notes on handling ships in ice version 3 pdf

8/17/2019 Notes on Handling Ships in Ice Version 3 PDF

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PUBLISHED BY SEATEC CONSULT bvba

Belgiëlei 92, B-2018 Antwerp, Belgium

[email protected]

tel/fax: +32.3.239 50 33

mob: +32.475.72 68 88

FRONT COVER: Finnish icebreaker “URHO” notch towing in a

consolidated track



The company’s crew manager informed the Master of a vessel trading in the Baltic Sea that the present chief officer would be replaced by a Canadian one.

“Being Canadian, he should have enough ice experience” he assured him.

Upon signing on the new mate, the captain asked him about his ice experience.

“Ice experience?? Captain, I have been staff captain (= chief off) on cruise

vessels in the Caribbean, the only ice I’ve ever seen was in my whisky !!”



DISCLAIMER

NO LIABILITY WHATSOEVER SHALL LIE WITH THE AUTHOR OR

PUBLISHERS AS A RESULT OF RELIANCE ON THE INFORMATION,

ADVICE, SUGGESTIONS OR CONCLUSIONS GIVEN IN THIS

MONOGRAPHE.

THE ADVICE GIVEN IS THIS OF THE AUTHOR ONLY AND IS NOTNECESSARILY TO BE TAKEN AS A STANDARD OR TO BE

INCLUDED IN SHIPPING COMPANIES’ FLEET MANUALS.



ACKNOWLEDGEMENTS

The author would like to express his sincere gratitude to:

Captain O. Saikko (retired, Finncarriers) for initiating undersigned to the trickybusiness of ice seamanship and for passing on his vast and invaluable

experience;

Numerous Finnish, Swedish & Russian pilots for their advice;

Masters & mates of Finnish & Swedish icebreakers for assisting his various

commands, especially when the going was tough;

Captain B. Chaidron (m/v Transbaltica, Ahlers Shipping) for showing him how

to handle his eye’s apple and for letting me share his vast experience on 1A

Super classed Ro-Ro’s;

The owners of all ice-classed ships which they trusted him to command;

Captain Y. Beeckman (Continental Marine Services, Antwerp), for labouring

through and editing my first drafts;

The Finnish and Swedish Maritime Administrations, the Finnish Institute of

Maritime Research, for authorising me to use some of their publications.



I

FOREWORD

Ice seriously effects the speed and manoeuvrability, ergo the commercial results of a

voyage to or fro an ice-bound port of any merchant vessel, regardless their type, size or

class, not to speak of the serious risk of damage to their machinery and hull and the riskof collisions with structures, berths, icebreakers or other vessels.

Some ships, especially the so called powerful “1A Super” class, are designed and built to

operate in heavy ice conditions. The very nature of their design, speed and power has the

perverse effect that when not carefully handled, the risk of collisions in ice, grounding,

sustaining damage due to extreme loads on their mid-bodies in harsh ice conditions, etc.

is very high.

Deficiencies regarding communication, organisation, operational instructions and

routines related to the navigation in ice have been identified as some of the causes of

accidents, damage to hull and machinery and serious commercial loss.

Although one’s own vessel may meet all requirements as to its ice-class, one’s own

performance will be closely watched by the pilots and ice-breaker staffs. Moreover,

reports about this performance are drawn by them and sent to local maritime

administrations, which could decide, based on those reports that a particular vessel is

not suited for winter navigation as it is causing unacceptable delays to other vessels.

Hence the importance of having ice-experience, which, combined with the ice-breaking

capabilities of one’s own vessel, will result in building up “credit” with the ice-breakers

and a good reputation with the administrations, owner and/or charterer.

At one moment in my career at the beginning of a winter, an owner transferred me from a

4.000 dwt 1A, 13 kt vessel to a 21.000 gt, 1A Super, 19 kt Ro-Ro.

All of a sudden, all hell broke loose: from a leisured chugging along on an old lady, a few

days later I had to handle what seemed like an untamed beast.

Luckily for all concerned (and especially the owners), the company decided not to set me

loose without me initially being assisted by a 1AS and ice experienced master. Even so,

most of my present grey hairs appeared during the first month while on this command.

Over the years and after 8 winters in the Baltic, I found out that ice navigation is a vast

subject which covers at least following:

- knowledge of the winter season and knowledge of the micro-climates of the trading

area, e.g. the Baltic Sea or the St. Lawrence;

- the phenomenon of icing;

- ship classification as it applies to ice navigation;

- practical knowledge of ice navigation in narrow channels, fairways and ice bound

ports and their basins;

- navigating alone in ice covered seas;

- assisting other less classed vessels;

- navigating in convoy or under ice-breaker escort;

- manoeuvring in close quarters, overtaking and meeting other vessels, (un)berthing;- ice-breaker characteristics, their manoeuvrability, signals and orders;

- knowledge of the formation, movement and dispersal of ice in a certain area;



II

- precautions regarding prevention of ice-clogging of intakes and cooling systems;

- iceberg infested waters and polar navigation;

Of these items related to ice-navigation I shall address only a few ones, concentrating

specifically on the seamanship of handling powerful ice-classed ships in ice, e.g. Finnish-

Swedish 1AS and 1A class in the Baltic (and St.-Laurence), while briefly referring to theother subjects if need be.

Some remarks or advice given could be applied to any vessel whether or not ice-classed.

Capt. Johan Buysse -

Antwerp, January 2005



III

CONTENTS LIST

FOREWORD.............................................................................................................................I

CONTENTS LIST ................................................................................................................. IIILIST OF ILLUSTRATIONS ................................................................................................. X

PART 1......................................................................................................................................2

VOYAGE PREPARATION.................................................................................................... 2

Introduction .............................................................................................................................. 2

1.1. Hazard and damage identification: ........................................................................ 2

1.2. Means of gathering information ............................................................................. 8

1.2.1. Navtex................................................................................................................9

1.2.2. By (Call-)fax ..................................................................................................... 9

1.2.3. By facsimile....................................................................................................... 9

1.2.4. By internet ...................................................................................................... 101.2.5. Through agents............................................................................................... 10

1.2.6. Through ice-breakers, pilot and coast radio stations ................................ 10

1.2.7. Nautical publications ..................................................................................... 14

1.2.8. Company’s and charterer’s instructions ..................................................... 14

1.2.9. Instructions for merchant vessels by local administrations ....................... 14

1.3. Voyage planning and routeing .............................................................................. 15

1.4. Vessel’s preparedness ............................................................................................ 16

PART 2....................................................................................................................................19

IN ICE AT SEA...................................................................................................................... 20

Introduction ............................................................................................................................ 20

2.1. Look-out and radar................................................................................................ 20

2.2. Entering the ice-edge ............................................................................................. 21

2.3. By daylight..............................................................................................................26

2.4. At night ................................................................................................................... 27

2.5. When beset (stuck) ................................................................................................. 29

2.6. Ramming................................................................................................................. 35

2.7. Breaking out other ships .......................................................................................36

PART 3....................................................................................................................................40

NAVIGATION BY FAIRWAYS AND UNDER PILOTAGE...........................................40Introduction ............................................................................................................................ 40

3.1. Pilots ........................................................................................................................ 40

3.2. Boarding and disembarking of pilots ................................................................... 41

3.3. Close quarters situations .......................................................................................44

Overtaking in a straight and narrow track: ..................................................... 44

Meeting in a track: ........................................................................................... 46

3.4. Which track to choose ........................................................................................... 49

3.5. Using tracks along charted fairways .................................................................... 50

Engaging a bend:.............................................................................................. 50

Following a track in reduced visibility: ........................................................... 52

Following a track in reduced visibility: ........................................................... 543.6. Ice bridges...............................................................................................................55

3.7. Lights and shapes ................................................................................................... 55



IV

PART 4....................................................................................................................................58

ICE-BREAKER ASSISTANCE ........................................................................................... 58

Introduction ............................................................................................................................ 58

4.1. Communications - Signals..................................................................................... 58

4.2. Breaking out ........................................................................................................... 604.2.1. Sternboard mode........................................................................................... 60

4.2.2. Forward mode ............................................................................................... 60

4.2.2. Quarter pass .................................................................................................. 61

4.3. Following ice-breaker (pre-break escort) ............................................................ 65

4.4. In convoy ................................................................................................................68

4.5. Under tow………………………………………………… ..…………………… 70

PART 5....................................................................................................................................76

BERTHING & (UN)MOORING.......................................................................................... 76

Introduction ............................................................................................................................ 76

5.1. Approaching the berth .......................................................................................... 765.2. Mooring bow in first .............................................................................................. 78

5.3. Mooring stern in first............................................................................................. 86

5.4. River berths ............................................................................................................ 86

5.5. Alongside in port .................................................................................................... 88

5.6. Unmooring/casting off ........................................................................................... 88

ADDENDI............................................................................................................................... 92

ADDENDUM A .................................................................................................................. 94

Finnish Icebreaking Service.............................................................................................. 94

ADDENDUM B ................................................................................................................110

Ice-breakers particulars .................................................................................................. 110

ADDENDUM C ................................................................................................................114

FINNISH-SWEDISH ICE CLASS EQUIVALENTS................................................... 114

ADDENDUM D ................................................................................................................122

FINNISH-SWEDISH ICE CLASS RULES ..................................................................122

ADDENDUM E ................................................................................................................152

SEA ICE NOMENCLATURE........................................................................................152

ADDENDUM F………………………………………………………………………… 165

DANISH ICE BREAKER DUES…………………………………………………… 165

REFERENCES..................................................................................................................... 167

INDEX...................................................................................................................................169



V

LIST OF ILLUSTRATIONS (source: author, unless stated otherwise in text)

PLATE 1A: NAVTEX GALE & ICING WARNING REPORT 1

PLATE 1B: NAVTEX ICE BREAKING SERVICE REPORT 1

PLATE 1C: NAVTEX ICE REPORT 1

PLATE 2: ICING 4

PLATE 3: TYPICAL (MINOR) ICE DAMAGE 6

PLATE 4: BY CALL-FAX OR INTERNET: ICE CHART BALTIC SEA (GERMAN ICE MAP) 7

PLATE 5: GERMAN ICE MAP XE "ICE MAP: GERMAN" , COLOURED 8

PLATE 6: SWEDISH ICE-CHART 11

PLATE 7: FINNISH ICE-CHART (COLOURED) 12

PLATE 8: CANADIAN 30-DAY ICE FORECAST 13

PLATE 9: SATELLITE PICTURE BALTIC SEA 18

PLATE 9B: SWEDISH ICE-CHART 19

PLATE 10: APPROACHING THE ICE LIMIT, DOWNWIND 22

PLATE 11: ENCOUNTERING FIRST ICE, DOWNWIND 22

PLATE 12: SKIRTING ALONG THE ICE EDGE 23

PLATE 13: RADAR PICTURE OF ABOVE 23

PLATE 14: SHORE LEAD ON ICE CHART 24

PLATE 15: ALTERNATIVE TRACK BETWEEN FLOES 24

PLATE 16: LEAD AND FRACTURE 25

PLATE 17: TRACK MADE BY POWERFUL VESSEL (I.C. ICE-BREAKER) 26

PLATE 18: RADAR PICTURE OF RIDGED ICE FIELD 27

PLATE 19: RADAR PICTURE OF OPEN WATER OR LEAD BETWEEN ICE FIELDS 28

PLATE 20: BESET IN CONSOLIDATED ICE 32

PLATE 21: BESET 32

PLATE 22: GETTING UNSTUCK 33

PLATE 23: GETTING UNSTUCK BY TRANSFERRING WEIGHTS 34

PLATE 24: RAMMING SMALL RIDGE 35

PLATE 25: BREAKING OUT 37

PLATE 26: BREAKING OUT, BESET VESSEL IN FROZEN CONSOLIDATED TRACK 38



VI

PLATE 27: SWEDISH AND FINNISH PILOT BOAT 40PLATE 28: HYDROCOPTER 40

PLATE 29: BOARDING OF PILOT IN ICE TRACK 43

PLATE 30: IB URHO IN CONSOLIDATED ICE, "CHERRY-PICKER" ON BOW 44

PLATE 31: MEETING OR OVERTAKING IN NARROW TRACK 46

PLATE 32: MEETING IN A WIDE TRACK 48

PLATE 33: WIDE TRACK IN 15-30 CM ICE 48

PLATE 34: MEETING IN TRACK 49

PLATE 35: RADAR PICTURE WHEN FOLLOWING STRAIGHT TRACK 52

PLATE 36: ENGAGING A SHARP BEND 53

PLATE 37: RADAR PICTURE WHEN APPROACHING A BEND 54

PLATE 38: ENGAGING A BEND IN POOR VISIBILITY 55

PLATE 39: ICE BRIDGE 57

PLATE 40: M:S GEUULBORG AFTER COLLISION IN ICE 58

PLATE 41: HEAD TO TAIL COLLISION IN ICE TRACK 58

PLATE 42: STERNBOARD MODE 60

PLATE 43: SWEDISH IB ATLE GOING ASTERN AND PASSING CLOSE TO OWN (BESET) VESSEL 60

PLATE 44: FOLLOWING CLOSE ICEBREAKER 62

PLATE 45: QUARTER PASS 62

PLATE 46: FORWARD MODE 63

PLATE 47: “SISU” HEADING TO OWN VESSEL’S BOW, FORWARD MODE 64

PLATE 48: BREAKING OUT - VARIANT OF STERNBOARD MODE 65

PLATE 49: FOLLOWING ICE-BREAKER “KONTIO” AT 15 METER 68

PLATE 50: ICE-BREAKER CLOSING IN 69

PLATE 51: IN CONVOY 69

PLATE 52: SMALL INDENTS IN BOW SECTION DUE TO NOTCH-TOWING BY ICE-BREAKERS 72

PLATE 53: “URHO” NOTCH TOWING 74

PLATE 54: UNDER TOW 74

PLATE 55: MOORING BOW IN FIRST 79

PLATE 56: MOORING BOW FIRST, WELL FENDERED BERTH 80

PLATE 57: MOORING BOW FIRST, DOUBLE SPRING MOST ICE REMOVED 81



VII

PLATE 58: MOORING BOW FIRST IN, POOR FENDERED QUAY 83

PLATE 59: USE OF HARBOUR TUG 84

PLATE 60: HARBOUR TUG ASSISTING IN REMOVING ICE 85

PLATE 61: MOORING STERN FIRST IN 87

PLATE 62: CASTING OFF 90

PLATE 63: GETTING UNDERWAY, ICE PRESSURE, NO OBSTRUCTIONS AHEAD 91

PLATE 64: ICE-BREAKER “SAMPO” IN FROST SMOKE 92

PLATE 65: EXAMPLE OF A FINNISH ICE CLASS CERTIFICATE 121

PLATE 66: M/S TRANSBALTICA, CLASSED 1A SUPER 151

PLATE 67: FIRST ICE FORMATION, STRIPS OF GREASE ICE AND SLUSH 152

PLATE 68: SHUGA WITH BRASH ICE AND ICE CAKES 152

PLATE 69: BOUNDARY OF NILAS (< 10 CM) AND GREY ICE (THICKNESS 10-15 CM) WITH RAFTING152

PLATE 70: BROKEN AND PARTLY RAFTED GREY ICE (10-15 CM) WITH SHIP TRACK 152

PLATE 71: RIDGED ICE WITH SMALL FLOES OF LEVEL GREY-WHITE ICE (15-30 CM) 153

PLATE 72: RIDGED ICE WITH SMALL FLOES OF LEVEL GREY-WHITE ICE (15-30 CM) : 153

PLATE 73: RIDGE IN LEVEL GREY-WHITE ICE (15-30 CM) 153

PLATE 74: FLOES 153

PLATE 75: PANCAKE ICE 154

PLATE 76: OPEN ICE 154

PLATE 77: OPEN ICE, SMALL FLOE OF 30 CM THICK 154

PLATE 78: VERY CLOSE ICE , SNOW COVERED 154



VOYAGE PREPARATION

1

Plate 1a Plate 1b Plate 1c

Navtex gale & icing warning Navtex ice breaking service Navtex ice Report Report Report



VOYAGE PREPARATION

2

PART 1

VOYAGE PREPARATION

Introduction

High ice-classed ships, handled by an experienced staff, are perfectly able to

operate successfully in ice-covered waters.

Even so, for the mariner, preparing a passage plan, it would be reckless for him to

rely solely on the icebreaking capabilities of his vessel and on scanty or not updated

information regarding the ice situation about to be encountered. Safety and the

economics of transportation, e.g. the total passage time and total bunkers

consumption, will especially apply when planning a voyage to or between ice-

bound ports.

