges should be treated
with more caution than measurements in southern waters.
Visual observabons are always preferable.

USE OF RADAR IN ICE ice detection by Radar
Arctic or cold conditions do not affect the performance of radar

systems. Occasionally weather conditions may cause ducting,
which is the bending of the radar beam because of a decline in
moisture content in the atmosphere. This effect may shorten or
lengthen target detection ranges, depending on the severity and
direction of the bending. A real problem with radar in the Arctic
concerns interpretation of the screen for purses of position fixing

Ice detection by Radar
S band (10 cm radar) radars operate on a wavelength of 8-15

cm and a frequency of 2-4 GHz. Because of the wavelength
and frequency, S band radars are not easily attenuated. This
makes them useful for near and far range weather observation.
X band (3 cm radar) radars operate on a wavelength of 2.5-4
cm and a frequency of 8-12 GHz. Because of the smaller
wavelength, the X band radar is more sensitive and can detect
smaller particles.
Fig. A
Fig. B
A) Radar observation of dangerous ice. Traces of ice and growlers can be

seen (coast of Labrador) by using echo trails function,
B) An open ice-belt is here indicated at the X-band (3 cm) radar screen.

Reliable use of radar for ice navigation is a must.
To get useful experience of radar in ice we recommended
using radar in good visibility in different ice conditions.
Two radars should be used. One for navigation and another
for ice condition surveillance.
The tuning of X-band radar is very sensitive and it is important
to get a good picture from ice X-band radar in the 1,5 - 3 nm
range.

BASIC RULES FOR
MANEUVERING IN ICE

BASIC RULES FOR MANEUVERING IN ICE
Before Entering the Ice

After Entering the Ice
Turning in ice
Backing in ice
Berthing alongside with vessel in ice
Ramming
Anchoring in ice
Handling a Damaged Ship in Ice
Navigation in ice

BASIC RULES FOR MANEUVERING IN ICE
Ships proceeding Independently - Experience has shown that
ships which are not ice-strengthened, with an open water
speed of about 12 knots, often become beset in relatively light
ice conditions, whereas adequately powered ice strengthened
ships should be able to make progress through 6/10 to 7/10
first-year ice concentration.
Experience has proven that in ice, four basic ship-handling rules apply:
keep moving - even very slowly, but keep moving,

try to work with the ice movement and not against it ,
excessive speed leads to ice damage,
know your ship's maneuvering characteristics.

The first principle of successful ice navigation is to avoid
stopping or becoming stuck in the ice at all cost. Once a ship
becomes trapped, it goes wherever the ice goes.
The long way round a difficult ice area whose limits are
known is often the fastest and safest way to port or to the
open sea.
In winter conditions vessels must keep closeely watch on
their surroundings. In ice conditions risk of damage and the
actual fuel consumption may be higher going through ice,
even if the distance is shorter.

Before Entering the Ice
Follow the route recommended by Vessel Traffic
Management Centre. This route is based on the latest
available information and Masters are advised to adjust their
course accordingly.
Extra lookouts must be posted and the bridge watch may be
increased, depending on the visibility.
There must be sufficient light to complete the transit of the
ice field or the vessel must be equipped with sufficient highpowered and reliable searchlights.
Reduce speed to a minimum to receive the initial impact of
the ice.

The vessel should be at right angles to the edge of the pack ice
to avoid glancing blows and the point of entering the ice.
The engine room personnel have been briefed fully as to the
situation and what may be
required of them, as it may be necessary to go full astern at any
time.
The ship has been ballasted down to ice draft, if appropriate, or
to such a draft that would offer protection to a bulbous bow,
rudder, or propeller (as applicable).
The ship should be fitted with an internal cooling system to
prevent the main engine cooling water intake from becoming
clogged with slush ice.
When entering ice the point of entry should be carefully selected
and entry must be made at right angles to the ice edge.
Correct approach to ice field: reduced speed and perpendicular to edge

After Entering the Ice
Once the ice is entered, speed of the vesse1 should be increased slowly
as appropriate or according to the prevailing ice conditions and the
vulnerability of the ship. Speed depend on ice conditions and the vessels
ice performances.
If visibility decreases while the vessel is in the ice, speed should be
reduced until the vessel can be stopped within the distance of visibility. If
in doubt, the vessel must stop until the visibility improves, The potential of
damage by ice increases with less visibility. If the vessel is stopped, the
screw must be kept turning so as to prevent ice from building up around
the stern.
General rule navigating in the ice is:
use the pack to its best advantage - follow open water patches and lighter
ice areas even if initially it involves large deviations of course.
in limited visibility, beware following an open water lead at excessive
speed, it may be trail of an iceberg.
Look for and utilise leads and easier ice conditions.

