GUIDELINES FOR SHIPS OPERATING IN ARCTIC AND ANTARCTIC ICE-

COVERED WATERS

PREAMBLE

GUIDE

Chapter 1 - General

PART A - CONSTRUCTION PROVISIONS

Chapter 2 - Structures
Chapter 3 - Subdivision and stability
Chapter 4 - Accommodation and escape measures
Chapter 5 - Directional control systems
Chapter 6 - Anchoring and towing arrangements
Chapter 7 - Main machinery
Chapter 8 - Auxiliary machinery systems
Chapter 9 - Electrical installations

PART B - EQUIPMENT

Chapter 10 - Fire safety

Chapter 11 - Life-saving appliances and survival arrangements
Chapter 12 - Navigational equipment

PART C - OPERATIONAL

Chapter 13 - Operational guidelines

Chapter 14 - Crewing
Chapter 15 - Emergency equipment

PART D - ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL

Chapter 16 - Environmental protection and damage control

PREAMBLE

P-1 Introduction

P-1.1 Ships operating in the Arctic and Antarctic environment are exposed to a number of
unique risks. Poor weather conditions and the relative lack of good charts, communication
systems and other navigational aids pose challenges for mariners. The remoteness of the areas
makes rescue or clean-up operations difficult and costly. Cold temperatures may reduce the
effectiveness of numerous components of the ship, ranging from deck machinery and emergency
equipment to sea suctions. When ice is present, it can impose additional loads on the hull,
propulsion system and appendages.
Whilst Arctic and Antarctic waters have a number of similarities, there are also significant
differences. The Arctic is an ocean surrounded by continents while the Antarctic is a continent
surrounded by water. The Antarctic sea ice retreats significantly during the summer season or is
dispersed by permanent gyres in the two major seas of the Antarctic: the Weddell and the Ross.
Thus there is relatively little multi-year ice in the Antarctic. Conversely, Arctic sea ice survives
many summer seasons and there is a significant amount of multi-year ice. Whilst the marine
environments of both polar seas are similarly vulnerable, response to such challenge should duly
take into account specific features of the legal and political regimes applicable to their respective
marine spaces.

P-1.2 These Guidelines for ships operating in Arctic and Antarctic ice-covered waters
(hereinafter called “the Guidelines”) are intended to address those additional provisions deemed
necessary for consideration beyond existing requirements of the SOLAS Convention, the
Torremolinos Protocol and the MARPOL Convention, in order to take into account the climatic
conditions of Arctic and Antarctic ice-covered waters and to meet appropriate standards of
maritime safety and pollution prevention.

P-1.3 The Guidelines are recommendatory and their wording should be interpreted as providing
recommendations rather than mandatory direction.

P-2 Principles

P-2.1 The Guidelines aim to promote the safety of navigation and to prevent pollution from
ship operations in Arctic and Antarctic ice-covered waters.

P-2.2 The Guidelines recognize that this is best achieved by an integrated approach, based on
requirements in existing Conventions which cover the design, outfitting, crewing and operation of
ships for the conditions which they will encounter.

P-2.3 The Guidelines take into account that Arctic and Antarctic conditions may include sea
and glacial ice that can represent a serious structural hazard to all ships. This is the single most
significant factor in Arctic and Antarctic operations and is reflected in many of the Guidelines’
provisions.

P-2.4 The Guidelines address the fact that the Arctic and Antarctic environment imposes
additional demands on ship systems, including navigation, communications, life-saving, main and
auxiliary machinery, etc. They emphasize the need to ensure that all ship systems are capable of
functioning effectively under anticipated operating conditions and providing adequate levels of
safety in accident and emergency situations.
P-2.5 In addition, the Guidelines recognize that safe operation in such conditions requires
specific attention to human factors including training and operational procedures.
P-2.6 The basic requirements for structure, stability and subdivision, machinery, life-saving
appliances, fire protection, ship routing, navigation systems and equipment, radiocommunication,
pollution prevention equipment, liability and safety management systems, as applicable to the
different types and sizes of ships which may undertake voyages in Arctic and Antarctic
ice-covered waters, are obtained from the relevant conventions. The standards expressed in these
Guidelines have been developed to mitigate the additional risk imposed on shipping due to the
harsh environmental and climatic conditions existing in Arctic and Antarctic ice-covered waters.

P-2.7 Not all ships which enter the Arctic and Antarctic environment will be able to navigate
safely in all areas at all times of the year. A system of Polar Classes has therefore been developed
to designate different levels of capability. In parallel to the development of the Guidelines, the
International Association of Classification Societies (IACS) has developed a set of Unified
Requirements which, in addition to general classification society rules, address all essential
aspects of construction for ships of Polar Class.

P-2.8 These Guidelines are not intended to infringe on national systems of shipping control.

GUIDE

G-1 Layout of the Guidelines

G-1.1 The Guidelines include general, construction, equipment and operational parts, presented
in that order and subdivided into chapters.

G-1.2 This section provides definitions for important terms that are used exclusively within the
Guidelines or where any term has more than one meaning in other applicable conventions.
Otherwise, terms have the meanings defined in the convention(s) relevant to each chapter.

G-1.3 All parts and chapters of the Guidelines should be applied to Polar Class ships. All parts
and chapters, with the exception of those dealing with purely construction guidelines (Part A),
should be applied to non-Polar Class ships. Each chapter notes any additional differentiation of
Guidelines between ship classes specific to that chapter.

G-1.4 Guidance provided in Part A of the Guidelines is only intended for new Polar Class ships.

G-1.5 Commonly accepted nominal equivalencies are shown in the following table:

Nominal ship equivalencies

Finnish/Swedish Russian Register

ASPPR Class Polar Class
(Baltic)Class* Class
IA Super Type A UL PC6
IA Type B L1 PC7

*Note: Authorized classification society equivalents to Baltic classes should also be recognized.
The classification society equivalents for the Finnish/Swedish ice classes have been issued in the
Finnish Maritime Administrations' Bulletin No.16/27.11.2002, which can be found in website
www.fma.fi.

G-2 Key provisions

G-2.1 The combination of hull structural design, material quality, subdivision and segregation
measures prescribed in the Guidelines and supporting standards should be adequate to reduce the
risk of human casualties, pollution incidents or ship losses to acceptably low levels of probability
during prudent operations in Arctic and Antarctic ice-covered waters.

G-2.2 No pollutants should be carried directly against the shell in areas at significant risk of ice
impact. Operational pollution of the environment should be minimized by equipment selection
and operational practice.

G-2.3 Key safety-related, survival and pollution control equipment should be rated for the
temperatures and other conditions which may be encountered in the service intended.

G-2.4 Navigation and communications equipment should be suitable to provide adequate

performance in high latitudes, areas with limited infrastructure and unique information transfer
requirements.

