Ice Navigation

COLD WEATHER /
ICING PRECAUTIONS
The Master is to ensure his vessel is
adequately prepared when sub zero
temperatures are anticipated. He is to
make best endeavours to inform all
personnel prior to encountering cold
weather conditions. Departmental
heads are to implement specific cold
weather precautions relevant to their
areas of responsibility.

 The scope of preparations will depend

upon the type of vessel and the severity
of the ambient conditions to be
expected.
It should be noted that the air
temperature alone is not an indication
for icing, the effects of the wind must
also be considered.

Need
Needfor
forDEICING?
DEICE?

The following is a list of items

to consider but is not meant to
be all inclusive and personnel
should review their own vessel
carefully and take appropriate
measures:

 1. Personnel should be provided with

adequate winter clothing for work in sub zero
temperatures.
2. Exposed piping carrying fresh or sea water
must be drained. If the fire line has to be kept
pressurized then freezing should be prevented
by a continuous bleeding overboard from a
hydrant at each end of the line. Include also
Bridge window washing system.
3. Steam lines if not in use must be drained.
Steam winches when steam deck machinery is
required, should be rotated slowly
continuously to avoid damage.

 4. Radiators for engines which may be exposed

should be protected with antifreeze. Any preheating
arrangements should be checked for operational
status.
5. All scuppers should be clear and dry. Similarly any
cargo hatch cover drain channels should be clear and
dry.
6. Vessels heating systems must be checked and
prepared for use.
7. Consideration must be given to ballast water
freezing. If taking ballast water in sub zero conditions
care must be taken that any surface ice on the ballast
water does not block ventilation pipes. Ballast tanks
should not normally be filled to more than 90% of their
capacity. Any ballast tank heating system provided is
to be used.

 8. On tankers, where relevant inert gas system

deck water seals and hydraulic breakers must
be protected with antifreeze and/or heating coils
used.
9.On tankers when carrying out cargo operations
in sub zero temperatures the operation of P/V
valves must be verified to ensure they are not
stuck by ice. This should be done at least twice
per day.
10. Deck air systems must be drained of water.
11. Bilge wells must be dry.
12. If appropriate make use of the "Navigation in
Ice Checklist" in your Company Safe Navigation
Manual.

 13. Lifeboat water tank levels should be

reduced. Lifeboat water-cooling systems must
be treated with anti freeze. Low temperature
diesel oil should be used for the lifeboat
engines. Lifeboat engine preheating systems
should be checked for operational status. When
ordering diesel oil the pour point should be
checked.
14. Deck bunker lines (including those in duct
keels or pipe tunnels) should be drained and
clear to enable bunkers to be taken or
transferred. Note bunker sounding may be
unreliable due to high viscosity in cold weather
conditions. Bunkering rates should be reduced
accordingly. Bunker tank vents may be required
to be steamed to keep them clear.

 15. Deck hydraulic systems should normally be

kept running unless specifically designed for
cold weather operation.
16. Derricks and cranes should where possible
be periodically moved, particularly if required
for cargo operations.
17. Wire rigging should be regreased and
winter grade lubricants put in all deck and other
vulnerable machinery.
18. Mooring ropes should be kept dry and
stored under cover.

 19. Fuel oil storage tank temperatures should

be increased before the onset of cold
weather.
20. Sea chest steam injection lines should be
operational.
21. Engine cooling on internal tank circulating
system to be checked and proven operational
(in the event that sea chests become blocked
with ice).

 22. The ship to be properly trimmed:

zero trim when loaded and aft trim in
ballast condition.
23. ME watch to be arranged for smooth
reversing of the engine.
24. Emergency water pumps,
equipment and materials to be checked
and in stand-by mode.

 25. Communication facilities both internal

and external shall be checked with
extreme care.
26. Ice search light(s) (projector) shall be
ready for use in case of night passage.
28. Towing equipment for icebreaker
operations shall be checked and properly
arranged.