If your track goes through pack ice you should find your way using leads
patches of open water and lighter ice conditions avoiding any hard ice of thick
ice flows.
Note:
The large course alternations and deviations from the original track are
often necessary and the shortest route seldom is the fastest.

Turning in ice
The danger of the stern swinging when passing through patches
of open water or in leads risks damage to rudder or propeller.
Danger in turning in an ice channel: a glancing blow

on a soft ice floe pushes the ship into aharder floe

Turning circle ship increases with increasing thickness of the
ice sheets. Flat turns are rarely used in the ice, the most
common is the use of "Star" or "Channel Breakout maneuver
as the fastest way to turn.
When turning in ice, which should
be seldom
needed the rudder
should only be used when running
ahead. Remember to keep the
rudder dead amidship when going
astern.

Backing in ice
Backing in ice is a dangerous maneuver as it exposes the most
vulnerable parts of the ship the rudder and propeller, to the ice. It
should only be attempted when absolutely necessary and in any case
the ship should never ram astern.
It is specially important / vital to protect rudder and propeller from ice
damage when your vessel is moving astern. The rudder should always
be amidship and the propeller should be rotating until the ship is
finally stopped int he ice.

Berthing alongside with vessel in ice
The pilot will gives all necessary advice for harbour
operations. During winter port waters may be covered by
broken or brash ice. The presence of ice makes mooring and
tug assistance more difficult than usualy.
As the vessel aproaches the mooring position tuga are used
to wash the ice out between the vessel and the berth.
Remember that the ice between the vessel and berth acts as
a fender and does not allow fast mooring lines to the berth.
If the ice between is not washed out the ladder rigging and
cargo operations become more difficult.
Care must be exercised not to damage the wharf.
Berthing: flushing out ice with wash while bow is fixed with a spring
line and with tug in between
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 ice conditions can change quickly when alongside a wharf, and
for this reason, it is desirable to keep the engine on standby at all times.

Ramming
Attempting to break ice by repeatedly driving the ship as far
forward as possible, backing the ship out and repeating the
process. Ramming is particularly effective when attempting
progress through ice that is otherwise too thick to Break.

Anchoring in ice

Anchoring in ice

Handling a Damaged Ship in Ice
Abandoning ship in ice-covered waters is possible, if necessary,
by landing lifeboats or life-rafts on the ice, if the ice is thick
enough to take their weight.
If the ship can be made sufficiently seaworthy to proceed, and
assessment will have to be made, othervise she has to wait for
escort.
The damaged area should be protected from further impacts by
trimming the vessel, although this will have an effect on its
stability to break ice. In icestrengthened ships ballasting to
minimize flooding can expose the hull above or below the ice
belt. Care should be taken that the change in trim does not
expose the rudder and screw to the ice, but, if it is unavoidable,
that any subsequent decision is made with the knowledge of this

NAVIGATION IN ICE
Ships must be able to proceed in ice on their own as far as
possible.
Typical restriction concern vessel size, DWT, more propulsion
power and with Ice Class I or II. In deeper part of winter
ussualy the most severe conditions with more DWT and Ice
Class 1A, 1B or 1C.
The safety of cargo vessels is paramount. Restrictions are
based on actual ice conditions and ice thickness. Traffic
restrictions ussualy begin in winter seasons and usually end in
later spring / early summer season.
In light ice conditions the vessel operates independently
forward after the waypoints given by the icebreaker.
If you are stuck wait for the icebreaker. When it arrives follow the
alone or as part of a convoy.
When following the icebreaker your vessel must obey its orders.
You must control the distance to the icebreaker visually and by
radar.
If another vessel is following your vessel, you should inform her
immediately about all changes of your speed on your VHF if
your speed decrease rapidly and there is a risk of getting stuck
and thus a risk of collision.

Navigation with icebreaker assistance
In convoy
If the assisted vessel gets stuck
Pass a vessel on the opposite course

Towing in ice
Pilot boarding in ice

In convoy & Icebreaking escort operation
If several vessels are to be assisted at the same time, a
convoy is to be formed. It is the master of the icebreaker who
decides the sequence of the ships in the convoy and their
distance apart. Particular attention must be paid to
maintain-ing the distance ordered: it will vary with the ice
conditions. If a ships speed is reduced, the ship astern must
be informed immediately. Ships ahead and astern, as well as
the ice, must be carefully watched.
Dangerous of navigating
ships in convoy
Merchant ships are following Icebreakers

Constant radio contact using good English between your
vessel and the icebreaker is a must.
All doubts and questions must be clarified immediately with
the icebreaker.
If there is no pressure in the ice and the channel stays open
a longer distance can be kept between the vessels.
If ice pressure occurs and the vessel seems to get stuck try
to find an easy place to stop. Keep the vessel in wind
direction and await orders from the icebreaker.
When the track is closing rapidly the escorted vessel must
keep a close and safe distance to the icebreaker or to be
towed as progress to be made.

