Introduction

The key to a successful operation in winter lies in continuous advance planning, constant monitoring,
timely reporting, and early reaction to the problems that are bound to appear. Masters should contact
the office to address any concerns/questions they may have well in advance.

Advance Preparation
Preparations for operating in winter conditions should be carried out well before the vessel is
scheduled to arrive in the area.

Members of the crew need to be properly equipped with appropriate protective clothing. The rotation
of watches and rest periods for crew working in exposed conditions should also be planned with
considerable forethought.

The likelihood of delays should be anticipated and provided for in your fuel, fresh water, lubricating oil,
provisions, etc., considering the additional demands that will be made on the boiler and power
generation as well.

On receipt of voyage instructions, you should confirm with the office that the vessel is equipped with
enough:
antifreeze (glycol)
de‐icing salt
heavy wooden mallets, shovels, etc.
appropriate protective clothing for crew

When planning the stowage plan, the Master should carefully review the recommendations given
below on hold cleaning and freezing of ballast tanks in cold weather and advise the office immediately
should the vessel be unable to adhere to these recommendations on account of restrictions at
load/discharge port and/or stowage requirements. Masters should discuss in a timely fashion any
limitations / concerns with the office to decide on the most efficient course of action.

Engine Room Readiness

The main engines should be at the peak of operating efficiency when the ship is working in ice. Often
the main engines will be required to run close to their safety parameters just to keep the ship moving
at very little speed in ice. It is essential to try and keep the ship moving, even if only slightly. A
stoppage in ice will, at best, result in one or many "backing and filling" manoeuvres to resume or,
alternatively, result in besetment with considerable delay and requirement for icebreaker assistance.

When under icebreaker escort, the main engines should be able to go maximum revolutions astern
immediately if the icebreaker ahead stops due to heavy ice or other mechanical difficulties.

One of the most frequent causes of engine failure is loss of cooling water. This is more likely to happen
while the ship is in ballast, although it can also occur while loaded. In ice conditions, engine failure is
often caused by the cooling water intake or sea chest becoming choked with ice or slush. Engine room
staff should be constantly on watch for such a situation. Wherever a lower and upper water intake is
fitted, the lower intake should be used. Port side and starboard side should be used in rotation to
prevent blockage. If possible, have steam lines fitted into the sea‐chest to blow ice clear. Another
option is to use a ballast tank for cooling water in event that sea‐ chest becomes choked with ice.
Often this may be aft‐peak tank. The water is re‐circulated between tank, main engine and back to
tank.

Engine room staff should consult relevant manuals and check if winter grade of oils, greases etc is in
use. All hydraulics and associated equipment must not only have heaters running but be routinely tried
out.

Pollution Prevention
Low temperature causes increased viscosity in oil and often results not only in poor operation but also
in leaks and rupture of hydraulic oil hoses and pipes, failure of seals etc. The crew should be suitably
prepared to handle and deal with this.

Stern tube oil leaks are also common and should be kept in mind by the Engine room staff.

Approach To Ports
Hydraulic machinery should be started up in sufficient time prior to its use to ensure that oil retains
sufficient fluidity. In very low temperatures, the pumps may need to be started up to 12 hours before
use to be properly warmed up. An earlier start‐up and continuous running during these conditions may
be advisable (if safe and mechanically feasible) when frequent use is to be expected, especially for
deck cranes and winches.

Pilot ladders should be stowed under shelter and rigged just prior to using them. If they should be kept
on deck, they should be well covered and stowed on gratings.

Ensure that the gangway wires are not too taut, sheaves are greased and free and steps de‐iced with
salt. The initial movement of gangways might be impossible with a pneumatic motor and manual
turning by the handle might be required. Initially as well as every few hours manual handle turning
should be carried out.

Anchors should be always kept free and ready for use. They should be veered out a few links
periodically, in gear, and then rehoused. The housing recesses, windlass gypsies, bow
stoppers/compressors, hawse and spurling pipes, brakes, engaging/disengaging mechanisms for the
windlass gears, etc., should be kept free of ice and snow. In conditions of freezing spray, it is very
important to ascertain this before making approaches.

