Approved General Manager

SHIP OPERATION SAFETY MANUAL Date 26.12.2014

Chapter 9
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9. ICE and COLD WEATHER PREVENTIONS, WINTERIZATION OF THE SHIP

9.1 General
According to company policies all ships should assess risks prior to ice navigation. Risk assessment procedures
described in Management of Change and Risk Assessment Manual. Due to natural risks and dangers of ice
navigation, it is essential to make risk assessment. Completed risk assessment form must be sent to office before
commencement of ice navigation and if have, additional instructions and assessments will be sent back to the ship
by office staff.
Masters and Officers of the Watch are to give prior advice to the Engineer Officer of the Watch whenever the
vessel is about to sail into ice or slush ice. The Chief Engineer is to ensure operational procedures are in place to
prevent cooling water problems from blocked sea chests. Loss of sea suction represents a particularly significant
threat to safe navigation during the later stages of ice pack thaw when concentrations of ice and slush pile
up/extend down from the surface to the bottom in shallow areas.
Masters and Chief Engineers must consult closely to ensure that effective steps are taken toprevent cooling water
problems, including re-circulating ballast water and doubling the Engine Room watches in order that sufficient
personnel are immediately available to deal with blocked sea water systems.
In all vessels operating in ice, there is the potential for ice, and slush ice to enter the sea water boxes, blocking the
seawater flow to the engine cooling system, with the danger of engine shutdown and putting at risk, the
navigational safety.
When vessels are operating in ice, the Chief Engineer must take full advantage of the individual ship design
features, as well as, implementing effective operational procedures to prevent the engine cooling system from
becoming blocked with ice.
In periods of very cold weather when air temperatures are below freezing point, it is necessary to take precautions
to prevent damage to pipework, tanks, steam winches, windlass, etc. In most cases, the precaution will consist of
draining off all water from spaces subject to the low temperature. In the case of parts awkward to drain, joints
should be broken to facilitate drainage.
If any part of deck machinery freezes use the proper heating method to melting freezing. If possible steam hoses
should be used for this purpose.
The lifeboat engine must receive regular attention. In case of cold weather cooling water must bedrained
orchanged to a suitable anti-freezing liquid.
The following outlines, procedures and precautions to be taken to guard againstdamage to vessel and equipment
due to cold weather. The Chief Engineer shouldtake any additional actions he believes necessary as determined
by actualcircumstances and conditions. The Chief Engineer should establish a routine for alldepartments when it is
anticipated that the vessel will be exposed to cold weather.Protecting the vessel and its equipment from damage
during cold weather rests uponforesight, knowledge of detailed effects of freezing weather, preparedness
andconstant alertness in combating the effects.
When the temperature reduced less than -25 Celsius degrees, master shall appoint an extra deck watch keeper to
shift other two watch keepers due to protect them from extreme cold bad effects on body.
Master maintain below items;
1. All watch keeper outside of the accommodation  shall wear thermal boiler suit
2. All watch keeper shall rest minimum 15 minutes in the accommodation after 1 hour watch outside of the
accommodation.
3. Additional Watch keeper may be appointed from engine department and he may be assigned as an only
gangway watcher.  

Besides the following sections please refer to Appendix 1 of this section which contain "Winterization
Guide’’ easy reference
For Navigational precautions please refer to Bridge Management Manual chapter 7 "Ice Navigation”
section.

9.2 Safe Working at Cold Weather/Ice Conditions

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Working under the Ice and winter condition needs special precautions and additional measures. Number of Near
misses and personnel injuries can increase at Ice /winter conditions. To avoid personnel injuries following
preventions shall be taken:
 Ensure that thermal type winter boiler suits supplied to crew members and they are fully equipped with
winter type, shoes, gloves, head covers.
 Brief Crew on hazards of Cold Weather and wind, such freezing of limps, beard, mustache, and how to
defend their self against the cold weather and wind.
 Ensure that all walking areas such Emergency headquarters, manifold area, poop and forecastle
maneuvering areas, catwalk, pilot embarkation routes and crane working areas are cleared from Ice and
snow. Use sufficient quantity of industrial salt and/or solution to clear areas and solid ice has been
removed by mechanical work.
 Consider that walking on icely surface more risky and brief crew member to get vigilant against slips.
 Prepare live steam on deck to use immediately.
 Before using the equipment ensure not freeze due to Ice.
 Be aware of icicles which may appear on the edges and corners of upper decks, cranes, masts and other
profiles above the working areas. Such Icicles should be cleaned before commence working at every
morning.

9.3 Health Hazards Related to Cold Exposure

The list of potential injuries and issues for occupational work in cold environments is lengthy. Personnel
should have adequate training to enhance preparation for work in cold environments. Proper planning and
precaution can deter the potential risks of cold work.

Freezing tissue injury (frostbite)

Frostbite occurs as a result of limbs and facial areas being exposed to low ambient temperatures and wind.
Generally, frostbite is accompanied with discoloration of the skin, along with burning and/or tingling sensations,
partial or complete numbness, and possibly intense pain. Hands, feet, noses, and ears are more commonly
affected by frostbite. If the nerves and blood vessels have been severely damaged, gangrene may follow, and
amputation may eventually be required. If left untreated, frostbitten skin gradually darkens after a few hours. Skin
destroyed by frostbite is completely black and looks loose and flayed, as if burnt.
There are four levels of frostbite.
• First degree frostbite results in vesicles (blisters) that damage only the outer skin.
• Second degree frostbite is associated with full thickness skin loss.
• Third degree frostbite involves the skin and underlying tissue.
• Fourth degree frostbite is the worst and results in freezing to the bone. This level of frostbite typically results in
amputation of the affected tissue.
Raynaud’s Sign (White Finger)
Raynaud’s sign represents a disease and relates to the body’s hypersensitivity to cold causing the arterial
musculature to spasm and constricts peripheral blood flow at much higher level than typical for a given ambient
temperature. Less severe cases of Raynaud’s sign, referred to as primary Raynaud’s, are idiopathic (a medical
condition of unknown origin), while secondary cases occur as a result of a underlying physiologic condition or
environmental exposure.
Hypothermia
Hypothermia is a rapid, progressive mental and physical collapse due to the body’s warming mechanisms failing to
maintain normal body temperatures.
While hypothermia is often associated with immersion in cold water, it can also occur in air when suitable cold
weather protection is not employed. Conditions of extremely low dry-ambient temperature or mildly cold
ambient temperatures with wind and dampness can lead to a general cooling effect on the body. If metabolic
heat production is less than the gradient of heat loss to the environment hypothermia becomes an issue.
Table 1 presents the symptoms of hypothermia.
Cardiovascular Function and Cold Exposure. Sudden changes in cardiovascular function occur every day
when individuals are exposed to cold weather, after previous exposure to a thermo-neutral climate. These changes
cause a sudden increase in the workload placed on the heart and may cause subsequent cardiovascular
problems.

