Ships Operating in Polar Waters

Rules for the Classification of
Ships Operating in
Polar Waters and Icebreakers
January 2017
Rule Note
NR 527 DT R03 E
Marine & Offshore

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Bureau Veritas Marine & Offshore General Conditions - Edition January 2017
RULE NOTE NR 527
NR 527
Rules for the Classification of
Ships Operating in Polar Waters and Icebreakers
SECTION 1 GENERAL
SECTION 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS AND

ICEBREAKER SHIPS
SECTION 3 MACHINERY REQUIREMENTS FOR POLAR CLASS AND

ICEBREAKER SHIPS
SECTION 4 SHIPS OPERATING IN POLAR WATERS (POLAR CAT)
APPENDIX 1 POLAR WATER OPERATIONAL MANUAL (PWOM)
APPENDIX 2 METHOD FOR DETERMINING EQUIVALENT ICE CLASS
January 2017
Unless otherwise specified, these rules apply to ships for which contracts are
signed after January, 1st 2017. The Society may refer to the contents hereof
before January, 1st 2017, as and when deemed necessary or appropriate.
2 Bureau Veritas January 2017

Section 1 General
1 General 7
1.1 Application
1.2 Additional requirement
1.3 Ice waterlines
1.4 Bow form
1.5 Shallow water
1.6 Output of propulsion machinery
2 Additional class notations POLAR CLASS 9
2.1 Scope
3 Service notations Icebreaker 9
3.1 Scope
4 Additional service features POLAR CAT 10
4.1 Scope
Section 2 Structural Requirements for Polar Class and Icebreaker ships

1 General 13
1.1 Hull areas
1.2 Hull shape
1.3 Direct structural calculations
2 Materials and welding 15
2.1 Material classes and grades
2.2 Welding
3 Corrosion/abrasion additions and steel renewal 17
3.1 Corrosion/abrasion additions
3.2 Steel renewal
4 Design ice loads 17
4.1 General
4.2 Glancing impact load characteristics - Class factors
4.3 Bow area
4.4 Hull areas other than the bow area
4.5 Pressure within the design load patch
4.6 Hull area factor
5 Longitudinal strength 21
5.1 Application
5.2 Hull girder ice loads
5.3 Normal stress
5.4 Shear stress
5.5 Buckling
6 Shell plating 23
6.1 General
6.2 Net thickness
January 2017 Bureau Veritas 3

7 Framing scantlings 24
7.1 General
7.2 Actual net effective shear area of ordinary stiffeners
7.3 Actual net effective plastic section modulus of ordinary stiffeners
7.4 Structural stability
7.5 Ordinary stiffeners in bottom structures and transverse ordinary stiffeners in side
structures
7.6 Longitudinal ordinary stiffeners in side structures
7.7 Oblique ordinary stiffeners
7.8 Web frames and load-carrying stringers
8 Plated structures 28
8.1 General
9 Stem and stern arrangement 28
9.1 Fore part
9.2 Aft part
10 Hull outfittings 29
10.1 Rudders
10.2 Arrangements for towing
Section 3 Machinery Requirements for Polar Class and Icebreaker ships

1 General 30
1.1 Application
1.2 Drawings and particulars to be submitted
1.3 Principle of design review for main propulsion and machinery
1.4 System design
2 Materials 31
2.1 Materials exposed to sea water
2.2 Materials exposed to sea water temperature
2.3 Material exposed to low air temperature
3 Ice interaction load 31
3.1 Ice class factors
3.2 Propeller ice interaction
3.3 Design ice loads for open propeller
3.4 Design ice loads for ducted propeller
3.5 Design loads on propulsion line
4 Design 37
4.1 Design principle
4.2 Azimuth main propulsors
4.3 Blade design
4.4 Prime movers
5 Machinery fastening loading accelerations 37
5.1 General
5.2 Accelerations
6 Auxiliary systems 38
6.1 General

7 Sea inlets and cooling water systems 38
7.1 General
8 Ballast tanks 38
8.1 General
9 Ventilation system 38
9.1 General
10 Alternative design 38
10.1 General
Section 4 Ships Operating in Polar Waters (POLAR CAT)

1 General 39
1.1 Application
1.2 Definitions
1.3 Documents to be submitted
2 Operational assessment 40
2.1 General
2.2 Methodology
3 Safety 41
3.1 Polar Water Operational Manual (PWOM)
3.2 Ship structure
3.3 Stability
3.4 Watertight and weathertight integrity
3.5 Machinery installations
3.6 Fire safety and protection
3.7 Life-saving appliances
3.8 Safety of navigation
3.9 Communication
4 Pollution prevention 45
4.1 Pollution by oil
4.2 Pollution by sewage
Appendix 1 Polar Water Operational Manual (PWOM)