12 hours prior arrival at port the following is to be carried out:

a. Confirm that the following are free of ice:

 anchors and windlasses

 pilot boarding station

 hatch covers and track ways

 gangways

 hold accesses

b. Test the following (always consistent with safety):

 hatch covers

 cranes
  heaters inside cranes cabin and window defrosting

If not free of ice/equipment not functioning, the Master should provide the office with a detailed
description of the status. The Master should also let the office know immediately if there is any change
to the onboard ice conditions affecting your vessel.

Port Operations and Manoeuvrings

Extremely low temperatures and heavy snowfall in port and local weather forecasts should be
regularly monitored throughout the vessel’s stay in port with the goal of preventing delays on account
of weather. Mooring station decks, including fairleads and bitts, should be kept clear and safety hand
lines should be rigged along the main deck when possible.

On the berth, it is important to always keep mooring lines taut, otherwise the vessel may fall off
sufficiently to permit ice to flow between the vessel and the dock, resulting in delays to cargo
operations while the ice is flushed out (as well as to possible damage to the vessel).

Hatch covers, track ways, gangways, accommodation ladders, safety walkways, hold accesses should
be kept clear of snow and ice accumulation and particular care should be paid to have working hatches
cleared well in advance of scheduled stevedores boarding time.

If possible, gangways should be left vertical to avoid ice build-up. Salt should be at hand to scatter on
decks and walkways.

If the vessel is alongside a berth or at anchor where ice is present for any period, the rudder should be
moved hard over to each side at regular intervals during the vessel's stay (recommended at least once
per watch). Of course, a visual check of ice around the rudder should be made first. One should also
ensure that, if shifting is required within the berth, the rudder is placed amidships. However, the
rudder should not impact with any ice whilst shifting on the berth. This can be done using ahead
engine movements, which will break and possibly clear the ice close to the stern. Forward shifting of
the vessel should not pose a threat to the rudder. Masters should always remember the importance of
protecting the propeller when using astern movements in light, loaded or ballast conditions. One
should avoid the use of astern movements if propeller tips are close to, or above the surface when in
ice. However, with great care the vessel can be moved astern with prudent use of short, intermittent
ahead movements to break and clear the ice close astern.

Cranes and hydraulically operated hatch opening systems are prone to failure in cold climates.
Therefore, it might be appropriate to warm up these systems by starting the pumps well in advance of
scheduled operations. In extreme cold, and provided the vessel’s equipment allows it, it might be
advisable to let the hydraulic pumps run continuously while at port to ensure that oil in the system
retains sufficient fluidity to operate satisfactorily. If ship’s design does not allow for this, one possible
alternative would be to repeatedly operate the hatch cover furthest removed from the pumps.

It should be ensured that heaters inside cranes' cabin and window defrosting always remain fully
functional.

Deck lights ‐ particularly the Halogen type ‐ should always remain on in port to avoid damage from
sudden temperature variances.

Navigational Lights ‐ With prior permission of port authorities, it may be prudent to keep Navigational
lights on at berth also. Switching them off / on may result in a lot of them blowing on continuous low
insulation alarms.

Precautions Against Freezing Spray

Freezing spray is frequent throughout the winter season. Generally, air temperatures must be colder
than –2 Celsius (freezing point of salt water) to generate freezing spray at sea. Any decrease in air
temperature can result in more severe icing. Other factors which will dictate the amount of ice build‐
up from this source are wind speed, vessel’s speed, bow design and whether in ballast or loaded. Often
these factors can work together and cause severe ice accretion/build‐ up.

A blunt bow shape and loaded condition makes the ship more susceptible to ice accretion/build‐ up.
Although it may not always be possible to eliminate the occurrence of freezing spray, there are some
actions, which can be taken to minimize it. If there is a freezing spray condition, one should consider
reducing speed and/or altering course and/or seeking more sheltered sea conditions near‐shore or in
sea ice. If there is an ice field in the area, one may wish to consider taking the vessel inside that or
keep to leeward of it, where wave height will be reduced. One may also consider altering to bring the
wind and sea astern. In any event, when icing is likely to happen, the master should immediately
discuss with the office, actions to be taken including alterations of course, etc.