G-2.5 Sea suction(s) should be capable of being cleared of accumulation of slush ice.

G-3 Definitions

For the purpose of these Guidelines, unless expressly provided otherwise, the terms used have the
meanings defined in the following paragraphs. Additional definitions are given in the various
chapters as required. Terms used, but not defined in these Guidelines, are to be interpreted as they
are defined in the relevant Conventions.

G-3.1 "Administration" means the Government of the State whose flag the ship is entitled to
fly.

G-3.2 “Arctic and Antarctic ice-covered waters”

G-3.2.1 Arctic Ice Covered Waters” – solely for the purposes of these Guidelines, means
those waters which are both:

.1 located north of a line from the southern tip of Greenland and thence by the southern
shore of Greenland to Kape Hoppe and thence by a rhumb line to latitude 67º03’9 N,
longitude 026º33’4 W and thence by a rhumb line to Sørkapp, Jan Mayen and by the
southern shore of Jan Mayen to the Island of Bjørnøya, and thence by a great circle line
from the Island of Bjørnøya to Cap Kanin Nos and thence by the northern shore of the
Asian Continent eastward to the Bering Strait and thence from the Bering Strait westward
to latitude 60º North as far as Il’pyrskiy and following the 60th North parallel eastward as
far as and including Etolin Strait and thence by the northern shore of the North American
continent as far south as latitude 60º North and thence eastward to the southern tip of
Greenland (see figure 1); and

.2 in which sea ice concentrations of 1/10 coverage or greater are present and which pose a
structural risk to ships.
 G-3.2.2 “Antarctic ice-covered waters” – solely for the purposes of these Guidelines,
means those waters which are both:

.1 South of 60° S and

.2 in which sea ice concentrations of 1/10 coverage or greater are present and which pose a
structural risk to ships.

G-3.3 "COLREG" means the International Regulations for Preventing Collisions at Sea, 1972,
as amended.

G-3.4 "Company" means the owner of the ship or any other organization or person such as the
manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship
from the ship owner.

G-3.5 "Conning position" means the stations in which the ship’s control devices for ahead or
astern operations are located.

G-3.6 "Escort" means any ship with superior ice capability in transit with another ship.

G-3.7 "Escorted operation" means any operation in which a ship’s movement is facilitated
through the intervention of an escort.

G-3.8 "Guidelines" means the IMO recommendatory Guidelines for ships operating in Arctic
and Antarctic ice-covered waters.

G-3.9 "IACS" means the International Association of Classification Societies.

G-3.10 "Ice Navigator" means any individual who, in addition to being qualified under the
STCW Convention, is specially trained and otherwise qualified to direct the movement of a ship
in ice-covered waters.

G-3.11 "Icebreaker" means any ship whose operational profile may include escort or ice
management functions, whose powering and dimensions allow it to undertake aggressive
operations in ice-covered waters.

G-3.12 “International voyages” means voyages in international waters, as defined in chapter I

of the SOLAS Convention.

G-3.13 "ISM Code" means the International Management Code for the Safe Operation of Ships
and for Pollution Prevention, as amended.

G-3.14 "LL Convention" means the International Convention on Load Lines, 1966, as
amended.

G-3.15 "MARPOL Convention" means the International Convention for the Prevention of
Pollution from Ships, 1973, as modified by the 1978 Protocol relating thereto (MARPOL 73/78),
as amended.

G-3.16 "Organization" means the International Maritime Organization.

G-3.17 "Polar Class" means the class assigned to a ship based upon IACS Unified
Requirements.

G-3.18 "Polar Class ship" means a ship for which a Polar Class has been assigned.

G-3.19 "Pollutant" means the substances defined as oil, oily mixture and oil fuel in Annex I;
noxious liquid substances in Annex II; and solids when carried in bulk, which are also identified
as harmful substances in Annex III of the MARPOL Convention.

G-3.20 "Recognized organization" means an organization recognized by an Administration in

accordance with IMO resolutions A.739(18) and A.789(19).

G-3.21 "Ship" means any vessel covered by the SOLAS Convention.

G-3.22 "SOLAS Convention" means the International Convention for the Safety of Life at
Sea, 1974, as amended.

G-3.23 "STCW Convention" means the International Convention on Standards of Training,

Certification and Watchkeeping for Seafarers, 1978/1995, as amended.

G-3.24 "Unified Requirements" means the IACS Unified Requirements for Polar Class ships*.

G-3.25 "WMO" means the World Meteorological Organization.

G-3.26 “Working liquid” means any oil or oily substance used for the operation of the ship’s
machinery.

* Under development.
Figure 1 – Maximum extent of Arctic application (see paragraph G-3.2.1)

Figure 2 – Maximum extent of Antarctic application (see paragraph G-3.2.2)

CHAPTER 1

GENERAL

1.1 Application

1.1.1These Guidelines provide guidance for ships while operating in Arctic and Antarctic ice-
covered waters as defined in paragraph G-3.2 and while engaged in international voyages.

1.1.2 Part A of the Guidelines provides guidance for Polar Class ships as defined in
paragraph G-3.18.

1.1.3 Parts B and C of these Guidelines provide guidance for Polar Class and Non-Polar Class
ships.

Table 1.1 - Class descriptions

(It should be noted that the IACS Unified Requirements which these class descriptions are
based on are not yet completed and are subject to change)

POLAR CLASS GENERAL DESCRIPTION

PC 1 Year-round operation in all Arctic and Antarctic ice-covered waters
PC 2 Year-round operation in moderate multi-year ice conditions
Year-round operation in second-year ice which may include multi-year ice
PC 3
inclusions
Year-round operation in thick first-year ice which may include old ice
PC 4
inclusions
Year-round operation in medium first-year ice which may include old ice
PC 5
inclusions
Summer/autumn operation in medium first-year ice which may include old ice
PC 6
inclusions
Summer/autumn operation in thin first-year ice with which may include old ice
PC 7
inclusions

Note: Ice descriptions follow WMO Sea Ice Nomenclature.

1.1.4 All Polar Class ships and the equipment to be carried in accordance with these Guidelines
should be designed, constructed and maintained in compliance with applicable national standards
of the Administration or the appropriate requirements of a recognized organization which provide
an equivalent level of safety∗ for its intended service.

∗
Refer to SOLAS regulation II-1/3-1 and to the proposed IACS Unified Requirements for Polar
Ships.
1.1.5 The structures, equipment and arrangements essential for the safety and operation of the
ship should take account of the expected air temperatures.

1.1.6 The life-saving and fire-extinguishing equipment specified in part B of the Guidelines,
when stored or located in an exposed position, should be of a type that is rated to perform its
design functions at a minimum air temperature of -30°C, or at any appropriate lower temperature
in accordance with paragraph 1.1.5. In particular, attention is drawn to the inflation of life-saving
equipment and the starting of engines in lifeboats and rescue boats.

