Ice stengthened ships and ice rules

Captain BS Duggal MNI

Marine Manager, Sanko Kisen, USA

Note: an edited extract from this paper is published in Seaways, August 2006

Background
Arctic regions in Russia have the world’s biggest energy reserves of oil and gas resources outside
the Organization of Petroleum Exporting Countries (OPEC). Russia is among the top ten in
proven oil reserves, is the largest exporter of natural gas, the second largest oil exporter and third
largest energy consumer. As a non OPEC member the former Soviet Union (FSU) which includes
Russia, Kazakhstan, Azerbaijan, Turkmenistan and Uzbekistan collectively averaged 11.56 mb/d
in 2005 an increase of 0.41 mb/d over the previous year. Russian oil supply averaged 9.42 mb/d
in 2005 an increase of 230,000 b/d from 2004 ( while in 2005 Saudi Arabia, the world’s largest
producer of oil averaged of 9.6 mb/d ). Non OPEC supply in 2005 averaged 50.1 mb/d,
representing an increase of 0.3 mb/d over 2004. While in 2005 OPEC members averaged 30.16
mb/d of oil. World oil demand during last quarter of 2005 stood at 85.9 mb/d.

Most of Russia’s 60 billion barrels of proven oil reserves are located in Western Siberia, between
the Ural Mountains and Central Siberian Plateau. Roughly 25% of Russia’s oil reserves and 6%
of its gas reserves are on Sakhalin Island in the far eastern region of the country, just north of
Japan. Almost three fourths of Russian crude oil production is exported. About two thirds of
Russia’s 6.7 mb/d of crude oil exports in 2004 went to Belarus, Ukraine, Germany, Poland, and
other destinations in Central and eastern Europe. The remaining one third of oil exports went to
maritime ports and was sold in world markets.

With proven reserves between 60 to 72.3 billion barrels, Russia will stay as a major player in the
global oil market.

Ice bound and low temperature ports of shipment in Russia.

A large portion of Russia’s oil presently is shipped by tankers from the Black Sea to the
Mediterranean and to Asia, mostly from port of Novorossiysk. However, shipments through the
congested Bosporous Straits are limited by Turkey for environmental and safety reasons, limiting
the effective capacity of lines to Novorossiysk.

The Baltic Pipeline System (BPS) carries crude oil from Russia’s West Siberian and Tyumen –
Pechora oil provinces westward to the newly completed port of Primorsk on the Russian Gulf of
Finland. Throughput capacity at Primrosk was raised to 1 mb/d and is likely to be expanded to
1.2 mb/d. The BPS gives Russia a direct outlet to northern European markets, reducing
dependence on routes through the Baltic countries. Low temperatures and ice infestation of
waters in the north Baltic are a fact of life during the winter, typically November / December to
March.

Proposed lines would carry oil from Russia’s West Siberian and Tyumen – Pechora basins west
and north to a deepwater terminal at Murmansk or Indiga on the Barent’s Sea. This would enable
1.6 – 2.4 mb/d of Russian oil to reach the United States via tankers in only nine days, much faster
than the Middle East or Africa. Liquefied natural gas facilities at Murmansk also have been
suggested allowing for gas exports to American markets. The Indiga route would be closer to the

1
Tyumen – Pechora oil fields and shorter. However , transshipment port in Murmansk is ice free
all year due to its location .

The large Chinese market for oil has led to serious consideration of building a pipeline from
Russian city of Taishet (northwest of Angarsk) to Nakhodka ( near Sea of Japan). The Nakhodka
route would provide a new Pacific port from which Russian oil could be shipped by tankers to
Japan and other Asian markets and possibly to North America.