Icing will tend to be greatest in the forward part of the ship and, if care is not taken to minimize and/or
remove it, the cover may become thick. It is not uncommon to see vessels with up to a foot of ice
clinging to the fo'c’sle and forward hatches. All ice accumulations should be removed by breaking the
ice loose with wooden ice mallets, hammers, crow bars, etc.

If heavy weather has been encountered enroute to a discharge port so that hatches cannot be opened
immediately on arrival due to ice or snow accumulation, the office is to be advised immediately. Early
notice will allow the office to take whatever steps are necessary to remedy the situation in
consultation with Office and charterers. The crew should be employed in attempting to clear the
hatches to the best of their ability.

If the vessel is making a direct transit into the Seaway on maximum draft, and it is suspected that ice or
snow accumulation will cause the vessel to be overdraft, The Master should immediately advise the
office of this situation and ask the pilot boat at the first opportunity to sight your fore and aft drafts.
Estimating The Amount of Ice Accretion and Its Effects on Stability
Ice accretion may have a negative impact on the metacentric height (GM) and reduce the vessel’s
stability up to the point of capsize.

To ensure adequate subdivision and stability in both intact and damaged conditions, for ships
operating in areas and during periods where ice accretion is likely to occur, the following icing
allowance is made in the stability calculations (this is a requirement stated in the Polar code,
Resolution MEPC.264(68)):

1. 30 kg/m2 on exposed weather decks and gangways

2. 7.5 kg/m2 for the projected lateral area of each side of the ship above the water plane; and,
3. The projected lateral area of discontinuous surfaces of rail, sundry booms, spars (except masts)
and rigging of ships having no sails and the projected lateral area of other small objects shall be
 computed by increasing the total projected area of continuous surfaces by 5% and the static
moments of this area by 10%.

The weight of ice accretion is to be estimated based on the estimated area covered by ice and the
average thickness of the ice and this weight is to be entered into the loadicator to calculate intact /
damage stability (as the case may be).

Preventing Freezing of Ballast Tanks

Partial freezing of ballast can occur in winter and there are several measures, which can be taken to
prevent or minimize icing in tanks.

There is a potential for structural damage to the ship due to blockage of air pipes with freezing spray
and/or frozen ballast water. Subsequent loading or discharging of ballast water can result in the
rupture of tanks or distortion of plating, etc. In addition, expensive damage to the pumping system
may occur.

To minimize the potential for damages, any freshwater ballast should be replaced if possible, with sea
water. The freezing point of seawater (1025) is ‐ 1.8 Celsius and this small difference will delay, or at
least reduce, the formation of ice in ballast tanks. Thought should be given to taking on sea water
ballast where the water is relatively warmer (provided above always in accordance with relevant
ballast water regulations). Once the ship enters the Gulf, possible freezing will be delayed or even
prevented by warmer ballast water.

The most susceptible areas of the tanks subject to early freezing are the air pipes, which should be
covered with canvas until commencing ballast water operations. The ballast level should be dropped in
order that the air pipes are free of water. It is recommended that ballast tanks be dropped down
sufficiently to clear the air pipes of water. It should be borne in mind that double bottom air pipes may
pass down within the holds and those sections will also be susceptible to freezing. It is important to
eliminate or reduce any ingress of cold air into the cargo holds for as long as possible to reduce the
likelihood of frozen double bottom air pipes and sounding pipes.
Sounding pipes can rapidly freeze in sub‐zero temperatures, but this can often be delayed or
prevented by pouring anti‐freeze (glycol) down the pipe and then occasionally working it up and down
with a sounding rod.