1.1.7 Operations in Arctic and Antarctic ice-covered waters should take due account of factors
such as: ship class, environmental conditions, icebreaker escort, prepared tracks, short or local
routes, crew experience, support technology and services such as ice-mapping, communications,
safe ports, repair facilities and other ships in convoy.

1.1.8 The provisions of these Guidelines do not apply to any warship, naval auxiliary, other
vessels or aircraft owned or operated by a State and used, for the time being, only on
government non-commercial service. However, each State should ensure, by the adoption
of appropriate measures not impairing operations or operational capabilities of such
vessels or aircraft owned or operated by it, that such vessels or aircraft act in a manner
consistent, so far as is reasonable and practicable, with these Guidelines.

1.2 Ice Navigator

1.2.1 All ships operating in Arctic and Antarctic ice-covered waters should carry at least one Ice
Navigator qualified in accordance with chapter 14.

1.2.2 Continuous monitoring of ice conditions by an Ice Navigator should be available at all
times while the ship is underway and making way in the presence of ice.

PART A - CONSTRUCTION PROVISIONS

CHAPTER 2

STRUCTURES
2.1 General

2.1.1 All ships should have structural arrangements adequate to resist the global and local ice
loads characteristic of their Polar Class∗.
2.1.2 Each area of the hull and all appendages should be strengthened to resist design
structure/ice interaction scenarios applicable to each case.

2.1.3 Structural arrangements should aim to limit damage resulting from accidental overloads
to local areas.

2.1.4 Polar Class ships may experience in-service structural degradation at an accelerated rate.
Structural surveys should, therefore, cover areas identified as being at high risk of accelerated

∗
Refer to the proposed IACS Unified Requirements for Polar Ships.
degradation, and areas where physical evidence such as coating breakdown indicates a potential
for high wastage rates.

2.2 Materials

2.2.1 Materials used in ice-strengthened and other areas of the hull should be suitable for
operation in the environment that prevails at their location.

2.2.2 Materials used in ice-strengthened areas should have adequate ductility to match the
selected structural design approach.

2.2.3 Abrasion and corrosion resistant coatings and claddings used in ice-strengthened areas
should be matched to the anticipated loads and structural response.

CHAPTER 3

SUBDIVISION AND STABILITY

3.1 Intact stability in ice

3.1.1 Account should be taken of the effect of icing in the stability calculations.*

3.1.2 Suitable calculations should be carried out and/or tests conducted to demonstrate the
following:

.1 the ship, when operated in ice within approved limitations, during a disturbance causing
roll, pitch, heave or heel due to turning or any other cause, should maintain sufficient positive
stability; and
.2 ships of Polar Classes 1 to 3 and icebreakers of all classes, when riding up in ice and
remaining momentarily poised at the lowest stem extremity, should maintain sufficient
positive stability.

3.1.3 Sufficient positive stability in paragraphs 3.1.2.1 and 3.1.2.2 means that the ship is in
a positive state of equilibrium with a positive metacentric height of at least 150 mm, and a
line 150 mm below the edge of the freeboard deck as defined in the applicable LL Convention, is
not submerged.

3.1.4 For performing stability calculations on ships that ride up onto the ice, the ship should be
assumed to remain momentarily poised at the lowest stem extremity as follows:

.1 for a regular stem profile, at the point at which the stem contour is tangent to the
keel line;
.2 for a stem fitted with a structurally defined skeg, at the point at which the stem
contour meets the top of the skeg;

*Refer to resolution A.749(18), Code on Intact Stability for All Types of Ships Covered by IMO
Instruments.
 .3 for a stem profile where the skeg is defined by shape alone, at the point at which
the stem contour tangent intersects the tangent of the skeg; or

.4 for a stem profile of novel design, the position should be specially considered.

3.2 Stability in damaged conditions

3.2.1 All Polar Class ships should be able to withstand flooding resulting from hull penetration
due to ice damage of the extent set out in paragraph 3.2.2 and location set out in paragraph 3.2.3,
and should remain in a satisfactory condition of equilibrium after such damage, as defined by the
IMO instruments applicable to the ship.

3.2.2 The dimensions of an ice damage penetration should be taken as:

.1 longitudinal extent 0.045 of deepest ice waterline length if centred forward of the
point of maximum beam on the waterline, and 0.015 of waterline length
otherwise;

.2 depth 760 mm measured normal to the shell over the full extent of the damage;
and

.3 vertical extent the lesser of 0.2 of deepest ice draft, or of longitudinal extent.

3.2.3 The centre of the ice damage may be located at any point between the keel and 1.2 times the
deepest ice draft. The vertical extent of damage may be assumed to be confined between the keel
and 1.2 times the deepest ice draft. For ships of Polar Classes 5, 6 and 7 not carrying polluting or
hazardous cargoes, damage may be assumed to be confined between watertight bulkheads, except
where such bulkheads are spaced at less than the damage dimension.

3.3 Subdivision

3.3.1 Subject to paragraphs 3.3.2 and 3.3.3, no Polar Class ship should carry any pollutant
directly against the outer shell. Any pollutant should be separated from the outer shell of
the ship by double skin construction of at least 760 mm in width.

3.3.2 All Polar Class ships should have double bottoms over the breadth and the length
between forepeak and afterpeak bulkheads. Double bottom height should be in
accordance with the rules of the classification societies in force. Double bottoms should
not be used for the carriage of pollutants except where a double skin construction
complying with paragraph 3.3.1 is provided, or where working liquids, are carried in way
of main machinery spaces in tanks not exceeding 20 m3 individual volume.

3.3.3 Double bottoms in ships of Polar Classes 6 and 7 may be used for the carriage of
any working liquids where the tanks are aft of midships and within the flat of bottom.

3.3.4 All Polar Class ships with icebreaking bow forms and short forepeaks may
dispense with double bottoms up to the forepeak bulkhead in the area of the inclined
stem, provided that the watertight compartments between the forepeak bulkhead and the
bulkhead at the junction between the stem and the keel are not used to carry pollutants.
CHAPTER 4

ACCOMMODATION AND ESCAPE MEASURES

4.1 General

4.1.1 All personnel accommodations should be designed and arranged to protect the occupants
from unfavourable environmental conditions and minimize risk of injury during normal
(including ice transiting or icebreaking) operations and emergency conditions.

4.1.2 All personnel accommodations, public spaces and the equipment installed in them should
be designed so that each person making proper use of them will not suffer injury during normal
open water operations, designed ice transiting modes of operation, and emergency manoeuvring
conditions.

4.1.3 Ships of Polar Classes 1 to 5 inclusive should have sufficiently available and reliable
facilities to maintain a life sustaining environment in the event of an emergency and/or of
extended ice entrapment.