9.4 Principal Particulars of the Vessels and Limitation

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Ice is potentially lethal to a ship that is not adequately prepared. New ice strengthening rules are being introduced
and new construction and designs developed to cope with the increasing demands. Ship classification rules for
vessels operating in ice are ensuring that they can operate safely.
All Societies' ice class rules govern: Horizontal ice belt around the hull, machinery output, shafting, propeller,
towing and mooring arrangements, provision of efficient ways to prevent freezing in ballast tanks located above the
waterline, sea chest suction arrangement, and air capacity for starting compressors, rudder and steering gear,
corrosion protection.
Eligibility for ice class is based on, but not restricted to, many factors: Reduced frame spacing, fitted with de-icing
equipment to specific deck areas and navigation equipment, increased power level to maintain continuous
progress in the appropriate ice conditions for the class, carry special cold weather equipment for use by crew
members, have special materials, eg special paint coatings, which are not made brittle in cold temperatures,
seawater cooling intakes provided with high and low suctions and internal circulation arrangements.
The notation of the ships determined depending on the trade for which the vessel is intended. Notations fall into
two categories, where additional strengthening is added for:
*First-year ice, i.e. for navigation in waters with ice conditions during winter only
*Multi-year ice, as found in Arctic or Antarctic regions.

As per principal particulars of the ships in our fleet, notations are assigned by classification societies and principal
particular which belongs to each vessel could be found in their classification society certificates.
No Ice 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.
All Ice Class ships should have double bottoms over the breadth and the length between forepeak and after peak
bulkheads. Double bottom height should be in accordance with the rules of the classification societies in force.
9.5 Maximum Load Condition and Distribution and Stability Criteria
The vessel should be loaded according to load line zones. Vessel operating in areas where ice accretion is likely
occurs; adversely affecting a ship’s stability, icing allowances should be included in the analysis of condition of
loading. (Ref resolution A.749 (18))

Vessel operating in areas where ice accretion is likely to occur, the following icing allowance should be made in
stability calculations.

1. 30 kg per square metre on exposed weather decks and gangways

2. 7,5 kg per square metre for projected lateral area of each side of the vessel above the water plane
3. The projected lateral area of discontinuous surfaces of rail, cranes etc of vessels having no sails and
projected lateral area of other small objects should be computed by increasing the total projected area of
continuous surfaces by 5% and static moments of this area by %10

Vessels intended for operation in areas where ice is known to occur should be designed to minimize the accretion
of ice. Ice formation may also occur in conditions of snowfall, sea fog, a drastic fall in ambient temperature.
The master should bear in mind that ice formation adversely affects the seaworthiness of the vessel as ice
formation leads to:

1. An increase in the weight of the vessel due to accumulation of ice on the vessel’s surfaces which causes
the reduction of freeboard and buoyancy
2. A rise of the vessel’s center of gravity due to the high location of ice on the vessel’s structure with
corresponding reduction in the level of stability
3. An increase of wind age area due to ice formation on the upper parts of the vessel and hence an increase
in the heeling moment due to the action of the wind
4. A change of trim due to uneven distribution of ice along the vessel’s length
5. The development of a constant list due to uneven distribution of ice across the breath of the vessel
6. Impairment of maneuverability and reduction of the speed of vessel

When vessel loads of cargo in the ice area, thermal expansion of cargo shall be considered. In any stage of the
voyage, during loading, voyage and discharging , cargo level shall not reached to the overflow alarms level due to
thermal expansion of the cargo.
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Vessel stability booklet shall always be consulted to check if there is any restriction to the vessel.

9.6 Ballast, Strainers, Heat Exchangers and Checking Hull Integrity

a) Ballast the vessel to a depth where sea suctions and propeller are below thelevel of any ice, maintaining no
more than 1 meter trim to prevent ice formsliding under the vessel and reaching the sea suctions. Load cargo prior
todischarging ballast to maintain maximum draft. During periods of heavy ice, asfar as practical dock the vessel so
the bow stems the heaviest ice flow.Anchoring should be avoided except as an emergency. Use no more power
thanrequired to maintain steerage and headway to prevent bow plating damage.
Minimise running the engine astern.
While ballasting / de-ballasting tanks, keep the sampling hatches open to ensure ventilation is adequate. Vents
should not be relied upon

b) At extremely low temperatures the impact resistance of steel is reduced. The incidence of structural failures
after transiting heaving ice or making hard contacts with wharfs or fenders may increase. Close examination of any
possible affected area is mandatory. Immediately on clearing heavy ice areas a vessel inspection should be
conducted. Frequent sounding controls should be carried out in the cargo tanks, ballast tanks, engine tanks to
verify hull integrity.

c) Ensure that adequate reserve of feed water is available. Prepare to use steaming out fittings and/or Butterworth
equipment freely to thaw or keep clear sea and suction piping that has become clogged with ice.

d) Operate main and auxiliary circulating pumps with the crossover open. When securing the main plant, stop the
main circulating pump momentarily to wash back ice from the main injection system.

e) Operate air bubbling system.

9.7 Bunker Tanks

Operating for prolonged periods in extremely cold weather and/or ice often place unexpected demands on the
boilers and increases the fuel consumption. This condition can generally be anticipated and bunker reserves
should be increased accordingly. Maintain the liquid level of the tanks at about90% of capacity to reduce
condensation and to provide an adequate supply in an emergency. Add antifreeze to the radiator and jacket water
system of diesel generators.

