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Ice must always be avoided if there is an alternative and safer route available. It is recommended to go around the ice rather than through it. A large vessel will experience more damage when striking heavy ice than a small vessel.
Ice must always be avoided if there is an alternative and safer route available. It is recommended to go around the ice rather than through it. A large vessel will experience more damage when striking heavy ice than a small vessel.
Ice must always be avoided if there is an alternative and safer route available. It is recommended to go around the ice rather than through it. A large vessel will experience more damage when striking heavy ice than a small vessel.
Ch: SBP 201A 321 !ate: 010"10 #e$ision: % Prep: P&C Appr: M' Page 1 o( ) 321 *CE +A,*GA-*.+ 3211 GE+E#A' G/*!E'*+ES Ice must always be avoided if there is an alternative and safer route available, even if this means large alterations of course and deviation from the original intended route. It is recommended to go around the ice rather than through it. When due to the extent of ice cover, ice cannot be avoided and passage through ice becomes inevitable for the vessel to reach her destination, the following factors must be taken into consideration before any operations in ice are attempted: The type / form / stage of development of the ice likely to be encountered. The time of year, weather and air / sea temperatures vailability of ice!breaker. "essel#s ice class in relation to the type of ice expected. ny current defects in hull / machinery / e$uipment The draught of the vessel with regard to propeller / rudder immersion vailability / detail of ice reports / ice!routing broadcasts from coast radio stations. Ice experience of the deck!officers. "essel#s speed is a %&'T "IT( factor when operating in ice as it affects the force of impact. )orce of impact varies as the s$uare of the speed of the vessel and is directly proportionate to the displacement of the vessel. The implication is that in case of a vessel striking heavy ice at 4 knots, the force of impact would be sixteen times more than what would have been if the vessel was at a speed of 1 knot. A large vessel will experience more damage when striking heavy ice than a small vessel at same speed. The depth of water over the propeller tips should always be borne in mind when operating in ice and the vessel should be so ballasted and trimmed that the propeller is completely submerged and is as deep as possible. "essel must be at least at her lightest ice!drafts and may re$uire to be ballasted even more than her lightest ice drafts as re$uired by the prevalent ice conditions. s a general rule, vessel#s handle much better in ice when loaded than when light. When transiting through ice infested areas *especially hard ice/ ice floes+ at night or in conditions of reduced visibility, speed must be reduced or vessel stopped until the visibility improves and the navigator can see and identify ice ahead of the vessel. ,se of searchlights during hours of darkness is very helpful in the search for leads when in the pack ice, and also to look for floating ice in relatively open waters. t night searchlights to be trained in an arc of -. degrees on either side of the bow. /reparations for entering ice must be made well in advance and all personnel informed of the approximate time of entry. %ain 0ngine must be on the manoeuvring status prior entering the ice. %aster and 0ngine room must be informed immediately on sighting ice visually or by radar. 1eep a very sharp lookout at all times for ice bergs, growlers, leads and open water when navigating in ice infested waters. dditional look outs must be posted, hand steering engaged and both steering motors must be switched on well before entering ice. n abundance of patience is necessary and do not try to increase speed in open waters where bergy bits have been reported. lookout to be posted to constantly observe for bergy bits and growlers through binoculars AESM Anglo-Eastern Group Shipboard Procedures Manual Ch: SBP 201A 321 !ate: 010"10 #e$ision: % Prep: P&C Appr: M' Page 2 o( ) )ollow the recommended ice!route if practicable. Ice!breaker availability is delayed if vessel becomes fast in ice away from the recommended route. When transiting through narrow straits or an enclosed gulf, avoid going close to the lee shore as the ice ad2acent to the lee shore will be under pressure and hence harder that towards the windward side. &ne ma2or 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 3 degree 4entigrade. It could also be due to free5ing rain/snow, super cooled fog or seas entering the vessel and free5ing up. )ree5ing spray is the single most important cause of severe ice accretion on deck which can be very dangerous. The effect of free5ing spray can be minimi5ed by slowing down in heavy seas so as to reduce spray from bow or steaming down wind 4onsider taking shelter in a harbour or downwind of a land mass, if possible. If serious ice accretion is taking place, periodically recalculate estimated 6%, 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. The positions of all known icebergs, growlers and ice edge must be plotted and updated regularly. Ice 7eports and Ice 4harts must be obtained on a regular basis. ll relevant navigational, meteorological and environmental data must be received regularly and checked. The 8avigation marks may be out of place or removed in winter conditions. lso be wary of distances taken by radar from the coast when fixing positions in ice infested conditions. 7efer to and follow the relevant national / international codes for vessel#s transit in convoy with ice!breaker or when manoeuvring with ice!breaker assistance. If navigating in ice in a convoy, as a general rule do not approach the vessel ahead closer than half a mile. &ne mile may be better, depending on the circumstances and %aster#s discretion. %aintain continuous communication with vessel ahead and the ice!breaker. Transmit a danger message if ice is encountered in un!specified areas, as re$uired by '&(' 4hapter ". void large / excessive movements of the rudder when proceeding through fast ice or pack ice under pressure, as it reduces the forward thrust provided by the propeller. 1eep engine room regularly informed of situation and of expected manoeuvres. 'ound all tanks / holds / voids twice daily or more fre$uently if damage is anticipated. /rior 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 $uickly in the strainers. 