In October 2005 Exxon Neftegas Limited, commenced production from the multiphase Sakhalin-
1 Project offshore Eastern Russia. The initial phase of the project will produce 50,000 barrels
(6,300 metric tons) a day by year-end 2005 and 250,000 barrels (33,000 metric tons) a day of oil
by year-end 2006 from the Chayvo field. Associated domestic gas sales will start at about 60
million cubic feet (1.7 million cubic meters) per day, and ultimately are expected to increase to
about 250 million cubic feet (7.1 million cubic meters) per day by the end of the decade. The
Sakhalin-1 project, involves the construction of both offshore and onshore facilities. It includes
the world's largest land-based drilling rig to reach reserves six miles (10 kilometers) from shore,
an offshore platform that provides drilling capacity for up to 20 wells, an onshore oil and gas
processing facility and an associated 140-mile (225 kilometers) crude oil pipeline, and a marine
export terminal providing year-round storage and tanker loading facilities on the Russian
mainland at DeKastri.

Ice class tankers tonnage requirements.

As late as in 1992, ice-class tankers formed only 3 per cent of the total global tanker fleet.
In 2004 USD 4.5 billion was invested in ice class new buildings, mostly for high – specification,
class 1A equivalent tonnage. At present, about 8 per cent of the global tanker fleet is ice-classed
vessels, and it is estimated that by 2008 the share will cross the 10 per cent mark to 18 million
deadweight tons. With rule driven accelerated phasing out of older single hull tankers, 1A, ice
class fleet is expected to grow to 14 million deadweight tons by 2008.

According to Clarkson Research the Ice Class fleet is expected to grow 15.7% to 34.25m at the
end of 2006 as against 15.5% (23.82m) in 2004 and 24.3% (29.61m) in 2005. Although
investment in ice class new buildings slowed in 2005, shipping investors have still invested in an
order book that totals 211 vessels of 12.0m deadweight. In January 2006 Clarkson Research
studies identified 281 Ice Class 1A ships as operational , which is equivalent to 6.92m
deadweight, with 70–80% of them under 20,000dwt. Clarkson survey revealed that there were
144 vessels (8.87m deadweight) with ice class 1A and 7 vessels (0.37m deadweight) with ice
class 1A Super on order.
The fleet is undergoing massive growth which will see a flood of tonnage to the market
particularly in the 1A/1AS sector.

The tremendous development of Russian crude oil and future oil exports from the ice-stricken
parts of the Baltic Sea will drive levels of investment in ice class tankers over the coming decade.
Tonnage demands will be governed by actual oil output achieved, ports used for export and final
destination of oil. The most effective trading markets which will influence the future capacity of
ice class tonnage will be short voyage destinations from Baltic to western Europe, long voyage
destinations to North America and in Pacific region from Sakhalin Island ( including De Kastri
terminal) via Tartar Strait to Japan, China and India.

Also it is to be noted that ice class vessels offer trading flexibility with added advantage of the
fact that new building price premium for ice class tankers has reduced over the years specially for

2
1A class tankers. Therefore owning 1A class tonnage is good strategy in the long term, even if
opportunities in ice regions become competitive.

Ice Class Rules.

Ice class rules are implemented by the coastal states experiencing seasonal or year round ice
covered oceans and seas in their region.

There are basically two main groups for ice class rules i.e requirements for navigation in first year
ice (not more than one winter’s growth up to 120 cm thick and low ice strength property) and
requirements for navigation in multi year ice (sea ice has survived at least one summer’s melt and
up to 3m or more thick and high ice-strength properties).

Baltic Sea.
Bay and Gulf of Bothnia, Gulf of Finland covered by Finnish Swedish Ice Class Rules (FSICR)
Gulf of Finland (Russian territorial waters) covered by Russian Maritime Register of Shipping
(RMRS) Ice Class Rules (Non -Arctic Sea Area Requirements)
Arctic Ocean.
Barents, Kara, Laptev, East Siberian and Chukchi Seas covered by Russian Maritime Register of
Shipping (RMRS) Ice Class Rules.
Beaufort Sea, Baffin Bay covered by Canadian Artic Shipping Pollution Prevention Rules
(CASPPR).
Sea of Ohkotsk.
Covered by Russian Maritime Register of Shipping (RMRS) Ice Class Rules (Non -Arctic Sea
Area Requirements).

Transportation route between the North Atlantic and North Pacific is often referred to as North
Sea Route (NSR).