9.8 Machinery Space Piping and Fittings

a) Reduce the flow of outside air into the machinery spaces by securing vent fans, trimming vents out of the wind,
fitting temporary covers over cowls and closing dampers. Opening a skylight or hatch adjacent to the forced draft
fan intake will short circuit the normal air circulation and therefore provide warmer machinery spaces.
b) Utilise space heaters (where provided) to their full extent.
c) Circulate fresh water systems continuously to eliminate the possibility of freezing.
d) Ensure SW intakes set to lowest suction, to avoid blockage from slush
e) Use of the 15ppm OWS might not be possible due to ice blockage. Provisions should be made to ensure Bilge
holding tank has sufficient space prior to entry into area with ice accumulation
f) All Electric motor heaters to be operating
g) Ensure dryer operational for compressed air to deck
h) Stern tube lubrication (if oil lubricated), drained of any water
ı) Stern tube cooling water tank should be monitored and precautions taken to avoid freezing.
i) Consider to keep steering gear running during extreme cold conditions if no space heating.
j) Make sure heating on ME and Auxiliaries if not in use and re-circulation on the cooling water if possible
k) Steering gear ventilation closed off
l) Keep outer doors shut at all times

9.9 Deck Machinery and Piping

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a) Grease winches and line them up (wires lashed, windlass wildcats disengaged, valves set) prior to departure if
unfavourable weather conditions are forecast. Winches should be operated on very slow speed (no load) 20-30
minutes prior to use to ensure oil can warm through the system. (Set one warping drum to turn at minimum speed)
If temperatures approaching sub 20, 2-3hrs of running can be necessary. (Keep pumps turned on during the whole
port stay
b) Turn steam on deck at the first indication of freezing. Turn winches slowly permitting a continuous flow of steam
through the steam cylinders. Open bypasses fitted between steam and exhaust lines to ensure adequate steam
flowing exhaust piping.
c) The deck watch will inform the engine department well in advance of anticipated temperature changes, together
with actual changes in the temperature at it drops to the freezing point.
d) The Deck Department will keep watch on the deck machinery to ensure that steam is flowing through the
winches. White stripes painted on winch drum will assist the watch in observing the winches.

9.10 Weather Deck Service Piping

a) Drain and blow dry all piping not in use. This should include:
 steam smothering
 Potable water filling
 wash water filling
 Fire main
 Foam line
 Compressed air
 Cargo tank vent system
 Steam educator system under forecastle head
 Inert gas system
 ODME system and drain the lines completely
 tank cleaning line

b) Any vessel equipped with independent mid ships water systems should start the system prior to entering
freezing weather. Transfer and isolate wash water and potable water to mid ships system and drain deck piping. If
this is not possible, put steam tracer on both systems.
c) Drain steam and exhaust piping in pump rooms. If this is not possible because of cargo requirements, steam is
to be put on the pump rooms.
d) Maintain a minimal flow of water through sanitary systems and soil drains. Tying down one or more flush valves
of fitting jumpers at selected locations will help to prevent freezing. A small amount of antifreeze can be added in
unused drain traps. Put steam chaser on mid ship sanitary system and/or open overboard circulating line.
e) Increase steam to quarters heating system. Quarters heating traps may be bypassed or have the internals
removed to ensure adequate flow.
f) Ballast Tanks air bubling system, steam to sea chest suctions, heating for ballat tanks FW, fuel and cofferdam
vents overflow heads shall be activated and ensure working properly.

9.11Cargo Heating System

 If water used for heating system, sufficient quantity glycol to be added to prevent freeze of the water.
 Prior onset of winter, check the density of the liquid and renew with Glycol if necessary
 Blow cargo heating main line, coils and returns clear of moisture.
 If the heating coils are required during the voyage, turn the steam on before encountering freezing
weather and keep it on until the vessel enters warmer weather, or blow the coils with air immediately
after securing the steam.
 Test all steam and return valves and make tight to prevent leakage into "dry" lines.

9.12 Pressure Vacuum Relief Valves

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PV valve station shall be protected from snow, rain sea water and other effect by a canvas cover. Before arriving
the cold weather and/or Ice area steel frame above and around the PV station's should be covered by
prepared/outlined canvas to protect PV valves ice and water.
Pressure vacuum valves must be checked to ensure that frozen condensate is not affecting thefunctioning of the
valve.
If the temperature reduced less than minus 15 Celcius Degrees, rutine deck watch shall be maintained and
manual opening of P/V valves established for every 20 minutes intervals so that ice formation to be avoided.

9.13 Loading/Discharging Cargo During Cold Weather

Always remind if weather temprature is equal or below the melting point of cargo, cargo may freeze in tanks and
lines. Freezing can start in the lines very quickly by effect of wind even melting point ower than the weather
temparture. The following precautions should be taken when Loading /Discharging during cold weather, to
minimizethe risk of the cargo freezing:
- Start cargo heating immediately,
- Keep live steam on deck, steam valves should be slightly open to avoid freezing,
- Consider freezing of drains, gauge intakes, manifold sampling points, use steam efore use,
- Cover the valve handles with canvas whens not used to avoid ice build up.
- If operation suspends blow the lines and kep the valves open to ensure cargo in the lines fully drained to tank,
- Cargo Hyraulic system Jockey pump (pilot pump) must be always runned and ensure Hyraulic oil temrature not
lowered to critical level,
- If sea water temperatures fall below freezing when ballast tanks are full, the water level in the tanks is to be
lowered to 90% capacity to allow for expansion and air is to be introduced into the ballast lines to prevent freezing,
especially if ballasted with fresh water,
- Particularly on the crane, wires are to be runned periodically at no load to prevent icebuild–up. All conveyor belts
are to be run at no load for a warm up period prior to any unloading in below freezing temperatures, The hose
handling crane hydraulic motor should run without any load for 1-2 hours prior to use
- When vessels are trading in cold weather areas it is essential that deck seal heating systems are in operation.
- Cargo pump cofferdams well purged and free of moisture
- The portable emergency hydraulic pump for cargo valves should be topped up with oil and tested. All officers
should be familiar with its use
- Exposed valve actuators should be covered with canvas to protect from freezing spray/Ice
- PV Valves must be checked regularly and kept free of snow/ice accumulation ( Referring to the International
SAFETY Guide for Oil Tankers (ISGOTT) cold weather precautions to be taken by checking the vents regularly,
i.e. maintaining the valve operational at all time. These precautions may be a check lifting cycle that loosens the
ice coverings and prevents the valve from being blocked by ice.
- When vessel is experiencing freezing spray during the voyage, tank pressures must be monitored on a 4hrly
basis at minimum

9.14 Emergency Showers - Eye Washes:

Test the water circulating system and/or steam-hot water heating system. If expect cold weather or entering the ice
area. When the weather temperature drops below +2 C degree, circulating or heating the lines system should be
started to avoid freezing.