4.2 Public address systems and other safety items

4.2.1 The public address system and the general emergency alarm system should be audible
over the loudest ambient noise level occurring during ice transiting, ice breaking or ramming.

4.2.2 Ships of Polar Classes 1 to 3 inclusive, icebreakers and ships intended to be used in the
ramming mode should be designed with adequate provisions to ensure the safety of personnel
using shower facilities. Such facilities should include non-slip decking, three rigid sides,
handholds and insulation from exposed hot water pipes.

4.2.3 Galley facilities should be provided with grab rails projecting from the front on cooking
equipment for use by the crew during ice operations.

4.2.4 Equipment designed to heat oil for cooking purposes such as deep fat fryers should be
located in a position suitably separated from hotplates or other hot surfaces. Such appliances
should also be secured to the deck or other fixed structure and provided with an oil tight lid or
closure to prevent splashing or spillage during ice operations.

4.3 Escape measures

4.3.1 All means of escape from accommodation or interior working spaces should not be
rendered inoperable by ice accretion or by malfunction due to low external ambient air
temperatures.

4.3.2 All escape routes should be dimensioned so as not to hinder passage for persons wearing
suitable Polar clothing.

4.3.3 Escape routes should be designed to minimize the distance between their exit to an open
deck and the survival equipment to which they lead.
CHAPTER 5

DIRECTIONAL CONTROL SYSTEMS

General

5.1 All Polar Class ships should be provided with directional control systems of adequate
strength and suitable design to enable efficient operation in Arctic and Antarctic ice-covered
waters.

5.2 For the purpose of this chapter, a directional control system includes any device or
devices intended either as a primary or auxiliary means of steering the ship. The directional
control system includes all associated power sources, linkages, controls and actuating systems.

5.3 Attention is drawn to the possibility of interaction between directional control systems
and propulsion systems. Where such interaction occurs or where dual-purpose components are
fitted, the provisions of chapters 7 and 8 should also be complied with, as applicable.

CHAPTER 6

ANCHORING AND TOWING ARRANGEMENTS

6.1 General

All Polar Class ships navigating in Arctic and Antarctic ice-covered waters should be capable of
anchoring and providing limited assistance in the case of debilitating damage or breakdown,
towards the prevention of a catastrophic loss or pollution incident. The capability of ships to
provide assistance should be considered of prime importance, having due regard to the lack of
repair facilities, the limited number of dedicated towing ships available and the response time that
may be required by a dedicated towing ship to be able to provide effective assistance in Arctic
and Antarctic ice-covered waters.

6.2 Anchoring arrangements

6.2.1 Ships of Polar Classes 1 to 5 inclusive and icebreakers of all classes should, as far as
practicable, be designed to protect the anchor from being dislodged from its stowed position and
from jamming or damaging the hull by direct impact with ice.

6.2.2 Anchoring systems should be provided with an independent means of securing the anchor
so that the anchor cable can be disconnected for use as an emergency-towing bridle.

6.3 Towing arrangements

6.3.1 All Polar Class ships designed to perform dedicated towing operations and all icebreakers
should be equipped with line throwing apparatus in addition to that required for life saving. This
apparatus should be capable of delivering messenger lines for the transfer of towing equipment.
Such line throwing apparatus should not be of the powder/rocket type, in order that it may be
safely used to make a transfer to a tanker.
6.3.2 All Polar Class ships designed to perform dedicated towing operations should be provided
with a quick release system, operable from the conning position.
6.3.3 Where fitted, close coupled bow to stern towing arrangements should comprise
strengthened bow plating on the towed ship, appropriate towing slings, non-interfering
positioning of bower anchors and disallowance of bulbous bows. In this case, arrangements
should be provided for securing the anchor in the stowed position.

6.4 Emergency towing arrangements

6.4.1 All Polar Class ships should be capable of receiving emergency towing assistance.

6.4.2 Where appropriate towing arrangements should facilitate connection and release of a
towline and provide bollards, fairleads, and other components suitable for the size of ship on
which they are fitted.

CHAPTER 7

MAIN MACHINERY

7.1 General

7.1.1 The design, rating, installation, operation and maintainability of shipboard engineering
systems should be suitable for navigation in Arctic and Antarctic ice-covered waters∗.

7.1.2 In the event of damage, malfunction or failure of any machinery component, means
should be provided to control and limit any resulting emission of pollutants to within the confines
of the ship’s hull.

7.1.3 The layout and construction of machinery essential for the safe operation of the ship
should be such that repairs which can be affected using the resources on board may be completed
safely and effectively. Ventilation systems should provide sufficient air at an appropriate
temperature for the operation of machinery.

7.1.4 For Polar Class ships which may be laid up in Arctic and Antarctic ice-covered waters,
materials for all systems with the potential of polluting should be suitable for preventing pollution
at the lowest ambient temperatures to which they may be subjected and should be suitable to
avoid pollution and ensure safe operation on re-activation of the systems.

7.2 Main propulsion systems

7.2.1 The main propulsion machinery should be designed so that the effects of loads with the
potential to damage the system are limited to those components which can be readily repaired,
replaced or reset. The reliability and availability of the equipment and systems should be
considered.

∗
Refer to the proposed IACS Unified Requirements for Polar Ships.
7.2.2 Main propulsion machinery and all auxiliary machinery essential to the propulsion
system, should be:

.1 designed for loads and vibrations resulting from propeller/hull/rudder-ice

interactions;

.2 located to provide protection from freezing spray, ice and snow; and

.3 designed to operate when the ship is inclined at any combined angle of heel or
trim that may be expected during operations in ice.

7.2.3 Sterntube bearings, seals and main propulsion components located outside the hull should
not leak pollutants. Non-toxic, biodegradable lubricants are not considered to be pollutants.

7.2.4 The installed propulsive power should be sufficient to ensure that the ship can navigate
safely and without risk of pollution under the design ice, weather and operational conditions.

7.2.5 Piping and intake systems associated with the main propulsion plant should be designed
so as not to be affected by the impact of the Arctic and Antarctic environment.

CHAPTER 8

AUXILIARY MACHINERY SYSTEMS

8.1 General

8.1.1 Equipment and systems should be designed so that personnel exposure to cold
temperatures and other environmental hazards during normal operations including routine
maintenance is minimized.

8.1.2 Ventilation systems should provide sufficient air for the operation of auxiliary machinery,
air conditioning and heating purposes.

8.2 Materials

8.2.1 Materials used in equipment and systems should be suitable for operation in the
environment which prevails at their location. In particular, equipment or systems which are
essential for preventing pollution or for safe operation of the ship when:

.1 located outside and above the waterline in any ship operating condition;
or

.2 in unheated locations inside;

should not be susceptible to brittle fracture within the range of operating conditions.