'team heating system to all sea chests must be kept in operation. ,se low sea suctions when operating in ice. 1eep an eye on suction and discharge pressures of '.W pumps and carry out back flushing of suction filter as and when clogged. The bridge window wash water line must be shut with drains kept open in winter conditions. 8ever attempt to start the system in sub!free5ing temperatures. 0nsure individual heating to bridge windows remains 9on# at all times to prevent icing. AESM Anglo-Eastern Group Shipboard Procedures Manual Ch: SBP 201A 321 !ate: 010"10 #e$ision: % Prep: P&C Appr: M' Page 3 o( ) :eaters for 4lear!view screens must remain 9on# at all times and to be left running throughout. 0nsure whistle / horn heaters remain 9on# at all times in winter conditions. 6yro repeaters and magnetic standard compasses should be covered, when not needed. 7adar scanners must be kept turning at all times in winter conditions *in port, the brilliance control may be set down to minimum, unless scanner can be rotated in the stand!by mode.+ 7adars must be suitable for operation in sub 5ero temperatures and in severe ice conditions 7efer to 4anadian 4oast 6uard Ice /ublications, 'ailing ;irections and %ariner#s :andbook for more information on ice and navigation in ice. ll relevant checks as per <Winter/ 4old weather precautions/ 4hecklist *;!-=+> and <Ice 8avigation/ Winteri5ed "essels *;!-?+> must be carried out prior entering the region. Training specifically addressing navigation in ice must be provided to @ridge watch keeping &fficers and 7atings prior entering ice infested waters. 3212 P#.CE!/#ES -. A,.*! *CEBE#GS A+! G#.0'E#S 6ive 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. /referably make a small course alteration of 3 to = degrees or so well in time rather than a large alteration when the iceberg is very close. /ass the icebergs to the windward side to avoid contact with growlers or other ice debris which breaks away from the ice bergs and usually drift downwind. When navigating in open waters infested with ice!bergs, bergy bits, growlers etc., exercise extreme caution, bearing in mind growlers are bad radar targets. 'can the radars on low ranges to detect smaller pieces of ice. %ake 2udicious use of the anti!sea clutter control to avoid suppressing weak echoes, and use trails function to pick up targets giving intermittent echoes. 1eep one radar on longer ranges to get early warning. 3213 P#.CE!/#ES 01E+ P#.CEE!*+G -1#./G1 PAC& *CE When passage through pack ice becomes unavoidable, attempt it in da2light and good $isibilit2. 0nter the ice!edge at lo3 speed to reduce the initial impact, and at as nearly as right-angles to the ice as is practicable. The point of entry should be carefully selected after scanning the ice even if it means sailing for some distance so that entry can be made where ice conditions are least and best suitable for the vessel. AESM Anglo-Eastern Group Shipboard Procedures Manual Ch: SBP 201A 321 !ate: 010"10 #e$ision: % Prep: P&C Appr: M' Page 4 o( ) &nce ice has been entered, speed can be increased to maintain headway as re$uired depending upon ice conditions and the vessel#s ice class. lways try to 3or5 3ith the ice and not against it void hard ice and larger floes. 8ever try to force through 6ulti-2ear ice. %ulti!year ice is hard because all the brine has leeched out and the porous pockets closed. lways avoid going through areas where multi year ice is present and instead go around it. When contact with hard ice and large floes is inevitable, use hel6 and engine so as to minimi5e impact and avoid damage. &nce in pack ice, constant alteration of course will be re$uired to pic5 up leads. @eware of the danger of the stern swinging into ice floes during a turn. s a general rule, vessel must be 5ept 6o$ing, otherwise ice will stop her and she can be beset. If beset, there is an additional risk of damage to propeller or rudder when efforts are made to free the vessel especially when using stern power. If vessel becomes fast in ice, consider the possibility of (re7uentl2 running engines as is necessary to keep the area astern clear of broken ice and to prevent ice from compacting astern, until help arrives. 3214 P#.CE!/#ES 01E+ G.*+G AS-E#+ *+ *CE 4aution must be exercised when going astern in ice because of risk of damage to rudder and propeller. ;o not force ice astern when backing the vessel off in the lead formed in its wake. )irst ensure that the stern area is clear of broken ice and keep in mind the possibility of damaging the stern gear and/or hull when going astern, and stern possibly canting into the ice. 1eep minimum stern!way when backing *with rudder amidships+ and make sure that vessel is not backing directly into any hard ice with stern and propeller.lways keep rudder amidships when backing in ice. While trying out main 0ngine in ice, always physically check that the stern area is clear of dangerous ice. 6ive few bursts of head 0ngine %ovement to clear the ice before giving any movement astern. 321) P#.CE!/#ES 01E+ BESE- *+ *CE Wait for the ice breaker assistance. If ice breaker assistance is not available and vessel is re$uired 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 in order to swing the vessel. This may loosen the ship a bit after a while when )ull head movement can be given in order to try to move through the ice. The helm must be put amidships in case the vessel starts moving astern. nother way to free the vessel would be to pump and transfer ballast from side to side alternately so as 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. 321% #AMM*+G A+! BAC&*+G *+ *CE AESM Anglo-Eastern Group Shipboard Procedures Manual Ch: SBP 201A 321 !ate: 010"10 #e$ision: % Prep: P&C Appr: M' Page ) o( ) In this procedure, the ice is rammed with the bow while moving ahead in order 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 so as to reach open water or an area where ice is less heavy. )or ramming ice, vessel would need to gather momentum $uickly and engine room must be informed when this maneuver is being attempted so that $uicker acceleration of rpm can be given. This is a dangerous procedure which should be used with utmost discretion as it could easily result in a heavy damage to the vessel. It should never be attempted particularly in hard ice by vessels with low or no ice class and e$uipped with a bulbous bow. 3218 A+C1.#*+G *+ *CE nchoring 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. 1eep using engines and helm from time to time to prevent vessel from getting beset and also to keep the stern clear. AESM