9.15 Miscellaneous

a) In spaces such as storerooms, linen lockers, etc., where the possibility of sweating and freezing exists, space
heaters should be used where provided. Moisture-absorbing material should be moved to warmer spaces when
possible or moved away from ship's structure where moisture collects and freezes.
b) Eliminate all steam and water leaks in spaces and keep doors closed if possible. Drain all steam lines which not
in use. Keep slightly open the steam valves to avoid freezing of lines.
c) Alternate fuel oil service pumps to prevent a cold slug of oil from forming in the F.O. system.
d) Be alert to the possibility of flooding in remote spaces, i.e. shaft alley and pump room bilges, due to the breaking
of water piping caused by freezing.
e) If sea water temperature falls below 0 degrees Celsius, all tanks adjacent to the ship's skin, i.e. double bottoms,
peaks, etc., containing fresh water, should be kept slack to prevent possible rupture from freezing.
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f) The installed heating elements of electronic equipment should be used when equipment is not in use. Equipment
without heaters should be left on. Some radar scanners have heaters that may be on when the equipment is in
use. Consult your operating instruction manuals for the best method protecting your equipment.
g) Keep decks as ice free as possible to reduce slipping hazards, particularly heavily trafficked area. Use deck
scrapers and generous amount of rock salt to assist in keeping ice off decks.
h) Careful attention should be paid to the air pipes of fresh water tanks. A tank filled from the evaporator of fresh
water generator in which the air pipe has been filled and the water frozen could collapse when the tank is put into
service. Water sloshing into the air pipe during rolling could also cause an ice plug to form. In freezing conditions
the air pipes should be cleared out prior to putting the tank into service.
I) Ensure I.G.S PV breaker tank has correct antifreeze solution to prevent freezing. Ensure that the deck seal and
scrubber units are in continuous operation and if fitted with heating coils, heating elements are put into operation.
i) In cold weather, be aware that water may be frozen in the torch of flame cutting/welding equipment and it may be
prudent to thaw it out prior to use
j) An adequate protected stowage position should be provided for the portable hoist/winches. In very cold weather,
to avoid the danger of ice formation, the portable hoist should not be rigged until use is imminent

9.16Safety

When dealing with safety in ice, the issues of equipment, training and personnel must be considered a priority.
External safety equipment will be severely affected by ice and, although this will cause considerable
difficulties, it must be ready for use.

Periodic inspections of all safety-related systems will continue as required

by SMS during the exposure to extreme temperatures to ensure the effectiveness of the precautions being
taken. If deemed necessary by master, additional inspections will be carried out.

9.16.1 Lifeboats, Survival Craft and Evacuation

In the unfortunate event that a ship is involved in a major incident and it becomes necessary to take a
secondary line of defence, ie abandon ship into the survival craft, the greatest threat to life for personnel is the
cold. The extreme low temperatures of the high latitudes will also affect the operations of the survival craft.
The ship is the best lifeboat but, when its integrity is unsustainable, it must be abandoned.

All moving parts of the lifeboat/life raft davits must be greased, including all the cables. It is recommended
that enclosed lifeboat access door hinges and retaining brackets are also greased. Petroleum jelly (Vaseline)
should be put on the plastiglass helmsman's view window and any other windows. Scrapers and de-frosting
sprays SHOULD NOT BE used on these windows as, if they are plastic, this can cause damage.Plastic mallets
shall be available to break down ice formation on the freefall, life raft containers and launching systems.

Free-fall launching trackways need to be clear of ice formations to function correctly. Ice accretion is a major
obstruction to launching devices and must be cleared well beforehand. It must not be allowed to increase on
or around survival craft.

In high latitudes, launching into clear water may be problematic because of heavy ice floes concentrated atsurface
level below the launch positions. For this reason, and also to avoid damage, it would be more prudentto launch
free-fall lifeboats by lowering them with the recovery davit, rather than by the free-fall method. Ifthe ship is beset by
ice, lowering of the lifeboats will not serve any purpose except to provide shelter to thosewho have left the ship.
Life rafts could also be used in this way. If there is water or thin ice around the ship
then the boats can be used, but care must be taken not to rub against any ice that may be present.

It is important to note that, in cold conditions, personnel can become hypothermic in minutes rather thanhours.
Self-help capability in extreme cold conditions may be limited because of freezing muscles and limbs.The main
difficulties will be the crew working in bulky winter clothing, on slippery decks and the ice on railings
and other superstructure areas that were not greased or protected.
In ice, life rafts are not to be used unless there is no alternative. Ice can severely damage rafts through either:
 Piercing the rubber
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 rubbing the abrasive ice surface against the raft and generating friction, weakening the fabric and
eventually
 leading to a puncture.

A recommended practice in heavy ice cover, where boats cannot be launched, is to lower the life raftcontainers
onto the ice, carry them to a safe ice floe and inflate them on the ice for shelter.
9.16.2 Engines of Survival Craft

It is normal practice to start lifeboat engines prior to the boat taking to the water. Boat engines are expected
to be able to start in each conditions . Fuel and engine oils used in lifeboats should be suitable for opeartion in
sup-zero temperature.

Before enter to sub-zero temparatures; there are two choices to prevent freezing of survival crafts fuel;
1- use winter grade gasoil or,
2- add kerosene to fuel oil 50/50% range in order to get freeezing tempearture apprx minus 40°C

Life boat and recscue boat engines should be checked regularly and to be ensure that they start and function
correctly .
Propellers, although usually manufactured in bronze alloys, may exhibit brittle fractures in extreme cold
conditions. Care should be taken to ensure that rotating propellers do not come into contact with heavy ice
floes, causing broken blades. Some propellers are fitted with ducting that provides a limited amount of
protection from damage through contact with the ice.
The boats can operate at up to 6 knots, but this wiil depend on the judgement of the master, the surface ice
type and its concentration. Fuel is limited to operating at 6 knots for a 24 hour period.

9.16.3 Lifeboat / Liferaft Survival Equipment

Life rafts tend to have tinned fresh water units. The packs of water have enough space for expansion but these
should be cheked regularly as per requirements of company policy to ensure no packing is damaged due to
expansion. If drinking water contained in lifeboats is in bulk drums, which are known to experience freezing
when the ship is in extreme low temperatures and can crack with the expansion of the frozen water. To avoid
damaged drums.Lifeboat drinking waters should be kept in the heated space closer to lifeboat and all crew shall
be aware of the drinking water place .

In the event that additional water is required by personnel in lifeboats, old ice orsnow, which contains less salt than
new, should be used as a water source.

Rope ladders with wooden rungs are common to most lifeboats and provide a way of boarding for anyone in
the water. They are usually fitted with gunwale hooks to secure the ladder to the boat's side. The rungs are
made of wood for two reasons:
They float outwards toward anyone in the water.
The wood would not 'burn' (freeze) a survivor's hands, as metal might in cold climates.
The last rung is often made in a non-ferrous metal that causes it to lie below the surface, weighting the end of
the ladder down slightly and making it easier for a casualty to climb up.