Moreover, it is of utmost importance to keep freedom of manoeuvre when passingthrough the ice, as once one’s ship is beset, it will drift towards wherever the ice

sets.

Hence the importance of gathering all possible updated information about the

weather and ice situation to be encountered and the position of all icebreakers

posted along one’s route.

1.1.

Hazard and damage identification:

When heading for ice-bound waters, one can expect following hazards:

List of key words, initiating events, problems or deviations related to winter

navigation hazards

(source: 4th Meeting of the Ice Expert Working Group, Helsinki Commission,18 November 2003)

Ice

=> Difficulties in keeping the ship moving, speed loss, unexpected loss of

speed

=> Difficulties in manoeuvring, unexpected motions of the ship,unexpected restrictions of movements

=> Deviations from the originally planned route

=> Ice impacts due to ship speed & ship motion

=> Noise & vibrations increase

=> Increased time needed for voyage, taking pilot, berthing

=> Increased time and restrictions to rescue units arrival on accident site

=> Difficulties in finding objects or substances (oil) that are below ice

cover or under ice floe(s)

=> Difficulties to find shoreline from radar based information

=> Abrasive effects on ship hull painting => increased rate of rusting



VOYAGE PREPARATION

3

Drifting ice

=> Damage or other effects (e.g. change of location) to the aids to

navigation

=> Compressive ice: ice loads due to ice movement & pressure

=> Ship stuck in ice (see plates 8 & 9)/ Ship movement with ice=> Anchoring not possible due to

=> Movement of newly broken channel / old channel from its original

location

=> Ice accumulation on the side of the ship, on the deck

Ice blocks, ice floes

=> Extra echoes on radar screen

=> Ice blocks below the ship bottom

=> Echo depth sounder may not work properly

=> Ice block jammed in front of the propeller or between hull appendages=> Ice in the sea-water intake for machinery cooling system, fire main

=> Ice in the transverse thruster tunnel

=> Ice loads on the propeller

=> Ice loads on the rudder and other appendages

=> Stones from sea bottom sticking fast to ice blocks in shallow water

Snow

=> Difficulties with visual observations

=> Difficulties with radar based information

=> Makes the channel more heavy to navigate

Low temperature

=> All effects of low temperature (e.g. => -35°C in the Gulf of Finland)

=> All effects of temperature changes and temperature differences

=> Effects on materials: thermal strains, brittleness, thermal expansion

=> Effects on oil viscosity: effects on fuel oil, hydraulic oil, lubricating oil=> Moisture condensing and/or freezing on cold surfaces

=> Freezing of cargo, deck equipment etc.

=> Difficulties with battery operated devices=> Hypothermia

Spray ice, icing (see plate 2):

=> Difficulties with visual observations (frozen windows on bridge)

=> Weight increase in the upper structures, draught increase, loss of

freeboard

=> Deteriorating of ship stability, listing

=> Ice on outer decks and other surfaces, clogged deck drainage pipes, ice

on deck equipment, frozen life saving equipment (lifeboats, davits etc.)



VOYAGE PREPARATION

4

Plate 2: icing Light to moderate icing on f’csle and hatch-coamings

Result of moderate icing on f’csle, crew clearing ice

Heavy icing on deck cargo, vessel at anchor in sheltered waters, awaiting better conditions



VOYAGE PREPARATION

5

Others

=> darkness

=> sea or frost smoke from broken channel and other areas of open water

=> occupational safety matters onboard: equipment & effects on crew

members

These hazards could result in following damage:

- dents and fractures due to ship-ice contact (see plate 3)

- ship collisions in ice (see plates 40, 41 & 52)

- grounding events due to difficult ice conditions

- ships in bad condition or inadequate ice strengthening

- propeller damages (see plate 3)

- rudder damages (see plate 3)

- surface damages (painting), (see plate 3 & 52)

- main engine or other machinery malfunction

Risk assessment for hull ice damage:

Ship gets stuck/beset

and ice starts pressing

on its sides

Moderate speed and

sudden heavy impacts

with large floes/track or

channel’s side/ice edge

Due to difficult ice conditionsit takes time for ice-breaker to

break out ship while ice

presses on hull

High stresses and

possible hull’s

structural failure

Ship assisted by ice-breaker in

ice covered sea

Ship sailing alone incompressive ice field

Ship assisted by ice-breaker in

compressive ice field

Ship sailing alone in various

ice conditions



VOYAGE PREPARATION

6

Therefore:

RULE

ALWAYS RESPECT THE POWER OF ICE IN ALL ITS

APPEARANCES !!!

HEADING OVERCONFIDENTLY INTO ICE EQUALS

HEADING FOR TROUBLE !

Plate 3: typical (minor) ice damage (in casu a 6.000 t dwt, 1a class vessel, after 2

winters in the Baltic)

Bilge keels partly torn off

Indents in leading edge of rudder blade

Propeller tip bent Indents in shell plating and surface paint damage



VOYAGE PREPARATION

7

Plate 4: by call-fax or internet: ice chart Baltic sea (German ice map) (source: BSH, Germany)



VOYAGE PREPARATION

9

1.2.

Means of gathering information

1.2.1. Navtex

Navtex stations in northern and arctic waters broadcast ice reports, stating the

position, thickness and type of ice. Therefore, check whether they are

programmed in the Navtex’s stations list. Check if the ice-report option is

activated.

Gale and icing warnings are transmitted separately as well as the latest ice-

breaking service and ice-class restrictions reports.

Ref: admiralty list of radio signals

(see plates 1a, 1b, 1c)

1.2.2. By (call-)fax

Various organisations offer the possibility of automatic send-out (or in

combination) with a call-fax-service to vessels by fax, on a daily basis,

updated ice charts, providing the ship owner has an agreement with those

organisations and that the vessel has an Inmarsat link or is in reach of a

mobile telephone network.

As an example (see also plates 4, 5, 6, 8, 9b):

Icemap by the Finnish, Swedish and German ice service

o Http://www.bsh.de/de/index.jsp

o Http://www2.fimr.fi/en.html/

o Http://www.smhi.se/

The Finnish ice service of the Finnish institute of marine research

Tel + 358.9.6857659

o Http://www.ice.fmi.fi

1.2.3.

By facsimile

At times the print-out is of poor quality due to tenature of its transmission (by

short wave) but sometimes it turns out to be the only alternative if no fax

reception or internet link possible and/or when out of Navtex range.

.

See the proper volume of the admiralty list of radio signals



VOYAGE PREPARATION

10

1.2.4. By internet

The most recent means of gathering information, it offers countless

possibilities as to get the latest information and this in various languages. We

advice the ship owners to study on this medium which link would offer the

best suited information to their vessels.

For instance, use “Google” as search engine, with references as “ice charts”,

and a whole new world opens.

Some suggestions:

Http://www.bsh.de/de/meeresdaten/beobachtungen/eis (see plate 4, 5, 9)

Http://www2.fimr.fi/en.html

Http://www.ice-glaces.ec.gc.ca (for Canadian waters, see also plate 8)

Http://www.vtt.fi/tte/projects/icemap

1.2.5. Through agents

When for one reason or another, information regarding the ice situation can

only be obtained by Navtex, masters should request their agents (e.g. When

passing the Kiel canal) to provide them with the latest ice chart available to

them prior to departure.

1.2.6. Through ice-breakers, pilot and coast radio stations

Upon approaching ice bound waters, the vessel should as soon as possible

contact the nearest icebreaker, VTS or pilot station by vhf or mobile/satellite

phone and ask for the latest update regarding the ice situation.

Some icebreakers regularly carry out visual reconnaissance by their ship-

based helicopter. They know, by the very nature of their work, where the

difficult spots are and therefore will give some ice waypoints * along thecalling vessel’s route towards its destination.

If no icebreakers can be raised, try to obtain info regarding ice, icebreakers

assigned to the destination port and/or waypoints through the local VTS

or/pilot station. Bear in mind that, especially during strong winters, some pilot

stations could be closed and vessels are diverted to other pilot stations.

Ice reports are also being transmitted by local coast radio stations (see

A.L.R.S.) on VHF and MF frequencies.

* ice waypoint: a waypoint given by a VTS, pilot station or ice-breaker, to where all in and outward bound

traffic is directed. One should have good reasons as not to use these waypoints as in most cases, ice-breakerswill not assist vessels which deliberately ignore their instructions.



VOYAGE PREPARATION

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Plate 6: Swedish ice-chart(source: SMA, Sweden)



VOYAGE PREPARATION

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Plate 8: Canadian 30-day ice forecast

FECN01 CWIS 172100THIRTY DAY FORECAST FOR THE GULF OF ST LAWRENCE FOR MID-MARCH TO MID-APRIL ISSUED BY ENVIRONMENT CANADA FROM CANADIAN ICE SERVICE IN OTTAWA ON 17 MARCH2004.

TEMPERATURES WERE ABOVE NORMAL OVER THE REGION FOR THE FIRST 2 WEEKS IN MARCH.THE ICE EXTENT IS NEAR NORMAL IN THE WESTERN PORTION OF THE GULF. BREAK UPCONDITIONS IN THE REST OF THE GULF ARE ABOUT 2 TO 3 WEEKS AHEAD OF NORMAL EXCEPT FOR A BAND OF FIRST YEAR ICE EXTENDING FROM CABOT STRAIT SOUTHWESTWARDTO SOUTH OF CHEDABUCTO BAY.

FORECAST ICE CONDITIONS FROM MARCH 17TH TO MARCH 31ST.

A SERIES OF LOW PRESSURE SYSTEMS WILL MOVE ACROSS THE GULF OF ST LAWRENCE DURING THE SECOND HALF OF MARCH AND TEMPERATURES WILL BE SLIGHTLY ABOVE NORMAL. THE ICE IN THE ST. LAWRENCE RIVER, THE ESTUARY AND IN DETROIT D'HONGUEDO WILL GRADUALLY MELT DURING THE NEXT WEEK AND THOSE AREAS WILL BECOME OPEN WATER DURING THE LAST WEEK OF MARCH. OPEN WATER WILL ALSO DEVELOP IN CHALEUR BAY BY THE END OF THE MONTH EXCEPT FOR A NARROW BAND OF FIRST YEARPERSISTING ALONG THE SOUTH SHORE. A GENERAL DECREASE IN ICE EXTENT CAN BE EXPECTED IN NORTHUMBERLAND STRAIT DURING THE NEXT 2 WEEKS WITH OCCASIONAL

ONSHORE ICE PRESSURE DEVELOPING WITH STORM PASSAGES. AREAS OF FIRST YEAR ICEWILL PERSIST IN THE SOUTHWESTERN SECTION OF THE GULF OF ST LAWRENCE AND ALONGTHE NORTHWESTERN COAST OF CAPE BRETON BUT THE EXTENT WILL SIGNIFICANTLY DIMINISH DURING THE PERIOD. MUCH OF THE ICE NORTH AND WEST OF ISLES DE LA MADELEINE WILL BE DESTROYED OR DRIFT AWAY EARLY IN THE PERIOD. ICE WILLCONTINUE TO ROUND CAPE NORTH DURING THE PERIOD AND MOVE INTO THE WESTERNSECTION OF CABOT STRAIT. THE BAND OF ICE CURRENTLY SOUTH OF CAPE BRETON IS EXPECTED TO BE PUSHED INTO WARMER WATERS BY STRONG WINDS AND MELT RAPIDLY OVERTHE NEXT FEW DAYS. HOWEVER DUE TO PERIODS OF EASTERLY WINDS, ICE FROM CABOTSTRAIT WILL, AT TIMES, MOVE BACK ALONG THE SOUTH COAST OF CAPE BRETON AS FARWEST AS CHEDABUCTO BAY. AS WELL OCCASIONAL ICE PRESSURE MAY DEVELOP ALONG THE EASTERN COAST OF CAPE BRETON DUE TO ONSHORE WINDS. THE ICE EDGE OVER THE NORTHEAST SECTION OF THE GULF WILL GRADUALLY RETREAT NORTHEASTWARD AND WILL LIE NEAR 50N AT THE END OF THE MONTH. AS WELL WE CAN EXPECT A GRADUAL DECREASE IN ICE EXTENT OVER THAT AREA. THICK AND MEDIUM FIRST YEAR ICE WILL CONTINUE TO MOVE FROM THE SOUTHERN LABRADOR COAST INTO BELLE ISLE STRAIT. A TRACE OF OLD

ICE WILL REACH THE STRAIGHT OF BELLE ISLE DURING THE LAST WEEK OF THE MONTH.

FORECAST ICE CONDITIONS FROM APRIL 01ST TO APRIL 15TH.TEMPERATURES WILL BE SLIGHTLY ABOVE NORMAL FOR THE FIRST HALF OF APRIL. NORTHUMBERLAND STRAIT AND CHALEUR BAY WILL BECOME OPEN WATER DURING THE SECONDWEEK OF APRIL EXCEPT FOR FAST ICE PERSISTING IN SOUTHEASTERN CHALEUR BAY. FAST ICE WILL PERSIST IN MIRAMICHI BAY BUT WILL START TO BREAK UP LATE IN THEPERIOD. PATCHES OF ROTTEN THICK FIRST YEAR ICE WILL PERSIST ALONG THE NORTHWEST AND EAST COASTS OF CAPE BRETON. OPEN DRIFT TO CLOSE PACK CONDITIONSWILL PERSIST IN THE NORTHEAST ARM AND IN BELLE ISLE STRAIT AS THICK AND MEDIUM FIRST YEAR WITH A TRACE OF OLD ICE KEEP MOVING SOUTHWESTWARD FROM THESOUTHERN LABRADOR COAST BUT SOME AREAS OF OPEN WATER WILL DEVELOP AND EXPANDSPECIALLY DURING THE SECOND WEEK OF THE PERIOD. THE FAST ICE ALONG THE NORTHERN SHORE OF THE NORTHEAST ARM WILL PERSIST THROUGHOUT THE PERIOD.OTHERWISE OPEN WATER TO ICE FREE CONDITIONS WILL PREVAIL.

THE NEXT 30 DAY FORECAST WILL BE ISSUED ON 05 APRIL 2004. END



VOYAGE PREPARATION

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1.2.7. Nautical publications

As to navigation in ice, mariners should at least familiarize themselves with the

information given in following nautical publications (list not limited):

- T HE MARINER‘S HANDBOOK , NP 100, SEVENTH EDITION

- B ALTIC PILOT , VOLUME III , NP 20, NINTH EDITION

- I NTERNATIONAL CODE OF SIGNALS AMENDED EDITION 1987

1.2.8. Company’s and charterer’s instructions

Look for any specific operational instructions and routines from ship owner in

circular letters, the ism’s fleet manual, etc. And any advice given by charterers.

1.2.9. Instructions for merchant vessels by local administrations

One should have on board the instructions for ice navigation and ice-breaking

services issued by local maritime administrations. These are usually published in

the form of brochures. They can be obtained through owners, agents or on the

internet on following sites (see also addendum a for an example):

Common website of the national ice services of the Baltic sea (established by

the Baltic sea ice services):

Www.bsis-ice.de

Icebreaking services :

Denmark : http://www.sok.dk/info/info.htm

Estonia: http://www.vta.ee/atp/index.html?Id=664

Finland : http://www.fma.fi/e/functions/icebreaking

Germany : http://www.wsa-ki.wsd-nord.de

Poland : mail [email protected]

Sweden: http://www.sjofartsverket.se



VOYAGE PREPARATION

15

Ice services:

Canada: http://ice-glaces.ec.gc.ca./app/wsvpagedsp.cfm?Id=1&lang=eng

Denmark: http://www.sok.dk/info/info.htm

Finland: http://www2.fimr.fi/en/palvelut/jaapalvelu.html

Germany: http://www.bsh.de/de/meeresdaten/beobachtungen/eis/index.jsp

http://www.bsh.de/en/marine%20data/observations/ice/index.jsp

Netherlands: http://www.infocentrum-binnenwateren.nl

Norway: http://www.kystverket.no

1.3.

Voyage planning and routeing

Using all obtained ice info and weather forecasts, one has to choose a track were the least

of ice or ice-pressure can be expected. The waypoints given by the ice-breakers, vts or

pilot stations are very helpful but still, as these points are usually about 20 to 60 miles

from the pilot station at the destination port, one has to head for them by using all latest

information as during some periods, namely at the beginning and end of the winter

season, the ice situation could change in a matter of hours.

If strong winds are blowing or have been forecasted, one should use the old sailing ships’

rule of choosing a windward track which allows for a safety margin in case of driftingtowards shallow waters when own vessel gets beset in the ice.