Characteristics of icebreakers

Name of
icebreaker
Length, DWL, L,
m
Breadth DWL, B,
m
Draught, , m

Arctica

Yermak

Fennica

Oden

136.0

130.0

108.0

116

Polar
Star
121

28.0

25.6

26.0

29/25

24.5

11.0

11.0

8.5

7.5

9.0

Power, N, MW

55.2

30.4

20.3

18.0

44.7

Characteristics of large-capacity tankers (2005-2007)

Dead
Vessels
weight
characteristic
DW,
/Company
thous
and tons
Fortum
106
Sovcomflot
100
Sovcomflot
159
Prisco
170
Prisco
108
Prisco
100

Lengt
h L,
m

252
240
274
-

Brea
dth B,
m

44
42
48
-

Draug
Vessels
ht T,
quantity/ice
m
class

14.5
15.0
17.2
-

2/ 1ASuper
2 / 1
4 / 1
2-4/1A
2/1C
3/1A

Manoeuvering Data

Manoeuvering Data

Azipod basics
Traditionally ships have

Engine
(Reduction gear)
Propeller shaft, i.e. shaft line
Propeller
Rudder

Azipod combines motor, rudder and propeller

Simple construction
Good fuel efficiency
Superior maneuvering

The principle of the Azipod

3D model, click here to view

Azipod Principles PPT, click here

Double Acting Ship DAS

Azipod and the "Uikku"
conversion in 1993

Excellent performance
Successful running backwards
when moving ahead was
impossible
Learned a new way of operation
Ridge destruction with the
propeller

Best performance in most

difficult conditions
Ice resistance down to 50 %
Power requirements down to
60 %

Shipping industry is very conservative first

application in service 12 years after innnovation

Ice performance verified in

practical work in the
Primorsk export
shuttle service.
Full scale trials in 2003:
level ice 80 cm at 5,0
kn
broken channels 7-14
knots
ice ridges (4 metres) at
3 knots
maximum ridge
penetration 13 metres
(maximum) found in
the region)

Propeller acts as a big pump to flush the hull

Level ice, frozen channels, rubble fields and ridges:

Propeller eats up the ice rubble and
the propeller flow flushes the hull

Ice ridge,
Thickness 6 7 m

Aker Arctic design for Pechora Sea

Prirazlomnoye; Admiralty yard, Sevmorneftegaz

Aker Arctic
has already
two reference
designs
for Arctic oil
transports

Development work for LUKoil/ConocoPhillips

Another design concept for Naryanmar- neftegaz (LUKoil, ConocoPhillips)
Performance astern verified:
Speed exceeds 2 kn in 1.50 meter ice
Operational performance verified in all possible rubble fields

Sovcomflot contract for three vessels with

Samsung, deliveries 2007-2009

Worlds first marine Arctic Oil Export system

In service December 2007
Final design with twin 2 x 10 MW pod drives, ice class LU6

and new vessels have entered service, like FESCO

SAKHALIN for ExxonMobil

 and Norilskiy Nickel in Kara Sea, March 2006

Delivered after succesful ice trials on April 12th. Capable for yearround independent operation. Ice class LU7.

Ice condition: level ice 1.5 m, 3 knots,

Power: 13 MW
Maximum ice thickness ~ 1.8 m

Four (4) vessels in order at Aker Yards Germany

Norilskiy Nickel

Towards
Trans-polar Containerships
The Norilskiy Nickel
experience has led one step closer
to efficient trans-polar cargo liners
in economy-of-scale sizes.
2 x 17 MW pod drives,
Transit time Alaska-Europe:
11 days (summer),
20 days (winter)

The real potential is in LNG trades with

Arctic DAS carriers

Aker Arctic

Double Acting Arctic LNG

Main Dimensions

Class

Machinery

Loa
340 m
Lpp
324.90 m
Breadth, moulded
50.00 m
Depth
22.90 m
Design draught
12.00 m
Deadweight design
abt. 92,650 t
Scantling draught
12.7 m
Deadweight scantling
abt. 95,800 t
Gross tonnage
abt. 133,000
Cargo capacity
206,000 m3
Speed design draught
19.5 kn
Ice breaking performance @ 5 knots
astern:1.5m / ahead:70cm
Radius of action
abt.13,000 nm

LR+100A1, Liquefied Gas Carrier,

Ship Type 2G (Methane in independent
tanks, Type B, Max. pressure 0.25
kg/cm2, Min. temperature -163C) *IWS,
+LMC, UMS, NAV1, IBS, SCM, LI, Ship
Right (SDA, FDA, CM), ICC, TCM

diesel electric propulsion,

2 x Azipod: Output
2 x 18,000 kW

Deep well pumps tanks

155 m.l.c
10 x 1,600 m3/h
Boil off rate
0.15%
Combined cargo heater/ vaporizer
Inert gas/venting plant
Bow thruster
abt. 2,000 kW

Diesel generator aggregates

dual fuel total
abt. 46,000 kW
Fuel consuption
7.3t/h
Integrated automation system
Voltages for main consumers
11kV/6.6kV, 450/230V, 60Hz
Water/CO2/powder fire fighting system
Accommodation
Crew cabins incl. Pilot
49 pers.