Each Classification Society has a set of rules for the strengthening during navigation in ice, and at
the time of writing these are in process of harmonization with introduction of the International
Association of Classification Societies (IACS) Polar Ship Rules. The IACS Polar Rules are
created in line with the IMO Guidelines for Ships Operating in Artic Ice Covered Waters to
provide comprehensive requirements for the safe navigation of ships in Arctic waters. In, addition
Russian Maritime Register of Shipping will also retain rules for Arctic vessels and Finnish
Swedish Ice Class Rules (FSCIR) for vessels operating in the Northern Baltic in winter where
these have become de facto standard for the first year ice class vessels. The existence of three sets
of rules is due to variations in design conditions and assumptions used in the determination of
requirements.
FSCIR are incorporated into the Rules of every IACS Class except RMRS. RMRS have intact
and damage stability requirements in their Class Rules.
When a vessel is built for operations in ice, the ice class is indicated in the classification notation.
The notation is reflected in the ship’s certification as well as the Register Book.
In practice administrations of the coastal states delegate authority to vessel’s classification society
to verify design and build for ice class. This involves following process:
- Comparison of classification society ice class rules to administrations ice class rules.
- Publication of assessment table.
- During service of the vessel, periodic auditing and examination by inspectors from
the maritime administration of the coastal state for which class has been assigned.

3
For an ice class to be granted, the ship’s draught on the load line must be within the limits of the
ship’s maximum (LWL) and minimum (BWL) ice class draughts and in accordance with the
ship’s Tonnage Certificate.
The maximum and minimum ice class draughts fore and aft and minimum engine output
corresponding to the ice class is stated in the classification certificate.
Approximate equivalence of class symbols for ice strengthening between classification societies:

Classification Society

Finnish Swedish Ice Class Rules IA Super IA IB IC Category

II
Russian Maritime Register of UL L1 L2 L3 L4
Shipping (Rules 1995)
Russian Maritime Register of LU5 LU4 LU3 LU2 LU1
Shipping (Rules 1999)
American Bureau of Shipping. IAA IA IB IC D0

Bureau Veritas IA Super IA IB IC ID

CASPPR, 1972. A B C D E

China Classification Society. Ice Class Ice Class Ice Class Ice Class Ice Class
B1* B1 B2 B3 B
Det Norske Veritas ICE-1A* ICE-1A ICE-1B ICE-1C ICE-C

Germanischer Lloyd E4 E3 E2 E1 E

Korean Register of Shipping. ISS IS1 IS2 IS3 IS4

Lloyd’s Register of Shipping. 1AS 1A 1B 1C 1D

Nippon Kaiji Kyokai. IA IA IB IC ID

Supper
Registro Italiano Navale IAS IA IB IC ID

4
Commonly accepted nominal equivalencies for FSICR, RMRS and Polar Class:

FSICR RMRS (Rules 1995) Polar Class

IA Super – Ice thickness 1.0m UL PC6
(Year round operation every (Independent summer / (Summer / autumn operation
where in Baltic. Designed for autumn navigation in the Artic in medium first year ice which
independent navigation in old in light ice, year-round in non- may include old ice
navigation channels and Arctic seas). inclusions).
therefore consolidated layer of
10cm is added to channel
brash ice thickness).
IA- Ice thickness 0.8m L1 PC7
(Year round operation every (Summer in Arctic in broken (Summer / autumn operation
where in Baltic. Designed for ice, light ice conditions in in thin first year ice which
independent operation in non-Artic seas). may include old ice
newly broken channels and inclusions).
therefore consolidated layer
thickness is not added to the
requirement).

IACS Polar Rules – Harmonization of Ice class.

Classification ice rules are based on the ice thickness the vessel is intended to navigate in.
Depending upon ice conditions, ice class rules are categorized into various levels. Thicker the ice,
greater the hull reinforcement strength, propeller increase and steering gear strengthening the
vessel will need to navigate in these waters. Class rules also take into account independent or
escorted navigation.

The IACS Polar Rules are based on Arctic and Antarctic navigation, although the IMO Guidelines
are presently for the Arctic only. Polar rules also take into account the limited icebreaker
assistance and hence on glancing impact with an ice floe. These rules are mainly applicable to
navigation in multi year ice.