If the vessel is equipped with steam coils in the fuel tanks, these should be turned on to limit the risk
of freezing ballast water in adjacent ballast tanks. It is also suggested, when possible, to circulate water
ballast in each tank to avoid freezing and to pump in ballast stopping at about 10 cm before water
reaches tank top in order to ensure that there is no contact with the tank top plate.

When in port, the ballasting of tanks which are most exposed to the outside temperature (e.g., top
side tanks) should be delayed as much as possible.

Even a thin layer of ice formed on the surface of the ballast water can prevent discharge of ballast
contained in tanks. If this occurs, it is essential that the ice be broken to allow for the use of ballast
pumps without damage. Be aware that even a powerful ballast pump may not be able to cause
fracture of this ice cover, although it may be one or two inches thick.

It is to be expected that there will be some ice formation in those tanks above the ship's waterline and
therefore exposed to the effects of air temperature and wind. Quite frequently a skin of ice will form
on the inside hull in the way of the forepeak, aft peak, and topside tanks. Little can be done to avoid
this and, if it presents a problem about cargo carrying capacity/commitments, then these tanks can be
opened in port and heaters placed inside to melt ice. However, this accumulation of ice should not
present a significant weight.

Hold Cleaning in Cold Weather

Hold cleaning in cold weather should be planned during passage at sea considering the forecasted
weather conditions at the time of discharge. Long term planning will go a long way in reducing the
difficulties associated with the cleaning operation.

The following issues should be discussed well in advance with the office:
Wetness of the cargo at loading (or natural moisture content); inventory of the cleaning materials on
board (i.e., combi‐gun, portable pump, etc.); the number of crew members that will be effectively
available for cleaning the holds; the expected time between discharge and next load port, etc.

As a first step, it is of utmost importance that the amount of water used be kept to an absolute
minimum. To accomplish this, the holds should be swept as thoroughly as possible before any water is
applied. Whenever it is safe, and assuming it is permitted by local regulations, the crew should enter
the holds as the level of cargo is lowered and scrape between frames and hopper sides, etc., to reduce
the amount of residues that will be left for the final cleaning.

The bilges and bilge wells should be freed of any residues before washing begins. It may be wise to
cover bilge wells with burlap prior to washing, to strain any debris before it reaches the bilge line. The
goal is to ensure that cargo residue is prevented from becoming mixed leading to a frozen "soup"
which is even more difficult to deal with than ice alone.

On ships where there are fuel tanks beneath cargo holds, these should be used and kept heated to
warm the tank top and make the task of removing excess water simpler. The greatest danger in the
operation is the risk of freezing pipes, which can lead to long‐term problems such as damage to valves.
Using water that has been warmed prior to washing will greatly assist in preventing freezing from
occurring. On some ships, the generator and main engine cooling water can be re‐ circulated through a
ballast tank (often the aft peak). Constant re‐circulation can raise the temperature of this water
significantly. Drawing your cleaning water from this tank will go a long way in assisting with the
washing operations.

If this option is not available, you will be restricted to using sea or river water, which is much colder
and liable to freeze more quickly. Even so, the job can be done if more precautions are taken.

It has been found that using fire hoses fed directly from inside the accommodation rather than the
deck line will help prevent problems with frozen lines. This way, if any of the hose lengths become
frozen, it is simpler to remove the length and bring it into the accommodation to allow it to thaw.
Keeping the nozzle of the hoses clean and free from ice will delay the build‐up of ice in
the hose. It is wise to occasionally warm the nozzle during washing by either a portable gas torch or by
exposing it to one of the heaters in the hold.

Once hold washing begins, keeps the water running continuously, flowing overboard, if necessary, until
all hold washing is completed and then drain the deck mains and associated lines promptly to prevent
water from accumulating and freezing. It should ensure that the bilges are pumped out; lines drained
and pooled water in the holds mopped, before freezing occurs.

If the vessel has sufficient manpower and equipment, then it may help to work two holds
simultaneously, otherwise, all efforts should be concentrated on one hold only and each hold should
be washed and dried as completely as possible before moving onto the next. It helps also to work from
fore to aft, the reason being that the shorter the distance the water must run outside, the less likely
that freezing will occur.