If the assisted vessel gets stuck
If the assisted vessel gets stuck the icebreaker will go astern to
the side of the vessel to cut it loose.
To successfully break out of the channel your vessel should try to
find weak ice.
If you are overtaking a vessel in an ice field keep a safe passing
distance.
If you go to close there is a risk of collision or both getting stuck.

Pass a vessel on the opposite course
Sometimes there is a need to pass a vessel on the opposite
course in the ice channel. In this case, one vessel use the
existing channel, the other has to make new one.
The stronger vessel should break out the channel while the
vessel with leasser ice performance stops and waits.
Before this operation you have to make a plan with the other
vessel by useing VHF on how both vessels are acting.
Distance between passing vessels must be sufficient so that
there are always enough ice flows between them.

Towing in ice
In different ice conditions towing may be the only way to
ensure a safe and effective assistance. The icebreaker
always decides if and when towing is needed.
The icebreaker will inform you about any needed trimming.
The icebreaker should be informed about the shape of bulb.
The icebreaker determines if notch towing is possible.
If the below mentioned conditions cannot be fulfilled, towing in
the icebreaker's is no longer safe, therefore not to be
performed. All instructions given from icebreakers must be
complied with, and particular attention shall be paid to the
following:

The recommended VHF channel shall be constantly
monitored.
Instructions are given to assisting vessels via VHF on
dedicated assistance channel.
The vessel's propulsion machinery shall be ready for
rapid maneuvers at all time.
To be eligible for icebreaker assistance, vessels
navigating in ice-covered waters must be equipped
with a powerful searchlight.
Vessels forming part of a convoy, which has got
stuck in the ice, must keep their searchlights
switched off.

During the hours of darkness, the state icebreakers
show a blue light at their mastheads, which is visible
all around the horizon.
The master of the icebreaker is then entitled to refuse
assistance of the vessel until assistance is possible
without towing.
In the dark the vessel uses her search lights to find
the channel. When the vessel us priceeding in a
convoy it should be remembered that the light can
easely blind the icebreaker or the vessel ahead. It is
recommended to use lights below the bridge level
when it is snowing.

Experience has shown that towing in ice requires
specialized skills in towing and ice navigation,
coupled
with
appropriate
purpose-designed
equipment.
The towing equipment must be robust and must allow
frequent changes in tow-line length. The use of
shock-absorbing springs or heavy surge chains is
recommended.
Bridge arrangements must optimize maneuverability
to allow the towing vessel and tow to be navigated
around heavy ridges and ice floes.

It is the recommended practice that the connection
between vessels should incorporate a weak link,
usually a lighter pendant, which will fail before the
tow-line or bridle.
In freeing a beset tow, the towing vessel can shorten
the tow-line to provide some propeller wash to
lubricate the tow, but care must be exercised to avoid
damaging the tow with heavy ice wash.
Towing in ice is a special application not to be
undertaken without the benefit of training and
experience.

While towing in ice by Swedish icebreakers, icebreaker and the
towed vessels are connected as bellow:
The normal method is notch towing. The bow is in contact with the
towing totch of the icebreaker. The ice breaker will give two steel ropes
to be fastened to the vessels bollards.
Towed vessels Notch connected (Top view)

The vessel shall be prepared to make fast or cast off the
towing cable at any time.

Anchors located outside the hull can contact the towing notch
and damage the rudder shield.
There must be no protruding parts or any cutter at the bow of

the merchant vessel that may damage the rudder shield of the
towing notch.

The assisted vessels anchors must be pull back, moved
astern or lifted on the deck before towing operation can begin.
Anchors placed on the outside of the vessel

Vessels with a bulb are often a problem with in winter
navigation especially in towing. Trimming is often the way /
solution to solve the problem.
For bulb vessels, the distance between the topside of the bulb
and the icebreaker hull must be at least two meters.
Towed vessels Notch connected (Side view)

The hull of the towed vessel is always acting as an active rudder
of the icebreaker. The towed vessel is like a big rudder for the
icebreaker. Thats way it needs a helmsman who takes orders
from the icebreaker to keep towing strait.
During towing operation the towed vessel shall be steered
manually, and the machine must be ready for maneuvering
When proceeding straight ahead the vessel should be kept in
even line with the icebreaker's masts.
Towed vessel acting as an active rudder of the icebreaker

The towed vessels propulsion machinery shall only be used
according to given instructions from the icebreaker.
If the vessel cannot keep the engine output as high as
required or it is affected by rudder problems, the icebreakers
should be notified immediately.
If the vessel is asked by the icebreaker to help in changing
course, the helm has to be turned according to given
instructions from the icebreaker as the towed vessel's hull is
acting as the rudder for the hole towing combination.