From open water to the ice waypoints (from ice-breakers), lay out a track, using as long

as possible any open water, areas with low ice concentrations , big leads (see plate 16) or

shore leads (from latest ice charts, see plate 14), then once reached the ice limits, plot a

route through new or thin level ice or very open or open ice etc. Trying to avoid as long

as possible any consolidated, rafted or ridged ice areas (see plate 15).

Especially for overpowered ships: do not rely solely on one’s vessel ice-breaking

capabilities as one can get in too heavy ice conditions, resulting in loads on the midship’s

sections for which one’s vessel is not designed. Odd as it may seem, a vessel should haveonly enough power to operate in ice for which the ship’s structures have been designed.

As to the matter of choosing a point of entry into the ice and the course set out thereafter,

one should take into consideration the forecasted wind force and direction, and set and

drift of the prevailing currents.

Note that during ice periods, especially when vast areas are covered by ice, local

maritime administrations may remove the traffic separation zones for a certain time.

For instance, the Gulf of Finland maritime district will communicate this decision

through the notices to mariners and as a navigational warning via Turku radio.



VOYAGE PREPARATION

16

Once near the ice edge, one has to review all information, including any updates from

icebreakers or other outbound vessels and if necessary adjust the voyage plan.

During winter or when sailing in ice, do not rely on the sighting of buoys, as many of

them are removed or replaced by winter spars for the winter season, could be adrift in ice

or are pressed under the ice.

It goes without saying that the final chosen route will also largely depend on own vessel’s

draught, ice-breaking capabilities and ship’s staff ice experience.

RULE

DO NOT ENTER ICE IF ANY LONGER BUT

EASIER GOING ROUTE IS AVAILABLE

1.4.

Vessel’s preparedness

The class and administration rules are primarily dealing with the vessel’s capability to

advance in ice. When winter conditions are expected, the ship’s staff should take in time

some precautions as to safety and operation, to avoid damage to hull and machinery and

to minimise the risk of commercial losses in port. Specific instructions, stated in the fleet

manual or the ship’s specific manual should be adhered to. Following list (not limited to)

applies to any vessel:

- Carry out all items on checklists regarding winter/freezing/icing;

- Trim, draught and stability permitting: drain all useless water ballast (WB)

in side, wing or top tanks. Avoid topping off WB tanks and keep them

slack;

- Prior to winter season: check WB heating systems (e.g. Heating coils) in

all tanks;

- Check bunker status of IFO/HFO and especially DO or MDO as

consumption can increase substantially when trying to get free after

being beset, waiting for free berth, manoeuvring or waiting for

icebreaker;- Check rudder angle indicators: midships position should be exactly

zero when zero on rudder stock in steering gear room;

- Check if draughts are in accordance with the ice class. Adjust

draught/trim as to be within limits of the “ice belt” *;- For none ice class vessels: ballast/trim vessel as to have maximum

rudder/propeller and sea-chests immersion;

- All radars should be in optimal condition;

* ice belt: the area over which the shell plating is required to be reinforced for navigation in ice (as per

class rules and administrations e.g. Finnish-Swedish ice class rules 1985, with amendments dated October2002). See also addendum d: Finnish-Swedish ice class rules and example of Finnish ice class certificate in

addendum c.



VOYAGE PREPARATION

17

- Check if searchlight(s) is working and if enough spare bulbs are available;

- Check N.U.C. lights;

- Check bridge window heating;

- Protect windlasses, mooring ropes, runner drums from cranes and any

other critical deck equipment in order to minimise the effects fromicing;

- After having experienced icing, check, prior any ballast or bunker

operation, that de-aerators are free from ice;

- Drain all deck lines from water;

- Start in time heating systems in forecastle and crane deck houses (bow-

thruster room, emergency fire pump room, bosun stores, hydraulic unit

stations etc.);

- Order extra salt which can be used in hold bilges, lashing pods, etc.;

- Order extra anti-slip sand;

- Start all deck machinery in due time as to warm up any circulating

hydraulic oil;- Check antifreeze additive in lifeboat motors, emergency generator, any

other cooling water systems, cargo space heating systems, etc.;

- If provided, check pre-heating on lifeboat motors (for enclosed type);

- Check if enough winter working clothes (e.g. Winter overalls) on board;

- Check if enough wooden hammers (sledge type and smaller ones),

snow shovels and stiff brooms on board for removing ice (icing) and

snow.

Engineers should check the following:

- Avoid engine room ventilation directed onto pipes;

- Choose the bottom/low suction sea-chest for cooling or intake;

- Test the steam-heating/compressed air system on the sea-chests;

- Test the seawater cooling recirculation system on the sea-chests;

- Bunker tanks temperatures to be maintained above pour-point;

- Test the engine room space heating;

- Start the heating of the steering gear room;- Check all heating systems on electrical motors on deck and of all

hydraulic power packs;

- Provide heating in bow/stern thrusters rooms;- Status of the active cathodic protection (impressed current).

RULE

FOR SHIPS WITH C.P.P.: NEVER STOP THE HYDLAULIC

C.P.P. PUMPS

WHEN IN FREEZING CONDITIONS !!



VOYAGE PREPARATION

18

Plate 9: satellite picture Baltic sea(source: BSH, Germany)



AT SEA

19

Plate 9b: Swedish ice-chart(source: Swedish Meteorological & Hydrological Institute)



AT SEA

20

PART 2

IN ICE AT SEA

Introduction

The longest part of a journey through ice-infested waters is usually the part where the

ship has to battle its way through entirely on its own, from the ice edge towards the

pilot station or to the ice waypoints where ice-breaker assistance can be obtained.

From a commercial point of view, this part, where the vessel ventures on her own in

ice is the one where losses can be considerable, hence the importance to elaborate on

some aspects of sailing unassisted through ice.

2.1.

Look-out and radar

Man the engine room and post in time an experienced look-out for visual detection of

any type of ice.

One should familiarize himself in time with all types of ice, for which we refer to that

particular part of the mariner’s handbook (ice glossary and ice photographs, see also

addendum e).

At night, when first ice in any form is detected, switch on a forward facing floodlight

on the foremast or f’csle (or even better the Suez-canal searchlight) and at least onesearchlight, and adjust the 10-cm radar (or 3-cm if no s-band) to a range of 3 miles,

adjust sea clutter to a minimum.

Switch on deck-lighting aft, so one can easily determine what type and thickness of

ice floating past.

3-cm radar (X-band): once in very close, fast or level ice the best for finding or

following an ice track (see plates 35, 37 ) or when sailing in convoy or following an

ice-breaker. If vessel is equipped with a 3-cm radar scanner on the foremast, shift to

that one.

10-cm radar (S-band): better suited for detecting ice (floats, ice fields, leads, growlers,

barrier, edge, etc.) As the 3-cm picks up too much sea clutter.

When using electronic radar maps, be sure these are correctly positioned, with

preference on a fixed landmark, as buoys can drift or be confounded with a big ice

growler.



AT SEA

21

2.2. Entering the ice-edge

When the first signs of ice are detected (see plates 22, 23), inform asap the engine

room as to prepare engines for the passage through the ice. At least the following

should be considered:

- Choice of sea-chest or cooling water intake/recirculation;

- Prepare sea-chests for avoiding frazil or Shuga problems;

- If still on shaft generator: shifting to auxiliary generator(s);

- Stopping the fresh water generator;

- Availability of all starting air compressors;

- Adjusting the settings of the load limit on the main engine(s);

- Shifting main engine(s) from ifo/hfo to do/mdo.

In open drift ice (see plate 76), one should take off the top of the speed, as to avoid

colliding with loose ice floes at full speed (force of impact is directly related to one’sdisplacement and the square of the speed ). As the stem is the strongest part of a ship,

try to hit the floes squarely with the bows if a collision with a floe is unavoidable.

When one’s ship has a high propulsion power compared to its size (e.g. Ice class 1A

Super, with open water speeds of more than 18 knots), damage to the bow area is quite

probable, for instance at full displacement (draught !) Combined with the bow wave

lifting up the ice floes above the (upper forward) ice belt.

When approaching the ice edge or big ice fields or when making way through the ice,

try to obtain by vhf any useful information from outbound vessels about the ice

conditions they just encountered.

In and outbound vessels should be plotted on the ARPA as their speed and heading

data reveal which areas to avoid or to steer to. Additional data obtained from the

A.I.S. will show which echo is an ice-breaker, fast ferry, Ro-Ro or powerful and fast

vessel.

If one enters the ice edge from the windward side, one can expect more ice pressure

and thicker or rafted ice. Once detected the edge, reduce the speed according to the

ships’ ice-class, look for a lead or try to spot an area of rather loose ice if necessary by

skirting the edge (see plates 12, 13), then head into the chosen point of entry at a rightangle with the edge, increasing gradually to full power once in the ice. To avoid

power black-out, shift in time from shaft generator to auxiliary power. This will also

increase total available power to the shaft/propeller.

Hit the ice edge at a right angle with minimum rudder as to avoid damage to the bows

and the risk of bouncing off the ice edge or big floes.

When entering the ice edge from leeward, the edge announces itself by an abrupt

smoothing of the sea state (waves, swell), appearance of brash ice followed very open

ice, then open ice. In this case, one can keep initial speed, but avoid hitting the bigger

floes (see plates 10, 11 ).



AT SEA

22

Plate 10: approaching the ice limit, downwind

Plate 11: encountering first ice, downwind, keeping initial speed



AT SEA

23

Plate 12: skirting along the ice edge

Plate 13: radar picture of above (x-band)



AT SEA

24

Plate 14: shore lead on ice chart

Plate 15: alternative track between floes

Big floe

Risk of getting beset

Plannedtrack

Actual followed(safer/faster) trackthrough leads orlighter ice

SHORE LEAD



AT SEA

25

Plate 16:

Lead in ice (top), fracture (bottom)



AT SEA

26

2.3. By daylight

Once in close, very close ice or fast ice and especially in rafted or consolidated ice, a

good look out and preferably the most experienced officer or a/b and helmsman at the

wheelhouse is of utmost importance as to spot in time any lead and avoid the patcheswith too much pressure or thickness.

Steer with a minimum of rudder and give instructions accordingly to the helmsman or

when using the autopilot, adjust its settings e.g. For rough sea condition and rudder

limit set to 10°.

Head for patches of open water or follow any leads or fractures in the vicinity which

are generally heading to the next waypoint. Leads are normally directed perpendicular

to the wind direction (see plates 14, 16, 28).

Keep full power on engines, exhaust gas temperatures permitting and use bothsteering gear pumps, but keep in mind that, especially for powerful ships, the speed

will increase rapidly when encountering lighter ice or a patch of open water.

Try to find any recent tracks, preferably of a powerful ship (ferries, big Ro-Ro’s, ice-

breaker convoy). The A.I.S. can be very helpful as to determine what ships made

these tracks. It is very helpful to know which ships are regularly trading in the area or

to know where the ferries’ tracks are (see plate 17). If no or weak wind or drifting ice,

it will take some time before these tracks close up.

Plot all vessels ahead with ARPA, true-motion presentation, true vectors, echo trails

on at least 30 minutes, as to follow their progress and speed and if necessary to pick

up their track or to avoid their position if they get beset or if they are making almost

no headway.

Plate 17: track made by a powerful vessel (in casu ice-breaker)(source: the Swedish maritime administration)



AT SEA

27

2.4.

At night

Use all searchlights (and Suez light if fitted) as to monitor the type and thickness of

the ice or to find leads or recent made tracks.

Distrust your judgment regarding the ice thickness or type when it is snow covered.

Monitor all vessels ahead with ARPA and/or A.I.S. (see 2.3. above).

Adjust the range, gain and sea clutter of radar sets, one set at 1.5 miles and off centre

range, the other on 6 miles when vessel capable of speeds in ice between 8-13 knots,

or 3 miles and off centre and 12 miles if capable of speed in ice in excess of 14 knots.

Plate 18: radar picture of ridged ice field

ridge

ridge

ridge



AT SEA

28

Plate 19: radar picture of open water or lead between ice fields

Openwateror lead

icefield

Ridgedice ield



AT SEA

29

2.5.

When beset (stuck)

Excessive ice load on the midships body is one of the major causes of deformed

plating, frames and structural damage. The risk of sustaining this kind of damage is

high when one gets beset in ice, hence one should avoid of getting completely stuck

and if beset one should try to get unstuck as soon as possible.

A continuous check of the speed (by speedlog or gps) is highly recommended as it is a

good indication of the ice pressure encountered.

Short drops of speed between periods of building up back to almost normal sea speed

are not really worrying. Great care should be taken when the periods of speed drops

become longer and the vessel is not speeding up to normal speed between these

periods.

Once the speed drops below 3-4 knots and then becomes gradually lower, one should

not trust the speedlog or gps speed output (time delay) and check visually the ship’s

progress by looking over the side as the risk of becoming stuck is very great. Keep

rudder amidhips as not to loose power and let the ship find its own way. By looking

over the side (at night deck lighting aft on!) One can also check if the spot of pressure

is only a narrow one or whether vessel is heading into a big ridged area.

If one feels that getting stuck is unavoidable, on has to stop engines immediately so

that vessel stops thus avoiding to get completely stuck at full power.

(see plate 22)

Once the ship is stopped, try to find a weaker spot in the ice (at night using the

searchlights).

Give slow ahead as to clear the stern from ice by using the propeller wash. With half

ahead, give alternately hard port and starboard rudder as to “wriggle” the ship and to

clear ice from aft part of the vessel, at the same time watching the gyro compass rose

closely, as, as long the vessel is not stuck completely, it will waiver at least about half

a degree to port or starboard.



AT SEA

30

Then, with rudder exactly amidships, giving at least half astern, back the vessel in its

own initial track for a few ship lengths, stop engine, give slow ahead, rudder still

amidships, once she starts moving increase to half ahead and as soon as possible apply

all possible power, let her build up speed, then apply rudder to get out off its previous

track and try to head for the easier spot with minimum rudder.

RULE

RUDDER AMIDSHIPS WHEN BACKING IN ICE.

DO NOT BACK IN FAST ICE IF NO ICE KNIFE * FITTED

ABAFT OF RUDDER BLADE

If the vessel is stuck and with above procedure, she is not moving, (gyro heading not

moving or only 1/10 or 2/10 of a degree to either side, vessels equipped with an ice-

heeling system should start it now) try to wriggle for a longer period with lots of

power and hard rudder, then try to back with full astern as soon as when one sees the

gyro compass rose quiver a few tenths of a degree to either side.

If this doesn’t work out, then start transferring ballast water from one side to the other

and vice versa, using side or wing tanks, with 2 pumps if possible, as to give the

vessel lists of at least 5° (check on loadmaster or stability booklet about stresses,

stability and quantity of ballast to be transferred). If indeed the vessel can be listed,

then try to get unstuck after at least one rolling period. Listing the vessel will usually

break up some ice on its sides and thus reducing the ice pressure on its sides . Back out

with the vessel in upright position as to avoid damage to the bilge keels (see plate

23).

At this point, one has to reconsider the situation, taking into account the distance tothe nearest ice way point, the presence of an ice-breaker in the vicinity and itsestimated time of arrival, as from here on, it could be more economical to give upbreaking loose with the risk of getting stuck again a few cables further on, spendingtime, sweat and fuel in the process with little advance, and to decide to stay put and toresume the sea passage upon arrival of the ice-breaker and let her do the job.

As an alterative for transferring ballast, smaller cargo ships with a low g’m and

equipped with cargo gear could try to “roll” the vessel by swinging cranes or derricks

simultaneously to port and starboard.

If vessel cannot be given a list, then there is usually one thing left and that is to

determine and monitor its drift over the ground and ask asap for ice-breaker

assistance. If there are powerful vessels in the vicinity, one can try to obtain their

assistance by asking if they could divert and pass close to own vessel’s position.

At night, once firmly beset and attempts of breaking out are abandoned, one should

switch off navigation lights and all searchlights and switch on the N.U.C. lights.

* ice knife: see addendum d



AT SEA

31

RULE

AVOID GETTING BESET

WHEN BESET:

GET UNSTUCK OR CALL FOR ICE-BREAKER ASSISTANCE

ASAP

Vessels can decide to stay deliberately stuck e.g. Waiting for pilot or ice-breakerassistance or when their berth is not available. In this case, they should also show

N.U.C. lights/black balls.

When opting to stay stuck for any reason (see above), choose a spot with rather thin or

level ice and with plenty bottom clearance around, head for the spot, bow pointing

seaward ,with just enough power to keep headway, then stop engine, once vessel

stopped, rudder amidships and back about half a ship’s length as to have some broken

ice forward of the bow.

RULE

NEVER ANCHOR NEAR OR IN HEAVY CONCENTRATED

ICE AS TREMENDOUS LOADS

CAN SNAP THE CHAIN WHEN THE ICE STARTS DRIFTING !!