1 General 47
1.1 Application
1.2 Table of contents
Appendix 2 Method for Determining Equivalent Ice Class

1 General 50
1.1 Application
1.2 Principles
1.3 Process of assessment

NR 527, Sec 1
SECTION 1 GENERAL
1 General service notation Icebreaker. The ice descriptions given in

Tab 2 and Tab 3 are intended to guide Owners, Designers
and Administrations in selecting an appropriate additional
1.1 Application class notation POLAR CLASS or an appropriate service
notation Icebreaker to match the requirements for the ships
1.1.1 This Rule Note applies to ships constructed of steel with its intended voyages or services.
and intended for navigation in ice-infested polar waters,
including icebreakers. This Rule Note gives the require- Note 1: Complementary information may be found in NI543 Ice
ments for the assignment of: Reinforcement Selection in Different World Navigation Areas con-
cerning the choice of the appropriate notation in function of the
• one of the additional class notations POLAR CLASS area of navigation and the period of the year.
• one of the service notations Icebreaker
1.1.3 Selection of an additional service feature
• one of the additional service features POLAR CAT POLAR CAT
The requirements of this Rule Note apply in addition to the For ships intended for navigation in polar waters, one of the
applicable requirements of NR467 Rules for the Classifica- following additional service features, as defined in [4], is to
tion of Steel Ships (hereinafter referred to as the Rules for be assigned and selected according to the ship categories of
Steel Ships). the IMO International Code for Ships Operating in Polar
Waters (Polar Code):
1.1.2 Selection of an additional class notation
POLAR CLASS or a service notation • POLAR CAT-A for category A ship
Icebreaker
• POLAR CAT-B for category B ship
It is the responsibility of the Owner to select an appropriate
additional class notation POLAR CLASS or an appropriate • POLAR CAT-C for category C ship.
Figure 1 : Antarctic area

NR 527, Sec 1
Figure 2 : Arctic waters
Polar waters means Arctic waters and/or the Antarctic area. k) and thence eastward along parallel of latitude 60º N, to
Fig 1 and Fig 2 are given for illustrative purposes only. longitude 056º37’.1 W
Antarctic area means the sea area south of latitude 60° S. l) and thence to the latitude 58º00’.0 N, longitude
042º00’.0 W.
Arctic waters means those waters which are located
1.1.4 Definition of Icebreaker
a) north of a line from the latitude 58º00’.0 N and longi- “Icebreaker” refers to any ship having an operational profile
tude 042º00’.0 W that includes escort or ice management functions, having
b) to latitude 64º37’.0 N, longitude 035º27’.0 W powering and dimensions that allow it to undertake aggres-
sive operations in ice-covered waters.
c) and thence by a rhumb line to latitude 67º03’.9 N, longi-
tude 026º3’.4 W 1.1.5 According to the notation, the functions of the ship
and its equipment, the following Sections apply:
d) and thence by a rhumb line to the latitude 70º49’.56 N • Sec 2: structural requirements for additional class nota-
and longitude 008º59’.61 W (Sørkapp, Jan Mayen) tions POLAR CLASS and service notations Icebreaker
e) and by the southern shore of Jan Mayen to 73º31’.6 N • Sec 3: machinery requirements for additional class nota-
and 019º01’.0 E by the Island of Bjørnøya, tions POLAR CLASS and service notations Icebreaker
• Sec 4: requirements for additional service features
f) and thence by a great circle line to the latitude
POLAR CAT.
68º38’.29 N and longitude 043º23’.08 E (Cap Kanin
Nos) 1.1.6 Restrictions
g) and hence by the northern shore of the Asian Continent If hull and machinery are constructed such as to comply
eastward to the Bering Strait with the requirements of different additional class notations
POLAR CLASS, then both the hull and the machinery are to
h) and thence from the Bering Strait westward to latitude be assigned the lower of these additional class notations in
60º N as far as Il’pyrskiy the Certificate of Classification. Compliance of hull or
machinery with the requirements of a higher additional
i) and following the 60th North parallel eastward as far as class notation POLAR CLASS is also to be indicated in the
and including Etolin Strait Annex to the Certificate of Classification.
j) and thence by the northern shore of the North Ameri- The same principle applies to ships having a service nota-
can continent as far south as latitude 60º N tion Icebreaker.