In some conditions towing with a long cable, about a 100 meters
long, can be used.
Connecting towing line between towed vessel and icebreaker

During towage the vessel uses its propulsion according to instructions an
the icebreaker.
The vessel in tow must use manual steering and try to stay in line with the
icebreaker.
The assisted vessel must be prepared to cast off towing cable at any time.

Pilot boarding in ice
Sometimes the pilot embarks from the sea. In that case a
gangway or pilot ladder is set in a moet convenient place. The
pilot will tell the vessel where to stop.
The ladder should extend down to sea level

Sometimes the pilot is transferred from the icebreaker. The
icebreaker approaches the vessel staying in the ice either by
bow or by stern.
The icebreaker transfers the pilot to the ship using landings or a

crane.

FREEZING OF EQUIPENT
DANGER OF ICING

DANGER OF ICING
Danger can arise under certain conditions for ships and
cargoes as a result of icing before the ship has arrived at the
ice-covered waters or after the ship has left the ice-covered
waters. As soon as the temperature of the surface water has
dropped to the vicinity of 0 C (+3 C and below) ice can be
formed on the deck, superstructure and deck cargo, if any, of
the ship in conjunction with water breaking or spraying over
the deck. As the layer of ice grows, a displacement in weight
takes place. This displacement reduces the stability of the
ship.
Icing can also take place at higher water temperatures if the
air temperature is below 0 C.

DANGER OF ICING
Asymmetrical build-up of ice, causing an angle of list , G1 moves to G2.

Low temperatures and seawater spray cause ice formation on
deck.
On small vessels this can cause a dangerous loss of stability.

Icing can be avoided by reducing speed and changing the heading.
Fire lines should have suitable drainage points to prevent freezing.

All pipes should be empty of water and valves open.

Low temperatures will affect deck piping system. This is
especially a wory for tankers.
Thermal contraction oft he line should also be considered.
Heating and circulation can prevent ice formation int he
ballast tanks. Air vents can be blocked by ice spray.
The correct viscosity of hydraulic oils allows hydraulic
machinery to work in low temperatures. Hydraulic hoses must
be protected and fastened in order to prevent breakdowns. A
covered forecastle is the best protection but also protective
canvas coverade can als obe used.
Heating cables should be used for important equipment.

Icing allowances plus effects on trim and stability
In Arctic ocean conditions, the formation of ice on the upper
structures of vessels can cause several problems. Ice buildup can be formed from snowfall, sleet, blizzards, freezing fog
and sea-spray in sub-zero temperatures. In the Arctic, the air
temperatures can be as low as -40C in harbour and
-30C at sea.

All ships produce waste, including: contaminated water ballast,
waste oil, domestic garbage, and human wastes. These wastes
must be safely and efficiently disposed of, or retained on board,
until they can be discharged ashore.
Bilge water, dirty ballast water, tank washings, and purifier
sludge are typical examples of oily water. Bilge water is
discharged usually through an oily water separator , designed
to limit the oil content in the discharged water to IS parts per
million. However, 15 parts per million of oil discharged into
Arctic waters contravenes the Arctic Shipping Pollution
Prevention Regulations.
For separated oil and purifier
sludge, sufficient capacity must be available for storage on
board or it can be burned on board in boilers or incinerators.

Icing can cause freezing of escape hatchess and doors.
Control and cargo rooms must be sufficiently heated.
Freezable liquida must be removed from the lifeboats,
icecovered steel deckh are very slippery.
Heating or sanding the decks is
important for safe walking.
Inflatable rafts are not usable in ice
conditions and lifeboats are of limited
use for evacuation.

Visibility is important since the day is short in midwinter, and
because you often have to find the best route by eye.
Windows should be heated and have fully operational wipers.

Outer layer of clothing must be wind-proof.
Protective head ware is essential. Protecting exposed skin is important.
The danger of frosbite is always present. Fingers, toes, ears, cheeks
and the nose freeze most easily.
Proper non-slip winter boots are necessary for safe walking on snow
and ice.

Icing allowances must be made for:
Rise in G.
Loss of transverse stability.
Increase in weight.
Increased draft due to increased weight.
Loss of freeboard due to increased weight.
Decrease in underkeel clearance.
Contraction of steel due to temperature.
Increased brittleness in steel structures.
Non-symmetrical formation of ice.
Angle of list. Angle of loll.
Change of trim.
Impairment of maneuverability.
Reduction in forward speed.
Increase in windage area on side of ship.

Effect of ice on a typical statical stability curve. The changes
that take place are:
Decreased values for the GZ righting levers.
GMT decreases in value.
GZmax value decreases.
Range of stability decreases.
GZ values and the range of stability will decrease even further
if a wind is present on the side of the ship with lesser
transverse build-up of ice.