AT SEA

32

Plate 20: beset in consolidated ice. Remark stern cleared from ice and pressure building up against ship’s sides.

Plate 21: beset in a ridged ice-field



AT SEA

33

Plate 22: getting unstuck

Area cleared of

ice by propeller

washVessel’s own

track, closing

quickly when

pressure by wind

Avoid getting stuck

with full power still on.

Stop engines before

complete standstill.

With engine stopped,

give first hard rudder

and then give at least

half ahead while

« wriggling » with

rudder moving

alternately to port and

Sb

If vessel equipped with

ice heeling system

then start it after

stopping engine, when

ice breaks, rudder

midships and back vessel

with full astern

When stern cleared of

ice, rudder amidships

and full astern, back at

least a few ship

lengths, then full aheadagain, let speed build

up, then apply rudder

and try to steer to area

of less rafted ice or

o en water.



AT SEA

34

Plate 23: getting unstuck by transferring weights

Pressure

being

reduced

pressure

Transferring ballast byice-heeling system or

ballast pumps

(alternatively by swinging

car o ear)

beset

Bilge

keelsBack out after at least

one rolling period,

upright as not to damage

bilge keels

Ice belt range



AT SEA

35

2.6. Ramming

Ramming is the method to break ice by sheer impact and weight, then to back into

one’s own track and repeat the process as to reach less concentrated ice or open water.

When not used with discretion, this method may result in damage, the lower the ice

class, the heavier the damage.

It can be justified for instance in following cases:

- rendering assistance to vessels in danger;

- to reach open water nearby;

- own vessel in risk of grounding.

Before opting to ramming, one should at least consider following:

- Is there an urgency, is it worth it (in relation to nearest/earliest ice-breaker

assistance available)?

- Own ice-class (e.g. class 1AS has a well protected bow plating and fore foot);

- Actual draught/trim in relation to the vertical extent of the ice belt;

- Thickness of ice and/or height and wideness of the ridge or rafted ice area to be

rammed;

- Past experience with same vessel or type of vessel in same situation.

Plate 24: ramming small ridge, remark pressure building up on ship’s side



AT SEA

36

2.7.

Breaking out other ships

Breaking out vessels in ice by other non ice-breaker vessels is not an unusual event.

When considering rendering such an assistance to another vessel, one should be well

experienced in ice-handling one’s own ship as this procedure is a rather riskybusiness.

Assistance to beset vessels could be rendered in following cases:

- other vessel drifting with the ice, towards or in another dangerous situation;

- on request of other vessel and general track of own vessel passing nearby;

- request by local pilots to assist other vessel, whether in- or out-bound, stuck

near pilot station and no ice-breakers in the vicinity;

- other vessel blocking fairway to or fro port and no alternative fairway available

for own vessel.

When deciding whether to break out the other vessel, one should carefully

consider:

- Commercial loss by diverting;

- Is other vessel in danger;

- Own vessel’s ice-class, present draught and speed in present ice-condition;

- Other vessel’s class, tonnage, draught, power, type etc.;

- Ice-situation near beset vessel and own ice-breaking capabilities in same

condition;

- Wind direction and force;

- Water depths near beset vessel;- Position of nearest ice-breaker;

- Etc.

Passing rather close on the other’s leeward side at close distance is the most common

procedure, the so called “forward mode” (see plate 25), less risky when both vessels

meeting, as no risk of bow of assisting vessel getting into beset vessel’s track prior

meeting. See also chapter 4.2. for breaking-out methods.

When both vessels are heading in the same direction, the assisting vessel should watch

out not to cross or venture into the beset vessel’s old track, and making its own

(new) track, keeping at least 25 meters of solid ice (which will act as fender) between

both tracks or beset vessel.

The trickiest situation is when the other vessel is beset in a narrow fairway, the thicker

the ice, the riskier the manoeuvre (see plate 26), one has to get out well in time of the

beset vessel’s track as to cut some solid ice before passing beset vessel.



AT SEA

37

Plate 25: breaking out vessel, no obstructions near-by, both vessels having sameheading“forward mode” or “quarter pass”

Beset vessel with

rudder midships

and engine slow

ahead, giving full

ahead when own

vessel abeam

Ice cracking up

and moving

towards besetvessel’s track

Own vessel in its

own track, watch

that bow does not

head towards

beset vessel

Ice cracking up

in front

Moving towards

Track of assisting

vessel

wind



AT SEA

38

Plate 26: breaking out, beset vessel in frozen consolidated track or narrow fairway

Beset vssl in frozen

track, , when other

vessel cutting though

border, she starts

giving full ahead

Big piece of fast

ice broken off,

acting like fender

assisting vssl,

keeping left of

centre line of track,

full ahead

Hitting side of track at

max power, as soon as

bow cuts though border,

helm hard to SB, keeping

the power on at full.

If bow bounces back, keep

rudder full to port, reduce to

slow ahead, full rudder and sideways drift will decrease speed rapidly, keep bow

scraping against side, when

almost close to other vssl,

rudder midships,, when bows

at same height hard to

starboard and increase power ahead to keep steering power

and hope that your ship, due

to sideway drift has collected

enough brash ice between

both vessels

Min 5 cables

Swing slightly to

Sb

Full to port as to give

vessel a good drift,

keep full ahead, watch

distance between stern

and track’s sideVssl at max sideward

drift with max angle

to hit track’s side

Brash ice

being massed

by side drift



PILOTAGE & FAIRWAYS

39

Plate 27:

Typical pilot boat used in ice in Baltic sea (left = Swedish, right = Finnish)

Plate 28:

“Hydrocopter” used in fast ice (port of Kemi. In this particular case, pilot walksOver the ice from pilot ladder towards this contraption)



PILOTAGE & FAIRWAYS

41

3.2. Boarding and disembarking of pilots

Means of boarding:

- By usual pilot boat, pilot boat (capable of operating in ice, plate 27)standing by in its own track, perpendicular to the main fairway. Usual

boarding speed 1-2 knots or own vessel completely stopped. Once pilot

boarded, vessel to get underway asap, pilot boat will turn in vessel’s

wake and return to its own track (see plate 29).

- By aluminium gangway on fast ice: during stable ice situation and in

fast ice, pilot is brought over the ice to the boarding spot by snow-

scooter, car (taxi !), snow-cat, small hovercraft or other strange devices

(see plate 28).

One has to head for the boarding spot as close as possible to the fast

edge (“hugging”), without damaging it, and stop vessel completely withpilot ladder near the pilot’s gangway or with a minimum speed if

requested to do so (see plate 29).

- By ice-breaker: in some cases, vessel will stop completely according to

ice-breaker’s instructions. The ice-breaker will then approach own

vessel (stern or bow first) till a distance of about 5 meters, then

transfer the pilot to own vessel (usually onto one of its hatchcovers or

any other convenient clear deck) using a basket platform at the

extremity of a cherry-picker’s arm which is fixed on the ice-breaker’s

f’clse or aft deck (see plate 30).

When own vessel is a bit underpowered and stopped completely during the

boarding of the pilot, it is usually rather difficult to get her underway, even by

giving full ahead.

In this case, with rudder amidships, back about 20-30 mtrs by giving slow

astern, then order half ahead and increase to full once she starts moving

ahead.



PILOTAGE & FAIRWAYS

42

Plate 29: boarding of pilot in ice track

Pilot boarding by gangway- car

- snow-scooter- snow-cat

Tent forshelter

gangway

Pilot station,e.g. islandor mainland

Pilot boat

waiting in itsown track

Pilot boatreturning into itsown track afterboarding andvessel underway

Reduce speed to 6-7 knots

Approach side ridge of track at smallangle with 5 knots (slow to dead slow), asnot to damage track’s side

‘Hug’ the hard side of the track,scraping along at 2-3 knots, rudderto port as to press hull against side

Come to a complete stop andawait pilot

Once pilot boarded, proceed slowly withrudder midships, letbrash ice collect itselfbetween bow and sideof track, once bow off,increase to full aheadand steer towardsmiddle of track

Brash ice wedgeing itselfbetween bow and track side



PILOTAGE & FAIRWAYS

43

Plate 30:

Finnish ice-breaker “Urho” in consolidated ice. Note the “cherry-picker” on f’csle for transferring pilots.

(source: the Finnish maritime administration)

“Cherry-picker”



PILOTAGE & FAIRWAYS

44

3.3. Close quarters situations

Once underway with pilot, try to obtain as early as possible following information:

- If any vessels will be met or overtaken along the fairway or in the ice channelbetween the pilot station and port;

- If so, what kind of vessel: powerful or not, its size, type and draught?

- What will or has been agreed upon: who will reduce or stop, who will stay in

or stay clear of the track?

- Where will be the meeting point: is there enough room, depth, does the track

bend or is it straight?

- Are the sides of the track hard or soft?

When meeting or overtaking ships in fairways or ice tracks, the general rule is that

the more powerful ship will leave or stop just outside the track, as an underpowered

ship, once stopped, is difficult to get underway again.

Overtaking in a straight and narrow track:

If the ship to be overtaken or met is small and/or underpowered, she will keep some

headway in the track while the overtaking ship will leave the track with enough speed

and all power available. If need be, one should override the main engine(s) run-up

program as to have enough steering power on the rudder and to stay in control while

breaking through the track’s side (usually hard, the stronger the winter the harder the

track’s sides) and to reduce the risk of bouncing off the track’s side.

Break through the track’s side, the bigger the angle with the track, the lesser the risk

of bouncing back, then once bow is well outside the track, apply enough rudder ( with

stern still in track) as to head parallel with track while passing the ship being

overtaken, keeping about 15- 25 meters of solid ice between both vessels,. It is quite a

spectacular manoeuvre and if one is performing it for the first time, one has to be sure

that the advising pilot is used to handle your type of vessel (see plate nr 31).

If one’s ship bounces back or the bow is scraping along the track’s side and the

distance to the other vessel is less then the stopping distance with full astern, there is a

great risk of collision. One can try to avoid the imminent collision by keeping hardrudder as to keep maximum sideways drift, reduce to slow ahead, let own vessel’s

side mass as much brash ice as possible, then when closing in, ease rudder to

midships, let bow scrape against the track’s side, and give opposite rudder as to keep

own vessel’s stern clear of other vessel, increase engine if need be as to keep steering

power and hope that meanwhile enough brash ice has been massed between both

vessels to act like a fender.



PILOTAGE & FAIRWAYS

45

Hitting side of track at

max power, as soon as

bow cuts though border,

helm hard to SB, keeping

the power on at full.

If bow bounces back, keep rudder full to port, reduce to

slow ahead, full rudder and

sideways drift will decrease speed rapidly, keep bow

scraping against side, when

almost close to other vssl, rudder midships,, when bows

at same height hard to

starboard and increase power

ahead to keep steering power

and hope that your ship, due

to sideway drift has collectedenough brash ice between

both vessels

Plate 31: meeting or overtaking in narrow track

Big piece of fast

ice broken off,

actin like fender

Less powered vssl,

making no way at

meeting point, at

opposite side of track,

when other vessel

cutting though border,

she starts giving full

ahead

Powerful vssl,

keeping left of

centre line of track,

full ahead

Min 5

cables

Swing slightly to Sb

Full to port as to give

vessel a good drift,

keep full ahead, watch

distance between stern

and track’s side

Brash ice

being massed

by side drift



PILOTAGE & FAIRWAYS

46

RULE

ICE IS A GOOD (BUT HARD) FENDER

Meeting in a track:

One can decide to carry out the same manoeuvre as above or to opt for the safest way

by stopping just outside the track, choosing the outer side of a bend if the track orfairway is not straight at the meeting point. Doing so, one can easily get unstuck by

backing back into the track with full astern. Once the bow is clear of the track’s side,

give hard rudder once engine is at least half ahead (see plates nr 32, 34).

At night, lower the beams of the ice searchlights as to avoid blinding the meeting

vessel.



PILOTAGE & FAIRWAYS

47

Plate 32:

Meeting in a wide track, own vessel, less powerful, waiting in the track before the bend

Plate 33: wide track in 15-30 cm ice



PILOTAGE & FAIRWAYS

48

Plate 34: meeting in track, safermethod

Shoal water near

bend

Smaller and/or

less powerful or

underpowered

SHOAL

Once other vessel has

passed, backing into

track

Once stern is clear of

track, stop vessel



PILOTAGE & FAIRWAYS

49

3.4.

Which track to choose

Obviously, large, fresh/recent made and/or frequently used tracks are the best as less

resistance can be expected. However, great care should be taken when choosing themas these tracks could have been made by shallow draught vessels. Therefore, ask the

pilot whether he knows the draught of the ship which made the track.

Tracks in an apparently good condition can actually turn out to be old and frozen

(consolidated) tracks and be very difficult (strong) to follow as the brash ice is frozen,

causing the consolidated channel to be thicker then the surrounding level ice.

Recent snow fall also complicates matters as to judge the condition of tracks.

When numerous tracks are close to one another, one has to determine as to which

direction the ice is breaking up or pushed by one’s vessel’s side as the ice forced away

will move towards an open or still not frozen track. Another trick is to steer a momentwith rudder amidships and then observe as to which track the vessel is heading.

Track/channel

Brash ice, frozen in

old track

Level iceSide ridge



PILOTAGE & FAIRWAYS

51

Plate 35: radar picture when following straight track (outward bound from Tornio)

islands

Straight trackin ast ice

Bouys in bouyedchannel

Small ridge

Ice clutter



PILOTAGE & FAIRWAYS

52

Plate 36: engaging a sharp bend

Approaching sharp

bend, vssl in middle

of track, full ahead

Steering slightly

towards left side borderof track, if fast vessel,

reduce to half ahead

(with CPP: not abruptas to keep steeringcontrol)

Steer bow towards left side of track,

so that stern does not touch the track’s

right border, vssl will start drifting

sideways.

In case stern touches border and

even with full rudder to port, bow

swinging to SB, go FULL ASTERN

i.o . to stop vssl before bow cuts right

side of bend

Give more rudder, but

watch that stern does not

touch the right side of

track, give more engine if

needed. Vssl will drift

crabwise through bend.

Vssl drifting

back towards

middle of track

Stern

hits side

Being forced out of

track after sliding

along its side



PILOTAGE & FAIRWAYS

53

Plate 37: radar picture when approaching a bend along a fairway

Approachingbend

Main track

Secondary track !!!

Clutter from ice

Ice-breakerawaitin

Islands

Stick withradar-re lector



PILOTAGE & FAIRWAYS

54

Following a track in reduced visibility:

When following a track in poor visibility (sea or frost smoke, fog or snow showers),

post a look-out on both bridge wings and at night light the ship’s sides. The look-outs

(a/b’s, mates, master, pilot) must report as soon as they detect a widening of the

channel on their side, especially when a change of course can be expected, ergo a bendin the track. If the widening of the track to one side corresponds with the inner side of

an expected bend in the followed track, the helmsman should act accordingly by

steering towards it.

Meanwhile, a constant check of one’s position (and speed) along the track being

followed by means of radar is of utmost importance as a sudden unexpected widening

of the track could have previously been made by another vessel leaving the intended

track for any reason (e.g. an ice-breaker parking outside the track), (see plate 37).

Plate 38: engaging a bend in poor visibility

searchlight

Steer back to

middle of track

and increase to

full ahead

E.G. ICE-BREAKER

PARKING TRACK !!!

Bend expected, reduce speed,

steer for inner side of track,

hugging it, reduce speed if sharp

bend to be engaged

Track widens to one side, in casu

to sb, inform helmsman, keep

bow against sb side of track



PILOTAGE & FAIRWAYS

55

3.6. Ice bridges

(see plate 39)

Once the ice has grown thick enough and the sides of the ice tracks/fairways areconsolidated, some islanders in the Baltic may erect an ‘ice bridge’ which allows them

to reach the mainland over the ice. This bridge consists of a long ladder or gangway

(sometimes as long as 40 mtrs), which is pulled over and across the ice track by means

of a wire and winch.

One should approach such a crossing point with great care as the passage is maximum

30 meters wide, passing with a speed of not more than 5 knots, in order not to break

up or damage the track’s sides near the bridge point.

During daylight, one can detect the crossing point by the sticks and road traffic signs

erected on both sides. At night, lights and reflectors will mark the track’s sides.

Usually there is also some kind of shelter (e.g. a tent) near the ladder, used by the

islanders or a watchman who listens to vhf channel 13.

One can also expect to see some small rowing boats moored near the bridge,

especially during early winter or in spring, when the track’s sides could be breaking

up, thus widening the track/fairway.

3.7.