NR 527, Sec 1
1.2 Additional requirement 1.6 Output of propulsion machinery

1.2.1 Ships with additional class notation POLAR 1.6.1 Scope
CLASS or service notation Icebreaker
The minimum engine output requirement given in [1.6.2] is
Ships complying with the requirements of this Rule Note in
only applicable to ships having one of the service notations
order to be assigned one of the additional class notations
Icebreaker.
POLAR CLASS or one of the service notations Icebreaker
are also to comply with the requirements for the assignment 1.6.2 Minimum propulsion machinery output
of the additional class notation COLD (H tDH , E tDE) (see
Pt E, Ch 10, Sec 11 of the Rules for Steel Ships). The design engine output, which is the maximum output the
propulsion machinery can continuously deliver to the pro-
Note 1: Ships with the additional class notation POLAR CLASS 6
peller, is not to be less than the value given in Tab 1 for the
or POLAR CLASS 7 and not intended to operate in low air tempera-
ture may be exempted of the additional class notation COLD
corresponding service notation.
(H tDH , E tDE).
Table 1 : Minimum engine output
1.2.2 Ships with additional service feature POLAR
CAT Service notation Minimum engine output (kW)
Ships complying with the requirements of this Rule Note in Icebreaker 1 44000
order to be assigned one of the additional service feature Icebreaker 2 22000
POLAR CAT and intended to operate in low air tempera-
Icebreaker 3 11000
ture, as defined in Sec 4, [1.2.1], are also to comply with
the requirements for the assignment of the additional class Icebreaker 4 6000
notation COLD (H tDH , E tDE), where the temperatures tDH Icebreaker 5 no minimum engine output
and tDE are as defined in Sec 4, [1.2.4]. The requirements for Icebreaker 6
the additional class notation COLD (H tDH , E tDE) are given Icebreaker 7
in Pt E, Ch 10, Sec 11 of the Rules for Steel Ships. Note 1: For ships having the propulsion power determined by
model tests or by full scale measurements, lower values of mini-
1.3 Ice waterlines mum engine output may be accepted, on a case-by-case basis.
1.3.1 Upper ice waterline 2 Additional class notations POLAR

The upper ice waterline (UIWL) is defined by the maximum CLASS
draughts fore, amidships and aft, in ice navigation.
1.3.2 Lower ice waterline 2.1 Scope

The lower ice waterline (LIWL) is defined by the minimum
draughts fore, amidships and aft, in ice navigation. 2.1.1 Ships having one of the additional class notations
POLAR CLASS are to have the hull form and the propulsion
The lower ice waterline is to be determined with due regard
power such that the ship can operate independently or with
to the ship’s ice-going capability in the ballast loading con-
icebreaker assistance, at continuous speed and up to the ice
ditions. The propeller is to be fully submerged at the lower
conditions described in Tab 2.
ice waterline.
For ships not designed to operate independently in ice, such
1.3.3 Information to be submitted operational intent or limitations are to be explicitly stated
UIWL and LIWL upon which the design of the ship is based on the Certificate of Classification.
are to be specified by the Designer in the plans submitted
Ramming is to be avoided for ships with one of the addi-
for approval to the Society and are to be stated on the Cer-
tional class notations POLAR CLASS.
tificate of Classification.
1.4 Bow form 3 Service notations Icebreaker

1.4.1 Bows with vertical sides and bulbous bows are to be
3.1 Scope
avoided for ships having one of the additional class nota-
tions POLAR CLASS 1 to POLAR CLASS 5. 3.1.1 Ships having one of the service notations Icebreaker
For ships having the additional class notation POLAR are intended to sail without icebreaker assistance up to the
CLASS 6 or POLAR CLASS 7 and a bow with vertical sides continuous ice conditions described in Tab 3.
or a bulbous bow, the operational limitations are to be
Ships with one of the service notations Icebreaker 1 to Ice-
explicitly stated on the Certificate of Classification (e.g.
breaker 4 can perform unlimited ramming, provided that
restricted from intentional ramming).
the maximum admissible speed in ice defined in Tab 3 is
not overcome.
1.5 Shallow water
Ships with one of the service notations Icebreaker 5 to Ice-
1.5.1 Shallow water may be considered as less than breaker 7 can exceptionally perform ramming but this is not
2 metres keel clearance. to be repeated if the ice does not fail at the first attempt.