Aker Arctic FPSO Concept

Self-sufficient floaters with

active ice impact reduction
to facilitate for turret mooring

Transportation scenario

NORTH ATLANTIC
No ice
-20C

BALTIC ICE
1m ice
-15C

BARENTS
SEA
1.2m ice
-30C

KARA SEA
2m ice
-40C
Multiyear ice

Icebreaker assistance
For large tankers
traditionally two
icebreakers are
needed
Speed of convoy
depends on slowest
icebreaker
Two 18 MW vessels
are the base case
GUIDING the AFRAMAX TANKER PRIMORYE
with the ICEBREAKERS KRASIN and MAGADAN

Alternative icebreaker designs

VERSION 2 WITH
WIDE REAMER
One icebreaker to make
wide enough channel
Hull form and power to be
optimised
TAIMYR
BEAM wl
VERSION 1 BEAM wl
VERSION 2 BEAM wl

=
=
=

28.0 m
34.0 m
44.0 m

Alternative icebreaker designs

2.

OBLIQUE ICEBREAKER

WIDE VESSEL

Ice breaking capability at 60cm level ice

Normal vessel

10.0
9.0
8.0

Several operational
modes
Minimum size means
minimum cost

SPEED

Speed (knots)

7.0
6.0
5.0
4.0
3.0
2.0
1.0
0.0
20

25

30

35

40

45

50

Width of the broken channel

WIDTH OF BROKEN CHANNEL

55

New thinking in running a vessel

OBLIQUE ICEBREAKER (artists impression)

Multipurpose oil combating icebreakers (oblique)

three functions in one small

size hull
icebreaking by the side
one 40m wide channel,
replaces two traditional
icebreakers
oil combating in heavy ice
conditions (ice cleaning
vibrator)
excellent for escort towing

Another Aker Yards double-acting

icebreaker, tested in Greenland

First of three UT 758 IBPSVs for Sakhalin 2 project

Delivered in April 2006
Built by and licenced to Aker Yards AS, Sviknes, Norway
Two 7,5 MW mechanical azimuthing thrusters

Independent or Icebreaker assisted

with transhipment at Murmansk
18,50

18,00

17,50

4 LK-18 icebreakers
are needed
The independent
operation is still more
feasible

17,00

16,50
Fees
Icebreaker Cost
Tanker cost

16,00

15,50

15,00

14,50

14,00

DAT

Conv.

What size directly

to Rotterdam?
The cost
decreases with
increasing size
With smaller
size the number
of icebreakers
increase

25,00
20,00
15,00

DAT
Conventional

10,00
5,00
0,00

60.000 tdw

90.000 tdw

120.000 tdw

So, what is the best route?

Direct
transportation to
Europe
For other
destinations with
longer open
water leg the
transipment may
be more cost
effective

18,00
16,00
14,00
12,00
10,00

DAT

8,00

Conventional

6,00
4,00
2,00
0,00

Direct

Transhipment

Ice Field Modeling

Channel formation
Concentration
Concentration of
of the
the broken
broken ice
ice in
in the
the channel
channel increases
increases linearly
linearly from
from an
an initial
initial
value
value(specified
(specifiedin
inthe
theproperties)
properties) to
tothe
themaximum
maximum(100%).
(100%).

Thickness
Thickness of
of the
the broken
broken ice
ice in
in the
the channel
channel isis equal
equal to
to the
the thickness
thickness of
of an
an initial
initial
ice
icefield.
field.

Maximum
Maximum
Concentration
Concentration

Initial
Initial
Concentration
Concentration

Ice Field Modeling

Channel formation
Concentration
Concentration of
of the
the broken
broken ice
ice in
in the
the channel
channel is
is visually
visually represented
represented by
by
means
meansof
ofdynamic
dynamictexture
texturechanging.
changing.