Lights and shapes

- When making way in ice: switch on searchlights but avoid blinding ships

(e.g. Ice-breakers being followed, in convoy, meeting ships);

- When being followed by other vessel: switch on accommodation lighting

or aft deck lighting, so that following ship can visually judge more

accurately the distance;

- When beset: switch off all searchlights, but keep navigation lights on if one

is trying to get unstuck;

- When beset and attempts of breaking out are abandoned or when stuck

intentionally (e.g. awaiting pilot or free berth): navigation lights off, NUClights and deck lighting on. By day: 2 black balls.



PILOTAGE & FAIRWAYS

56

Plate 39: ice bridge

Abt 30m

wide

Row boat

cable

winch

shelter

Ladder/gangway

light

Broken

ice in

track

signs

On Finnish charts:

Ice bridge

( 9.0 )

9 m fairway

270° - 090°



ICE-BREAKER ASSISTANCE

57

Plate 40: m/s Geulborg after collision in ice(source: Finnish maritime administration)

Plate 41: head to tail collision in ice track(source: Finnish maritime administration)




58

PART 4


Introduction

Ice-breaker escort operations take place in the Baltic and the gulf of the St. Lawrence.

They can be categorized as follows:

- Pre-break escort;

- Breaking-out assistance when the assisted vessel cannot follow in the pre-

break mode;

- Towing, when the above is not possible or when it is considered more efficient

for all parties concerned;

- Ice management: to direct traffic, to maintain ice tracks as to improveconditions for the independent traffic, ice conditions reconnaissance, etc.

When the going gets really tough, sooner or later, even a high ice-class vessel will

need the assistance of an ice-breaker. The very fact of following another vessel in the

ice, whether directly behind an ice-breaker (pre-break escort) or another cargo vessel

when in convoy, will, even for the most ice-experienced mariner, inevitably lead to

some hair raising situations, sometimes with catastrophic outcome (see plates 40 &

41).

Even so, ice-breaking assistance will make a big difference as to the total time of the

sea passage and hence to the fuel bill or stevedore’s idle time.

Even if one does not need ice-breaker assistance and decides to rely solely on his own

vessel’s icebreaking capabilities, one should stay in contact with them, informing

them about the ice situation, own vessel’s performance and position. Depending on

the general situation, the ice-breaker will give specific advice and it is strongly

recommended to follow it up, as once one gets in trouble, the ice-breaker will give no

priority to vessels having deliberately neglected their advise.

4.1.

Communications - signals

One should always be well informed about which ice-breaker is on duty in the area or

along one’s intended track. This information can be obtained from the latest ice-

charts, pilot stations and vts centres.

Contact asap the nearest ice-breaker by vhf or by mobile phone. The mobile phone

numbers can be found in the proper volume of the admiralty list of radio signals.

Keep one vhf-set on the ice-breaker’s working channel and keep it always manned,

especially when being assisted or when the ice-breaker is in sight.

Watch for sound/light signals and listen out for any order from the icebreaker.

Immediately confirm receipt of any signal or order by sound signals or by vhf.For signals between ice-breaker and assisted vessels, see Addendum A.




59

Plate 42: sternboard mode

Wind direction

Plate 43: Swedish ice-breaker "Atle" going astern and passing close to own (beset) vessel onleeside. Remark channel in front of her and ice breaking up between vessels

Ice breaking up

Beset vssl




60

4.2. Breaking out

Depending on the ice thickness and pressure, wind direction, the type of the

ice-breaker (propulsion lay-out, power, beam, etc.), particulars of the beset

vessel and traffic density, the ice-breaker’s master or duty officer will decidewhich breaking-out method is the most appropriate in the given situation. The

most common methods are the sternboard and forward mode and the quarter

pass. Bear in mind that, regardless the method eventually chosen, breaking-out

can be a time consuming business and that one should strictly

follow any instructions given by the assisting vessel.

4.2.1. Sternboard mode

As to save time and in thin ice, the ice-breaker, when ahead of the assisted

vessel, will stop, reverse engines and make a sternboard run to the ship,passing close alongside (parallel), usually on leeside, as far as the beset

vessel’s stern, then when going forward again, give the order to go full ahead

and to follow her (see plates 42 & 43).

Variant to sternboard mode (see plate 48):

In thick ice and the ice-breaker being close by in front, she can opt to approach

the beset vessel’s bow stern first, and break the ice just in front of the bow,

then landing her stern against the bow. Own vessel should keep engines

running slowly ahead, with rudder amidships, as the ice-breaker will push

vessel slowly a few meters astern, then she will reverse engines to ahead,ordering at the same time the beset vessel to give full ahead while the ice-

breaker will keep contact between her pudding fender (notch) on her stern and

vessel’s bow. Once both ships start moving ahead simultaneously, the ice-

breaker will increase power and increase slowly the distance to about 10 to 20

mtrs as long as she deems necessary. Even though this distance looks tricky,

own vessel should keep full ahead all the time, while the ice-breaker will

decide which distance it will keep between both ships, adjusting its power

output accordingly (see plate 44).

4.2.2. Forward mode

In heavy ice conditions and/or when the ice-breaker is coming to the assistance

from further away, she can decide to apply the forward mode which is to pass

along the beset vessel’s leeward side at speed (when in convoy first making a

180° turn), pass the stern and making a 180° turn, pass again at the vessel’s

leeside, or depending on the wind direction, passing on the other side, ordering

at the same time to follow her at full power (see plates 46, 47).




61

Plate 44: following close ice-breaker in ice under pressure

4.2.2.

Quarter pass

Here, the ice-breaker decides to approach the beset vessel from her quarter, the

thicker the ice the closer the pass, then while passing, swinging her stern

towards the beset vessel’s bow as close as possible and in front of it, at thesame time ordering the assisted vessel to give full ahead and to follow her (see

plate 45).

If the vessel does not get unstuck after this run, the ice-breaker will then in

addition perform a sternboard manoeuvre.

Plate 45: quarter pass

Ice breaking up

Widening of

channel by

swinging hard in

front of stem




62

Plate 46: forward mode

Beset vessel, engine on full

ahead and rudder amidships

when ice-breaker approaches

Ice field cracking up when ice-

breaker passes at abt 50-100 m

Ice-breaker

turning sharply

astern of vssl

and passing

ahead asap

Full ahead, rudder midships, vssl

will automatically swing towards

icebreaker’s track

In ice-breaker’s track,

icebreaker will pass at Sb

Ice-breaker approaching

at speed as to pass

leeward of beset vessel

Or passing twice at leeward

after swinging 180°




63

Plate 47: “Sisu” heading to own vessel’s bow, swinging to port, then passing

leeward at speed, forward mode, remark ice breaking up between vessels




64

Plate 48: breaking out - variant of sternboard mode

1 Ice-breaker

approaching

stern first

(sternboard

mode)

Ice-breaker

2 Ice-breaker

clearing ice in front

of stem by swinging

3 Ice-breaker gentlylanding notch against stem,

then ordering dead slow

ahead, while pushing

vessel a few meters astern

(RUDDER MIDSHIPS !)

4 Combination starts moving forward with half

later full power by assisted vessel, stem againstnotch, ice-breaker will slowly increase distance

once combination gathers speed

Area cleared of ice

by propeller wash

of beset vessel




65

4.3. Following ice-breaker (pre-break escort)

When following an ice-breaker, the good performance of a vessel, be it the

power of its engines and/or staff/crew, seamanship can reduce the risk of ice

damage caused by high loads in harsh ice conditions. An ice-breaker in frontwill release the pressure on one’s sides before any damage occurs e.g. by the

quick closing of the channel opened up by the ice-breaker (plate 50).

For all aspects of seamanship as in relation to ice-breaker escort and ice

convoys, we advise to read closely the relevant chapters in the mariner’s

handbook and will from here on only elaborate on some aspects of being

escorted in ice.

When following an ice-breaker, one must have knowledge of and concentrate

on following:

- Communications and signals;

- Speed and distance;

- Ice-condition along the followed track;

- Particulars and manoeuvring characteristics of own vessel and of vessel

being followed, in casu the ice-breaker just ahead.

An escorted vessel should be ready at all times to receive and rig the ice-

breaker’s towing gear.

As to communications and signals, one has to acknowledge and pass on

immediately any order given by the ice-breaker *.

For the ice-breaker, especially when she is not familiar escorting the type of

one’s own ship, it would be very useful to pass on following information (not

limited to) prior to the escort operation:

- Normal clear water speed at the present draught;

- Speed at full ahead in the prevailing ice condition;

- Maximum present draught;

- Any speed limits in relation to the actual stability status (sharp bends,

rudder angle limits), e.g. when carrying unsecured deck cargo of

logs, which, combined with a low G’m, where sharp turns or

excessive rudder could result in big lists, resulting in loss of deck

cargo;- Status of main engines;

- Once under escort: any change in main engine performance (e.g. due to

exhaust gas temperatures, clogging of cooling water intakes, etc.) and

if experiencing difficulties to maintain the required distance.

* during darkness an ice-breaker on duty will show a fixed blue all-round light at the top ofher main mast.




66

Once following an ice-breaker or other vessel, the distance between both ships

should be monitored closely by visual and radar look-out.

An experienced hand should be manning the helm and the bow of the

(escorted) vessel should follow the track of the ice-breaker or followed ship. It

is very important to stay exactly in the middle of the followed track, applying aminimum of rudder, steering towards the inner side of a bend as not to risk

being forced out of the track and getting beset while turning

The ice-experienced mariner will draw a lot of information from the condition

and thickness of the ice along the track and just in front of the ice-breaker so he

can anticipate in time in order to reduce the risk of getting beset or worse, of a

head-tail collision with the ice-breaker or other vessel ahead.

In light to moderate ice, an ice-breaker will order one’s ship to follow her at a

safe distance. To judge this distance is the responsibility of the escorted vessel.

The ice-breaker will adjust her speed as per information given earlier by thevessel being escorted (or when in convoy, by the speed characteristics of other

vessels in the convoy) and the ice-condition.

Stay in the middle of her track as to avoid any contact with the channel’s edges

or worse, with the sails of ridges being passed along the followed route.

One should keep engines always at full ahead, unless ordered otherwise by the

ice-breaker.

When the track made by the escorting ship is wide due to rather thin ice and/or

its (wide) beam, one can keep a distance between 3 and 5 cables, according to

the stopping distance in open water for own vessel.

When the ice becomes more thick and one observes that the ice-breaker is

slowing down, one can slowly close up to a distance of about 2.5 to 3 cables,

unless ordered otherwise.

Inform the ice-breaker when own speed suddenly drops or one cannot keep upwith her.

Once the ice-breaker and/or the following vessel runs into thicker ice or iceunder pressure, she will close in on the escorted vessel (see plate 50), e.g. to

about 1 to 1.5 cables, (sometimes without prior warning!) Thus avoiding the

quick closing by ice under pressure of the channel made by her. Usually she

will warn the following vessel that she is encountering more pressure. At this

moment one is very tempted to slow down engines, but before doing so, watch

closely own speed and wait for an order from the ice-breaker or if in doubt, ask

the ice-breaker whether it is advisable to slow down engines.

In thick, pressurized ice (tracks closing quickly!!) or consolidated channels it

is almost a daily practice for ice-breakers to close in on the escorted ship asclose as 5-10 meters while at the same time ordering the ship to keep full

ahead. Although there is a risk of contact between both vessels, the speed of




67

the escorted vessel is so low in those conditions (from 5 knots to as low as 1 to

1.5 knots) that the resulting damage will be minimal or non-existent.

Moreover, ice-breakers have a well fendered stern (the so called dove-tailed

pudding fender or notch). When thus following at very close distance, one

should keep rudder amidships at all times as not reduce the speed and/or

overload the main engine(s) (see plates 49 & 50).

Telltale signs that the ice-breaker in front is getting into ice under pressure or is

starting to break through some pretty thick ice is that her heading is becoming

more erratic (sudden changes of heading along a followed general course),

sudden demands or bursts of engine power/load (sudden black exhaust puffs),

pitching movements of her stern and/or chunks of ice flying up from her stem.

When the ice-breaker or the vessel in front warns (sometimes no pre-warning if

she hits a thick ridge) that she is in risk of getting beset or gets beset, it is

advisable:

- In light ice: to give hard rudder and bury the bow in the ice, then stop

engines , rudder midships and go full astern.

- In thick or heavy ice: give hard rudder to help slowing down and at the

same time order full astern, rudder midships when engine reversing.

For vessels with a CPP: bear in mind that an abrupt reduction in pitch will

usually result in a complete loss of steering power. Therefore, wait till the

hard rudder gives effect before reducing pitch/ordering astern

Finnish ice-breakers are equipped with two rotating red warning lights located

on top of each other which are lit whenever the ice-breaker has to stop

unexpectedly or has to make an abrupt reduction in speed. The assisted

vessel/vessels will then have to use every possible means to immediately make

full astern. It is to be noted that this warning equipment does not exist on the

Swedish ice-breakers.




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4.4. In convoy

When in convoy, one should also watch closely the distance of the vessel

ahead and directly behind and keep her informed about one’s own speed,

especially when one feels of getting stuck. Also, do not hesitate to advise the

following vessel to increase the distance if need be.

Especially when own vessel is powerful (1A Super) or capable of higher

service speed than the one being followed: continuously check own speed as

when engines at full load, own speed can rise very rapidly when encountering

lighter ice conditions (see plate 51).

When taking the way out of own vessel, whether performing an emergency

stop or not, and the distance to the vessel directly behind one’s own is too

close, it will demand a great deal of seamanship as to stop one’s own vessel as

close as possible to the ice-breaker or the vessel ahead in order to allow more

stopping distance to the vessel astern (see plate 41). If own vessel is stoppedand there is a risk of head/tail collision, one can try to get her moving again by

giving flank/emergency full ahead and hoping that at the same time one’s own

propeller wash will deflect the incoming bow (“glancing blow”) or slow down

in some way the closing-in vessel.

When in convoy in thick ice conditions, usually once own vessel is stopped it

will be beset. To get moving again we refer to chapter 2.5., or first try to back

about half a ship’s length by giving astern and then move ahead again with

rudder midships and half ahead, going to full ahead when the stem rams the

ice. If this doesn’t work, inform the ice-breaker asap, which then usually will

perform a sternboard mode manoeuvre when own ship is the first in convoy. In

a convoy with 3 or more ships, more vessels will be beset. In this case the

escorting vessel can decide to execute a forward mode run along one side of

the convoy’s line and do a quarter pass run along each of the weaker vessels. In

any case, it is a time consuming job to get a convoy on the move again,

therefore the importance of keeping the proper distance and engine

performance at peak level.

Plate 49: following ice-breaker “Kontio” at 15 meter, consolidated track, speed between 5-8knots




69

Plate 50: ice-breaker closing in

Plate 51: in convoy, ice-breaker escorting 3 vessels in close ice, convoy speedabt 10 knots, own vessel as last in convoy, beamiest and most powerful of all 3

(l= 135.5m b= 16.5m, 7.200 hp, class 1A, in ballast)




70

4.5. Under tow *

An ice-breaker can decide to tow when :

- During pre-break escort, an escorted vessel regularly gets besets, thusslowing down the convoy’s progress;

- Previous experience in assisting that particular vessel shows that she is

not fully up to her ice-class performance;

- A vessel has a temporary engine or rudder problem;

- Assisting a lower ice-classed vessel or even a high ice-classed vessel

when harsh ice conditions prevail;

- In general when it is considered more efficient for all parties

concerned, e.g. in moderate ice conditions when an in or out-bound ice-

breaker is in a hurry and will tow in/out a vessel at a speed of 14.5

knots while normal vessel’s speed in those conditions would only be 11

knots .

A vessel being assisted by an ice-breaker must be ready at all times to rig

towing lines. This means that at least:

- crew should be kept at stand-by or be ready at very short notice;

- winches on forecastle should be kept ready for immediate use (pre-

heating, warmed up, free of icing etc.);

- forecastle deck should not be slippery, mooring equipment as fairleads

and bollards should be free of icing;

- heaving-lines at the ready.

Note that as per Finnish and Swedish instructions for merchant vessels, an ice-breaker can refuse to assist a vessel which equipment is not operational beforethe assistance starts, or whose hull, engine power, equipment or manning issuch that there is cause to believe that navigation in ice will endanger thesafety of the vessel (see Addendum A).

* in Finland and Sweden, within ice-breaking assistance, towage is free of charge




71

Notch towing (common practice in the Baltic):

The ice-breaker will order the assisted vessel to prepare for towing. While the

ice-breaker approaches in sternboard mode, one should stop engines with

rudder midships.

The crew will accept the steel wire messengers from the towing lines and

winch in the towing lines’ eyes through a side lead (not the centre lead!) on

each bow and belay them on a pair of bollards on each side *.