NR 527, Sec 1
4 Additional service features POLAR • POLAR CAT-B is assigned to ships designed for opera-
tion in polar waters in at least thin first-year ice, which
CAT
may include old ice inclusions, but in ice conditions
less severe than for POLAR CAT-A
4.1 Scope • POLAR CAT-C is assigned to ships designed to operate
in open water or ice conditions less severe than those
4.1.1 The additional service features POLAR CAT are
included in POLAR CAT-A or POLAR CAT-B.
defined as follows:
• POLAR CAT-A is assigned to ships designed for opera- 4.1.2 The allowed additional service features POLAR CAT
tion in polar waters in at least medium first-year ice, are given in Tab 4 with respect to the ice classes or the ser-
which may include old ice inclusions vice notations Icebreaker assigned to the ships.
Table 2 : POLAR CLASS description
Independent operations
Icebreaker assisted operations
POLAR In open ice (concentration < 6/10) (1) In close ice (concentration ≥ 6/10) (1)
CLASS
Opera- Ice description Max. ice Opera- Ice description Max. ice Opera- Ice description Max. ice
tions (2) thk (m) tions (2) thk (m) tions (2) thk (m)
second-year
ice which may
year- all multi-year year- all multi-year year-
1 3,5 3,5 include multi- 2,0
round ice round ice round
year ice inclu-
sions
thick first-year
year- moderate year- moderate year- ice which may
2 3,0 3,0 1,5
round multi-year ice round multi-year ice round include old ice
inclusions
second-year second-year medium first-
year- ice which may year- ice which may year- year ice which
3 2,5 2,5 1,2
round include multi-year round include multi-year round may include old
ice inclusions ice inclusions ice inclusions
thick first-year thick first-year medium first-
year- ice which may year- ice which may year- year ice which
4 1,5 1,5 1,0
round include old ice round include old ice round may include old
inclusions inclusions ice inclusions
medium first- medium first- medium first-
year- year ice which year- year ice which summer / year ice which
5 1,0 1,0 0,8
round may include old round may include old autumn may include old
ice inclusions ice inclusions ice inclusions
medium first- medium first-
summer/ year ice which summer / year ice which summer / thin
6 0,8 0,8 0,6
autumn may include old autumn may include old autumn first-year ice
ice inclusions ice inclusions
thin first-year ice thin first-year ice
summer/ which may summer / which may summer / thin
7 0,6 0,6 0,4
autumn include old ice autumn include old ice autumn first-year ice
inclusions inclusions
(1) Portion of sea covered by the ice, expressed in tenths.
(2) Based on World Meteorological Organization (WMO) Sea Ice Nomenclature.

NR 527, Sec 1
Table 3 : Icebreaker description
Independent operations in summer/autumn Independent operations in winter/spring Design

Icebreaker Ice description Maximum Ice description Maximum ramming speed
(1) ice thickness (m) (1) ice thickness (m) in ice (knots)
1 without restrictions without restrictions multi-year ice 3,0 12,0

2 multi-year ice 3,0 second-year ice 2,5 9,0
3 second-year ice 2,5 thick first-year ice 1,8 7,0
4 thick first-year ice 1,8 medium first-year ice 1,2 5,5
5 medium first-year ice 1,2 medium first-year ice 1,0 5,5
6 medium first-year ice 1,0 medium first-year ice 0,8 4,5
7 medium first-year ice 0,8 thin first-year ice 0,6 4,5
(1) Based on World Meteorological Organization (WMO) Sea Ice Nomenclature.
Table 4 : Additional service features POLAR CAT
Ice class or service notation POLAR CAT-A POLAR CAT-B POLAR CAT-C
POLAR CLASS 1, POLAR CLASS 2, POLAR CLASS 3,
POLAR CLASS 4, POLAR CLASS 5
X − −
Icebreaker 1, Icebreaker 2, Icebreaker 3, Icebreaker 4,
Icebreaker 5
POLAR CLASS 6, POLAR CLASS 7
− X −
Icebreaker 6, Icebreaker 7
ICE CLASS IA SUPER − X (1) X
ICE CLASS IA − X (1) X
Other or none − − X
Note 1: X : Allowed
− : Not allowed.
(1) The level of safety is to be demonstrated equivalent to the requirements of the standards acceptable for the ship category. This
equivalence can be determined using a method as described in App 2.