8.2.2 Essential equipment or systems required for the safe operation of the ship or systems
required for preventing pollution, located within spaces which, upon failure of the primary
heating system, could be subject to outside ambient air temperatures should be:
 .1 provided with an independent source of heat; and

.2 fabricated from materials that will not be susceptible to brittle fracture under the
anticipated loads and temperatures.

8.2.3 For Polar Class ships which may be laid up in Arctic and Antarctic ice-covered waters,
materials for all systems with the potential of polluting should be suitable for preventing pollution
at the lowest ambient temperatures to which they may be subjected and should be suitable to
avoid pollution and ensure safe operation on re-activation of the systems.

CHAPTER 9

ELECTRICAL INSTALLATIONS

9.1 Electrical installations should be subject to the provisions listed in chapters 4, 7 and 8
regarding design for operation in Arctic and Antarctic ice-covered waters and for the provision of
emergency heat and power.

9.2 Precautions should be taken to minimize risk of supplies to essential and emergency
services being interrupted by the inadvertent or accidental opening of switches or circuit breakers
due to vibrations or accelerations during icebreaking operations.
9.3 Emergency power for communications equipment provided by battery should be
provided with a means whereby the batteries are protected from extreme low temperatures.

9.4 Emergency power batteries, including those stored in deck boxes, should be secured in a
position where excessive movement is prevented during ice-transiting operations and explosive
gas ventilation is not restricted by the accumulation of ice or snow.

9.5 Control systems based on computers and other electronic hardware installations
necessary for the proper functioning of essential equipment should be designed for redundancy
and resistance to vibration, dampness and low humidity.

PART B - EQUIPMENT

CHAPTER 10

FIRE SAFETY

10.1 Fuel and other flammable fluid tanks and systems

Refueling of ships should be carried out taking into account the special conditions imposed by
low temperatures.
10.2 Ventilation

Closing apparatus for ventilation inlets and outlets should be designed and located to protect them
from ice or snow accumulation that could interfere with the effective closure of such systems.

10.3 Fire detection and extinguishing systems

10.3.1 Fire-extinguishing systems should be designed or located so that they are not made
inaccessible or inoperable by ice or snow accumulation or low temperature such that:

.1 equipment, appliances, systems and extinguishing agents should be protected

from freezing for minimum temperature for the intended voyage, as specified in
paragraph 1.1.6;

.2 precautions should be taken to prevent nozzles, piping and valves of any

fire-extinguishing system from becoming clogged by impurities, corrosion or ice
build up; and

.3 exhaust gas outlets and pressure vacuum arrangements should be protected from
ice build up that could interfere with effective operation.

10.3.2 Water or foam extinguishers should not be located in any position that is exposed to
freezing temperatures. These locations should be provided with extinguishers capable of
operation under such conditions.

10.4 Fire pumps and associated equipment (Polar Class ships)

10.4.1 Where a fixed fire-extinguishing system or alternative fire-extinguishing system

situated in a space separate from the compartment containing the main fire pumps utilizes its own
independent sea suction, this sea suction should be capable of being cleared of accumulations of
slush ice.

10.4.2 Fire pump(s) including emergency fire pump(s) should, wherever reasonable and
practicable, be installed in heated compartment(s) and in any event should be adequately
protected from freezing for minimum temperature for the intended voyage, as specified in
paragraph 1.1.6.

10.4.3 Isolating valves should be located so that they are accessible. Any isolating valves
located in exposed positions should not be subject to icing from freezing spray. The fire main
should be arranged so that external sections can be isolated and draining devices should be
provided.

10.4.4 Hydrants should be positioned or designed to remain operable under all anticipated
temperatures. Ice accumulation and freezing should be taken into account.

10.4.5 All hydrants should be equipped with an efficient two-handed valve handle.

10.5 Protection against ice build-up

Components of the fire-fighting system which may be exposed to icing which could interfere with
the proper functioning of that component should be adequately protected.
10.6 Fire fighter’s outfits

10.6.1 Sufficient fire fighter’s outfits should be readily available to the accommodation area
and elsewhere as appropriate. Such fire fighter’s outfits should be stored in positions as widely
separated as practical.

10.6.2 In addition to the fire fighter’s outfits provided in accordance with paragraph 10.5.1,
one spare fire fighter’s outfit should be provided. The spare outfit should be stored in a warm
location on the ship.

CHAPTER 11

LIFE-SAVING APPLIANCES AND SURVIVAL ARRANGEMENTS

11.1 General

11.1.1 Adequate supplies of protective clothing and thermal insulating materials should be
provided in all ships operating in Arctic and Antarctic ice-covered waters for all persons on board
at any time.

11.1.2 Training in the use of all emergency equipment should be included as an element of the
operating procedures and drills described in chapter 13.
Where appropriate, dedicated training equipment should be carried to avoid
compromising the performance of the emergency equipment itself.

11.2 Categories of life-saving equipment

11.2.1 Ships operating in Arctic and Antarctic ice-covered waters should carry life-saving
appliances and survival equipment according to their environmental conditions of operation, as
indicated in paragraph 1.1.6.

11.2.2 Personal survival kits (PSKs) as described in section 11.3 should be carried whenever a
voyage is expected to encounter mean daily temperatures below 0°C.

11.2.3 Group survival kits (GSKs) as described in section 11.4 should be carried whenever a
voyage is expected to encounter ice conditions which may prevent the lowering and operation of
survival craft.

11.2.4 Sufficient PSKs and GSKs (as applicable) should be carried to cover at least 110% of the
rated complement of the ship.

11.2.5 Personal survival kits should be stored so that they may be easily retrieved in an
emergency situation. Arrangements such as storage in cabins or in dedicated lockers near the
assembly stations may be considered.

11.2.6 Group survival kits should be stored so that they may be easily retrieved in an emergency
situation. The containers should be located adjacent to the survival craft and life rafts and be
stowed on cradles. Containers should be designed so that they may be easily moved over the ice
and be floatable.

11.3 Personal survival kit (PSK)

11.3.1 A Personal survival kit should consist of the items listed in table 11.1 or appropriate
alternatives.

Table 11.1 Contents of the personal survival kits

Equipment Quantity
Clothing
Head protection (VP)* 1
Neck and face protection (VP) 1
Hand protection – Mitts (VP) 1 pair
Hand protection - Gloves (VP) 1 pair
Foot protection - Socks (VP) 1 pair
Foot protection – Boots 1 pair
Insulated suit (VP) 1
Approved immersion suit 1
Thermal underwear (VP) 1 set
Miscellaneous
Hand warmers 240 hours
Sunglasses 1 pair
Survival candle 1
Matches 2 boxes
Whistle 1
Drinking mug 1
Pen knife 1
Handbook (Arctic Survival) 1
Carrying bag 1
*VP means vacuum packed

11.3.2 The following notice should be displayed wherever personal survival kits are stored:

NOTICE
CREW MEMBERS AND PASSENGERS ARE REMINDED THAT THEIR PERSONAL
SURVIVAL KIT IS FOR EMERGENCY SURVIVAL USE ONLY. NEVER REMOVE ITEMS
OF SURVIVAL CLOTHING OR TOOLS FROM THE PERSONAL SURVIVAL KIT
CARRYING BAG - YOUR LIFE MAY DEPEND ON IT.