Once both tow lines are belayed, one should order the crew to leave

immediately the forecastle deck and inform the ice-breaker that both lines are

secured and that all personnel has cleared the forecastle. (see plates 53 & 54)

The ice-breaker will then winch in the slack of the lines, while gently landing

her fendered stern against the assisted vessel’s stem so that the bow will rest

against the icebreaker’s towing notch. The towing winches are placed as far

forward as possible as to minimise the vertical angle of the tow lines and so

reducing the loads on the lines when the towed vessel is winched against the

ice-breaker’s stern.

* the bitts, to which the towing wires are belayed, should be designed to withstand the stresses

of towing.

Tow line, split in

two ends (fork) with

steel wire

messengers, to be

bela ed on 2 airs

Ice-breaker’s

aft deck

Notch (rubber lined)




72

Then, as to line up with the towed vessel she usually orders the towed ship to

give slow ahead, meanwhile tightening up both tow lines, and once lined up

will ask to increase to half and later, as speed of the combination builds up, full

ahead. Once under tow the towed vessel should try to keep in line with the

icebreaker by using rudder. This requires some nerves as the speed of the

combination can be actually higher then the towed vessel’s maximum seaspeed!

Keeping in line

When requested by the icebreaker to help it in changing the course, one has toapply rudder in the opposite direction of the intended change of heading, sothat the towed vessel will act as a rudder for the combination:

Combination changing course

Plate 52: small indents in bow section due to notch-towing by ice-breakers (after 2 winters)




73

There is also the risk of the ice-breaker changing suddenly its heading (e.g.

when hitting a thick ridge) with the result of the combination jack-knifing and

tow lines breaking, usually resulting in damage (indenting) of the towed

vessel’s bows and/or damage to the notch.

In very harsh ice conditions, the ice-breaker, while cutting through ridges orbreaking thick ice, can start pitching, resulting in her stern jumping up and

down a few meters, with possible risk of damage to the bulbous bow and/or

shell plating of the towed vessel.

Therefore, vessels with a bulbous bow should be trimmed in such a way that

the distance between the top of the bulb and the ice-breaker’s hull is at least 2

meters *.

When the ice-breaker gets beset while towing she could start using her ice-

heeling system, resulting in her rolling. If this doesn’t work out, she’ll have to

let go and once free, start to break the ice along and in front of the beset vessel

or in extreme conditions could ask for the assistance of a second ice-breaker.

Upon being ordered to cast off the tow lines one should do this without delay,

especially when at sea and near the ice-edge when there is a blow (swell, heavy

sea).

* if the ship’s anchors are located outside the recessed area of the hull (e.g. an “anchor pocket”) and could therefore come in contact with the towing notch of the ice-breaker, theyshould be pulled back more to aft or be lifted on the f’csle deck well in advance of the

assistance

Anchor in

ocket *

2m




74

Plate 53: “Urho” notch towing, tow lines in fork

Plate 54: under tow, remark dovetail shaped fendered notch(source: Finnish icebreakers, the Finnish maritime administration)

Anchors wellrecessed in

their pockets

notch




75

RULE

WHEN FOLLOWING AN ICE-BREAKER (and when

IN CONVOY):

- THE MORE ICE PRESSURE THE CLOSER THE

DISTANCE

- WATCH OUT FOR SUDDEN INCREASES OF SPEED

(when own vessel more powerful then the one being followed)

- DO NOT ALLOW THE CHANNEL TO CLOSE

- STAY IN THE MIDDLE OF THE CHANNEL

- STRICTLY FOLLOW ICE-BREAKER'S ORDERS

- KEEP ENGINES AT PEAK PERFORMANCE



BERTHING & (UN)MOORING

76

PART 5


Introduction

A mariner, having experienced all previous during his usually eventful and tiresome

passage through the ice will have to face one last challenge by getting his vessel safely

moored alongside or, when at the beginning of his voyage, to cast off and get

underway, while the ice is restricting and seriously affecting the manoeuvrability of

his ship.

Indeed, a lot of precious and expensive time can be lost coming alongside while the

ordered gangs of stevedores are impatiently stamping their feet, as it can take as muchas 3 hours between first line ashore and all fast.

While manoeuvring off one’s berth in ice, one should always remember three basic

rules:

- Ice is a good fender;

- A lot of power and a lot of rudder;

- When going astern: rudder exactly amidships.

5.1.

Approaching the berth

Following information should be obtained through the pilot:

- Position of other vessels moored ahead or abaft from the assigned berth;

- Is the berth well fendered, type and condition of fenders;

- Time when last vessel left or used same approaches to the berth;

- Position of sticks, buoys;

- Depth limits near berth, dock or port;

- When was the ice off the berth last broken by a port tug or other vessel;

- Etc.

Taking into account all above, own and pilot’s experience, ice situation and the

availability of an ice-breaking tug, one should decide well in time how to approach the

berth.

When the ice situation is harsh and/or the breadth of the dock does not allow the ice to

move much in the basin, one should manoeuvre with a lot of rudder and engine power

in order to position the vessel in an ideal approach heading/angle towards the berth.

When the ice-breaking harbour tug is available, one can direct her to circle around the

vessel, “churning” or “mixing” the ice, especially were there are big floes or fast ice.




77

If the harbour tug is not around, one will have to break the ice oneself by moving

ahead and astern, with lots of power and rudder, thus creating some area to which the

ice, displaced by own vessel when coming alongside, can move to.

Mooring in ice is basically pretty straightforward:

- Bow or stern first in, while keeping a rather big angle with the berth;

- When bow or stern is landed against or nearly (max 2 meters) touching the

quay, keep it against it or at the same distance;

- Slide alongside berth with bow or stern touching or nearly touching the berth

while keeping same angle, thus pushing away most of the ice and preventing

ice floes from forcing themselves between the vessel and berth;

- The closer one can slide along at a good angle, the easier and the faster the

remaining of the mooring will be;

- When the stern or bow is in position, pass along a double aft or bow spring and

belay it;

- Start removing the remaining ice between berth and ship by creating a current,using engine (and harbour tug if necessary);

- Once most of the ice or bigger floes are removed, swing the bow or stern fast

in as to crush any remaining ice.

How to come alongside with bow or stern first in will largely depend on:

- The type of fenders alongside;

- The height of the quay;

- The free space forward of the stem and aft of stern;

- The size of ship occupying the berth directly behind one’s own berth;

- The presence of obstacles ashore, e.g. Cranes, bollards, etc.;

- The shape of own forecastle and bow;

- The availability of a bow- and/or stern-thruster;

- The type of the propulsion lay out, e.g. Single or twin propeller;

- Etc.

The use of thrusters in ice:

Although on well ice-classed ships the thrusters are designed for use in ice, one should

avoid to use full thrust for risk of overload, especially when in ballast and/or the

presence of a lot of brash ice or ice rubble. When the thrusters(s) are deeplysubmerged (deep draught) one could give up to 80 % of thrust and as low as

maximum 30 to 40 % when in ballast. When using the thrusters, one should closely

watch their load indicators and adjust the thrust as per load indication. When the

ship’s propeller is running astern, a lot of brash ice is forced down under the keel,

causing the thrusters tunnels to clog fast, especially the stern thruster(s). This will

show on the load indicators. In this case, stop the thrust, reverse the thrust and give a

short thrust to the opposite side as to unclog the thrusters tunnel’s gratings.

It goes without saying that the thrusters CPP hydraulic pumps should be started well

in time as to heat up the hydraulic oil.




78

5.2. Mooring bow in first

In this mode, we will elaborate on 2 situations :

- Own berth low and well fendered, the berth situated directly behind

unoccupied, no obstructions ashore (e.g. shore cranes), see plate 35;- Own berth poorly fendered or berth directly behind occupied.

The first situation is the most ideal one. In this case, one will gently land the

bow against the well fendered berth, about 20 meters abaft from where (once

alongside) the stem will be moored, keeping an angle of about 30° with the

quay. Then, one will start sliding (chafing) the bow forward by keeping

engines ahead, between dead slow half ahead, the bigger the angle with the

berth and/or rudder angle the more engine. It is important to keep the bow

pressed against the berth at all times while keeping the vessel at a good angle

off the berth, use the bow thruster if need be. Doing so, the berth will be

cleared of most of the ice alongside.

Once the stem is in mooring position, stop engines (and keep bow against berth

with thruster), a double fore spring and a bow line should be given ashore,

tighten and belay the lines. Then give slow ahead and use the rudder to swing

the stern in and out from the berth (“waggling”). Use about 10° to port and 20°

to starboard helm. Doing so, one will create a current which will remove the

drifting ice between ship’s side and quay. The waggling will suck away or

dislodge any floes pressed or frozen fast against the berth. One can use the bow

thruster by giving thrust towards the berth but keep the bow line tight as to

keep the bow against. The thrust, combined with a good angle off the berth,will help to dislodge and remove any remaining ice pressed between stem and

berth (see plates 55, 56, 57).

When most of the ice is thus removed, slack the head line, reverse the bow

thrust and with full helm, swing the vessel fast towards and against the berth as

to crush any remaining ice. If the vessel is alongside, make fast. In case the

remaining ice being pressed between ship’s side and berth is preventing the

vessel of resting against the quay, one has to decide if one is safely alongside

by considering following:

- Can the gangway be rigged ?- Can the shore cranes be used in that position (check with

agent/stevedores)?

- Can the stern/quarter ramp be landed safely ?

If not, one has to open the vessel again and perform some additional

“waggling”, loosing more time in the process.

In some ports, the lines men and/or stevedores will help to remove the bigger

floes just near the quay by pushing them with long boat hooks (see plate 57).

In other ports (e.g. Skelleftea), the harbour tug, free of charge, will slide alongwith vessel, thus pushing away the ice in front of one’s stem (see plate 55).




79

Plate 55: mooring bow in first, well fendered berth

Optional: tug sliding along on

Ps, clearing berth from ice in

process

Sliding along fenders, vssl

keeping an angle of 30° to 40 °

with berth

Vssl in position, double spring and

headline, bowthrust to port, headline

ti ht

When mos

over and sl

fast alongs

crushing re

To create a current, ‘waggle’ to

port & sb alternating with

rudder 10° to port and 20° to

sb, engine on slow or half,

bowthruster to port




81

Plate 57: mooring bow first, double spring, most ice removed, ready to swing alongside, remahook




82

When one cannot slide along one’s berth, due to own berth being poorly

fendered, the berth directly behind being occupied or for any other reason, one

should land the bows exactly where the stem will be once alongside the

assigned berth, preferably against a fender and if need be using own fenders

(see plate 58).

Once the double spring and head line are belayed, one should proceed as

described earlier.

In this case, one will usually find it more difficult to remove the ice with the

propeller wash, as the removed ice could be pressed against the vessel or shore

ramp directly behind. In tight berths, the ice could be deflected by the

obstruction (other vessel or shore ramp) and forced back between own vessel

and quay. In this case, while waggling about, one should keep the angle with

the berth as big as possible. If need be, or not to loose precious time, one

should ask the assistance of a harbour tug in order to remove the ice. Here, the

tug will wedge itself between vessel and berth, make fast and wash away theice (see plates 59 & 60).

If the stevedores are standing-by with a grab fitted crane to load/discharge the

vessel, one could ask them to help by removing the remaining ice with the

grab.

Note that in Sweden and Finland, the use of a harbour tug for breaking up the

ice on the port approaches till the berth or vice versa is free of charge.

However, when one requests the same tug to assist by pushing or coming

between the vessel and the berth, a fee will be due. Usually, in Finland, the

fees for a tug when coming in, are borne by the cargo receivers.




84

Plate 59: use of harbour tug

TUG

TUG

Tug removing ice swinging on

spring line

Own vessel moored

with double spring and

headline, engine dead

slow to slow ahead

Berth astern

occupied




86

5.3. Mooring stern in first

Basically, the same principles as for mooring bow in first will apply when

mooring with stern first in. Ro-Ro vessels will have no other option when they

need to use their stern or quarter ramp. Here, the availability of thrusters and

or twin propeller lay-out will come in very handy.

It goes without saying that the rudder(s) should be kept amidships at all times.

When approaching the quay with stern first, the ice could be pressed between

the stern and berth or ramp. In this case and while approaching the berth with

some speed astern, one can give a good kick ahead as to break up the pressed

ice and/or to force it further back. When giving a kick ahead, try keep the stern

way.

In order to swing the vessel and in addition to a double spring and line astern,

a head line should be passed ashore. By slacking or tightening the head line,one can swing the bow in and out in combination with main engines on astern

and/or bow thrusters (see plate 61).

5.4. River berths

If one is mooring alongside a river berth (presence of drift ice), one should

make sure to be moored exactly alongside. In this case one cannot allow the

mooring lines to be slack at any time as once the ice starts pressing itself

between the berth and the ship, it may turn out to be very difficult to keep her

alongside.

Indeed, when heavy ice, combined with a strong current is being pressed

between, nothing will prevent the vessel from being kept alongside, not even

extra lines. Therefore, when moored along a river berth, one should keep

engines at the ready at all times as to cast off on short notice.




88

5.5

. Alongside in port

Once alongside and safely moored, one should make sure that the rudder is put

back to midships position, as to avoid that any ice could jam itself between the

top of the rudder blade and the hull during one’s stay in port (especially on

river berths).

It is recommended to keep the top of the rudder and propeller blades

submerged at all times, e.g. By adjusting the ballast condition. Doing so, the

risk of big floes or pieces of ice freezing to them will be avoided.

If for any reason, the propeller and rudder cannot be kept submerged for some

time, it is advised to turn the propeller or start the main engine and clutch in

the propeller from time to time.

Some berths are equipped with an air-bubbling system. If after being moored

alongside one of these and some ice was still remaining between ship and

shore, one should take in the slack of the ropes once the remaining ice between

the hull and quay starts melting.

5.6. Unmooring/casting off

Before leaving the berth, the main engine(s) should be warmed up in time,

preferably with clutched in propeller(s). If applicable, start in time the CPP

pumps. Do not test the steering gear before the stern is cleared of ice: just priorof letting go and with fore spring(s) and stern line(s) tight, one should clear the

stern of any ice by giving dead slow or slow ahead for a time with midships

helm. Then wash away the ice as much as possible by applying port and

starboard helm, hard rudder away from berth. In addition, once the thrusters are

tested, one could leave them running with about 30-40 % thrust away from the

berth.

Areas

cleared by

thruster(s)

Area cleared by

propeller and rudderHARBOUR TUG

Tug breaking ice near berth and in intended vessel’s path out




89

Check in time with the agent, port authority or local pilots whether a harbour

tug will break up the ice alongside, ahead of the berth when one intends to

leave bow out first or abaft when leaving by going stern out first.

The same should be able to update you on the ice conditions just outside the

harbour, about the actual position and latest instructions from the ice-breaker(s).

The ideal situation is that the harbour tug will be around just prior or when

casting off as the broken ice could freeze solid again in as less than an hour

when temperatures are less than -10° c.

It is recommended to watch for any vessels leaving the port just prior own

departure and note their type, draught, destination and time of departure and

route followed, as following recent out-bound traffic will make life much

easier.

Upon casting off, open the bow (or stern if one intends to back out of berth) as

far as possible, allowing enough ice to drift between ship’s stem (stern) and

quay. Once all lines are taken in, cast off slowly, by keeping the stern (or bow)

as close as possible to the berth (if possible by keeping it sliding along) so that

bow (stern) will be kept as far off the berth as possible as the ice could press

the bow (stern) back towards it. Doing so, more ice will be collected between

own ship and any vessel just moored ahead (astern) and will act as a fender

when passing them. When the bow (stern) is well clear of any obstruction

(vessel, shore ramp, etc.) Ahead and enough ice has been forced between, one

can increase engine rpm and apply enough rudder as to point the bow (stern)

towards the outward bound ice track (made by tug or other outbound vessel)

and the clear the stern (bow) from the berth (see plate 62).

If one finds it hard to get the bow off due to ice pressure and if no obstructions

ahead, one could try to start sliding very slowly along the berth, thus allowing

ice to collect itself by and by between ship’s side and berth and once the bow

touches a hard side of a track, let the vessel find its way out by itself (see plate

63).