TPAs (Thermal Protective Aids) should be verified if effective within a temperature range appropriate to
the temperatureslikely to be encountered.

9.17 Fire Fighting

Significant risks are associated with the use of fire fighting equipment in extreme low temperatures, the most
significant being the potential freezing of fluids in lines. Specific risks include:

 Freezing of fire water hoses, piping, nozzles, etc. Fire mains are normally charged and pressure is
maintained with the pump, this may have to be changed and the fire mains drained until needed.
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 ¶After the draining, all exposed valves, except the drain valves must be left cracked open because under
cold weather conditions, the frozen moisture between seat, flap and stem may cause valve opening
impossible. (drain valves must be kept closed to to keep the system ready for operation) ¶
 Portable fire extinguisher storage may be obstructed or frozen
 Fire dampers may freeze in the stowage position
 Fire pumps, including the emergency fire pump, are in protected area from freezing at fleet vessels.
 Fire pumps shall be ready for immediate use. Be sure that heating system is in use to prevent clogging of
sea inlet with ice. Emergency fire pump should be tested regularly and ensure that inlets not clogged with
ice. After tests, do not forget to drain pumps and lines.

Fire is a considerable danger. This is heightened in the accommodation areas by the extra heaters and the load
put on the electrical fuse boards and wiring. With the fire main drained down, reliance is on extinguishers for the
initial fire fighting, so prevention is essential.
Fire patrol will be carried out at least every hour whenever operated in ice.

Fire fighting outside the accommodation is even more of a problem when the fire main system is drained down.
Further inspections at night are usually not feasible with the prevailing weather conditions found in ice waters. For
this reason, any heaters used should be placed securely so that they cannot move and the area they are secured
to must be free of materials that could cause fire. Materials must also be kept away from the bulkheads.

¶When the fire main is brought into use for a fire or exercise, it is essential that, after any use, it is drained again.
A quick draining of the line is necessary and important; this must be carried out as much as earlier but maximum
within 10 minutes of completion.

Fire line configurations require additional drain valves fitted at the lowest point, where water could be completely
drained.
Fire mains drainage diagrams which also showing other deck piping drainage should be available in the CCR.

Fire main drainage shall be consisting of;

1- The lowest drain valve on the main deck should be fully opened,
2- Open valves on highest point in forward and accommodation. During draining the line must suck air from
these points to prevent vacuum in the line.
3- be sure that all branches’ hydrants well drained,
4- be sure that Foam Guns well drained,
5- all exposed valves (except the drain valves) must be left cracked open (one turn closed from fully opened
position),
6- Fire mains valves, hydrants, isolating valves shall be regularly moved/operated against to freezing
(frequency will be determined considering weather temperature).
7- Fire line drain valves should be opened regularly to verify line kept in drained condition

When the fire main required to re-pressuring, following precautions to be taken;

1- Continuous flow should be provided in the fire line
2- To prevent freezing in the branch lines, branch lines (exposed lines) should be opened slightly to prevent
icing of water in the branch lines
3- Once the fire pump stop, drainage procedure should be followed properly¶

Fire detection system and fire-extinguishing equipment on board are designed to operate at sub-zero conditions as
normally. Fire extinguishing systems designed or located so that they are not made inaccessible or inoperable by
ice or snow accumulations or low temperatures.

9.18 Emergency Generator

In order to have better ignition qualities in cold conditions,fuel oils with higher cetane numbers (winter grade
products) to be used.For your guidance,sample table as hereunder.
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D40 D25
Density Kg/l MAX .8350 .8750
Flash point °C 45 45
Visc.@ 40°C CST MIN 1.3 1.9 (1+3)
Cetane ASTM MIN 43 43
Cloud point MAX -36/-39 -
Jan. Feb. 16 to 30 Nov. Dec - -24
1 to 15 Nov - -20

 If winter grade fuel could not supplied, add kerosene to fuel oil 50/50% range in order to get apprx minus
40°C could point.
 add antifreeze (suitable to minus 40°C) to diesel engine cooling water system;                              
 emg generator room  air vent should not fully open.It should as much as closed till not vacuum start in emg
generator room when it running condition or tracing to be installed for heating to the inlet of the room air
vent and it should run while winter zone.Until it starts,emg generator room air vents should kept close
position.
 emg generator alternator winding heater to be swicthed on everytime.
 emg  generator room space heater switched on.
 When refueling with the appropriate diesel oil,allow sufficient space in the tank to allow diesel oil expand.
 Regular engine oil should be replaced if necessary by a multi-grade oil or synthetic oils(more appropriate
winter grade type) acc. to the manufacturer instruction.
Maintain the liquid level of the tanks at about 90% of capacity to reduce condensation and to provide an adequate
supply in an emergency. Add antifreeze to the radiator and jacket water system if the emergency diesel generator
is in an unheated compartment.

9.19 Bridge

See ‘’Bridge Management Manual chapter 8.16 Ice Navigation’’ for equipment protection, precautions and
navigational safety.

9.20 Accommodation, Walkways and Heating

Even normal work is severely affected by ice. Unless fitted with heating arrangements to walkways (deck trunk to
be heated) using salt and sand, is the only way in which the walkways used for essential crew movement can be
kept clear and non-slip. On the bridge wings, if there are bare metal decks, wooden duck boards should be placed
down and a supply of sand and salt kept on the bridge for use.

Should it be necessary to have a crew member working over or near the side, a lifeline must be used.
When working with ice clearing tools, the risk of accident is increased by the winter conditions. With extreme cold,
an accidental laceration can occur without the person realizing until blood is seen, or as bleeding also slows in the
cold weather, until the person enters into the warmth of the accommodation and takes off his protective clothing.

The system of heating the seafarer accommodation should be in operation at all times when seafarers are living or
working on board and conditions require its use. Extra heating might be required in the living quarters and, if this is
required, fan heaters or oily radiator (automatic shutdown to be fitted) should be placed by each accommodation
door. Electric bar heaters should not be used owing to the fire risk.

9.21 Oil Spill Response Procedure at Extreme Colds

Quick, efficient co-ordination between the ship and Coastal States or other parties involved becomes vital in
mitigating the effects of an oil pollution incident.