IMO suggest the following structures and gears of these
vessels must be kept free of ice:
Aerials
Running and navigational lights
Freeing ports and scuppers
Lifesaving craft
Stays, shrouds, masts and rigging
Doors of superstructures and deckhouses
Windlass and hawse holes

Formation of ice on the upper-works of the vessel must
be removed as quickly as possible by:
Cold water pressure
Hot water and steam
Break up of ice with ice-crows, axes, ice-picks, metal icescrapers, wooden sledgehammers and metal shovels
Heating of upper structures similar in effect to radiators or
central heating arrangements in a house

Heat loss increase dramatically with increased wind speed.
You must use proper winter clothing to protect your crew and
enable efficient working on the outdoor decks.

ASSESMENT
QUESTIONS & ANSWERS

On the following pages you
will be asked some
questions

QUESTIONS & ANSWERS

Question 1 of 30
When the concentration of drift Ice Is higher than 7/10 the term drift Ice may be replaced by the
term?
Ice berg
Nllas
Floe
Pack Ice
Question 2 of 30
An Ice berg has a minimum height above sea level of?
7 meters
5 meters
10 meters
2 meters
Question 3 of 30
What Is "nllas"
A thin elastic crust of Ice
Ridged Ice
Rafted Ice
A massive piece of Ice

Question 4 of 30
New Ice is recognized by Its characteristic?
Greenish appearance
Brown appearance
Glossy appearance
Matt appearance
Question 5 of 30
The thickness of young Ice Is normally between?
10 and 15 cm
30 and 40 cm
10 and 30 cm
5 and 10 cm
Question 6 of 30
Pancake Ice consists of circular pieces of Ice with a diameter of?
10 -30 cm
30 -100 cm
50 - ISO cm
30 - 300 cm

Question 7 of 30
Another name of first year ice is?
Green ice
Cream ice
Blue Ice
White ice
Question 8 of 30
Old Ice is more than?
More than two year old
More than Ave year old
More than one year old
More than three year old
Question 9 of 30
Close range hazard detection should be done?
Visually
Visually and by radar
By GPS
By Radar

Question 10 of 30
Detection of low Icebergs on radar should Include?
Observation of targets close to other ships
Observation of a radar shadow behind the target
Observation only of large targets
Careful observation of all small radar targets
Question 11 of 30
Ice bergs normally move with the:
Wind
Current
The resultant of wind and current
Wind and current does not Influence the movement of Ice bergs
Question 12 of 30
Which type of glacial Ice Is most difficult to detect?
Pack Ice
Growlers
Bergy bits
Icebergs

Question 13 of 30
If the speed of the ship is Increased from 8 to 12 knots, the force of Impact has?
More than doubled
Decreased
Increased a little
Increased 4 times
Question 14 of 30
When can the tactics for execution of a voyage start?
Once the planning of the passage Is completed
After careful route selection
After approval from the owner
Question 15 of 30
What type of chart projection Is not suitable for use In high latitudes?
Mercator
Polar grid
Lambert
Grid

Question 16 of 30
The accuracy of charts In the Arctic can be expected to be?
Good
Same as the rest of the globe
Poor
Better than normal
Question 17 of 30
The stern design of an Icebreaker is mainly controlled by?
The design draft of the Icebreaker
The number of propellers
The engine power
The number of rudders
Question 18 of 30
How many primary groups of steel Is used In ship construction?
4
2
3
1

Question 19 of 30
When a ship Is expected to enter areas with very cold air, what should be done
with tanks and lines?
Filling all tanks and lines with water
Stripping all lines and tanks for water
Nothing
Insulate all possible tanks and lines
Question 20 of 30
In connection with Icebreaker operations, what does code letter "A" mean?
Go ahead
Go astern
Anchor
Stop
Question 21 of 30
In connection with icebreaker operations, what does code letter "E" mean?
Increase distance
I am altering course to starboard
Remember to listen to the radio
I am altering course to port

Question 22 of 30
When an Icebreaker Is breaking a track through large heavy floes at slow
speed, the track can be expected to be how wide?
10 - 20 % wider than the Icebreaker beam
70 - 80 % wider than the icebreaker beam
30 - 40 % wider than the Icebreaker beam
0 50 - 60 % wider than the Icebreaker beam
Question 23 of 30
When will towing normally be provided by the Icebreaker?
On Owners request
When requested by escorted ships Master
Never
In an emergency
Question 24 of 30
Anchoring In Ice covered waters are?
Not recommended
No problem
Unsafe
Only to be done In deep water

Question 25 of 30
When In Ice, one Important basic rule Is?
Work against the Ice movement
Stop moving
Keep moving
Use high speed
Question 26 of 30
The first principle of successful navigation in ice Is?
Avoid going astern
Avoid stopping
Avoid night operations
Avoid slow speed
Question 27 of 30
When operating In Ice, course changes should be executed when?
If possible, In open water
As soon as possible
At dead slow speed
At full speed

