Ships & Ice: Notes On Ice Navigation

SHIPS & ICE
Notes on Ice navigation

Compiled by: Capt Sunil Bhabha
Source: Various & from Internet
Last Reviewed: 1st Feb 2015
On the cold but clear night of April 14th 1912 on board the brand new steamer Titanic,
the crow’s nest bell suddenly rings three times, followed by the ringing of the nest
telephone on the bridge. The telephone is answered by the Duty Officer, who hears the
Lookout’s urgent warning, “Iceberg, right ahead!”
About ninety minutes later the ship had sunk and the tragedy started to dawn as
1,500 people drowned or froze to their deaths. What was believed to have been built
by mankind to resist even the damage of striking an iceberg had now perished? Ice
had proved tougher than expected.
The above incident is, of course, one of a kind in many aspects, but it shows that
the forces of nature, in this case ice, never can nor should be underestimated.
Masters and ship owners on many occasions seem to be surprised by the force,
strength and toughness that ice constitutes and the severe damage it might inflict
on a vessel
Capt. Sunil Bhabha
Page 1
The main reasons, however, are lack of knowledge and experience of ice, no doubt
coupled with commercial reasons and considerations
DIFFICULTIES & DANGERS
Navigation through ice-infested waters is always a difficult and delicate task. Ice
restricts & sometimes controls the movement of the ship by forcing frequent
changes in course & speed.
Ice affects piloting by altering the appearance & features of landmarks.
It hinders the establishment & maintenance of aids to navigation.
It affects the use of electronic equipment by affecting the propagation of radio
waves.
Capt. Sunil Bhabha

It changes the surface features & affects the radar returns.
Affects celestial navigation by altering the refraction and obscuring the horizon &
celestial bodies either directly or by its influence on weather (poor visibility / fog
etc).
Capt. Sunil Bhabha

USEFUL PUBLICATIONS & SOURCE OF INFORMATION in planning a passage through
polar Ice covered waters
IMO Guidelines for ships operating in Arctic & Antarctic ice covered waters
Manual of Ice seamanship (US Defense Mapping agency)
Ice seamanship & handling ships in Ice (NI)
Navigating in Ice, Training DVD (Videotel)
and
Information is promulgated by national authorities in whose waters ice is prevalent.
Details are given in ALRS Vol 3 & ASD. Details of various websites, providing
information about ice, are also given in NP 100.
CONDUCT OF NAVIGATION
Do not enter Ice if a longer but ice free route is available.

Using all ice info & weather forecast choose a track where least Ice pressure is
expected.
In high latitudes directions change fast with movement of observer. Near the poles
meridians converge rendering the meridians and parallels of lat impracticable for
use.
All Time zones meet at the poles & local time has little significance. The sun rises &
sets once a year slowly spiraling for three months to 23.5 degrees & then decreasing
in altitude until it sets again three months later.
Capt. Sunil Bhabha
Fog & low cloud ceilings are prevalent. White outs occur when daylight is diffused by
multiple reflections between snow surface & low cloud cover diminishing horizon &
surface features.
Capt. Sunil Bhabha

CHARTS – Polar charts are used for navigation which are based upon aerial
photography & satellite imagery. Their accuracy is unlikely to be of the same
standard as navigational charts for lower latitudes.
Visual & radar bearings are to be treated as great circles & half convergency error
applied if using them on Mercator charts.
COMPASSES – The Gyro loses all horizontal directive force as the poles are
approached & becomes unusable beyond 85 lat. Magnetic compass is also unreliable
because of large diurnal variation & motion of the magnetic poles.
ECHO SOUNDER should be run continuously though depths may change too
abruptly. The trace may be lost due to ice under the hull or noises caused by ice. If
required the vessel should be slowed to obtain sounding.
CELESTIAL OBSERVATIONS may not be possible due to fog, clouds, white out & six
monthly days & nights however these should be taken whenever possible. The
changed atmosphere also affects refraction & dip. Horizon may be obscured by ice
hence a bubble sextant or a sextant used with artificial horizon set up on the ice will
give better results. Back angles may be used if possible.
RADAR is the most valuable equipment for safe navigation.
GPS & GLONASS also give satisfactory positions.
MATERIAL PREPARATIONS
Operations in Ice necessarily require considerable advanced planning & much more
precautionary measures than a typical ocean voyage.
Capt. Sunil Bhabha

First & foremost the equipment necessary to meet the basic needs of the crew
should be available on board. Like polar clothing & footwear, protective sunglasses,
food, vitamins, medical supplies, fuel, storage batteries, anti freeze & emergency
survival kits containing sleeping bags, rations, firearms, ammunition, fishing gear
etc.
Capt. Sunil Bhabha