Ice Pressure, Besetment, Request for Ice Breaker Assistance

It is always advisable that vessels follow a recommended route if present as this routing will normally
keep the vessel clear of land, shallows, etc. It is, however, incumbent upon the Master to ensure that
the vessel is not placed in a situation whereby there is a risk to possibly becoming beset close to a lee
shore.

The ice pressure in a gulf is mostly a result of strong winds blowing on a lee shore. When there is
significant ice concentration, the ice becomes "squeezed" against the shore, and this will then result in
pressure, which will extend further and further out from the coast. Great care must be taken to ensure
that the vessel will not pass close to any features, which may present a danger if the vessel becomes
beset. A ship beset in ice will be quite helpless and will move with the ice field, which can be
considerable. Open water shore leads should be used with caution with an eye for possible wind
changes that could rapidly close the lead. In this regard, it is important to receive the latest weather
forecasts to predict what effect wind may have on ice movement/pressure.

If the vessel becomes beset and efforts to free the vessel are not successful, a request for icebreaker
assistance should be made.
Request for icebreaker assistance should be done either in writing or verbally and should include ship’s
name, call letters, position and ice conditions when requesting icebreaker assistance.

If ice breaker assistance is not available and vessel is required to free herself using own power, go full
ahead and full astern on the engine alternately throwing the helm hard‐a‐port and hard‐a‐ starboard
to swing the vessel. This may loosen the ship a bit after a while when Full Ahead movement can be
given to try to move through the ice. The helm must be put amidships in case the vessel starts moving
astern.

Another way to free the vessel would be to pump and transfer ballast from side to side alternately to
produce list and loosen the ice, or even pump ballast to change the trim. This procedure is normally
not used in larger vessels but could be employed if there is no other way to free the vessel.

Finally, Masters should be aware that a change in tide and/or wind can remove pressure quite rapidly
and, therefore, attempts should be continued regularly to free the ship. Often signs of easing of
pressure can be observed by a physical loosening of ice around the ship.

Ice Breaker Operations

Once the escort is about to commence, the commanding officer of the icebreaker will advise you of the
distance to be maintained between both vessels. Often, in lighter ice conditions, the breaker will adjust
her speed to maintain the necessary space between the two vessels and thus the Master should
always keep a close eye on the actual distance between the vessel and the breaker as it is the
responsibility of the vessel under escort to ensure that this distance is maintained. In any case, the
Master should clarify with the icebreaker the procedure that will be taken during the escort (e.g.,
stopping distance, speed, etc).

Icebreakers may suddenly be slowed down by heavy ice ahead or localized pressure, etc. In such an
event, you should be prepared to take immediate action to avoid collision including, when
appropriate, going full astern. Keep the icebreaker immediately advised of any such action you take.
Also advise the icebreaker immediately of your speed if the track begins to fall off. There is nothing to
be gained by the icebreaker continuing at full speed in such circumstances, which would only incur
additional delay.
In case an icebreaker stops, evasive action must be taken immediately to avoid collision.

The services of an Ice Advisor will be made available to the Master of a ship navigating in ice, if the
conditions warrant, after a careful assessment of the situation by the office.
1. The vessels draft, and trim must be adjusted for ice navigation in accordance with ‘Certificate of
Class’.
2. Navigating through ice requires frequent alteration of course to take advantage of leads through
ice. Measurements are required to ensure that such alterations do not cause the vessel to
inadvertently enter ‘no‐go areas’ should be identified and implemented.
3. Navigating in ice may require prolonged periods of manual steering. Watch levels must therefore
be planned to ensure that sufficient personnel are available for lookout and steering.
4. Running the engines astern is to be avoided in ice, to prevent damage to the propeller and rudder.
Instead, the Master shall seek assistance from icebreakers.
5. Speed through ice must be adjusted to ensure safe transit. Forcing ice can result in damage to the
ship’s hull.
6. Anchoring in ice should be avoided as additional force exerted by ice cannot be restrained by the
ship’s anchoring equipment.
7. Use of bow thruster in ice is not recommended as it can cause damage to the thruster blades.
8. The sea suction may be obstructed by broken ice causing loss of suction on cooling water systems.
This can cause a loss of propulsion and electrical power with serious consequences. Engine
members shall be made aware of this possibility.