The rules are divided into three sets of unified requirements:

UR I1 (Polar Class Descriptions and Application).

Defines the division of IACS Polar Rules as indicated in the below table. The number of classes
covers full range of ships in operation. The lowest classes PC6 and PC7 have been aligned with
the highest Finnish Swedish Ice Classes, IAS and IA respectively.

Polar Class Ice description (follows WMO Sea Ice Nomenclature).

PC1 Year round operation in Polar waters.
PC2 Year round operation in moderate multi – year ice conditions.
PC3 Year round operation in second year ice. May include multi year ice inclusions.
PC4 Year round operation in thick first year ice. May include old ice inclusions.
PC5 Year round operation in medium first year ice. May include old ice inclusions.
PC6 Summer/autumn operation in medium first year ice. May include old ice inclusions.
PC7 Summer/autumn operation in thin first year ice. May include old ice inclusions.

5
UR I2 (Structural Requirements for Polar Class Ships).
The objective of the UR I2 is to provide structural requirements to enable ship operating in polar
regions to withstand the effect of ice load and temperature.
Includes strength requirements based on a glancing impact with an ice floe to determine plating
framing structural requirements. For ships of all Polar Classes, a glancing impact on the bow is
the design scenario for determining the scantlings required to resist ice loads.

Additionally, global hull girder longitudinal strength assessment is made based on an ice –
ramming scenario. UR I2 contains material requirements, corrosion / abrasion allowances, direct
calculations and welding requirements. Hull structure should be designed reflecting the
magnitude of the load that is acting upon the hull in ice waters.

UR I3 (Machinery Requirements for Polar Class Ships).

At the time of writing UR I3 rules were due for submitting to IACS WPG.
It includes technical requirements of main propulsion, steering gear, emergency and other
auxiliary systems. UR I3 rules were developed as a result of extensive research and development
on propeller damages, propeller and shaft load measurements and propeller and ice interaction. It
addresses materials exposed to sea water / sea water temperature.

The introduction of IACS Polar Ship rules will be a significant step in the rule harmonization
process. Rules will be adopted by all IACS member Classification Societies.

Russian Maritime Register of Shipping Ice Class Rules (RMRS).

For the Russian Artic it is essential to consider the Russian Maritime Register of Shipping
(RMRS) ice class rules, which are currently stipulated in the “Guide for Navigation through the
Northern Sea Route”. These rules were developed under International Northern Sea Program and
have a long service experience for ships operating in the Russian Arctic. The provisions of the
Guide apply both to the North Sea Route (NSR) and to the Barents and Bering Sea areas covered
by ice.

The Structure of the “Guide to navigation through the NSR”.

General Review
(All vessels navigating on the seaway of the NSR are operational subordinate to the Marine Operations
Headquarters of the Western (Murmansk) and Eastern (Pevek) arctic Districts).

Navigational - Hydro Rules of navigation

geographical -meteorological
Regulations for Navigation in Regulations for icebreaker-
NSR assisted pilotage vessels in NSR
Navigational Description
(Supplemented by nautical charts and sailing instructions for general use published for all Arctic seas.
Navigational satellite systems: Russian – GLONASS and American – NAVSTAR are deployed along entire
waterway of the NSR).
Main advised ship routes. Description of optical and electronic
navigation aids
Kara Sea Laptev Sea East Siberian Chukchi Sea
Sea

6
 Reference Section
(Practice of ice navigation, salvage support to vessels operating in ice and the “Requirements for Design,
equipment and Supply of Vessels Navigating the NSR”).

Practice of ice navigation Emergency-rescue “Requirements for Design

(Generalized extensive experience gained by the Russian ensuring of vessels Equipment, and Supply of
polar seafarers and results of long term investigations). working in ice. Vessel Navigating the
Icebreaking leading Non-icebreaking navigation NSR.
of transit vessels in ice
condition.