NR 527, Sec 2
SECTION 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS

AND ICEBREAKER SHIPS
Symbols
Lui : Rule length, in m, as defined in Pt B, Ch 1, Sec MSW,S : Design still water bending moment, in kN.m, in
2, [3.1] of the Rules for Steel Ships but meas- sagging condition, defined in Pt B, Ch 5, Sec 2,
ured at the upper ice waterline (UIWL) [2.2] of the Rules for Steel Ships
FEui : Fore end, perpendicular to the upper ice water- pavg : Design ice load average pressure, in kN/m2,
line (UIWL) at the forward side of the stem defined in [4.5.1]
AEui : Aft end, perpendicular to the to the upper ice pBow : Total glancing impact pressure in the bow area,
waterline (UIWL) at a distance Lui aft of the fore in kN/m2, defined in [4.3.7]
end qBow : Total glancing impact line load in the bow area,
Bui : Ship moulded breadth, in m, at the upper ice in kN/m, defined in [4.3.6]
waterline (UIWL) qNonBow : Total glancing impact line load in hull areas
Δui : Ship displacement at the upper ice waterline other than the bow area, in kN/m, defined in
(UIWL), in t [4.4.3]
x : Distance, in m, from the aft end (AEui) to the QSW : Design still water shear force, in kN, defined in
section under consideration Pt B, Ch 5, Sec 2, [2.3] of the Rules for Steel
b : bBow or bNonBow , in m, as appropriate for the area Ships
under consideration ReH : Minimum yield stress of the material, in N/mm2
bBow : Height of the design load patch, in m, in the Rm : Ultimate minimum tensile strength of the mate-
bow area, defined in [4.3.8] rial, in N/mm2, defined in Pt B, Ch 4, Sec 1,
bNonBow : Height of the design load patch, in m, in hull [2.1.1] of the Rules for Steel Ships
areas other than the bow area, defined in s : Spacing, in m, of ordinary stiffeners
[4.4.4] tC : Corrosion/abrasion addition, in mm, defined in
bf : Flange width, in mm, of a stiffener (see Fig 9) [3.1]
CAF : Hull area factor, defined in [4.6.1] tf : Net flange thickness, in mm, of a stiffener (see
cARi : Load patch aspect ratio, defined in [4.3.4] Fig 9)
CC : Crushing failure class factor, defined in [4.2.1] tnet : Net plate thickness required to resist ice loads,
CD : Load patch dimensions class factor, defined in in mm, defined in [6.2]
[4.2.1] tp : Net thickness, in mm, of attached plating of a
ci : Shape coefficient, defined in [4.3.3] stiffener (see Fig 9)
CF : Flexural failure class factor, defined in [4.2.1] tw : Net web thickness, in mm, of a stiffener (see Fig 9)
CL : Longitudinal strength class factor, defined in w : wBow or wNonBow , in m, as appropriate for the
[4.2.1] area under consideration
CΔ : Displacement class factor, defined in [4.2.1] wBow : Width of the design load patch, in m, in the
bow area, defined in [4.3.8]
CPP, CPM, CPS: Peak pressure factors, defined in [4.5.2]
wNonBow : Width of the design load patch, in m, in hull
E : Young’s modulus, in N/mm2, to be taken equal
areas other than the bow area, defined in
to:
[4.4.4]
• E = 2,06 ⋅ 105 N/mm2 for steels in general
α : Upper ice waterline angle, in degree (see Fig 4)
• E = 1,95 ⋅ 105 N/mm2 for stainless steels
γ : Buttock angle at the upper ice waterline (angle
• E = 7,00 ⋅ 104 N/mm2 for aluminium alloys of buttock line measured from horizontal), in
FBow : Total glancing impact force in the bow area, in degree (see Fig 4)
kN, defined in [4.3.5] β : Frame angle, in degree, defined by:
FNonBow : Total glancing impact force in hull areas other tan β = tan α / tan γ (see Fig 4)
than the bow area, in kN, defined in [4.4.1] θ : Normal frame angle at the upper ice waterline,
hw : Web height, in mm, of a stiffener (see Fig 9) in m, defined by:
 : Span, in m, of ordinary stiffeners tan θ = tan β ⋅ cos α (see Fig 4).

NR 527, Sec 2
1 General Table 1 : Value of hi for hull area extents
1.1 Hull areas POLAR CLASS or Icebreaker hi , in m

1 to 4 1,5
1.1.1 The hull of all ships having an additional class nota-
tion POLAR CLASS or a service notation Icebreaker is 5 to 7 1,0
divided into areas reflecting the magnitude of the loads that
are expected to act upon them. 1.1.3 The boundary between the Bow and Bow Intermedi-
ate regions is to be located:
In the longitudinal direction, there are four regions:
• Bow (B) • afterward of the intersection point of the line of the stem
and the ship baseline, and
• Bow Intermediate (BI)
• Midbody (M) • forward of 0,45 Lui aft of the fore end (FEui).
• Stern (S).
1.1.4 The boundary between the bottom and lower regions
The Bow Intermediate, Midbody and Stern regions are fur- is to be taken at the point where the shell is inclined 7° from
ther divided in the vertical direction into: horizontal.
• Bottom (b)
1.1.5 If a ship is intended to operate astern in ice infested
• Lower ()
polar waters, the aft section of the ship is to be designed
• Icebelt regions (i). using the Bow and Bow Intermediate hull area require-
The extent of each hull area is indicated in Fig 1 for POLAR ments.
CLASS ships, and in Fig 2 for Icebreaker ships, where hi ,
measured at aft end of Bow region, in m, is given in Tab 1. 1.1.6 For ships having one of the service notations Ice-
breaker, the forward boundary of the stern region is to be at
1.1.2 The upper ice waterline (UIWL) and the lower ice least 0,04Lui forward of the section where the parallel ship
waterline (LIWL) are defined in Sec 1, [1.3]. side at the upper ice waterline (UIWL) ends.
Figure 1 : Hull area extents for POLAR CLASS ships
WL angle = 10 deg at UIWL