11.3.3 Personal survival kits should not be opened for training purposes. Equipment for training
purposes should be provided in accordance with paragraph 11.1.2.

11.4 Group survival kit (GSK)

11.4.1 The contents of the group survival kit should include those items defined in table 11.2 or
appropriate alternatives.
Table 11.2 Contents of the group survival kits (GSK)

Equipment Quantity
Group equipment
Tents 1 per 6 persons
Air mattresses 1 per 2 persons
Sleeping bags (VP)* 1 per 2 persons
Stove 1 per tent
Stove fuel 0.5 litres per person
Fuel paste 2 tubes per stove
Matches 2 boxes per tent
Pan (with sealing lid) 1 per stove
Fortified health drinks 5 packets per person
Flashlights 1 per tent
Candles and holders 5 per tent
Snow shovel 1 per tent
Snow saw and snow knife 1 per tent
Tarpaulin 1 per tent
Foot protection – Booties 1 per person
GSK container 1
(1 set per GSK
Spare personal equipment
container)
Head protection (VP) 1
Neck and face protection (VP) 1
Hand protection - Mitts (VP) 1 pair
Hand protection - Gloves (VP) 1 pair
Foot protection - Socks (VP) 1 pair
Foot protection - Boots (VP) 1 pair
Insulated suit (VP) 1
Thermal underwear 1 pair
Hand warmers 1 set
Sunglasses 1
Whistle 1
Drinking mug 1
*VP means vacuum packed

11.4.2 Where a shot gun or hunting rifle is provided to protect survivors from wildlife, it should
be stored in a secure location readily available in an emergency.

11.5 Lifeboats

11.5.1 All lifeboats carried by Polar Class ships should be of the fully enclosed type to provide
adequate shelter from the environment. Other ships which are equipped with open or partially
enclosed boats should carry tarpaulins of sufficient size to provide complete coverage of the
lifeboats, and suitable structure to support them.

11.5.2 The capacity of lifeboats should be evaluated with regard to operability, accessibility,
seating capacity and overall space considering the needs of personnel wearing suitable Polar
clothing.
11.5.3 Ice accretion should be regularly removed from the lifeboats and launching equipment to
ensure ease of launching when required. An icing removal mallet should be available in the
vicinity of the lifeboats.

11.5.4 All lifeboat engines should be equipped with a means to ensure they will start readily
when required at the minimum anticipated operating temperature.

11.5.5 The lifeboat engine fuel oil should be suitable for operation in the minimum anticipated
operating temperature.

11.5.6 Drinking water should be stored in containers that allow for expansion due to freezing.

11.5.7 Consideration should be given to the provision of additional emergency rations to

account for high rates of energy expenditure under Arctic and Antarctic conditions.

11.6 Life rafts

11.6.1 Ice accretion should be regularly removed from the life rafts, cradles and launching
equipment to ensure ease of launching and inflation when required. An icing removal mallet
should be available in the vicinity of the life rafts.

11.6.2 Ships should carry in a warm space in the vicinity of the life rafts manual inflation pumps
that are proven to be effective in the expected air temperatures.

11.6.3 Air or other proven cold temperature gas should be used for the inflation of lifesaving
equipment according to their environmental conditions of operation, as indicated in
paragraph 1.1.6.

11.6.4 Consideration should be given to the provision of additional emergency rations to

account for high rates of energy expenditure under Arctic and Antarctic conditions.

CHAPTER 12

NAVIGATIONAL EQUIPMENT

12.1 Application

It should be noted that the provisions prescribed in this chapter are not to be considered in
addition to the requirements of SOLAS chapter V. Rather, any equipment fitted or carried in
compliance with the requirements of SOLAS chapter V may be considered as part of the
recommended equipment complement detailed in this chapter. Unless specifically provided in this
chapter, the performance standards and other applicable guidance for equipment and systems
contained in this chapter should be applied mutatis mutandis as per SOLAS chapter V.
12.2 Compasses

12.2.1 Magnetic variations in high latitudes may lead to unreliable readings from magnetic
compasses.

12.2.2 Gyro-compasses may become unstable in high latitudes and may need to be shut down.

12.2.3 Companies should ensure that their systems for providing reference headings are suitable
for their intended areas and modes of operation, and that due consideration has been given to the
potential effects noted in paragraphs 12.2.1 and 12.2.2. For operations in Arctic and Antarctic ice-
covered waters, ships should be fitted with a total of at least two gyro-compasses.

12.3 Speed and distance measurement

12.3.1 All Polar Class ships should be fitted with a total of at least two speed and distance
measuring devices*. Each device should operate on a different principle, and at least one device
should be capable of being operated in both the sea and the ground stabilized mode.

12.3.2 Speed and distance measuring devices should provide each conning position with a speed
indication at least once per second.

12.3.3 Speed and distance measurement device sensors should not project beyond the hull and
should be installed to protect them from damage by ice.

12.4 Depth sounding device

All Polar Class ships should be fitted with a total of at least two independent echo-sounding
devices which provide indication of the depth of water under the keel. Due account should be
taken of the potential for ice interference or damage to any device designed to operate below the
waterline.

12.5 Radar installations

12.5.1 All Polar Class ships should be fitted with a total of at least two functionally independent
radar systems. One of these should operate in the 3 GHz (10 cm, S-band) frequency range.

12.5.2 Radar plotting systems that may be installed should have the capability of operating in
both the sea and the ground stabilized mode.

12.6 Electronic positioning and electronic chart systems

12.6.1 All Polar Class ships should be provided with an electronic position fixing system.

12.6.2 A satellite system (GPS or GLONASS or equivalent) should be fitted on any ship
intending to navigate in areas outside of reliable coverage by a terrestrial hyperbolic system.

* Refer to resolution A.824(19) on Recommendation on Performance Standards for Devices to

Indicate Speed and Distance.
12.6.3 Systems described in paragraphs 12.6.1 and 12.6.2 should provide input to allow for
continuous representation of the ship’s speed provided by a speed and distance measuring device
according to paragraph 12.3, and the ship’s course provided by a compass according to
paragraph 12.2.**

12.6.4 Where fitted, electronic charting systems should be able to use position input from
systems compliant with paragraphs 12.6.1 and 12.6.2.

12.7 Automatic identification system (AIS)

All Polar Class ships should be provided with and automatic identification system (AIS)† for
ships using the broadcast mode.