The Owner or Master of a vessel intending to navigate through the Northern Sea Route shall
submit to the Administration (Marine Operations Headquarters) a notification and request for
leading through the Northern Sea Route as well as the information on guarantee of payment of
the icebreaking dues.
The inspection of the vessels shall be carried out at any place at the Owners request and at his
expense. Certificate of financial security with respect to civil liability of the owner for pollution
damage is mandatory.
A vessel that has been admitted for leading through the NSR shall navigate following the seaway
that has been assigned to the vessel and adhering to the routes recommended by the Marine
Operations Headquarters. Compulsory icebreaker – assisted pilotage is established in the
Vil’kitskogo Strait, Shokal’skogo Strait, Dmitriya Lapteva Strait and Sannikova Strait.
In legal respect, the NSR as defined by the Russian legislation, is a national transportation line.

The Russian maritime administration establishes minimum ice classes of various classification
societies required for navigation along NSR, assuming that vessels with equivalent ice classes
have the same level of safety for operation in ice – covered waters.
RMRS has ice strengthening notations for navigation in small open ice to close perennial ice.

Notation Ice description .

UL Independent navigation in the Arctic in summer and autumn in light ice conditions
and in the non-arctic freezing seas all the year round.

L1 Independent navigation in the Arctic in summer in broken open ice and in the non -
arctic freezing seas all year round in light conditions.
L2 Independent navigation in the non-arctic seas in small open ice.

L3 Independent navigation in the non-arctic seas in small open ice.

L4 Independent navigation in the non-arctic seas in small open ice, short period.

LU1 Independent navigation in small open ice in the non-arctic seas, short period and in
compact ice up to 0.4m thick in a navigable passage astern an icebreaker.
LU2 Independent navigation in small open ice in the non-arctic seas, and in compact ice
up to 0.55m thick in a navigable passage astern an icebreaker.
LU3 Independent navigation in small open ice in the non-arctic seas, and in compact ice
up to 0.70m thick in a navigable passage astern an icebreaker.
LU4 Independent navigation in young open arctic ice up to 0.6m thick in winter and
spring, and up to 0.8m thick in summer and autumn. Navigation in a navigable
passage astern an ice breaker in young arctic ice up to 0.7m thick in winter and

7
 spring and up to 1.0m thick in summer and autumn.
LU5 Independent navigation in young open arctic ice up to 0.8m thick in winter and
spring, and up to 1.0m thick in summer and autumn. Navigation in navigable passage
astern an icebreaker in young arctic ice up to 0.9m thick in winter and spring and up
to 1.2m thick in summer and autumn.
LU6 Independent navigation in young open arctic ice up to 1.1m thick in winter and
spring, and up to 1.3m thick in summer and autumn. Navigation in navigable passage
astern an icebreaker in young arctic ice up to 1.2m thick in winter and spring and up
to 1.7m thick in summer and autumn.
LU7 Independent navigation in young open arctic ice up to 1.1m thick in winter and
spring, and up to 1.3m thick in summer and autumn. Navigation in navigable passage
astern an icebreaker in young arctic ice up to 1.2m thick in winter and spring and up
to 1.7m thick in summer and autumn.
LU8 Independent navigation in close young and biennial arctic ice up to 2.1m thick in
winter and spring and up to 3.1m thick in summer and autumn. Ramming rammer of
ice ridges. Navigation in a navigable passages astern an ice breaker in biennial arctic
ice up to 3.4m thick in winter and spring and in perennial ice in summer and autumn
with no restrictions.
LU9 Independent navigation in close perennial arctic ice up to 3.5m thick in winter and
spring, and up to 4.0m thick in summer and autumn. Ramming rammer of ice ridges.
Short ramming rammer of the young and biennial close ice segments.

Notations numbered LL1 to LL9 are icebreaker category notations intended for all kinds
of icebreaking operations ranging from compact ice field over 2.0m thick to up to ice
thickness of 4.0m in winter and spring. Notations also specify total shaft power from
47807 kW to total shaft power of not less than 48mW.

In addition to ice class rules and notations, vessel will also have a document called “Ice
Certificate” (or “Ice Passport”). Development of Ice Passports for vessels operating in ice
conditions was recognized by the Russian Maritime Register of Shipping and Northern Sea Route
Administration (NSRA). Ice Passport gives safe limits for the vessel’s operation. These limits are
defined by the capability of the vessel to move in different ice conditions and by capability of the
hull structure to withstand the ice loads at different speeds in different ice conditions.