0,04Lui aft of WL angle = 0 deg at UIWL
hi
UIWL
Si Mi Bli B 2,0 m
LIWL
1,5 m S M BI
WLangle = 0 deg FEui
0,7b  0,15 Lui
WLangle = 10 deg
AEui
b = distance from AEui to maximum

half breadth at UIWL
Sb
Mb Blb B
Si S
Bl
M
UIWL
Mi
LIWL
M
Mb
Midbody

NR 527, Sec 2
Figure 2 : Hull area extents for Icebreaker ships
hi
UIWL
Si Mi Bli B 2.0 m
LIWL
1.5 m S M BI
0.20 Lui 0.15 Lui 0.25 Lui
AEui FEui
Sb
Mb Blb B
S
Si M Bl
UIWL
Mi
LIWL
M
Mb
Midbody
Table 2 : Maximum value of angles γbow and αbow for the bow form
POLAR CLASS or Icebreaker 1 2 3 4 5 6 7

Buttock angle at the stem γstem ,in degree 25 25 30 30 45 60 70
Waterline angle at the bow αbow, in degree 30 30 30 30 40 40 40
1.2 Hull shape Figure 3 : Definition of angles γstem and αbow
1.2.1 For ships having one of the additional class notations

POLAR CLASS or one of the service notations Icebreaker,
the maximum values of the angles γstem and αbow for the bow
form (see Fig 3 with Bui evaluated at the midship section) are
Upper Ice Waterline
given as a guidance in Tab 2.
1.2.2 In addition, for ships having one of the service nota-

tions Icebreaker 1 to Icebreaker 4, the normal frame angle
θ (see Fig 4) to be fitted around the whole hull at the upper
ice waterline (UIWL) is to be greater than the values given
as a guidance in Tab 3.
Bui/4
1.3 Direct structural calculations
1.3.1 Direct structural calculations (beam or FE analysis)
are not to be used as an alternative to the analytical proce-
dures prescribed for the shell plating and the ordinary stiff-
Upper Ice Waterline
ener requirements given in this Section.

NR 527, Sec 2
Figure 4 : Definition of hull angles
Longitudinal plan
Waterline plan
B
B
A
Section A-A Section B-B
Table 3 : Minimum value of inclination of the hull (angle θ) at UIWL
Position on the hull (x/Lui)

Icebreaker 1 to Icebreaker 4
< 0,2 0,2 - 0,4 0,4 - 0,6 0,6 - 0,75 0,75 - 0,9 0,9 - 1,0
Normal frame angle θ, in degree 30 25 15 25 30 40
1.3.2 When direct structural calculations are used to check 2.1.2 Material classes specified in Pt B, Ch 4, Sec 1, Tab 3
the strength of primary supporting members (such as load- of the Rules for Steel Ships are applicable to ships having
carrying stringers or web frames), the design ice loads one of the additional class notations POLAR CLASS or one
defined in [4] are to be applied without being combined of the services notations Icebreaker, regardless of the ship
with any other loads. length.
In addition, material classes for weather and sea exposed
1.3.3 The corresponding design load patch is to be applied structural members and for members attached to the
in accordance with [7.8.1]. weather and sea exposed shell plating are given in Tab 6.
Where the material classes in Tab 6 and those in Pt B, Ch 4,
2 Materials and welding Sec 1, Tab 3 of the Rules for Steel Ships differ, the higher
material class is to be applied.
2.1 Material classes and grades 2.1.3 Material grades for all plating and attached framing of
hull structures and appendages situated below the level of
2.1.1 The material grade for hull structure is to be not less 0,3 m below the lower ice waterline (LIWL), as shown in Fig
than those given in Tab 4 and Tab 5, based on the as-built 5, are to be obtained from Tab 4, based on the material
thickness of the material, the assigned additional class nota- classes for structural members in Tab 6, regardless of the
tion POLAR CLASS or service notation Icebreaker, and the additional class notation POLAR CLASS or service notation
material classes of structural members given in Tab 6. Icebreaker assigned.
Table 4 : Material grade requirements for classes I, II and III
As-built thickness t, Material class I Material class II Material class III

in mm NSS HSS NSS HSS NSS HSS
t ≤ 15 A AH A AH AH AH
15 < t ≤ 20 A AH A AH B AH
20 < t ≤ 25 A AH B AH D DH
25 < t ≤ 30 A AH D DH D DH
30 < t ≤ 35 B AH D DH E EH
35 < t ≤ 40 B AH D DH E EH
40 < t ≤ 50 D DH E EH E EH
Note 1: “NSS” and “HSS” mean, respectively: “Normal Strength Steel” and “Higher Strength Steel”.

