ADVICE TO MASTERS PRIOR TO ENTERING ICE

Ice navigation is surrounded by misconceptions because it is unfamiliar to most mariners. Here are the three most
common ones.

A. Failure to distinguish between sea ice and glacial ice.

Sea ice is not the same kind of material that sank the Titanic!

Icebergs are glacial ice - pieces of glacier that have calved into the Arctic Ocean and drifted south. This is fresh water ice
that has been under compression of its own massive weight for centuries or even thousands of years, and as a result is
an extraordinarily hard material.

The sea ice that is found in the Gulf of St. Lawrence in winter is just a few weeks old, has not been under compression,
and because the Gulf is not fresh water, it contains minute columns of salty brine within its structure, making it a much
softer material.

B. The belief that ice can of itself cause structural damage to the vessel.
Ice damage falls into two principal categories: damaged hull between the stem and the shoulder due to excessive speed
in ice, and propeller/rudder damage due to manoeuvring errors while going astern. Both can be prevented with sound
ice seamanship procedures.
However, abrasion of the paintwork in a band at the waterline is unavoidable when transiting sea ice. If the vessel drafts
change between different legs of the ice passage, there will be more than one band.

C. The belief that without an ice class it is an extraordinary risk for a vessel to enter ice.
Unlike the Baltic, the majority of vessels calling St Lawrence ports during the ice season have no ice class. Purpose-built
vessels are not required provided the standard operating procedures for cold weather and ice navigation are followed.
Difficulties are usually the result of ignoring good practices.

Here is a sampling of the practices that can make all the difference. They are easily understood, but much of it may not
occur to a mariner unaccustomed to the Canadian winter.
1. Topside and wing ballast tanks should be no more than 85% full.

This allows room for expansion in the event of freezing within the ballast tanks. In the absence of expansion space, even
a thin layer of ice forming on the inside of the shell plating can cause structural damage, since water is non-compressible.
A prudent Master will not transit the North Atlantic in winter with slack tanks due to free surface and loss of stability,
but the point here is to drop them to 85% before freezing temperatures are encountered.

Topsides can freeze because extremely cold air temperatures against the hull coupled with high winds (wind chill) cause
the ballast water temperature to drop quickly. Double bottom tanks almost never freeze because the surrounding
seawater is no lower than -1.7C (the freezing point of full seawater, 1.025 relative density), and consequently loss of
thermal mass occurs much more slowly.

2. Exchange ballast in the Gulf Stream.

Exchanging ballast is a requirement; if at all possible, this should be carried out in the Gulf Stream, so that the vessel has
the benefit of warm ballast that is less likely to freeze. The exact position of the Stream varies continuously, but can be
ascertained by monitoring the engine cooling water intake temperature.

3. Review cooling water recirculation arrangements prior to entering ice.

Ice that is still very soft or ice crystals that have yet to consolidate into sheets can cause loss of sea suction by filling the
seabays and plugging the sea strainers. The common practice is to review the ballast water arrangements prior to
entering ice and determine how to recirculate engine cooling water internally. The ability to recirculate is a Transport
Canada winter requirement for vessels proceeding west of Escoumins.

4. To minimize the likelihood of losing suction, a vessel should switch to the lower seawater intakes prior to entering
ice and ballast so as to restrict stern trim.

Excessive stern trim increases the probability of ice sliding under the keel and being aspirated into the seabays. In some
cases where a bulker is in ballast, ballasting in the centre hold may be the best option to ensure propeller submergence
without inducing excessive stern trim that would lead to loss of suction. The main drawback of ballasting in a hold is the
cost associated with the required washdown and drying if the vessel is loading a clean cargo such as grain.

5. Freezing spray may be encountered prior to entering ice.

Freezing spray is a possibility any time the air temperature is less than -2C and headwinds are causing the vessel to
generate spray. Freezing spray will not form over ice-covered waters, since even high winds will not then cause a vessel
to generate spray. The necessary conditions of open water, cold temperatures, and strong headwinds are most likely to
be encountered by inbound vessels prior to the ice edge especially given that the prevailing winds in winter are
northwesterly.

The common practice is to reduce speed to minimize the quantity of spray, bearing in mind that it can accumulate at
the rate of several cm/hour. In extreme cases the vessel will reduce speed to bare steerage or even turn around to
minimize freezing spray build-up. At night the foremast decklights can be used to monitor the rate at which the vessel
is shipping spray onto its foredeck and forward hatches. Freezing spray is extremely costly to remove by shore gang and
can cause long delays while the ship is de-iced. Additionally, if the vessel cannot free its anchors, it will be denied
clearance to transit past Les Escoumins.

Ensure all tank vents are clear of ice prior to de-ballasting or pumping cargo if the vessel has sustained freezing spray. If
the vessel has blocked tank vents, this could result in structural damage.
6. The anchors should not be all the way home in the hawsepipe.

Especially in conditions where the vessel is generating freezing spray, the anchors may freeze in the hawsepipe and fail
to release under their own weight. If the anchors are all the way home, there is then no way to power them down, and
freeing them can be difficult and time-consuming using steam, hot water, etc.

If the anchors have previously been paid out a short amount, powering all the way home with the windlass breaks the
bond between anchor and hawsepipe, and the anchor is then easily released.

The amount that the anchors are paid out should be very small just enough so that the windlass has something to take
up. For most vessels this should be no more than 30cm (1 foot), bearing in mind that too loose an anchor can cause
damage, particularly in vessels with a low freeboard.

7. Exterior fire lines and water pipes in unheated compartments must be drained to prevent freezing.

Self-explanatory.

8. Crew need to be outfitted with protective clothing and footwear suitable for the climate.

If these cannot be procured in the port of origin, arrangements can be made to have the pilot boat transport them when
the Ice Pilot boards the vessel. Not only does improper clothing expose the crew to the risk of injury from the extreme
low temperatures, it should be also be noted that crewmembers suffering from the cold perform very poorly, especially
if they are from a tropical country. They should also be briefed in recognizing the signs of frostbite.

We hope the foregoing has been helpful. The advice provided does not aim at being comprehensive, but simply covers
the most basic points to consider in preparing a vessel for an ice passage. Please do not hesitate to contact us should
you require more information.

Best Regards,

Paul Cordeiro
NWP Marine
Tel: 902-439-0890
Email: ops@nwpmarine.ca