Ice Passport includes following:

- Concise information on vessel’s ice performances obtained from the design
documentation, delivery trials and results of operation of similar vessels.
- Ice performance curves, diagrams of safe speed, distances and circular turn radius in the
channels. Assessment of shipside compression strength.
Two categories of diagrams constitute the basis of Ice passport:
1. Diagrams for determination of safe speed in ice.
2. Diagrams for determination of the safe distance between the icebreaker and the
escorted ship.
An Ice Passport is valid for 10 years. Upon expiry it is subject to renewal after Class survey.

8
Finnish Swedish Ice Class Rules (FSICR)

The Finnish Maritime Administration (FMA) and the Swedish Maritime Administration (SMA)
have developed the Finnish – Swedish Ice Class Rules (FSICR) in cooperation with classification
societies.

The FSCIR ice classes are given in the table below. The FSCIR are primarily intended for the
design of merchant ships trading in first year ice conditions in the Northern Baltic, during winter.
Due to limited salt content of the Baltic a strong ice forms, resulting in high strength requirements
for vessels operating in these waters. The Finnish and Swedish administrations provide icebreaker
assistance to ships bound for ports in these two countries during winter season. The Finnish and
Swedish Maritime Administrations also provide navigational limitations, although on a weekly
basis dependent on ice conditions.

Ice Class. Ice Description.

IA Super First year ice thickness 1.0m.

Special ice class IA Super, ships whose structural strength in essential areas
affecting their ability to navigate in ice essentially exceeds the requirements of ice
class IA and which as regards hull form and engine output are capable of navigation
under difficult ice conditions without the assistance of ice breakers. Engine output
will not be less than 2800kW.
Escorted operation in all Baltic ice conditions.
IA First year ice thickness 0.8m.
Ships with such structure, engine output and other properties that they are capable of
navigating in difficult ice conditions, with the assistance of icebreakers when
necessary. Escorted operation medium (smaller vessels) and severe Baltic ice
conditions. Engine output will not be less than 1000kW.
IB First year ice thickness 0.6m.
Ships with such structure, engine output and other properties that they are capable of
navigating in moderate ice conditions. Escorted operation in medium ice conditions.
IC First year ice thickness 0.4m.
Ships with such structure, engine output and other properties that they are capable of
navigating in light ice conditions. Escorted operation in light ice conditions.
II Ships that have a steel hull and that are structurally fit for navigation in the open sea
and that, despite not being strengthened for navigation in ice, are capable of
navigating in very light ice conditions with their own propulsion machinery.
III Ships that do not belong to ice classes mentioned above.

Ships with ice class 1A and 1A super are intended for year round operation in the Baltic Sea area.
Administrations do not set traffic restrictions for these ice classes. However, size restrictions may
apply for ice class 1A.
Ships having ice class 1B and 1C may have limited access to Finnish and Swedish ports for part
of the year, pending on ice conditions.

The first version of Guidelines for the Application of Finnish – Swedish Ice Class Rules was
published on 20th December 2005. These guidelines will be updated and complemented as the
development of rules continues.

9
FSCIR determines ship’s ice class basis the class notation issued for the ship by a recognized
classification society and the list of equivalent ice classes certified by the FMA.

If the ship does not have a class notation issued by a recognized classification society, FMA will,
on application of the ship owner, certify the ship’s ice class basis structure, engine output and
other ice navigation properties of the ship. The ship owner shall provide FMA with the
information and details necessary for certifying the ice class.

A notation in the record of ice classes remains valid as long as there are no changes in the ship’s
class notation or the matters used as a basis for certifying the ice class. If there are changes in the
ship’s class notation or a matter used as basis for certifying the ship’s ice class, the ship owner
must submit a notification of the matter to the FMA which will enter a notation of the ship’s new
ice class in the record of ice classes or if necessary, certify a new class for the ship and enter a
notation of it in the record of ice classes.