Vessel Convoys in Ice

There will be occasions when the vessel will be escorted in a convoy and, during such times, extra
attention should be paid to the distance between vessels ahead and astern.

Although each vessel is expected to maintain the distance from the ship ahead, one should always
keep a sharp watch on the distance between one’s own ship and that astern. If it is felt that she is
closing, then she should be so advised and requested to maintain the agreed distance apart. When in
convoy, it is incumbent upon each individual ship to notify the ship astern immediately if her speed
begins to fall off for whatever reason. Failure to do so has produced a legacy of damaged bows and
sterns over the years. Alertness is always essential whilst under escort, both on the bridge and in the
engine room.

When an icebreaker is working close alongside during attempts to free the vessel, engines should not
be used until requested by the icebreaker.

Cold Weather Draft Surveys

Vessels may experience problems in achieving accurate deadweight calculations /surveys when loading
in cold weather. These problems result from frozen sounding pipes, which would preclude the
surveyor from assessing the correct ballast figures during a light or loaded survey. Above sections
contain advice designed to avoid the freezing of ballast tanks and/or sounding pipes. Unfortunately,
despite reasonable precautions being taken, there may be instances when ballast tanks and/or
sounding pipes become frozen. If such a case arises, complying with the following recommendations
can minimize inaccuracies in deadweight surveys:

a. Keep accurate records of soundings of ballast tanks during the period leading up to the draft
survey. This will ensure accurate records of ballast in each tank are maintained despite the frozen
status.
b. When the vessel is not loading to draft, no attempt should be made to strip frozen ballast. This is
usually unsuccessful and results in partial de‐ballasting only which in turn will lead to the surveyor
being unable to quantify the remaining ballast.

Considering that a deadweight survey determines cargo loaded or discharged by comparing the light
and loaded displacements, if a particular tank is frozen and remains untouched during the loading or
discharging operation, the weight contained therein is constant and does not affect the result of the
deadweight survey.

General Guidelines
Ice must always be avoided if there is an alternative and safer route available, even if this means large
alterations of course and deviation from the original intended route. It is recommended to go around
the ice rather than through it.
When due to the extent of ice cover, ice cannot be avoided and passage through ice becomes
inevitable for the vessel to reach her destination, the following factors must be taken into
consideration before any operations in ice are attempted:

1. The type / form / stage of development of the ice likely to been countered.
2. The time of year, weather, and air / sea temperatures
3. Availability of icebreaker.
4. Vessel’s ice class in relation to the type of ice expected.
5. Any current defects in hull / machinery / equipment
6. The draught of the vessel about propeller / rudder immersion
7. Availability / detail of ice reports / ice‐routing broadcasts from coast radio stations.
8. Ice experience of the deck‐officers.
a) Vessel’s speed is a MOST VITAL factor when operating in ice as it affects the force of impact.
Force of impact varies as the square of the speed of the vessel and is directly proportionate
to the displacement of the vessel. The implication is that in case of a vessel striking heavy ice
at 4knots, the force of impact would be sixteen times more than what would have been if the
vessel was at a speed of 1 knot. A large vessel will experience more damage when striking
heavy ice than a small vessel at same speed.
b) The depth of water over the propeller tips should always be borne in mind when operating in
ice and the vessel should be so ballasted and trimmed that the propeller is completely
submerged and is as deep as possible. Vessel must be at least at her lightest ice‐drafts and
may require to be ballasted even more than her lightest ice drafts as required by the
prevalent ice conditions. As a rule, vessel’s handle much better in ice when loaded than when
light.
c) When transiting through narrow straits or an enclosed gulf, avoid going close to the lee shore
as the ice adjacent to the lee shore will be under pressure and hence harder that towards the
windward side.
d) One major problem encountered by vessels in colder climates is of ice accretion. Ice accretion
can be due to spray hitting the vessel with the air temperature being at least minus 2 degrees
Centigrade. It could also be due to freezing rain/snow, super cooled fog or seas entering the
vessel and freezing up. Freezing spray is the single most important cause of severe ice
accretion on deck which can be very dangerous. The effect of freezing spray can be
 minimized by slowing down in heavy seas to reduce spray from bow or steaming down wind.
Consider taking shelter in a harbour or downwind of a land mass, if possible. If serious ice
accretion is taking place, periodically recalculate estimated GM, allowing for estimated
weight of ice. The cost of delays incurred to remove ice from a ship after arriving port can far
exceed any time gained by maintaining a schedule.
e) The positions of all known icebergs, growlers and ice edge must be plotted and updated
regularly. Ice Reports and Ice Charts must be obtained on a regular basis.
f) All relevant navigational and meteorological data must be received regularly and checked.
g) The Navigation marks (e.g., buoys) may be out of place or removed in winter conditions. Also
be wary of distances taken by radar from the coast when fixing positions in ice infested
conditions.
h) Refer to and follow the relevant national / international codes for vessel’s transit in convoy
with icebreaker or when manoeuvring with ice‐breaker assistance. If navigating in ice in a
convoy, as a rule do not approach the vessel ahead closer than half a mile. One mile may be
better, depending on the circumstances and Master’s discretion. Maintain continuous
communication with vessel ahead and the icebreaker.
i) Transmit a danger message if ice is encountered in un‐specified areas, as required by SOLAS
Chapter V.
j) Avoid large / excessive movements of the rudder when proceeding through fast ice or pack
ice under pressure, as it reduces the forward thrust provided by the propeller. Keep engine
room regularly informed of situation and of expected manoeuvres.
k) Sound all tanks / holds / voids twice daily or more frequently if damage is anticipated.
l) Prior to entering the ice infested areas, all sea water strainers must be cleaned because if a
filter is slightly clogged the flow will be reduced and ice will form more quickly in the
strainers. Steam heating system to all sea chests must be kept in operation. Use low sea
suctions when operating in ice. Keep an eye on suction and discharge pressures of S.W
pumps and carryout back flushing of suction filter as and when clogged.
m) The bridge window wash water line must be shut with drains kept open in winter conditions.
Never attempt to start the system in sub‐freezing temperatures. Ensure individual heating to
bridge windows always remains ‘on’ to prevent icing. Heaters for Clear‐view screens must
always remain ‘on’ and to be left running throughout.
 n) Ensure whistle / horn heaters always remain ‘on’ in winter conditions. Gyro repeaters and
magnetic standard compasses should be covered, when not needed.
o) Radar scanners must be kept always turning in winter conditions (in port, the brilliance
control may be set down to minimum, unless scanner can be rotated in the stand‐by mode.)
Radars must be suitable for operation in sub‐zero temperatures and in severe ice conditions
p) Refer to Canadian Coast Guard Ice Publications, Sailing Directions and Mariner’s Handbook
for more information on ice and navigation in ice.
q) All relevant checks as per “Winter/ Cold weather precautions” message sent out to all vessels
and “Ice Navigation/ Winterized Vessels (F5.13 Navigation in Ice)”must be carried out prior
entering the region.
r) Training specifically addressing navigation in ice must be provided to Bridge watch keeping
Officers and Ratings prior entering ice infested waters.

Procedures To Avoid Icebergs and Growlers

1. Give a wide berth to all icebergs as there are usually smaller pieces of ice around them, which
may extend as much as one nautical mile or more.
2. Preferably make a small course alteration of 2 to 3 degrees or so well in time rather than a large
alteration when the iceberg is very close.
3. Pass the icebergs to the windward side to avoid contact with growlers or other ice debris which
breaks away from the icebergs and usually drift downwind.
4. When navigating in open waters infested with icebergs, bergy bits, growlers etc., exercise extreme
caution, bearing in mind growlers are bad radar targets.
5. Scan the radars on low ranges to detect smaller pieces of ice. Make judicious use of the anti‐ sea
clutter control to avoid suppressing weak echoes and use trails function to pick up targets giving
intermittent echoes. Keep one radar on longer ranges to get early warning.