90

Plate 62: casting off, no ice pressure, ice pre-broken by tu

Area broken up by

harbour tug




91

Plate 63: getting underway, ice pressure, no obstructions ahead

Fast ice

Fast ice Old, frozen or consolidated

track with hard sides

Fast ice wedging itself

between, pushing bow off



92

ADDENDI

Plate 64: ice-breaker “Sampo” in frost smoke



ADDENDUM A – FINNISH ICEBREAKING SERVICE

94

ADDENDUM A

FINNISH ICEBREAKING SERVICE

(instructions for merchant vessels)

(courtesy of Finnish Maritime Administration)




95




96




98




100




101




102




103




104




105




106




107




108




109



ADDENDUM B – ICE-BREAKERS PARTICULARS

110

ADDENDUM B

ICE-BREAKERS PARTICULARS

(courtesy of Finnish Maritime Administration)




111

Finnish icebreakers:

Name+

sisterships P r o p e l l e r p o w e r

k w

L . O . A .

B e a m

D r a f t

S p e e d i n k n o t s

D i s p l a c e m e n t

B u i l t

C a l l s i g n

P r o p u l s i o n

Urho,

Sisu

16.170 104.70 23.85 8.30 18.5 9.660 1975

1976

OHMS

OHMW

2 props rear

2 props front

Otso 14.700 99.00 23.5 7.30 19.0 9.200 1986 OIRT 2 props rear

Fennica,

Nordica

15.000 116.00 26.00 7.00 9.655 1993

1994

OJAD

OJAE

2 ducted

aquamasterunits

Kontio 14.700 99.00 23.50 7.30 19.0 9.200 1987 OIRV 2 props rear

1 prop front

Voima 10.200 83.50 19.40 7.00 16.0 5.200 1954/79 OHLW 2 props rear

2 props front

Apu * 8.820 86.53 21.26 7.30 18.0 6.200 1970 OHMP 2 props rear

1 prop front

Botnica 10.000 97.00 24.00 7.2/8.5 15.0 1998 OJAK 2 azipod

units

Note: all Finnish ice-breakers equipped for notch towing

(source: the Swedish Ice-breaking Service)

* Latvian ice-breaker “Varma” (stationed at Riga)= sistership of Apu




112

Swedish state icebreakers:

Name+

sisterships

P r o p e l l e r p o w e r

k w

L . O . A .

B e a m

D r a f t



B u i l t

C a l l s i g n

P r o p u l s i o n

Ymer,

Frej,

Atle

17.100 104.70 23.86 7.08 19.0 9.960 1977

1975

1974

SDIA

SBPT

SBPR

2 props rear

2 props front

Ale 3.500 46.00 13.00 5.0 1973 SBPQ 2 shafts

Oden 18.000 107.80 31.00 7/8.5 16.0 12.900 1989 SMLQ 2 x cpp in nozzles(lips)

Note: all Swedish ice-breakers equipped for notch towing

(source: the Swedish Ice-breaking Service)




113

Russian icebreakers (usually operating in Baltic sea):

Name+ sisterships P

r o p e l l e r p o w e r

k w

L . O . A .

B e a m

D r a f t



B u i l t

P r o p u l s i o n

Kapitan sorokin 16.400 128.0 30.5 8.50 18 17.000 1977 2 shafts

Yermak,

Admiral makarov

26.500 134.83 26.07 11.0 19.5 20.240 1974 3 shafts

Kapitan izmaylov 2.500 56.29 16.03 4.3 14.0 2.048 1976 2 shafts

Mudyug 6.900 111.36 22.20 6.50 17.4 7.775 1982 2 shafts

Canadian icebreakers:

Name+ sisterships

P r o p e l l e r p o w

e r k w

L . O . A .

B e a m

D r a f t


( c r u i s i n g / m a x )

G r t

B u i l t

C a l l s i g n

P r o p u l s i o n

Sir john

franklin,

Pierre radisson,

Des groseillers

10.142 98.15 19.50 7.16 14.00/

16.00

5.911 1979

1978

1982

CGDT

CGSB

CGDX

2 fixed

pitch

Rear

Henry larsen 12.174 99.80 19.60 7.30 13.50/

16.00

6.167 1987 CGHL 2 fixed

pitchRear

Louis s.

St-laurent

20.142 119.63 24.38 9.91 16.00/

20.00

11.441 1969 CGBN 3 fixed

pitch

Rear

Terry fox 17.300 88.00 17.82 8.30 15.50/

16.00

4.234 1983 CGTF 2 cpp rear

Note: Canadian ice-breakers mentioned above are not fitted for notch towing



ADDENDUM C – FINNISH-SWEDISH ICE CLASS EQUIVALENTS

114

ADDENDUM C

FINNISH-SWEDISH ICE CLASS EQUIVALENTS

(from “the Swedish Ice-breaking Service and weather- and ice information 2003-2004”,courtesy of the Swedish Maritime Administration, ice-breaking unit)




115




116




118




119




120

Plate 65: example of a Finnish ice class certificate(courtesy of Universal Marine (Groningen, Nl))



ADDENDUM D – FINNISH-SWEDISH ICE CLASS RULES

121




122

ADDENDUM D

FINNISH-SWEDISH ICE CLASS RULES(courtesy of the Swedish Maritime Administration, ice breaking service)




123




124




125




126




127




128




129




130




131




132




133




134




135




136




137




138




139




140




141




142




143




144




145




146




147




148




149




150




151

Plate 66: m/s Transbaltica, classed 1A Super



ADDENDUM E – SEA ICE NOMENCLATURE

152

Addendum e

Sea ice nomenclature

(source: sea ice nomenclature, Finnish Institute of Maritime Research, Helsinki, 2002)

Plate 67:

First ice formation: strips of grease ice and slush

(source: Riku Lumiaro, Finnish institute of marine research)

Plate 68:

Shuga with brash ice and ice cakes


Plate 69:

Boundary of Nilas (< 10 cm) and grey ice (thickness 10-15

cm) with rafting


Plate 70:

Broken and partly rafted grey ice (10-15 cm) with ship track





153

Plate 71:

Ridged ice with small floes of level grey-white ice (15-30 cm)


Plate 72:

Swedish icebreaker Ymer in ridged thin white ice (30-70 cm)


Plate 73:

Ridge in level grey-white ice (15-30 cm)


Plate 74:

Floes

(source: author)




154

Plate 75:

Pancake ice

(source: author)

Plate 76:

Open ice

(source: author)

Plate 77:

Open ice, small floes of 30 cm thick

(source: author)

Plate 78:

Very close ice, snow covered

(source: author)




155

Terms in alphabetical order in English




156

1. Ice terms arranged by subject

1.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 (ice of land

origin) formed on land or an ice shelf. The concept includes ice that is stranded or grounded.

1.1

Sea ice: any form of ice found at sea which has originated from freezing of sea water.

2. Development

2.1New ice: a general term for recently formed ice. These types of ice are composed of ice crystals,

which are only weakly frozen together.

2.1.3 (see plate 67)Slush: snow which is saturated and mixed with water on land or ice surfaces, or as a viscous floating

mass in water after a heavy snowfall.

2.1.4 (see plate 68)Shuga: an accumulation of spongy white ice lumps, a few centimetres across.

2.2 (see plate 69)Nilas: a thin elastic crust of ice, easily bending on waves and swell and under pressure, thrusting in

pattern of interlocking “fingers” (finger rafting). Has a matt surface and is up to 10 cm in thickness.

2.2.3Ice rind: a brittle shiny crust of ice formed on a quiet surface by direct freezing or from grease ice,

usually in water of low salinity. Thickness to about 5 cm. Easily broken by wind or swell, commonly

breaking in rectangular pieces.

2.3 (4.3.1)Pancake ice: predominantly circular pieces of ice from 30 cm - 3 m in diameter, and up to about 10

cm in thickness, with raised rims due to the pieces striking against one another. It sometimes forms at

some depth, at an interface between water bodies of different physical characteristics, from where it

floats to surface; its appearance may rapidly cover wide areas of water.

3. Forms of fast ice

3.1Fast ice: sea ice which forms and remains fast along the coast, where it is attached to the shore or

between shoals. Vertical fluctuation may be observed during changes of sea-level. Fast ice may beformed in situ from sea water or by freezing of drift ice to the shore, and it may extend a few meters or

several hundred kilometres from the coast.

3.4

Grounded ice: floating ice which is aground in shoal water.

3.4.1Stranded ice: ice which has been floating and has been deposited on shore by retreating high water.

3.4.2Grounded hummock: hummocked grounded ice formation. There are single grounded hummocks

and lines (or chains) of grounded hummocks.




157

4. Occurrence of floating ice

4.1Ice cover: the ratio of an area of ice of any concentration to the total area of sea surface within some

large geographic local; this local may be global, hemispheric, or prescribed by a specific

oceanographic entity such as Baffin bay or the Barents sea.

Concentration: the ratio expressed in tenths describing the amount of the sea surface covered by ice

as a fraction of the whole area being considered. Total concentration includes all stages of

development that are present, partial concentration may refer to the amount of a particular stage or of

particular form of ice and represents only a part of the total.

.

4.2.1Compact ice: floating ice in which the concentration is 10/10 and no water is visible.

4.2.1.1Consolidated ice: floating ice in which the concentration is 10/10 and the floes are frozen together.

4.2.2 (see plate 78) Very close ice: floating ice in which the concentration is 9/10 to less than 10/10.

4.2.3Close ice: floating ice in which the concentration is 7/10 to 8/10, composed of floes mostly in contact.

4.2.4 (see plate 76)

Open ice: floating ice in which the concentration is 4/10 to 6/10, with many leads and polynyas, and

the floes are generally not in contact with another.

4.2.5Very open ice: floating ice in which the concentration is 1/10 to 3/10 and water preponderates over

ice.

4.2.6Open water: a large area of freely navigable water, in which sea ice is present in concentrations less

than 1/10.

4.2.8Ice-free: no ice present. If ice of any kind is present this term should not be used.

4.3 forms of floating ice

4.3.1

Pancake ice: cf. 2.3

4.3.2Floe: any relatively flat piece of sea ice 20 m or more across. Floes are subdivided according to

horizontal extent as follows:

4.3.2.1Giant: over 10 km across.

4.3.2.2Vast: 2-10 km across.




158

4.3.2.3Big: 500-2000 m across.

4.3.2.4Medium: 100-500 m across.

4.3.2.5

Small: 20-100 m across.

4.3.3Ice cake: any relatively flat piece of sea ice less than 20 m across.

4.3.4Floeberg: a massive piece of sea ice composed of a hummock, or group of hummocks, frozen

together and separated from any ice surroundings. It may protrude up to 5 m above sea-level.

4.3.4.1

Floebit: a relatively small piece of sea ice, normally not more than 10 m across composed of (a)hummock(s) or part of (a) ridge(s) frozen together and separated from any surroundings. It typically

protrudes up to 2 m above sea-level.

4.3.6 (see plate 68)

Brash ice: accumulations of floating ice made up of fragments not more than 2 m across, the

wreckage of other forms of ice.

4.4 arrangement

4.4.1Ice field: area of floating ice consisting of any size of floes which is greater than 10 km across.

4.4.1.1Large ice field: an ice field over 20 km across.

4.4.1.2Medium ice field: an ice field 15-20 km across.

4.4.1.3Small ice field: an ice field 10-15 km across.

4.4.3Belt: a large feature of drift ice arrangement; longer than it is wide; from 1 km to more than 100 km in

width..

4.4.5Strip: long narrow area of floating ice, about 1 km or less in width, usually composed of small

fragments detached from the main mass of ice, and run together under influence of wind, swell or

current.

4.4.8 (see plate10)Ice edge: the demarcation at any given time between the open water and sea ice of any kind, whether

fast or drifting (cf. Ice boundary). It may be termed compacted or diffuse (cf. Ice boundary).

4.4.8.1Compacted ice edge: close, clear-cut ice edge compacted by wind or current; usually on the

windward side of an area of drift ice.




159

4.4.8.1.1Jammed brash barrier: a strip or narrow belt of new, young or brash ice (usually 100-5000 m wide)

formed at shore of either drift ice or fast ice or at shore. It is heavily compacted mostly due to wind

action and may extend 2 to 20 m below surface but does not normally have appreciable topography. A

jammed brash barrier may disperse with changing winds but can also consolidate to form a strip of

unusually thick ice in comparison with the surrounding drift ice.

4.4.8.2Diffuse ice edge: poorly defined ice edge limiting an area of dispersed ice; usually on the leeward side

of an area of drift ice.

4.4.8.3Ice limit: climatologic term referring to the extreme minimum or extreme maximum extent of the ice

edge in any given month or period based on observations over a number of years.

4.4.8.5Fast-ice edge: the demarcation at any given time between fast ice and open water.

4.4.9

Ice boundary: the demarcation at any given time between fast ice and drift ice or between areas of

drift ice of different concentrations.

4.4.9.1Fast-ice boundary: the ice boundary at any given time between fast ice and drift ice.

4.4.9.2Concentration boundary: a line approximating the transition between two areas of drift ice with

distinctly different concentration.

5. Floating ice motion processes

5.1Diverging: ice fields or floes in an area are subjected to diverging or dispersive motion, thus reducing

ice concentration and/or relieving stress in the ice.

5.2Compacting: pieces of floating ice are said to be compacting when they are subjected to a converging

motion, which increases ice concentration and/or produces stress which may result in ice deformation.

5.3Shearing: an area of drift ice is subject to shear when the ice motion varies significantly in the

direction normal to the motion, subjecting the ice to rotational forces.

6. Deformation processes

6.1

Fracturing: pressure process whereby ice is permanently deformed, and rupture occurs. Most

commonly used to describe breaking across very close ice, compact drift ice and consolidated ice.

6.2Hummocking: the pressure process by which sea ice is forced into hummocks. When the floes rotate

in the process it is termed screwing.

6.3 (see plates 24-71-72-73)

Ridging: the pressure process by which sea ice is forced into ridges.




160

6.4 (see plate 70)Rafting: pressure process whereby one piece of ice overrides another. Most common in new and

young ice.

6.4.1Finger rafting: type of rafting whereby interlocking thrusts are formed, each floe thrusting “fingers”

alternately over and under the other. Common in Nilas and grey ice.

7. Openings in the ice

7.1 (see plate 16)Fracture: any break or rupture through very close ice, compact ice, consolidated ice, fast ice, or a

single floe resulting from deformation processes. Fractures may contain brash ice and/or be covered

with Nilas and/or young ice. Length may vary a few meters to many kilometres.

7.1.1Crack: any fracture which has not parted.

7.2Fracture zone: an area which has a great number of fractures.

7.3 (see plate 16)

Lead: any fracture or passage-way through sea ice which is navigable by surface vessels.

8. Ice surface features

8.1

Level ice: sea ice which has not been affected by deformation.

8.2Deformed ice: a general term for ice which has been squeezed together and in places forced upwards

(and downwards).

8.2.1 (see plate 69) Rafted ice: type of deformed ice formed by one piece of ice overriding another.

8.2.1.1Finger rafted ice: type of rafted ice in which floes thrust “fingers” alternately over and under the

other.

8.2.2 (see plates 71-72-73)Ridge: a line or wall of broken ice forced up by pressure. May be fresh or weathered. The submerged

volume of broken ice under a ridge, forced downwards by pressure, is termed an ice keel.

8.2.2.5Consolidated ridge: a ridge in which the base has been frozen together.

8.2.2.6 (see plate 71-72-73)

Ridged ice: ice piled haphazardly one piece over another in form of ridges or walls.

8.2.2.6.1

Ridged ice zone: an area in which much ridged ice with similar characteristics has formed.




161

8.2.3Hummock: a hillock of broken ice which has been forced upwards by pressure. May be fresh or

weathered.

8.2.3.2Rubble field: an area of extremely deformed sea ice of unusual thickness formed during the winter by

the motion of drift ice against, or around a protruding rock, islet or other obstruction.

8.5 (see front cover) Bare ice: ice without snow cover.

8.6Snow-covered ice: ice covered with snow.

8.6.2Snowdrift: an accumulation of wind-blown snow deposited in the ice of obstructions or heaped by

wind eddies.

9. Stages of melting

9.1

Puddle: an accumulation on ice of melt-water, mainly due to melting snow.

9.2Thaw holes: vertical holes in sea ice formed when surface puddles melt through to the underlying

water.

9.3

Dried ice: sea ice from the surface of which melt-water has disappeared after the formation of cracksand thaw holes. During the period of drying, the surface whitens.

9.4Rotten ice: sea ice which has become honeycombed and which is in an advanced state of

desintegration.

9.5Flooded ice: sea ice which has been flooded by melt-water or river water and is heavily loaded by

water and wet snow.

11. Sky and air indications

11.3 (see plate 64)

Frost smoke: fog-like clouds due to contact of cold air with relatively warm water, which can appear

over openings in the ice, or leeward of the ice edge, and which may persist while ice is forming.

12. Terms relating to surface shipping

12.1 (see plate 21)

Beset: situation of a vessel surrounded by ice and unable to move.