If the ship has been damaged or its structural condition has otherwise deteriorated, the FMA will,
when necessary, withdraw the ice class notation issued for the ship and issue it with a new, lower
ice class notation that is in accordance with its ice navigation properties and structural condition.
Ship owner shall notify the FMA of ice damage and of other weakening the condition of the ship.

From 1st January 2006 Ice Class Certificates are no longer issued by the inspector of the FMA at
Finnish ports. Validity of Ice Class Certificates issued before 1st January 2006 will expire on 31st
December 2006. SMA does not issue ice class certificates. Ice Class of a ship is determined on
the basis of the Classification Certificates of the ships.

FMA and SMA are responsible authorities for giving icebreaker assistance for ships entering the
Finnish and Swedish ports respectively. FMA includes the assistance service in fairway due. SMA
does not charge for icebreaker assistance for ships entering the Swedish ports. Swedish
icebreakers only assist ships that meet the FSICR. Sweden also applies the same equivalencies to
the FSICR as Finland.

Operational Guidelines.

Ice class assigned by a classification standard requires a minimum level of ice strengthening of
the hull structures. This level is assumed to be sufficient for normal operations of ships in the ice
conditions associated with the ice class. Practically, ice class ships operate in ice according
mainly to accumulated experience and established traditions within the limits of governmental
regulations wherever they exist.

Ships operating in Arctic ice-covered waters should carry onboard at all times an Operating
Manual and Training Manual. Ship’s operational control should not permit operations outside the
worst intended conditions and design limitations.

Operating Manual.

Operating manual should contain at least the following information directly related to operations
in Arctic ice – covered waters.

1. Principal particulars of the ship.

10
2. Operating in ice.

Ice navigation poses additional stability concerns that require higher stability levels than open
water vessels. As the vessel proceeds in ice it is subject to movements from ramming and ice
impacts. As a result suitable calculations should be carried out to demonstrate the ship can
maintain sufficient positive intact stability.
Damage stability criterion concerns the ability for a ship to be able to withstand flooding resulting
from hull penetration due to ice damage, and to provide a condition of equilibrium after such
damage. IMO Arctic Guidelines give criteria for the extent and location of damage.
Loading procedures including maximum operational weight, position of center of gravity and
distribution of load necessary for operation in Arctic ice covered waters.
Carriage of hot cargoes in cold air create large thermal stress in the hull, the permissible still
water bending moments should be reduced to take account of the increased thermal stress.
In conditions where the temperature of exposed surfaces of a ship are below the freezing point of
sea water, rapid icing occurs as large quantities of sea spray hit the ship. These result in topside
ice accumulations of sometimes above 10cm. This may adversely effect ship’s stability specially
small vessels.

Sever cold climates may cause a reduction in standard operating procedures for radio and
navigational equipment. Acknowledgement of these changes should be available.

Safety of ships operating in ice-choked waters depends, among other factors, on operational
aspects (primarily speed) and on the structural capability of the ship. Classification standards of
ice strengthening usually do not include speed as parameter in selecting the ice class and in
determining ice loads on hull structures. Successful passage through ice will depend upon
freedom of maneuver. Manual should specify three basic ship handling rules in ice
concentrations:
- Keep moving , even if very slow.
- Work with ice movement and not against it.
- Excessive speed leads to ice damage.

Maximum towing speeds and towing loads as applicable.

3. Risk management.

Procedures for checking the hull integrity.

Operation of fire protection systems including fire and foam line suitably fitted with drainage
points to prevent freezing. Fire and emergency fire pumps installed in heated compartments. Wet
hoses used during drills replaced with dry ones. Description and operation of fire detection and
fire extinguishing equipment in Arctic environment available.

Passage planning procedures accounting for anticipated ice conditions.

Anticipated limitations imposed by ice conditions and temperatures on operations of essential

systems like main propulsion system, cooling water systems, deck piping, inert gas systems,
electrical generation, electrical cables, compressed air systems and sewage.
Deviation in standard operating procedures.

11
Deviation in standard damage control procedures made necessary by operations in Arctic ice
covered waters.

With crew exposed to continuous freezing temperatures, crew performance will deteriorate,
which will reduce safety of the vessel.