As soon as possible after the incident, the master shall report to the company
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In case of spillage below items should be followed.;

 Alert crew members

 Identify and monitor spill source and report
 Determine PPE for personnel protection
 Spill assessment
 Vapour monitoring
 Evacuation

9.21.1 Oil Spill Precautions Against to Extreme Cold Effects;

Vessel will complete and follow the general precautions written in SMS and SMPEP to prevent oil spillage at cold
climates. Due to sub-zero temperature adverse effects, some additional safe guards need to be taken.

 Fixed Widen pump and lines attached to the P/S drip trays/MARPOL lines freeze up very easily, so two
additional wilden pumps and accessories with hoses shall be available on board,
 One of them to be readily available at manifold area with sufficient ridged hose to reach the Residual
Tank. This portable pump to be used for transfer of any residue/spillage from drip trays.
 The second portable wilden pump to be ready aft main deck for any cargo spills. The fixed stripping
system will become inoperable due to the pump and lines freezing.
 These both wilden pump and hoses should be secured in a place where it will not freeze when it is not in
use. The hoses should be blown through with air after use to remove any water

9.21.2 Spillage to Sea

Cold temperatures and the presence of sea ice in the North Sea affect the fate and behaviour of oil in a number of
ways. Some of these effects may act to increase the recoverability of spilled oil, whilst others will make recovery
more difficult. The various effects and their implications for oil spill response are summarised in below table;

Oil fate and behaviour at cold sea and in ice

Factor Effect Implications
Extreme cold Reduces the rate of natural Oils will be more persistent
weatheringprocesses such as evaporation and
biodegradation; increases oil viscosity
Pack ice Dampens wave energy and reduces Increased window of opportunity for
natural dispersion and mulsification chemical dispersion and in-situ burning
Fast ice Oil may become encapsulated within or trapped Difficult to detect, track, and recover oil
underneath ice
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The physical distribution and condition of spilled oil under, within or on top of the ice.

9.21.2.1 Difficulties of Response to Spillage at Iced Sea

1- It is not easy to detect and map spilled oil among drifting broken ice…The detection and mapping of spilled
oil encapsulated in and under ice is very difficult since the oil is hidden from view beneath a (generally) thick sheet
of ice.
2- A critical gap in spill response is the lack of capability to accurately measure and map the thickness of oil
on water and to rapidly send this information to response personnel in the command post.
3- Field deployment tests of booms and skimmers in broken ice conditions in the Alaskan Beaufort Sea
highlighted the severe limitations of conventional equipment in even trace concentrations of broken ice.
4- One fundamental problem with the application of in situ burning to oil well blowouts or subsea oil pipeline
leaks is that the slicks are initially too thin, or they can thin quickly, preventing effective ignition and burning.
9.21.2.2 Oil Spreading at Iced Sea;
Response of spillage to sea at extreme colds may change according to oil spreading.

1- OIL in SLUSH (Freeze Up)

2- OIL in SNOW
3- OIL ENCAPSULATED in SOLID ICE
4- OIL UNDER SOLID ICE (Over Rotting Ice)
5- OIL in BROKEN ICE (Breakup)

9.21.3 Response to Oil Spill at Iced Sea;

1- The Weathering of Oil

 Oil spills in ice spread much slower and occupy a much smaller area than a similar spill in open water.
 Oil will have a slower weathering in ice which can be an advantage and contribute to the enhancement of
response effectiveness for certain types of oil spill scenarios. Still, the window of opportunity is limited and
rapid decision making and action are required to make use of the available windows of opportunity for the
three response options.
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 An Oil Weathering Model can be used to predict the behaviour of various types of oil in ice in order to help
plan for different response scenarios.

2- In Situ Burning
 The window of opportunity for the use of in situ burning in ice covered waters can be larger than in the
open sea.
 In situ burning has been tested and proven to be effective for the elimination of both free floating oil in ice
and oil collected in fire resistant booms.
 Findings show that the presence of cold water and ice can enhance the effectiveness of in situ burning by
limiting the spread of oil and slowing weathering processes.
 The field experiments verified in situ burning as an efficient technique, with a burn efficiency rate above
90%.
 Fire resistant booms and herders proved to be effective in drift ice.

3- Chemical Dispersion of Oil

 Laboratory and field experiments have verified that oil spilled in ice-covered waters is dispersible by use of
oil spill dispersants.
 The tests conducted have systematically verified that the weathering process is slowed down when ice is
present, enabling a larger window of opportunity for dispersant application. Some oils spilled in ice remain
dispersible over a period of several days.
 Tools have been developed to define the window of opportunity, as well as methods and technology for
applying dispersants effectively on oil spills in ice.
 The energy input in the oil-ice system will be reduced with increasing ice coverage. Adding extra mixing
energy extends the operational possibilities. The use of the thrusters from the main vessel, and the water
jet of the mob boats to create turbulence, proved to be effective.

4- Mechanical Recovery of Oil

 The research program demonstrated that the mechanical recovery of oil spills in ice-covered waters is
possible. The efficiency of the available technology may vary depending on the type of ice and its
concentration.
 Brush drum skimmers can combine ice processing with oil recovery capabilities in a positive manner. The
use of thrusters on the skimmer improves the ability to recover oil in ice fields that are bot disturbed by
vessels.
 An existing state of the art skimmer for oil recovery in ice was tested, and two new prototypes were
developed.
 In some cases, oil can be recovered with an efficiency rate similar to that in open water conditions,
especially in open leads and pockets between large ice floes. However a reduced efficiency should be
expected in the presence of smaller ice floes and slush ice.
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Appendix 1 - Winterization Guide