Question 28 of 30
Backing in Ice?
Is a safe manoeuvre with the rudder to starboard
Is a dangerous manoeuvre
Is a safe manoeuvre with the rudder hard a port
Is a safe manoeuvre
Question 29 of 30
How can you reduce the risk of hull damage when executing "ramming"?
Stop engine before ramming
Use maximum speed
Rudder amidships before ramming
Use minimum speed
Question 30 of 30
Berthing In Ice covered water Is normally?
A long process
To be avoided
A problem
Not a problem
On the following pages you will be asked some questions:

Q
1. What experience has shown which ships are not able to
make progress through 6/10 to 7/10 first-year ice
concentration?
A
Experience has shown that ships which are not icestrengthened, with an open water speed of about 12 knots,
often become beset in relatively limit ice conditions, whereas
adequately powered ice strengthened ships should be able
to make progress through 6/10 to 7/10 first-year ice
concentration.

Q
2. List DNV Standard are aimed at officers that at times may be
responsible for navigating a vessel in cold weather conditions
(below 0C) and/or in ice infested areas?
The ships officer should be capable of:

preparing the vessel for navigation in cold climatic conditions and
in ice
analyzing received weather and ice-information
creating a voyage plan
taking command of the vessel in cold climatic conditions and in
ice
piloting the vessel in different ice-types and ice-conditions, either
independently, assisted by ice-breakers or when operating in
convoy and
berthing and un-berthing the vessel in an ice infested port

Q
3. List name of 4 level of cognition for safe navigation in ice
require for theoretical knowledge, intellectual skills and
physical skills?
A
4 level of cognition:
Level 1: Knowledge (K),
Level 2: Understanding (U),
Level 3: Application (A),
Level 4: Integration (I)
that can be used to determine the type of assessment
required to measure competence.

Q
4. List world permanently or periodically ice covered areas?
A
Arctic Ocean (Greenland, Alaska, North Canada, East
Coast of Canada, Hudson Bay, North Russia - Siberian
Sea)
Bering Sea
Island of Newfoundland, Newfoundland and Labrador
St. Lawrence River and Great Lakes, Gulf of St.
Lawrence
Ohoth Sea
Azov Sea
Baltic Sea
Antarctic , South ocean

Q
5. Schematicly describe Ice Growth Process?
A

Q
6. What is floating ice and what are principal kinds of floating
ice?
A
Floating Ice is any form of ice found floating in water. The
principal kinds of floating ice are lake ice, river ice, sea ice
and Ice of Land Origin.
Q
7. What are Stages of Development of Sea Ice?
8. A
New Ice, Nilas, Young Ice, First-year Ice, Old Ice.

Q
8. How Nilas may be subdivided?
A
Nilas may be subdivided into Dark Nilas, Light Nilas and Ice
Rind.
Q
9. What are a general category of ice that represents the
transition between nilas and firstyear ice?
A
General category of ice that represents the transition
between nilas and firstyear ice are Grey Ice, Grey-White
Ice.

Q
10. How First-year ice may be subdivided?
A
First-year may be subdivided into thin first-year ice - First
Stage, Second Stage, Medium First-year Ice, Thick Firstyear Ice.
Q
11. How Old Ice may be subdivided?
A
Old Ice may be subdivided into Second-Year Ice, Multiyear
Ice and Hummocks.

Q
12. What are Stages of Development of Lake Ice?
A
New Lake Ice, Thin Lake Ice, Medium Lake Ice,Thick Lake
Ice, Very Thick Lake Ice.
Q
13. What is Ice Edge?
A
Ice Edge is the demarcation at any given time between
open water and sea, lake or river ice whether fast or drifting.

Q
14. What is Ice Boundary?
A
Ice Boundary is the demarcation at any given time between
fast ice and floating ice or between areas of ice of different
concentrations, types and/or floe sizes.
Q
15. What is Iceberg Limit?
A
Iceberg Limit is the limit at any given time between ice of
land origin and the open sea or sea ice.

Q
16. What is Ice Boundary?
A
Deformed Ice is a general term for ice which has been squeezed
together and in places forced upwards and downwards.
Subdivisions are rafted ice, ridged ice and hummocked ice.
Q
17. What is Iceberg Limit?
A
A process by which currents or winds push around thin ice so
they slide over each other, or when wind, ocean currents, and
other forces push sea ice around, ice floes (sheets of ice floating
in the water) collide with each other, and ice piles into ridges and
keel.