162

12.2Ice-bound: a harbour, inlet, etc, is said to be ice-bound when navigation by ships is prevented on

account of ice, except possibly with the assistance of an icebreaker.

12.4 (see plate 44)

Ice under pressure: ice in which deformation processes are actively occurring and hence a potential

impediment or danger to ships.

12.5

Difficult area: a general qualitative expression to indicate, in a relative manner, that the severity of

ice conditions prevailing in an area is such that navigation in it is difficult.

12.6Easy area: a general qualitative expression to indicate, in a relative manner, that ice conditions

prevailing in an area are such that navigation in it is not difficult.




163



ADDENDUM F – DANISH ICE BREAKER DUES

164

Addendum f danish ice breaker dues



ADDENDUM F – DANISH ICE BREAKER DUES

165



REFERENCES

166



REFERENCES

167

REFERENCES

PUBLICATIONS:

BALTIC PILOT, VOLUME III , NP 20, NINTH EDITION, BY HYDROGRAPHER OF THE NAVY , SOMERSET, ENGLAND, 2003

FINNISH ICEBREAKERS – A GUARANTEE OF UNHINDERED SHIPPING (BROCHURE), THE FINIISH MARITIME ADMINISTRATION, HELSINKI

FINNISH-SWEDISH ICE CLASS RULES , THE SWEDISH MARITIME ADMINISTRATION, GÖTEBORG

INSTRUCTIONS FOR MERCHANT VESSELS-NOTICE TO MARINERS NR 33/2003 ,

THE FINNISH MARITIME ADMINISTRATION (THE FINNISH ICEBREAKINGSERVICE), HELSINKI, 2003

ON THE POWER REQUIREMENTS IN THE FINNISH-SWEDISH ICE CLASS RULES ,(RESEARCH REPORT NR 53)BY MILKO JUVA & KAJ RISKA), HELSINKIUNIVERSITY OF TECHNOLOGY, ESPOO, SEPTEMBER 2000

PARNELL, GEORGE Q, ICE SEAMANSHIP , (MONOGRAPHE), THE NAUTICAL INSTITUTE, LONDON, 1986

REPORT OF THE FOURTH MEETING OF THE ICE EXPERT AD HOC WORKING

GROUP OF THE HELSINKI COMMISSION (ICE EWG 4/2003) ,HELSINKICOMMISSION, ICE EXPERT WORKING GROUP,ST. PETERSBURG, RUSSIA,18 NOVEMBER 2003

THE MARINER‘S HANDBOOK , NP 100 , SEVENTH EDITION , BY HYDROGRAPHER

OF THE NAVY , SOMERSET, ENGLAND, 1999

THE SWEDISH ICE-BREAKING SERVICE AND WEATHER- AND ICE

INFORMATION,

THE SWEDISH METEOROLOGICAL AND HYDROLOGICAL INSTITUTE, ICE- BREAKING SERVICE, GÖTEBORG, 2003

WMO SEA ICE NOMENCLATURE, TERMINOLOGY, CODES AND ILLUSTRATED

GLOSSARY , WORLD METEOROLOGICAL ORGANISATION. WMO NO. 259.TP. 145.(SUPPLEMENT NO. 5),GENEVA 1989



REFERENCES

168

Internet websites:

Http//:www.helcom.fi/dps/docs/folders/maritime%20group/ice%20ewg%202,%202003.html

Http://www.bsh.de/de/meeresdaten/beobachtungen/eis

Http://www.bsh.de/en/marine%20data/observations/ice/index.jsp

Http://www.crrel.usace.army.mil/techpub/crrel_reports/reports/nsr.pdf

Http://www.helcom.fi/dps/docs/documents/maritime%20group/ice%20ewg%202,%202003/4

-3-cover.pdf


-2.pdf

Http://www.helcom.fi/dps/docs/documents/maritime%20group/ice%20ewg%201,%202003/re

port.pdf


-2.pdf

Http://www.helcom.fi/dps/docs/folders/maritime%20group/ice%20ewg%204,%202003.html

Http://www.ice.fmi.fi/sin.pdf

Http://[email protected]

Http://www.ice-glaces.ec.gc.ca

Http://www.nippon.zaidan.info/seikabutsu/ 2000/00967/contents/059.htm

Http://www.vtt.fi/tte/projects/icemap

Http://www2.fimr.fi/en.html



INDEX

169

INDEX

1 10-cm radar, 20

3 3-cm radar, 20

A A.I.S., 21, 26, 27 Abrasive effects, 2 Accommodation lighting, 56 Agent, 10, 90

Air-bubbling system, 89 Anchor, 31, 74 Anchoring, 3 Antifreeze additive, 17 Anti-slip, 17 Approaching a bend, 54 Archipelago, 41 ARPA, 21, 26, 27 Assistance, 30, 35 Assisting vessel, 36 Autopilot, 26 Auxiliary generator, 21 Auxiliary power, 21

B Backing, 30 Ballast, 30 Ballast water, 30 B ALTIC PILOT , VOLUME III , 14, 168 Belt, 159 Bend, 51, 53 Berth, 31, 77, 78, 79, 80, 83 Berthing, 77 Beset, 26, 29, 30, 31, 36, 38, 51, 56, 60, 67, 68, 74,162

Bilge keels, 6, 30, 51 Bilges, 17 Boarding of pilot, 42, 43 Bollards, 71 Bosun stores, 17 Bouncing off, 45 Bow, 21, 45 Bow line, 79 Bow section, 73 Bow spring, 78 Bow thruster, 79 Bow wave, 21 Bow-thruster room, 17

Brash ice, 21, 45, 50, 78, 159 Breaking out, 36, 37, 38, 59, 61

Brittleness, 3 Brooms, 17 Bulbous bow, 74 Bunker status, 16 Bunker tanks, 17 Buoy(s), 16, 20, 51, 77

C C.c.p. Pumps, 17, 89Call-fax-service, 9Canada, 15Canadian 30-day ice forecast, 13Canadian waters, 10Cargo space heating systems, 17Casting off, 87, 89, 91Cathodic protection, 17Channel, 66, 67Charterer, iCharterer’s instructions, 14Cherry-picker, 42, 44Class and administration rules, 16Clogging, 66Close ice, 26, 158Close quarters, 45Coast radio stations, 10Colliding, 21Collision, 45, 58, 67, 68Collisions in ice, 5Combination, 73, 74Commercial, 20Commercial loss, 16, 36Compact ice, 158Compacted ice edge, 159Compressed air system, 17Compressive ice, 3Concentration, 158Concentration boundary, 160Consolidated channel,50, 67Consolidated ice, 26, 32, 158Consolidated ridge, 161Consolidated track, 38, 69Contact, 67

Convoy, 26, 59, 68, 70, 71Cooling water, 21Cooling water intakes, 66Cooling water systems, 17Crack, 161Cranes, 17, 30Current, 51Currents, 15

D Damage, 2, 3, 5, 16, 21, 35, 56, 68, 74 Damage identification, 2

Dangerous situation, 36 Danish ice breaker dues, 165 De-aerators, 17



INDEX

170

Deck lighting, 56 Deck equipment, 17 Deck machinery, 17 Deck-lighting, 20 Dents, 5 Depth sounder, 3

Difficulties in manoeuvring, 2 Diffuse ice edge, 160 Disembarking of pilots, 42 Displacement, 21 Distance, 61, 66, 67, 68, 69 Diverting, 36 DO/MDO, 21 Downwind, 22 Draft-draught, 3, 16, 35, 36,45, 50, 66 Drift ice, 87 Drifting ice, 26

E Echo trails, 26 Edge, 42 Electronic radar maps, 20 Emergency fire pump room, 17 Emergency full ahead, 68 Emergency generator, 17 Engine performance, 69 Engine room, 20, 21 Engine room space heating, 17 Engine room ventilation, 17 Engineers, 17 Entry into the ice, 15

Exhaust gas temperatures, 26, 66

F Facsimile, 9Fairleads, 71Fairway, 36, 38, 45, 47, 51, 54Fairway, 41Fairways, 56Fast ferry, 21Fast ice, 157Fast vessel, 21Fast-ice boundary, 160

Fast-ice edge, 160Fatigue of pilots, 41Fender, 45, 79, 80, 83Fenders, 77, 78Ferries, 26Finger rafting, 161Finnish ice class certificate, 121Finnish ice service, 9Finnish institute of marine research, 9Fire main, 3First ice, 20, 22First signs of ice, 21Fleet manual, 16

Floating ice, 157Floe, 21, 24, 82

Floe, 158Floeberg, 159Floebit, 159Floes, 3, 78, 79, 89Floes, 154Floodlight, 20

Fog, 55Following, 66Fore spring, 79Forward method, 37Forward mode, 61, 64, 69Forward mode, 63Fracture, 25Fracture, 161Fracture zone, 161Fracturing, 160Frazil, 21Freezing, 3, 16Freezing conditions, 17

Fresh water generator, 21Frost smoke, 93Frost smoke, 162Frozen track, 50Fuel, 30

G Gangway, 79German ice map, 7Getting unstuck, 33, 34“Google” as search engine, 10Gps, 29

Grounded ice, 157Grounding, 35Grounding, 5Growler, 86Growlers, 20Gyro, 30Gyro compass rose, 29, 30

H Harbour, 90 Harbour tug, 78, 79, 83, 85, 86, 90 Harsh ice conditions, 74

Harsh winter, 41 Hatchcovers, 42 Hazard, 5 Hazards, 2 Head line, 79, 83, 87 Head/tail collision, 68 Head-tail collision, 67 Heating systems, 17 Heavy ice, 15, 68 Helicopter, 10 Helmsman, 26, 51, 55 Hull and machinery, 16 Hummock, 157

Hummock, 162 Hummocking, 160



INDEX

171

Hydraulic oil, 17 Hydraulic power packs, 17 Hydraulic unit stations, 17 Hydrocopter, 40 Hypothermia, 3

I Ice knife, 30 Ice accumulation, 3 Ice belt, 16, 21, 35 Ice boundary, 160 Ice breaking service, 9 Ice bridge, 56, 57 Ice class equivalents, 115 Ice condition, 71 Ice cover, 158 Ice edge, 16, 21, 23, 159 Ice field, 21, 159

Ice glossary, 20 Ice impacts, 2 Ice limit, 15, 22, 160 Ice management, 59 Ice map

Finnish, 12German, 7, 8Swedish, 11

Ice photographs, 20 Ice pressure, 21, 29, 30, 32, 90, 91, 92 Ice rind, 157 Ice searchlights, 47 Ice services, 15

Ice situation, 59 Ice thickness, 27, 61 Ice under pressure, 67, 68 Ice under pressure, 163 Ice waypoint, 10 Ice-bound, 163 Ice-bound ports, 41 Ice-breaker, 42, 66 Ice-breaker assistance, 20, 30, 31, 35 Ice-breaker assistance, 59 Ice-breaker escort, 66 Ice-breaker parking, 55 Ice-breakers particulars, 111

Ice-breakers particulars, canadian, 114 Ice-breakers particulars, finnish, 112 Ice-breakers particulars, russian, 114 Ice-breakers particulars, swedish, 113 Icebreaking capabilities, 59 Icebreaking services, 14 Ice-breaking tug, 77 Ice-class, 21, 35, 71 Ice-class restrictions reports, 9 Ice-condition, 66 Ice-heeling system, 30, 74 Icemap, 9 Ice-pressure, 15

Ice-situation, 36 Icing, 3, 4, 16, 17, 71 Icing warning, 1

Ifo/hfo, 21 Imminent collision, 45 Impact, 21, 35 In steering gear room, 16 Indents, 73 Initial speed, 21, 22

Inmarsat link, 9 I NTERNATIONAL CODE OF SIGNALS , 14 Internet, 10 Ism’s fleet manual, 14

J Jammed brash barrier, 160

K Kiel canal, 10

L Landmark, 20 Large ice field, 159 Lashing pods, 17 Lead, 15, 21, 25, 26, 27, 28, 161 Leading lights, 41, 51 Leeward, 36, 61 Level grey-white ice, 154 Level ice, 20, 31, 50 Level ice, 161 Life saving equipment, 3 Lifeboat, 17

Lifeboat motors, 17 Light ice, 68 Lines men,79, 82 List, 30 Load limit, 21 Loadmaster, 30 Look out, 26 Look-out, 55 Look-out, 20

M Machinery cooling system, 3

Main engine, 21, 68 Main engine performance, 66 Manoeuvring characteristics, 66 Mariner’s handbook, 20, 66 Maritime administrations, 14 Medium ice field, 159 Meeting, 41, 45, 46, 49 Meeting, 47, 48 Midship’s sections, 15 Moisture condensing, 3 Mooring, 77, 78, 79, 80, 84, 87 Mooring ropes, 17

N N.u.c. Lights, 17, 30, 31, 56



INDEX

172

Nautical publications, 14 Navigation lights, 30 Navtex, 1, 9 Navtex ice report, 1 New ice, 157 Nilas, 153, 157

Notch, 61, 68, 72, 74 Notch towing, 72, 73, 75 Notices to mariners, 15

O Of thrusters, 78Old channel, 51Open drift ice, 21Open ice, 15, 21Open ice, 154, 155, 158Open water, 15, 26, 28, 35, 67Operational instructions, 14

Overpowered ships, 15Overtaken, 45Overtaking, 41, 45, 46Owner, 14

P Paint damage, 6Pancake ice, 154, 157Pilot, 45, 50, 55, 77, 90Pilot boat, 40, 42Pilot station, 10, 36Pilotage, 41

Point of entry, 21Poor visibility, 55Power black-out, 21Powerful ship, 26, 45Powerful vessel, 30Pre-break escort, 59, 66, 71Pre-heating, 17Pressure, 26, 29, 66, 67Pressure building up, 35Pressurized ice, 67Propeller, 3, 16, 78Propeller, 5Propeller blades, 89

Propeller tip, 6Propeller wash, 29, 68, 83Pudding fender, 61, 68

Q Quarter pass, 37, 69Quarter pass, 62Quay, 78, 79, 84

R Radar, 2, 3, 16, 27, 41, 51, 55, 67

Radar picture, 23, 27, 28, 52, 54 Radar range, 27 Radar scanner, 20

Rafted grey ice, 153 Rafted ice, 21, 35, 161 Rafting, 153, 161 Ramming, 35 Ramp, 83, 87 Reduced visibility, 55

Removing ice, 17 Restrictions of movements, 2 Ridge, 35, 154, 161 Ridged ice, 15, 161 Ridged ice field, 27 Ridges, 74 Ridging, 160 Risk assessment, 5 River berths, 87, 89 Ro-ro, 21, 26, 87 Rotating red warning lights , 68 Rotten ice, 162 Route, 16

Rubble field, 162 Rudder, 5, 16, 21, 26, 29, 30, 45, 47, 61 Rudder angle indicators, 16 Rudder angle limit, 66 Rudder blade, 6, 89 Rudder blade, 30 Rudder limit, 26 Rudder stock, 16

S Salt, 17Satellite phone, 10

Satellite picture, 18S-band, 20Sea clutter, 20, 27Sea ice nomenclature, 162Sea ice nomenclature, 153Sea smoke, 5, 55Sea-chest, 17, 21Sea-chests, 16Seamanship, 66, 68Searchlight, 17, 51Searchlights, 27, 29, 30, 47, 56Seawater cooling, 17See front cover), 162

Shaft generator, 21Shallow draught vessels, 50Shallow waters, 15Sharp bend, 53Shearing, 160Shell plating, 6, 16Shelter, 56Ship’s specific manual, 16Shore lead, 24Shore leads, 15Shore ramp, 83, 88Shoreline, 2Shovels, 17

Shuga, 21, 157Signals, 66



INDEX

Skirting the edge, 21Slush, 157Small floes, 155Small ice field, 159Snow, 3, 50Snow cover, 27

Snow showers, 55Snow-cat, 42Snow-scooter, 42Solid ice, 36Sound signals, 59Sound/light signals, 59Speed, 2, 21, 26, 27, 42, 51, 66Speed limits, 66Speed loss, 2Speedlog, 29Spring, 78, 79, 81, 83, 87Stability, 3, 16, 30Starting air compressors, 21

Steam-heating, 17Steering gear, 89Steering gear pumps, 26Steering gear room, 17Stem, 21, 68Stern, 45, 51

Track’s edge, 51Track’s side, 45Traffic separation zones, 15Trails, 26Transferring pilots, 44Transferring weights, 34

Trim, 16, 35Trim, 16True vectors, 26True-motion presentation, 26Tug, 77, 79, 83, 86, 90, 91Turku radio, 15

U Unassisted, 20Underpowered, 45Underpowered ship, 45Unmooring, 89

Unstuck, 62

V Very close, 26Very close ice, 155, 158

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