1- PERSONEL PROTECTION
No Area/Item Equipment Checks to be carry out and operational procedures to be Responsible Remark/
Spares implemented Officer Signs
Training needs
1 Personnel Thermal boiler 1- Accommodation primary heating system and cabins Chief Eng.
Protection suits secondary heating system should be tested before /Chief
Winter type, entry cold climate Officer
shoes, gloves, 2- There is cold weather clothing available for each
head covers crew
CBT 3- All watch keeper shall rest minimum 15 minutes in
programme the accommodation after 1 hour watch outside of the
Training to be accommodation
given. 4- Hot food and drinking are always available
First aid 5- All crew should be trained about First aid training for
training for hypothermia
hypothermia to 6- Creams and jells to be available for cold bite
be given.
2- MAIN DECK
1- Spaces to be sounded followed from tank radars. If
Void spaces, any water detecting, it will be ejected before Chief
Pump room, entering sub-zero temperature. Officer
1 empty ballast 2- When navigating in ice sound spaces every 24 hrs.
tanks and To ensure they remain water free.
chain lockers 3- Increase sounding intervals to 8 hrs, during
navigating in have ice.
4- Immediately after contact with heavy ice, all
accessible compartments to be checked,
especially forepeak tank.
2 Tank hatches, 1- Ensure before iced area bellows effectively closed Chief
Water tight i- All tank hatches Officer
doors ii- Other access opening
iii- Weather tight/Watertight doors
2- Ensure they remain closed after day work
completed.
3 Cargo Thermal PPE 1- Cranes should be switch on 30 min before Chief
handling crane for Operator operation Officer
2- If any heater available it shall be kept switched on
3- Crane to be tested acc to ısm form 3512
4- Operator to be donned PPE
5- Check the crane rotation and choose correct side
to keep operator cold exposure minimum
4 Accommodatio Stock of 1- Gear box of accommodation ladder to be protected Chief
n Shore industrial salt, by canvas Officer
Ladders Canvas cover 2- Wires should be well greased
(gangway) 3- Limit switched to be greased against to freezing
4- Pilot ladders should be kept at sheltered place or
Pilot Ladder in closed space to prevent freezing and reduce the
changes of ice built up
5- After use of ladders, immediately stowed on their
place.
6- Ladders should be free of ice snow
5 Scupper holes Stock of 1- Check the scupper hole and ensure that not iced Chief
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and plugs industrial salt 2- Use salt to clear the holes Officer
3- Before use scupper plugs, coat rubber surface of
Petroleum jell plugs with petroleum jell
4- 1 meter round of the plugged scuppers should be
kept clear from ice and snow
6 Air Main 1- Close main air valve to deck if not need to use air. Chief Eng.
2- Airline to be drained down /Chief
3- Periodically purge the line with nitrogen to remove Officer
condensate water
4- Check the air dryer condition
5- If necessary add an additional dryer
6- During bunkering-cargo operation and tank
cleaning airline must be pressurized.
Do not forget that spillage wilden pumps are air
driven.
7 1- Check operating temperature range/viscosity for Chief Eng.
IF hydraulic fluids (MSDS) /Chief
APPLICABLE 2- Check the actual temperature of hydraulic before Officer
usage
Hydraulic 3- Warm up the system temperature to 20 C by
equipment and means of power pack. During warming up system
hydraulic fluids pressure to be adjusted between 50bar-100 bar
4- As soon as oil temperature reaches 20C system
for the can be used for bow thruster and cargo operation
hydraulic at working pressure. Warm up time must be not
driven pumps. less than 30 minutes.
(framo system
or similar)
8 Machinery 1- Protect control boxes and motıon levers with Chief Eng.
control boxes canvas /Chief
and motion Officer
levers
9 Windlass and 1- Windlass and mooring winches engaging gears, Chief Eng.
winches clutches and other movable gear including control /Chief
boxes are protected by canvas cover. Officer
2- Check the hydraulic tank heater and thermostat
condition and be sure that in working condition
3- Mooring equipment hydraulic oil should be
circulated at all times when external temperature
reduced below zero
4- Check for ice free condition and proper operation
at least 2 hrs before use
5- See item 7 if power pack unit available
6- If temperature reduced below zero, run to the
winches slow rotation, at clutch disengaged
position, at least 30 minutes prior to use.
1 Anchors 1- Chain lockers drained of any water before entering Chief
0 any iced area and so kept all times Officer
2- Ensure proper sealing of chain locker, spurling and
hose pipe
3- Move anchors periodically in order to prevent
chains and winches from freezing.
4- Ensure anchor not frozen in the pipe before usage
1 Mooring Canvas covers 1- Canvas covers to be used for rope drum Chief Off
1 Ropes for rope drums 2- The loosen ropes should be kept in closed store

1 Walkways Salt, 1- Walkways and mooring stations shall be painted Chief

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2 Mooring Wooden non- slip Officer

stations pallets, Plastic
2- All deck side walkways, access from gangway to
Accommodatio mallets, accommodation, areas surrounding mooring Chief Eng.
n deck ladders Shovels equipment and other operational areas shall be
kept free of ice and to be salted
3- Adequate number of shovels, salt, sand, plastic
mallets are available and enough length hot
water/steam hoses to be readily available
4- On the bridge wings, if there are bare metal decks,
wooden duck boards should be placed down, sand
and salt kept on the bridge for use
5- Access/walkways to emergency equipment
system, like emergency generator, fix CO2 system,
evacuation equipment, shall be salted and regular
controls shall be maintained to break any iced area
3- CARGO AND BALLAST SYSTEM
1 Cargo Lines 1- Check that all cargo, ballast, tank cleaning lines Chief Off.
are well drained
2- Check melting point or the cargo, consider that line
blockage may occur during stoppages or cargo
operations
3- Do not keep high viscosity and solidifying type
cargoes in the cargo pipelines in freezing
conditions.
4- Blow and drain the line of tank immediately
completion of operation. Do not wait whole tank
completion.
5- After operations completed keep the drop
dıscharge valves open
2 Cargo System Canvas covers 1- Before entry cold climate check the cargo-ballast- Chief Off.
Valves fuel valves gearbox and ensure that no water
including inside and well-greased. Chief Eng.
hydraulic 2- Protect valves with canvas cover
valves 3- Operates valves frequently to avoid
freezing/blockage when safe to do so
4- If valves are left open, ensure each these valves
are clearly marked locally and on pipe diagram in
CCR.
3 PV valves Canvas covers 1- Overhaul all PV valves prior to winter operation Chief Off.
2- Use canvas covers to prevent icing during
passage. Ensure that presence of canvas covers
not inhibit operation of PV valves
3- Before each operation, remove canvas covers,
check PV valves operational situation
4- There will be enough length of steam hose
available, if need to use.