Q
18. List which Publications are in use for Ice Navigation
Guidances?
A
Ice Seamanship
Navigation in Ice Infested Waters and Icebreaker Assistance
Ice Navigation in Canadian Waters

Arctic Passage Planning Manual
The Mariners Handbook (NP100)
The American Practical Navigator, Chapter 33 - Ice Navigation
MANICE

Q
19. Specifying Role of Ice Navigator / Advisor?
A
Remains with vessel throughout ice transit

Arrives with latest ice and met information
Familiar with local needs and requirements
Educates Bridge Team
More cost efficient than trying to maintain necessary skills and
knowledge in regular crew
Provides higher level of experience and ability
Ice Advisor responsible for maintaining skill and not
knowledge, not ship owner/operator

Q
20. Which Manuals should carry onboard at all times Ships
operating in Arctic ice-covered water?
A
Ships operating in Arctic ice-covered waters should carry onboard
at all times an two manual:
Operating Manual, and
Training Manual.
Q
21. Which information contain Operating manual?

A
Operating manual should contain at least the following information
directly related to operations in Arctic ice covered waters.
Principal particulars of the ship.
Operating in ice.

Q
22. Which information contain Training manual?
A
Approaching and ice recognition
Masters duty regarding ice
Ice reports
Navigation in ice.
Icebreaker assistance
Q
23. List some Performance enhancing systems which are in use to reduce
the power necessary for propulsion and to increase the ship's
maneuverability through ice?
A
Heeling system that rolling ship hardly from one side to another
Low friction coatings
Air bubble system
Water jet-air injection system
Water-wash system

Q
24. List various categories of bow shape which have been built and are in
operation for icebreakers and/or other merchant ships?
A
Straight stem with parallel buttocks
Concave stem (White bow)
Spoon bow with reamers
Flat family
High flare angle bow

Semi-spoon bow with chines
Thyssen-Waas bow
25. Which design features can be added to the stern to help protect the
rudder(s) and propeller(s) due to navigation through ice?
A
An ice horn (or ice knife) is fitted to the hull immediately aft of the rudder. The
ice-clearing island (ice skirt) is a wedge protruding below the ship's hull from
the baseline forward of the propellers.

Q
26. Which are minimum requirements for main machinery and
auxiliary stems for vessels intend to call ice-covered waters?
A
Minimum requirements for machinery will include:
minimum power,
propulsion systems (including propellers and shafting), and
transmission systems and their components.
Requirements for auxiliary stems are also specified such as:
cooling systems,
starting air systems,
hydraulic systems for controllable-pitch propellers,
fuel oil heating systems, and systems to prevent freezing of piping,
valves and tanks.

Q
27. Which four(4) basic ship-handling rules to be apply as
experience has proven when vessel in ice?

A
Experience has proven when vessel in ice, four basic shiphandling rules to be apply:
keep moving - even very slowly, but keep moving
try to work with the ice movement and not against it ,
excessive speed leads to ice damage
know your ship's maneuvering characteristics.

Q
28. Which conditions must be met before a vessel enters an ice
field?
A
The following conditions must be met before a vessel enters an ice
field:
a) Follow the route recommended by thence Operations Officer
through the appropriate Vessel Traffic Management Centre. This
route is based on the latest available information and Masters
are advised to adjust their course accordingly.
b) Extra lookouts must be posted and the bridge watch may be
increased, depending on the Visibility.

A
c) There must be sufficient light to complete the transit of the ice field or
the vessel must be equipped with. sufficient high-powered and reliable
searchlights.
d) Reduce speed to a minimum to receive the initial impact of the ice.
e) The vessel should be at right angles to the edge of the pack ice to avoid
glancing blows and the point of entering the ice must .be chosen
carefully (see Figure 27) preferably in an area of lower ice
concentration.
f) The engine room personnel have been briefed fully as to the situation
and what may be required of them, as it may be necessary to go full
astern at any time.
g) The ship has been ballast down to ice draft, if appropriate, or to such a
draft that would offer protection to a bulbous bow, rudder, or propeller
(as applicable).
h) The ship should be fitted with an internal cooling system to prevent the
main engine cooling water intake from becoming clogged with slush ice.
The easiest way to avoid of being beset in ice is to avoid areas of ice under pressure.

Q
29. What is general rule for navigating in the ice after ship entering the
Ice?
A
General rule navigating in the ice is:
use the pack to its best advantage - follow open water patches
and lighter ice areas even if initially it involves large deviations
of course,
in limited visibility, beware following an open water lead at
excessive speed, it may be trail of an iceberg.
Q
30. What are Precautions Against Being Beset?
A
The easiest way to avoid of being beset in ice is to avoid areas of
ice under pressure.

Q
31. What is Ramming?
A
Attempting to break ice by repeatedly driving the ship as far
forward as possible, backing the ship out and repeating the
process.
Q
32. What is The Egg Code?
A
The basic data concerning concentrations, stages of
development (age) and form (floe size) of ice are contained in
a simple oval (Egg) form.