Draught trim & stability permitting empty or slack off all wing & DB tanks and slack
all FW tanks.
However ensure that draught trim & stability are in accordance with ice
classification.
Ensure all the heating and air bubble tank systems (anti-freeze) are in working
order.
Check bunker status, especially wrt quantities of DO/MGO taking into account the
increased maneuvering & add cold temperature additives as required.
Ensure that the rudder & rudder angle indicator are in good order.
Radars are fully operational & scanner heating arrangements working.
Searchlights are operational & spare lamps are available.
Main & spare NUC lights are operational.
Bridge window heating & wiper / CVS / window wash heating systems are
operational.
Protect mooring equipment & ropes from icing.
Test satisfactory operation of accommodation heating arrangement.
Ensure all heating systems to deck machinery are fully functional.
Ensure all deck machinery is protected by low temperature grease & anti-freeze.
Drain external fire main & other deck line systems.
Capt. Sunil Bhabha

Ensure all LSA will be available in freezing conditions, lifeboats heating system (if
any) is working, engines have anti-freeze & water tanks are slack.
Order salt or other products for melting ice & sand for anti-slip.
Ensure availability of wooden mallets snow shovels for ice removal.
Consider employment for additional deck hands to permit relief systems in freezing
conditions.
Ensure availability of lower sea suctions & check heating compressed air clearance
systems for sea chests.
Ensure bunker tank heating systems are working.
Ensure cathodic protection & impressed current system is set for ice operation.
Capt. Sunil Bhabha

APPROACHING ICE
Vessels which are not ice strengthened and with speeds up to 12 knots often
become firmly beset in light ice condition. However ice strengthened ships should be
able to make progress through 6/10 to 7/10 first year ice.
The engines & steering gear must be reliable & capable of quick response.
Navigation & communication equipment should be fully operational & radar must be
maintained for peak performance.
Capt. Sunil Bhabha
Vessels should be so ballasted & trimmed so as to keep propeller completely
submerged & as deep as possible to reduce the risk of damage to propeller.
MASTER’S DUTIES
The SOLAS requires the master of every vessel, when ice is reported on or near his
track, to proceed at a moderate speed at night or to alter course to pass well clear
of the danger zone.
Following should be reported on meeting dangerous ice
a) type of ice
b) Position of the ice.
c) UT / GMT & date of observation.
On encountering air temperatures below freezing associated with gale force winds
causing severe ice accumulation report should consist of
a) Air & sea temperature
b) Force & direction of wind & Position of the ship & UT / GMT with date of
observation.
Capt. Sunil Bhabha

Capt. Sunil Bhabha
ICE ACCUMULATION
Ice accumulating on the hull & superstructure is a serious danger. It may occur from
a) Fog combined with freezing conditions
b) Freezing drizzle, rain or wet snow.
c) Spray or sea water breaking over a vessel in rough weather.
The weight of Ice which can accumulate on the rigging may increase to such an
extent that it is liable to fall & endanger persons on deck.
Radio & radar failure due to ice on aerials, insulators & scanners may be
experienced.
The increase of weights on deck due to ice will adversely affect the GM and may lead
to loss of stability & capsizing of the vessel.
AVOIDING ICE ACCUMULATION – If severe ice accumulation is experienced the
prudent course of action is to
a) steer towards warmer conditions or
b) seek shelter as soon as possible
c) If unable to do so it is best to reduce spray to a minimum by heading into the
wind & sea or run before the wind at the slowest possible speed.
OPERATING IN ICE
Keep moving even if slowly.

Try to work with the ice movement & not against it.
Capt. Sunil Bhabha

Excessive speed will lead to ice damage & too low a speed will make vessel liable to
beset.
Keep rudder amidships before giving stern movements.
Avoid anchoring in ice.
Engines must be prepared to go astern at any moment.
Ramming & backing technique may be used to make way.
The most serious danger from ice is getting BESET; the pressure of ice may crush
the hull of the vessel. Changing draughts & trim may be utilized to come off ice.
Lastly, due to all these difficulties, transit in ice regions continues to be a challenge
that must be met with skill, knowledge & innovation.
*************
Capt. Sunil Bhabha

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SHIPS & ICE

Notes on Ice navigation

DIFFICULTIES & DANGERS

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Do not enter Ice if a longer but ice free route is available.

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Capt. Sunil Bhabha

Keep moving even if slowly.

Capt. Sunil Bhabha

Capt. Sunil Bhabha

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