4 IF glycol 1- PV breakers to be added with glycol acc to Chief Off.

AVAILABLE, manufacturer instruction
PV Breakers 2- Check frequently that correct level of the liquid is Chief Eng.
maintained.
3- Frequent operation check to be maintained
4- When leave the cold climate check the liquid
density

5 IF 1- Ensure that heating is operational Chief Off.

AVAILABLE, 2- Check frequently that positive water flow is
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IGS Deck maintained. Inlet and outlet of sealing water not Chief Eng.
water seal frozen/blocked by ice
3- Sight glass of water level gauge where (fitted) is
free from ice- gauge drained after visual
inspection, to prevent internal freezing.
6 IF 1- Ensure valve operates positively Chief Off.
AVAILABLE, 2- If drain points fitted, valves to be drained
IG main line
non-return
valve and
main valve
7 Manifold drip 1- Manifold trays should be kept dry Chief Off.
trays 2- Drain valves of trays should be well drained and
kept closed.
8 Hi/Overfill canvas 1- Check the external siren air dryer condition Chief Off
Cargo alarm 2- Check the external siren air heater, in operation
system 3- External siren house and light strobes verified for
presence of snow/ice and cleaned immediately
prior to commencement of cargo operation.
4- Test external siren and strobes at least 6 hrs.
9 Filled, 1- Ullages/Soundings of all tanks verified before entry Chief Off
Partly filled ice
Cargo, slop 2- When navigating in ice Ullages/soundings to be
and ballast checked every 24 hrs
tanks 3- Increase frequency of ullaging/sounding up to
every 8 hrs during navigating in heavy ice
1 Ballast System 1- Drain all ballast line piping system. Chief Off
0 2- Protect ballast tanks’ vents via steam and hot
water or thermal oil circulation
3- Strictly check the vent balls and ensure that vents
can operate as designed
4- Maintain frequent remove of any accumulated ice
5- Activate ballast hydraulic valves to avoid
freezing/blockage
1 Ballast tank 1- Keep the ballast level under sea water surface. So Chief Off
1 that you can prevent freezing
2- Be sure that air bubbling system in use to prevent
freezing
3- Check water density; consider exchange the
ballast with more salinity waters.
4- Lowering and refilling ballast useable to prevent
freezing
5- During de ballasting check the ice layer does not
remain suspended in the tank
6- During air bubbling take care of the air vents are
properly working.
4- MACHINERY SPACE
1 Steering 1- Is the steering gear motors kept running at all Chief Eng
times in order to maintain the fluidity of the oil and
if heaters in space available switched on?

2 Emergency 1- If winter grade fuel could not supply, add kerosene Chief Eng
generator to fuel oil 50/50% range in order to get approx.
minus 40°C could point.
2- add antifreeze (suitable to minus 40°C) to diesel
engine cooling water system;                              
3- emg generator room  air vent should not fully open.
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It should as much as closed till not vacuum start in

emg generator room when it running condition or
tracing to be installed for heating to the inlet of the
room air vent and it should run while winter zone.
Until it starts, mg generator room air vents should
kept close position.
4- emg generator alternator winding heater to be
switched on every time.
5- emg generator room space heater switched on.
6- When refuelling with the appropriate diesel oil,
allow sufficient space in the tank to allow diesel oil
expand.
7- Regular engine oil should be replaced if necessary
by multi-grade oil or synthetic oils (more
appropriate winter grade type) acc. to the
manufacturer instruction.
3 Machinery 2- Reduce the flow of outside air into the machinery Chief Eng
Space Piping spaces by securing vent fans, trimming vents out
and Fittings of the wind, fitting temporary covers over cowls
and closing dampers. Opening a skylight or hatch
adjacent to the forced draft fan intake will short
circuit the normal air circulation and therefore
provide warmer machinery spaces.
3- Utilise space heaters (where provided) to their full
extent.
4- Circulate fresh water systems continuously to
eliminate the possibility of freezing.
5- Ensure SW intakes set to lowest suction, to avoid
blockage from slush
6- Use of the 15ppm OWS might not be possible due
to ice blockage. Provisions should be made to
ensure Bile holding tank has sufficient space prior
to entry into area with ice accumulation
7- All Electric motor heaters to be operating
8- Ensure dryer operational for compressed air to
deck
9- Stern tube lubrication (if oil lubricated), drained of
any water
10- Stern tube cooling water tank should be monitored
and precautions taken to avoid freezing.
11- Consider to keep steering gear running during
extreme cold conditions if no space heating.
12- Make sure heating on ME and Auxiliaries if not in
use and re-circulation on the cooling water if
possible
13- Steering gear ventilation closed off
14- Keep outer doors shut at all times
5- LIFE SAVING and FIRE FIGHTING EQUIPMENTS
1 Life boats and Grease, 1- Before enter to sup-zero temperatures; there are Chief Eng
life rafts petroleum jell, two choices to prevent freezing of survival crafts Chief Off
Plastic mallets fuel;
i)use winter grade gasoil or,
ii)add kerosene to fuel oil 50/50% range in order to
get freezing temperature approx. minus 40°C
2- All moving parts of the lifeboat/life raft davits must
be greased
3- enclosed lifeboat access door hinges and retaining
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brackets are also greased

4- Petroleum jelly (Vaseline)should be put on the
plastic glass helmsman's view window and any
other windows.
5- Scrapers and de-frosting sprays SHOULD NOT BE
used on these windows as, if they are plastic, this
can cause damage.
6- Plastic mallets shall be available to break down ice
formation on the freefall, life raft containers and
launching systems.
7- Free-fall launching track ways need to be clear of
ice formations to function correctly. It must not be
allowed to increase on or around survival craft.
8- Lifeboat drinking waters should be kept in the
heated space closer to lifeboat and all crew shall
be aware of the drinking water place
9- Life rafts tend to have tinned fresh water units. The
packs of water have enough space for expansion
but these should be checked regularly as per
requirements of company policy to ensure no
packing is damaged due to expansion
2 Fire Fighting 1- Freezing of fire water hoses, piping, nozzles, etc. Chief Off
The fire mains drained until needed. Chief Eng
2- Portable fire extinguisher storage may be
obstructed or frozen check the storage room
doors, if the location outside of the accommodation
3- Fire dampers may freeze in their position, be sure
that well-greased and increase intervals of tests
4- Fire pumps shall be ready for immediate use.
5- Be sure that heating system is in use to prevent
clogging of sea inlet with ice
6- Emergency fire pump should be tested regularly
and ensure that inlets not clogged with ice. After
tests, do not forget to drain pumps and lines.
7- When the fire main is brought into use for a fire or
exercise, it is essential that, after any use, it is
drained again. This must be carried out within 10
minutes of completion.
8- All hydrants, foam guns and isolating valves shall
be regularly moved /operated and be sure that not
frozen.
9- Fire line drain valves should be opened regularly to
verify line kept in drained condition.
6- BRIDGE
1- General 1- Daily ice report to be followed Master
2- Are appropriate ice charts available
3- Windows de-icing system is operational
4- Search lights tested and free of ice
5- Navigation lights covered with white Vaseline , to
prevent ice accumulation
6- To prevent freezing radar antennas, keep always
at turning position
7- Whistle should be tested and be sure that heater is
working