12.8 Rudder angle indicator

12.8.1 Separate rudder angle indicators should be provided for each rudder on ships with more
than one rudder.

12.8.2 In ships without a rudder, indication should be given of the direction of steering thrust.

12.9 Searchlights and visual signals

12.9.1 Ships of Polar Classes 1 to 5 inclusive and all ships intended to operate in periods of
prolonged darkness should be equipped with at least two suitable searchlights which should be
controllable from conning positions.

12.9.2 The searchlights described in paragraph 12.9.1 should be installed to provide, as far as is
practicable, all-round illumination suitable for docking, astern manoeuvres or emergency towing.

12.9.3 The searchlights described in paragraph 12.9.1 should be fitted with an adequate means
of de-icing to ensure proper directional movement.

12.9.4 Ships of Polar Classes 1 to 5 inclusive, all icebreakers and all ships that may be involved
in an escort of more than one ship following in an ice track should be equipped with a
manually operated flashing red light visible from astern to indicate when the ship is
stopped. This should be capable of use from any location from which the ship can be
manoeuvered.

The flashing light should have a range of visibility of at least two (2) nautical miles. The
colour and frequency of the flashing light should be according to standards given in
COLREG. The horizontal and vertical arcs of visibility of the flashing light should be as
specified for stern lights in COLREG.

** Refer to the proposed Performance Standards for Course and Speed Indication for Electronic
Positioning and Satellite Systems.

† Refer to guidelines on the operation of AIS on ships (to be developed).

12.10 Vision enhancement equipment

12.10.1 All Polar Class ships should be fitted with a suitable means to de-ice sufficient conning
position windows to provide unimpaired forward and astern vision from conning positions.

12.10.2 The windows described in paragraph 12.10.1 should be fitted with an efficient means of
clearing melted ice, freezing rain, snow, mist and spray from outside and accumulated
condensation from inside. A mechanical means to clear moisture from the outside face of a
window should have operating mechanisms protected from freezing or the accumulation of ice
that would impair effective operation.

12.10.3 All persons engaged in navigating the ship should be provided with adequate protection
from direct and reflected glare from the sun.

12.10.4 All indicators providing information to the conning positions should be fitted with means
of illumination control to ensure readability under all operating conditions.
12.11 Voyage data recorder

Ships of Polar Classes 1 to 5 inclusive should be fitted with a voyage data recorder.*

12.12 Ice routing equipment

12.12.1 All ships should be provided with equipment capable of receiving ice and weather
information charts.

12.12.2 Ships of Polar Classes 1 to 3 inclusive should be fitted with equipment capable of
receiving and displaying ice imagery.

PART C - OPERATIONAL

CHAPTER 13

OPERATIONAL GUIDELINES

13.1 Documentation

All ships operating in Arctic and Antarctic ice-covered waters should carry on board at all times
an operating manual and training manual for all Ice Navigators on board the ship.

13.2 Ship operational control

The ship should not be operated outside the worst intended conditions and design limitations.

* Refer to resolution A.861(20) on Recommendation on Performance Standards for Voyage Data

Recorders (VDRs).
13.3 Operating and training manuals
Operating manual

13.3.1 The operating manual, or supplementary manual in the case of ships not normally
operating in Arctic and Antarctic ice-covered waters, should contain at least the following
information on issues directly related to operations in such waters. With respect to contingency
planning in the event that the ship suffers ice damage, the manual should conform to guidelines
developed by the Organization**:
Normal operation

.1 principal particulars of the ship;

.2 loading procedures and limitations including any applicable recommendations

against carrying pollutants in tanks and compartments against the hull envelope,
maximum operational weight, position of centre of gravity and distribution of
load necessary for operation in Arctic and Antarctic ice-covered waters;

.3 acknowledgment of changes in standard operating procedures for radio

equipment and navigational aids applicable to Arctic and Antarctic operations;

.4 information regarding the handling of the ship as determined in accordance with

chapter 16 of these Guidelines (Environmental protection and damage control);

.5 maximum towing speeds and towing loads where applicable;

Risk management

.6 procedures for checking the integrity of hull structure;

.7 description and operation of fire detection and fire-extinguishing equipment in a

Arctic and Antarctic environment; and

for Polar Class ships, the operating manual should include the following supplementary
information, in clearly defined chapters specified by the Administration:

.8 operating limitations for the ship and essential systems in anticipated ice
conditions and temperatures;

.9 details arising from the standards of chapter 3 of these Guidelines (Subdivision

and stability) likely to be of direct practical use to the crew in an emergency;

.10 passage planning procedures accounting for anticipated ice conditions;

** Refer to resolution A.852(20) on Guidelines for the Structure of an Integrated System of

Contingency Planning for Shipboard Emergencies.
 .11 deviations in standard operating procedures associated with operation of
propulsion and auxiliary machinery systems, remote control and warning systems
and electronic and electrical systems made necessary by operations in Arctic and
Antarctic ice-covered waters;

.12 deviations in standard damage control procedures made necessary by operations

in Arctic and Antarctic ice-covered waters; and

.13 evacuation procedures into water, onto ice, or into a combination of the two, with
due regard to chapter 11 of these Guidelines.

13.3.2 Regarding information on machinery or system failures, guidance should take into
account the results of any risk or failure analysis reports developed during the ship design.

TRAINING MANUAL

13.3.3 The training manual should cover all aspects of ship operation in Arctic and Antarctic
ice-covered waters listed below plus other related information considered necessary by the
Administration:

.1 summary of the Guidelines for ships operating in Arctic and Antarctic ice-
covered waters;

.2 ice recognition;

.3 navigation in ice; and

.4 escorted operation.

Instructions for drills and emergency instructions as detailed in section 13.4 should be
incorporated as annexes to the manual.

13.3.4 The Company should ensure that any additional documentation referenced in the training
manual and required to provide a full understanding of its contents is on board the ship for all
operations in Arctic and Antarctic ice-covered waters.

13.4 Drills and emergency instructions

13.4.1 On board instruction and operation of the ship's evacuation, fire and damage control
appliances and systems should include appropriate cross training of crew members with
appropriate emphasis to changes to standard procedure made necessary by operations in Arctic
and Antarctic ice-covered waters.

13.4.2 Evacuation

13.4.2.1 Evacuation drill scenarios should be varied so that different emergency conditions are
simulated, including abandonment into the water, onto the ice, or a combination of the two.

13.4.2.2 Each evacuation craft drill should include:

 .1 exercises in passenger control in cold temperatures as
appropriate;

.2 checking that all personnel are suitably dressed;

.3 donning of immersion suits or thermal protective clothing by appropriate crew

members;

.4 testing of emergency lighting for assembling and abandonment; and

.5 giving instructions in the use of the ship's life-saving appliances and in survival
at sea, on the ice or a combination of both.