NR 527, Sec 2
Table 5 : Material grades for weather exposed plating
POLAR CLASS or Icebreaker

As-built thickness t, 1 to 5 6 and 7 1 to 5 6 and 7 1 to 3 4 and 5 6 and 7
in mm Material class I Material class II Material class III
NSS HSS NSS HSS NSS HSS NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 B AH B AH B AH B AH E EH E EH B AH
10 < t ≤ 15 B AH B AH D DH B AH E EH E EH D DH
15 < t ≤ 20 D DH B AH D DH B AH E EH E EH D DH
20 < t ≤ 25 D DH B AH D DH B BH E EH E EH E EH
25 < t ≤ 30 D DH B AH E EH (1) D DH E EH E EH E EH
30 < t ≤ 35 D DH B AH E EH D DH E EH E EH E EH
35 < t ≤ 40 D DH D DH E EH D DH F FH E EH E EH
40 < t ≤ 45 E EH D DH E EH D DH F FH E EH E EH
45 < t ≤ 50 E EH D DH E EH D DH F FH F FH E EH
(1) Grades D, DH are allowed for a single strake of side shell plating not more than 1,8 m wide from 0,3 m below the lowest ice
waterline.
Note 1: Weather exposed plating includes weather-exposed plating of hull structures and appendages, as well as their outboard
framing members, situated above a level of 0,3 m below the lowest ice waterline.
Note 2: “NSS” and “HSS” mean, respectively: “Normal Strength Steel” and “Higher Strength Steel”.
Table 6 : Material classes for structural members
Structural member Material class

Shell plating within the bow and bow intermediate icebelt hull areas (B, BI) II
All weather and sea exposed SECONDARY and PRIMARY (as defined in Pt B, Ch4, Sec 1, Tab 3 of the Rules for
I
Steel Ships) structural members outside 0,4 Lui amidships
Plating materials for stem and stern frames, rudder horn, rudder, propeller nozzle, shaft brackets, ice skeg, ice
II
knife and other appendages subject to ice impact loads
All inboard framing members attached to the weather and sea-exposed plating including any contiguous inboard
I
member within 600 mm of the plating
Weather-exposed plating and attached framing in cargo holds of ships which, by nature of their trade, have their
I
cargo hold hatches open during cold weather operations
All weather and sea exposed SPECIAL (as defined in Pt B, Ch4, Sec 1, Tab 3 of the Rules for Steel Ships) structural
II
members within 0,2 Lui from FE
Figure 5 : Steel grade requirements for submerged and weather exposed shell plating

2.1.4 Material grades for all weather exposed plating of 2.2 Welding
hull structures and appendages situated above the level of
0,3 m below the lower ice waterline (LIWL), as shown in Fig 2.2.1 All weldings within ice-strengthened areas are to be
5, are to be not less than those given in Tab 5. of the double continuous type.
2.1.5 Castings are to have specified properties consistent with

the expected service temperature for the cast component.

NR 527, Sec 2
3 Corrosion/abrasion additions and CLASS 7, the ice load parameters (pavg , w and b) are func-
steel renewal tion of the actual bow shape. To determine the ice load
parameters, it is required to calculate the following ice load
characteristics for sub-regions of the bow area:
3.1 Corrosion/abrasion additions
• shape coefficient ci
3.1.1 The value of the corrosion/abrasion additions tC to be • total glancing impact force Fi
applied to shell plating is to be taken equal to the greater of • line load qi
the two following values: • pressure pi
• tC obtained from Pt B, Ch 4, Sec 2, [3.1] of the Rules for • load patch aspect ratio cARi .
Steel Ships
• tC obtained from Tab 7, subject to the fitting of an effec- 4.1.4 In other ice-strengthened areas, the ice load parame-
tive protection against corrosion and ice-induced abra- ters (pavg , wNonBow and bNonBow) are determined independ-
sion. ently of the hull shape and based on a fixed load patch
aspect ratio cAR taken equal to: cAR = 3,6.
3.1.2 The value of the corrosion/abrasion additions tC to be
applied to all internal structures within the ice-strengthened 4.1.5 Bow with icebreaking form
hull areas, including plated members adjacent to the shell, Design ice loads calculated according to [4.3] are applica-
as well as stiffeners webs and flanges, is to be taken equal to ble for bow forms where (see Fig 4):
the greater of the two following values: • the buttock angle at the stem γstem is positive and less
• tC obtained from Pt B, Ch 4, Sec 2, [3.1] of the Rules for than 80 degree, and
Steel Ships • the normal frame angle θ at the centre of the foremost
• tC = 1,0 mm. sub-region is greater than 10 degree.
4.1.6 Bow with non-icebreaking form