Training Manual.

The training manual should include following operational aspects in Arctic ice – covered waters
and additionally should have information considered necessary by the Administration:

- approaching and ice recognition.

- Master’s duty regarding ice.
- ice reports.
- navigation in ice.
- icebreaker assistance.

Training of crew for ship’s evacuation, fire and damage control appliances should include specific
appropriate training to standards procedures made necessary during operations in Arctic ice-
covered waters.
As far as safely practical rescue boats should be launched each month as part of evacuation drill
with assigned crew and maneuvered in water taking note of dangers of launching into Arctic ice-
covered waters.
Each crew member should be familiar with problems of hypothermia, first aid treatment of
hypothermia and other appropriate first aid procedures.
Crew should be well aware of special instructions necessary for use of the ship’s life saving
appliance in severe weather and severe sea conditions on the ice or in a combination of water and
ice cover.

Fire drills should include elements required by SOLAS convention plus additional elements made
necessary by operations in an Arctic environment.

Damage Control drills should simulate damage conditions with emphasis to those conditions
resultant from Arctic ice-covered waters.

Crewing

While crewing ships for operations in Arctic ice-covered waters due consideration should be
given to relative lack of shore support infrastructure which may be available to assist in any
operations. All of ships officers and crew should be made familiar with cold weather survival by
company’s in house training program or by onboard self study of course material or publications
or training video cassettes.

All ships operating in Arctic ice-covered waters should carry at least one Ice Navigator ( an
individual who, in addition to being qualified under STCW Convention, is specially trained and
otherwise qualified to direct the movement of a ship in ice covered conditions).
Ice navigator should have documentary evidence of having satisfactorily completed an approved
training program in ice navigation. Such training program should provide knowledge,
understanding and proficiency required for operating a ship in Arctic ice – covered waters
including recognition of ice formation and characteristics; ice indications; ice maneuvering; use

12
of ice forecasts, atlases and codes; hull stress caused by ice; ice escort operations; ice-breaking
operations and effect of ice accretion on vessel stability.

A minimum of two crew members should be trained in the use of low frequency radio equipment
where fitted.

Conclusion

The IACS Polar Ship Rules, Russian Maritime Register of Shipping ice class rules and Finnish
Swedish Ice Class Rules primarily address a measure of safety for navigation in ice and matters
directly relevant to the capability of a ship to advance in ice without incurring any damage to
vessel and surrounding environment. The basic philosophy of the rules is that the structural
strength of hull and propulsion machinery should be able to withstand ice loads with minimum
safety margin. For economic reasons excessive ice strengthening is avoided.

Many challenges are present for vessels to survive in the harsh environment of the Russian
Arctic. However by selecting an appropriate ice class and compliance with National
Administrative regulations these will ensure safe navigation in this region. The intended
operation of the vessel, icebreaker assistance and operational scenario should always be used to
gain appropriate ice class and application of the suitable regulations, to enable the marine
transportation to operate efficiently and safely.

References:
• The data / figures entered were checked as follows:
Ice Class tankers tonnage requirements by Clarkson Research London.
• Ice Class Rules RMRS by RMRS office in St.Petersburg, Russia.
• FSCIR by FMA in Helsinki, Finland.

Other references

1.ARCOP - Recommendation for practical implementation of rules and regulations.

2.ARCOP - Legal and administrative issues of Arctic transportation.
3.Helsinki University of Technology (HUT – Current hull and machinery ice class rules
requirements and impact of IACS polar rules.
4.Finnish Maritime Administration (FMA) –
• Bulletin no 16/27.11.2002
• Bulletin no 13/1.10.2002.
• Guidelines for application of the FSCIR.
5.IMO Guidelines for ships operating in Arctic ice-covered waters. MSC / Circ 1056
MEPC / Circ 399.
6. Lloyds Register - Ice Class tankers presentation by Niels Overgaard (Business
Management), Rob Tustin (Manager Planning approval),Robert Bridges(R & D).
7.Rules to be followed on Northern Sea Route by A.G.Gorshkovsky, Chief of the
Administration of the NSR.

13