13.4.2.3 Rescue boat drills should be conducted as follows:

.1 As far as is reasonable and practicable, rescue boats should be launched each

month as part of the evacuation drill with their assigned crew aboard and
manoeuvred in the water, with due consideration of the dangers of launching into
Arctic and Antarctic ice-covered waters if applicable.

.2 If rescue boat launching drills are carried out with the ship making headway,
such drills should be practiced in sheltered waters only and under the supervision
of an officer experienced in such drills.*

13.4.2.4 Individual instructions may cover different parts of the ship's life-saving system, but all
the ship's life-saving equipment and appliances should be covered within any period of one
month on passenger ship and two months on cargo ship. Each member of the crew should be
given instructions which should include but not necessarily be limited to:

.1 problems of hypothermia, first-aid treatment of hypothermia and other

appropriate first-aid procedures; and

.2 special instructions necessary for use of the ship's life-saving appliances in

severe weather and severe sea conditions on the ice or in a combination of water
and ice cover.

13.4.3 Fire drills

13.4.3.1 Fire drill scenarios should vary each week so that emergency conditions are simulated
for different ship compartments, with appropriate emphasis on those changes to standard
procedure made necessary by operations in Arctic and Antarctic ice-covered waters and low
temperatures.

13.4.3.2 Each fire drill should include elements required by the SOLAS Convention plus
additional elements made necessary by operation in an Arctic and Antarctic environment.

*
Refer to resolution A.624(15) on Guidelines for Training Crews for the Purpose of Launching Lifeboats
and Rescue Boats from Ships Making Headway Through the Water.
13.4.4 Damage control

Damage control drill scenarios should vary each week so that emergency conditions are simulated
for different damage conditions with appropriate emphasis to those conditions resultant from
operations in Arctic and Antarctic ice-covered waters.

13.4.5 Survival kits

13.4.5.1 Where fitted, the master should ensure that sufficient PSKs and GSKs are available, in
full working order, and ready for immediate use, to meet the standards set forth in
paragraph 11.2.4.

13.4.5.2 The master should keep spare personal survival equipment on board for the purpose of
providing replacements for missing or damaged items of equipment in those personal survival
kits issued to the complement. In addition, a number of sewing kits and replacement parts
(buttons, boot laces etc.) should be kept on board for the purpose of minor repair to personal
survival kit items of clothing.

13.4.5.3 Group survival kit inspections should be carried out no less frequently than on an annual
basis at the beginning of each operating season.

CHAPTER 14

CREWING

14.1 General

14.1.1 The crewing of all ships in Arctic and Antarctic ice-covered waters should take account
of the provisions listed in this chapter, and also of the relative lack of shore and support
infrastructure which may be available to assist in any operations.

14.1.2 Ice Navigators should be provided as noted in chapter 1.

14.1.3 All of the ship’s officers and crew should be made familiar with cold weather survival
by training or self-study of course material or publications addressing the measures set forth in
section 13.4.

14.1.4 As many as possible of the ship’s deck and engine officers should be trained in ship
operations in ice-covered waters.

14.2 Ice Navigator qualifications and training

The Ice Navigator should have documentary evidence of having satisfactorily completed an
approved training program in ice navigation; in the Antarctic, documentary evidence of having
completed an on-the-job training programme is acceptable.

Such a training program should provide knowledge, understanding and proficiency required for
operating a ship in Arctic and Antarctic ice-covered waters, including recognition of ice
formation and characteristics; ice indications; ice manoeuvring; use 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.

14.3 Supplementary provisions

14.3.1 Where firearms are carried in accordance with paragraph 11.4.2, a minimum of two crew
members should be cognizant of current firearm regulations and guidelines and be trained in the
use of shotguns or hunting rifles.

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

CHAPTER 15

EMERGENCY EQUIPMENT

15.1 Medical equipment

15.1.1 All ships should be provided with an adequate number of first-aid kits and equipment
with contents suitable to the on board location and recognized provisions for personnel safety
hazards of such locations.

15.1.2 With respect to the nature of the voyage, ship operations and the ability to communicate
and obtain timely assistance of medical aid or medical evacuation, exemptions of certain medical
equipment, medicaments and facilities may be considered unreasonable or unnecessary.

15.1.3 Crews operating in Arctic and Antarctic ice-covered waters should be provided with
appropriate equipment and training to safely evacuate an individual in a medical emergency from
the ship.

15.2 Reserve supplies

15.2.1 Special consideration should be given to the reserve supply of fuel and lubricants taking
into account the effect of heavy ice on fuel consumption.

15.2.2 Single screw ships may require special consideration (redundancy) in remote areas where
conditions impose a risk of damage to machinery components.

15.3 Damage control and repair equipment

15.3.1 All icebreakers should carry the following emergency equipment:

.1 portable gas welding equipment for welding and cutting with a reserve of
electrodes; and

.2 portable electro-submersible pump of 100 t/h capacity with a set of hoses.

15.3.2 Where built-up propellers are used, consideration should be given to the carriage of spare
blades and of equipment facilitating removal and replacement.

PART D – ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL

CHAPTER 16

ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL

16.1 General

16.1.1 The following provisions concerning environmental protection and damage control
equipment are made with due regard to the lack of waste reception and repair facilities,
communications limitations, unique navigational and environmental hazards and limited response
capabilities of available assistance in Arctic and Antarctic ice-covered waters.

16.1.2 Procedures for the protection of the environment under normal operations should be
included in the ship’s operating manual as described in chapter 13, and those under accident
conditions into the Shipboard Oil Pollution Emergency Plan (SOPEP) according to the MARPOL
Convention.

16.1.3 Training and drills covering environmental protection and damage control procedures
should be provided for crew members as specified in chapter 13.

16.2 Equipment and materials

16.2.1 All ships navigating in Arctic and Antarctic ice-covered waters should be adequately
equipped and their crews properly trained to provide effective damage control and minor hull
repair. All ships should have the capability to contain and clean up minor deck and over side
spills.

16.2.2 Damage control equipment, provided in accordance with paragraph 16.2.1, should be
sufficient to enable a ship, as far as practicable, to make temporary repairs to a minor hull breach
or to take precautionary measures to prevent escalation of damage or flooding, so that the ship
may proceed to a location where more substantial repairs can be affected.

16.2.3 Icebreakers and ships of Polar Classes 1 to 4 inclusive should be provided with material,
tools and equipment capable of effecting more substantial repairs and damage control activities,
as described in chapter 15.

16.2.4 Hoses and pipelines should be manufactured out of materials retaining adequate strength
and elasticity characteristics at the minimum anticipated operating temperature.

16.2.5 All hoses used to transfer pollutant cargoes from the ship to another ship or to shore
should have the connection between the hose and the hose couplings made in an efficient and
strong fashion to minimize the possibility of pollution due to failure of this connection. Couplings
between hose sections should be capable of being securely locked together to prevent inadvertent
disconnection.