Ice Field Modeling

Channel formation
Crosspiece
Crosspiece parameter
parameter specifies
specifies the
the widest
widest ice
ice field
field that
that would
would be
be
broken
brokenbetween
betweentwo
two mowing
mowingicebreakers.
icebreakers.

Thickness
Thickness of
of the
the broken
broken ice
ice in
in the
the channel
channel is
is equal
equal to
to the
the thickness
thickness of
of an
an
initial
initial ice
ice field.
field.

Crosspiece
Crosspiece

Ice Field Modeling

Channel formation
Crosspiece
Crosspiece

is
is visually
visually represented
represented by
by aa polygon
polygon with
with aa specific
specific
photorealistic
photorealistic texture.
texture.

Ice Field Modeling

Channel history
Freezing
Freezing parameter
parameter specifies
specifies the
the time
time (in
(in minutes)
minutes) that
that takes
takes broken
broken ice
ice
to
toget
get maximum
maximumconcentration
concentration(become
(becomesolid)
solid)in
in the
thechannel
channel

Maximum
Maximum
Concentration
Concentration

Initial
Initial
Concentration
Concentration

Ice Field Modeling

Channel history
Compacting
Compacting parameter
parameter specifies
specifies the
the speed
speed (sm./sec.)
(sm./sec.) of
of the
the ice
ice channel
channel
closing
closingfrom
fromits
itsedges.
edges.

Narrowing
NarrowingV
V

Channel history:
complexity of the
modeling approach
Ice
Ice channels
channels could
could be
be made
made
by
by multiple
multiple
models.
models.

Ice
Ice

ice
ice

breaking
breaking

channels
channels can
can have
have any
any
configurations
including
configurations
including
interactions
interactions with
with each
each other
other
and
andself
selfinteractions.
interactions.

Channel history:
complexity of the
modeling approach
Compacting
Compacting

and
and freezing
freezing of
of
the
ice
channels
are
the
ice
channels
are
calculated
correctly
calculated
correctly
regardless
regardless complexity
complexity of
of the
the
channels
channelsconfiguration.
configuration.

Ice Field Modeling

Radar reflection
Detection
Detection Range
Range parameter
parameter specifies
specifies maximum
maximum distance
distance of
of the
the ice
ice field
field
edge
edgedetection
detectionby
bythe
thenavigational
navigationalradar
radar

Hummocks"
Hummocks" sets
sets generic
generic noise
noise that
that could
could be
be produced
produced by
by hummocks
hummocks
reflecting
reflectingon
onthe
theactual
actualice
icefield.
field.

Ship Ice Interaction

Modeling
The
The system
system uses
uses general
general mathematical
mathematical equations
equations of
of interaction
interaction between
between

vessel
vessel hull
hull and
and ice
ice field
field which
which were
were produced
produced by
by the
the state
state Arctic
Arctic and
and
Antarctic
AntarcticResearch
ResearchInstitute
Institute(AARI),
(AARI),Russia.
Russia.

Calculations
Calculations of
of admissible
admissible speed
speed and
and icebreaker
icebreaker escorting
escorting parameters
parameters for
for

the
the navigation
navigation in
in broken
broken ice
ice of
of the
the Crude
Crude Oil
Oil Tanker
Tanker 120750t
120750t are
are done
done in
in
accordance
accordance to
to the
the Ice
Ice Passport
Passport provided
provided by
by the
the Central
Central Marine
Marine Research
Research
And
AndDesign
Design Institute
Institute (CNIIMF),
(CNIIMF), Russia.
Russia.

Safety
Safety of
of navigation
navigation in
in solid
solid and
and broken
broken ice
ice provided
provided by
by hull
hull strength
strength and
and

propulsion/steering
propulsion/steering unit
unit for
for the
the other
other models
models is
is regulated
regulated by
by assigning
assigning of
of
appropriate
ice
category
(ice
class)
from
the
exercise
editor.
appropriate ice category (ice class) from the exercise editor.

.
.
. .
. .

Ship Broken Ice

Interaction
Crude Oil Tanker
Precision of Modeling
The
The

following
following table
table shows
shows comparison
comparison between
between data
data from
from the
the Ice
Ice
Passport
Passportand
andthe
thesimulator
simulatormodel
modelparameters.
parameters.