Q
33. List Symbols Used on Ice Charts?
A
Symbols Used on Ice Charts

Symbols for Openings in the Ice
Symbols for Topographical Features
Symbols for Ice Thickness
Coding for Stage of Melting
Coding and Symbology for Snow Cover
Coding and Symbology for Ice of Land Origin
Symbols for Defining Limits
Supplementary Coding for Radar Observations
Supplementary Procedures for Indicating Total Concentration

Q
34. How based Colour code concept to assist navigation
decisions in ice infested water?

A
Colour code is based on the concept traffic light where:
green represents proceed
yellow represents caution and
red represents danger
Q
35. List which groups of equipment aid use in close-range hazard
detection?
A
Two groups of equipment aid use in close-range hazard detection:
Visual - includes searchlights and binoculars
Radar - includes both X- and S-band marine radars.

Q
36. What is rule to avoid danger od icebergs when passing in their
vicinity?
A
For reason of the wind influence on bergy bits and growlers it is
advisable to move to windward of icebergs to avoid bergy bits
and growlers,
the closer the ship passes the more likely the encounter with
bergy bits, and
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.

Q
37. On which standard based navigational principles for Passage
planning for routes in ice-covered waters, and which phases takes
place in Passage planning?
A
Passage planning for routes in ice-covered waters is based on
standard navigational principles for Passage planning, which takes
place in two phases:
Strategic, when in port or in open water, and Tactical, when near or
in ice-covered waters.
Both Strategic and Tactical Planning involve four stages:
Appraisal
Planning
Execution
Monitoring

Q
38. Which are principles of high latitude navigation?
A
Navigating in high latitudes requires great care in the procedures
and in the use of information from Charts, Projections, Accuracy,
Compasses, Radar, Position Fixing, Global Positioning System
(GPS), Radios, Inmarsat.
Q
39. To obtain icebreakers assistance, which conditiond ship must be
complied with, and particular attention shall be paid?
A
In order to obtain icebreakers assistance ship must be complied
with, and particular attention shall be paid to the following:
The recommended VHF channel shall be constantly monitored.
Instructions are given to assisting vessels via VHF on dedicated
assistance channel.

A
In order to obtain icebreakers assistance ship must be complied
with, and particular attention shall be paid to the following:
The recommended VHF channel shall be constantly monitored.
Instructions are given to assisting vessels via VHF on dedicated
assistance channel.
The vessel's propulsion machinery shall be ready for rapid
maneuvers at all time.
The icebreaker decides if and when the vessel shall be towed.
If the vessel springs a leak or sustains any other damage that
may affect the vessel's stability to follow the icebreaker or
otherwise to comply with the directives given from the
icebreaker, this must be communicated immediately to the
icebreaker.

A
To be eligible for icebreaker assistance, vessels navigating in
ice-covered waters must be equipped with a powerful
searchlight.
Vessels forming part of a convoy, which has got stuck in the ice,
must keep their searchlights switched off.
In order to avoid collisions, a vessel in convoy shall inform other
vessels without delay on the dedicated assistance channel if it
stops or slows down its speed substantially.
Vessels failing to comply with prescribed restrictions and traffic
directions or orders given from icebreakers will be refused
assistance.
The master of the icebreaker is then entitled to refuse
assistance of the vessel until assistance is possible without
towing.

Q
40. Cold Weather Percautions before vessel leaving last port of call
before proceeding towards ice covered areas:
A
Q
41. Cold Weather Percautions when vessel approaching Ice
conditions:
A
Q
42. Special attention must be conducted by engine staff for the
preparation of the ship engine:

Q
43. Cold Weather Precautions while navigation in ice covered water:
A
Q
44. Cold Weather Precautions in port with cold weather:
Cold Weather Percautions when vessel approaching
conditions:
A
Q
45. What is icing and list effects of icing on trim and stability?
A
Ice

Q&A
THANK YOU
HAVE A SAFE AND SUCCESSFUL
VOYAGE!!!

Ice Nacigation

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Ice Navigation Course

ICE NAVIGATION COURSE

ICE NAVIGATION COURSE

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

This course has been designed to meet the

Ice Navigation Course

Ice Navigation Course

12. Icebreaker Operations

TOTAL (LECTURE AND EXERCISES)

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Arctic Ocean (Siberian Sea),

Ice Navigation Course

Ice Navigation Course

Based on actual voyage performed

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Any form of ice found at sea which has originated

Ice formed on a lake,

Ice formed on a river,

Ice of Land Origin: Ice formed on land or in an ice shelf, found

Ice Navigation Course

Snow which is saturated and mixed with water on

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Old Ice - Multi-year Ice

Ice Navigation Course

New Lake Ice: Recently formed ice less than 5 cm thick.

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course

The ratio expressed in tenths describing the

Ice Navigation Course

Ice Navigation Course

The demarcation at any given time between

The limit at any given time between ice of

Ice Navigation Course

Ice Navigation Course

Ice Navigation Course