Procedures when passing through Pack Ice

1. When passage through pack ice becomes unavoidable, attempt it in daylight and good visibility.
2. Enter the ice‐edge at low speed to reduce the initial impact, and at as nearly as right‐angles to the
ice as is practicable. The point of entry should be carefully selected after scanning the ice even if it
means sailing for some distance so that entry can be made where ice conditions are least and best
suitable for the vessel.
3. Once ice has been entered, speed can be increased to maintain headway as required depending
upon ice conditions and the vessel’s ice class. Always try to work with the ice and not against it.
4. Avoid hard ice and larger floes. Never try to force through multi‐year ice. Multi‐year ice is hard
because all the brine has leeched out and the porous pockets closed. Always avoid going through
areas where multiyear ice is present and instead go around it.
5. When contact with hard ice and large floes is inevitable, use helm and engine to minimize impact
and avoid damage.
6. Once in pack ice, constant alteration of course will be required to pick up leads. Beware of the
danger of the stern swinging into ice floes during a turn.
7. As a rule, vessel must be kept moving, otherwise ice will stop her, and she can be beset. If beset,
there is an additional risk of damage to propeller or rudder when efforts are made to free the
vessel especially when using stern power.
8. If vessel becomes fast in ice, consider the possibility of frequently running engines as is necessary
to keep the area astern clear of broken ice and to prevent ice from compacting astern, until help
arrives.

Procedures When Going Astern in Ice

1. Caution must be exercised when going astern in ice because of risk of damage to rudder and
propeller. Do not force ice astern when backing the vessel off in the lead formed in its wake. First
ensure that the stern area is clear of broken ice and keep in mind the possibility of damaging the
stern gear and/or hull when going astern, and stern possibly canting into the ice. Keep minimum
stern way when backing (with rudder amidships) and make sure that vessel is not backing directly
into any hard ice with stern and propeller. Always keep rudder amidships when backing in ice.
2. While trying out main Engine in ice, always physically check that the stern area is clear of
dangerous ice. Give few bursts of Ahead Engine Movement to clear the ice before giving any
movement astern.

Procedures When Beset in Ice

1. Wait for the icebreaker assistance.
2. If ice breaker assistance is not available and vessel is required to free herself using own power, go
full ahead and full astern on the engine alternately throwing the helm hard‐a‐port and hard‐a‐
starboard to swing the vessel. This may loosen the ship a bit after a while when Full Ahead
 movement can be given to try to move through the ice. The helm must be put amidships in case
the vessel starts moving astern.

3. Another way to free the vessel would be to pump and transfer ballast from side to side alternately
to produce list and loosen the ice, or even pump ballast to change the trim. This procedure is
normally not used in larger vessels but could be employed if there is no other way to free the
vessel.

Ramming and Backing in Ice

1. In this procedure, the ice is crammed with the bow while moving ahead to break it by shear
impact and weight. The vessel is then backed into the broken ice astern. This procedure is
repeated, and a slow progress can be made through a patch of heavier ice to reach open water or
an area where ice is less heavy.
For ramming ice, vessel would need to gather momentum quickly and engine room must be
informed when this manoeuvre is being attempted so that quicker acceleration of rpm can be
given.
2. This is a dangerous procedure which should be used with utmost discretion as it could easily
result in a heavy damage to the vessel. It should never be attempted particularly in hard ice by
vessels with low or no ice class and equipped with a bulbous bow.

Anchoring in ice
Anchoring in packed ice is not recommended because of risk of damage or dragging due to the
movement of the ice field. Instead of anchoring, use helm and engine to maintain position. Keep using
engines and helm from time to time to prevent vessel from getting beset and to keep the stern clear.