Ice Thickness, m Ice Compactness, %

Attainable speed, knt

Ice Passport Simulator Model
14,2
14,4
12,3
12,5
9,8
9,9
4,7
4,7

Error, %
1,41
1,63
1,02
0,00

0.3
0.5
0.7
1.0

50
50
50
50

0.3
0.5
0.7
1.0

70
70
70
70

13,7
11,2
7,8
0,8

13,6
11,2
7,9
0,8

-0,73
0,00
1,28
0,00

0.3
0.5
0.7
1.0

90
90
90
90

13,2
10,1
5,7
0,0

13,4
10,3
5,8
0,2

1,52
1,98
1,75

Ship Solid Ice

Interaction
Channel effect
Interaction
Interaction between
between aa ship
ship and
and aa solid
solid ice
ice edge
edge (channel
(channel effect)
effect)
has
has been
been adjusted
adjusted in
in accordance
accordance to
to the
the recommendations
recommendations of
of the
the
experienced
experienced ice
ice navigating
navigating seafarers.
seafarers.

Ship Ice Interaction

Ice Class properties
Safety
Safety of
of ice
ice navigation
navigation provided
provided by
by hull
hull strength
strength and
and propulsion/steering
propulsion/steering

unit
unit for
for the
the other
other models
models is
is regulated
regulated by
by assigning
assigning of
of appropriate
appropriate ice
ice
category
category(ice
(iceclass)
class)from
from the
theexercise
exerciseeditor.
editor.

Illustrations

Making
Making Channel
Channel

Illustrations

Convoy
Convoy

Illustrations

Ice Conditions in the Gulf of

Finland

http://www.fimr.fi/stc/itamerikanta
/attachments/jaakartta.pdf

http://www.pasp.ru/rus/operinfo/ice_bound/
http://www.pasp.ru/images/ice_map.gif

Ice strength at temperature -5 -10

Ice strength (N/cm3 ) in case of

Ice type
compression

bending

shearing

Fresh water

300-360

160-190

80-120

Sea water

200-240

90-120

10-90

Note: for even ice

Russian Icebreakers in the

Gulf of Finland
List of ice breakers operating in the eastern part of the Gulf of Finland
No

Name

Date of buuilding

Dimensions,
L

No. of
screws

Power,
W

Ice Class

Liner Icebreakers
1.

Kapitan Sorokin

1977 Finland

141,25

30,5

8,5

3 FPP

18

LL7

2.

Ermak

1974 Finland

134,84

26,05

11

3 FPP

28,3

LL8

3.

Admiral Makarov

1975 Finland

134,84

26,05

11

3 FPP

28,3

LL8

Port Icebreakers
1.

Mudjug

1982 Finland

111,56

22,2

6,8

2 FPP

7,3

LL6

2.

Ivan Kruzenshtern

1964 Russia

67,7

18,28

6,05

3 FPP

3,94

LL6

3.

Semen Dezhnev

1971Russia

68,5

18,28

6,05

3 FPP

3,94

LL6

4.

Kapitan M/Izmailov

1976 Finland

56,3

16

4,5

2 FPP

2,55

LL6

5.

Kapitan Zarubin

1978 Finland

75,2

16,3

3,5

2 FPP

3,3

LL6

6.

Kapitan Plakhin

1977 Finland

77,6

16,3

3,5

2 FPP

3,3

LL6

7.

Karu

1958 Finland

74,2

17,4

6,4

3 FPP

5,5

LL6

Ice breaker Admiral Makarov

Icebreaker ERMAK

IB Ermak & Makarov

Icebreaker Kapitan Sorokin

Icebreaker Kapitan Nikolaev

Main particulars of ice breakers

Length
Width
Draft
Engine power
Clear canal

Baltic Ice

At the NPC meeting point

Winter navigation in the Eastern part of the Gulf of Finland

Vysotsk /

Primorsk /

Primorsk-satellite view

Port Data

Depth 18,7 m Draft up to 15,5 m

5 tugs (2 5700 hps, 3 3500 hps)
Mooring operations with wind up to 15 m/s
Rate of loading:
3 manifolds - 12 000 m3
4 manifolds - 14 000 m3

Mooring pattern:
2 fore springs + 2 fore lines
2 aft springs + 2 aft lines