3.2 Steel renewal
Design ice loads calculated according to [4.3] are applica-
3.2.1 Steel renewal for ice-strengthened structures is ble to ships having the additional class notation POLAR
required when the gauged thickness is less than: CLASS 6 or POLAR CLASS 7 and a bow form with vertical
tnet + 0,5 mm. sides or a bulbous bow. This includes bows where the nor-
mal frame angles θ at the considered sub-regions are
between 0 and 10 degree (see Fig 4).
4 Design ice loads
In addition, for bulbous bows, the design ice loads are not
to be taken less than those given by considering bow with
4.1 General icebreaking form and by assuming:
4.1.1 For ships having one of the additional class notations • the shape coefficient ci = 0,6
POLAR CLASS or service notations Icebreaker, a glancing • the load patch aspect ratio cARi = 1,3
impact on the bow is the design scenario for determining
the scantlings required to resist ice loads. 4.1.7 Other bow forms
For ships with bow forms other than those defined in
4.1.2 The design ice load is characterized by an average [4.1.5] and [4.1.6], the design ice loads are to be specially
pressure pavg uniformly distributed over a rectangular load considered by the Society.
patch of height b and width w.
4.1.8 Ship structures not directly subjected to ice loads
4.1.3 Within the bow area for POLAR CLASS 1 to POLAR may still experience inertial loads of stowed cargo and
CLASS 7 or for Icebreaker 1 to Icebreaker 7, and for bow equipment resulting from ship/ice interaction. These inertial
intermediate icebelt area for POLAR CLASS 6 or POLAR loads are to be considered in the design of such structures.
Table 7 : Total corrosion/abrasion additions tC for both sides of the shell plating
POLAR CLASS or Icebreaker

Hull area 1 to 3 4 and 5 6 and 7 1 to 3 4 and 5 6 and 7
tC, in mm, in case of effective protection tC, in mm, in the absence of effective protection
Bow (B)
3,5 2,5 2,0 7,0 5,0 4,0
Bow Intermediate, Icebelt regions (BIi)
Bow Intermediate, Lower (BI)
Midboby, Icebelt regions (Mi) 2,5 2,0 2,0 5,0 4,0 3,0
Stern, Icebelt regions (Si)
Midbody, Lower, Bottom (M, Mb)
Stern, Lower, Bottom (S, Sb) 2,0 2,0 2,0 4,0 3,0 2,5
Bow Intermediate, Bottom (BIb)

NR 527, Sec 2
4.2 Glancing impact load characteristics - θi : Normal frame angle, in degree, in sub-region i
Class factors of the bow area.
4.2.1 The parameters defining the glancing impact load 4.3.4 Load patch aspect ratio
characteristics are reflected in the class factors listed in Tab 8 The load patch aspect ratio cARi , in each sub-region i of the
and Tab 9. bow area, is to be obtained from the following formula:
cARi = 7,46 sin θi

4.3 Bow area
to be taken not less than 1,3.
4.3.1 In the bow area, force FBow , line load qBow , pressure
pBow and load patch aspect ratio cAR associated with the 4.3.5 Design ice force
glancing impact load scenario are function of the hull The force FBow , in kN, is to be obtained from the following
angles measured at the upper ice waterline (UIWL). The formula:
influence of the hull angles is captured through calculation
of a bow shape coefficient ci . The hull angles are defined in FBow = Max (Fi)
Fig 4.
where:
4.3.2 The waterline length of the bow region is to be Fi : Force in sub-region i of the bow area, in kN,
divided into four sub-regions “i” of equal length. Forces Fi , taken equal to:
line loads qi , pressures pi , bow shape coefficients ci and • for icebreaking form (see [4.1.5]):
load patch aspect ratios cARi are to be calculated with
0, 64
respect to the mid-length position xi of each sub-region. F i = 12,02 c i C C Δ ui
• for non-icebreaking form (see [4.1.6]):

4.3.3 Shape coefficient
0, 47
The shape coefficient ci , in each sub-region i of the bow F i = 38,90 c i C C Δ ui
area, is to be obtained from the following formulae:
Δui : Displacement as defined in [4.3.3].
• for icebreaking form (see [4.1.5]):
4.3.6 Line load
ci = Min (ci, 1 ; ci, 2 ; ci, 3)
The line load qBow , in kN/m, is to be obtained from the fol-
• for non-icebreaking form (see [4.1.6]): lowing formula:
ci = αi / 30 qBow = Max (qi)
where: where:
qi : Line load in sub-region i of the bow area, in
 x 2  α
c i, 1 =  0, 097 – 0, 68  0, 85 – -----i-  -------i- kN/m, taken equal to:
 L ui  θ i

• for icebreaking form (see [4.1.5]):
99, 81 C F
c i, 2 = -------------------------------
0, 64 14, 79 C D F i
0, 61
C C Δ ui sin θ i q i = ----------------------------------
-
0, 35
c ARi
ci, 3 = 0,60
• for non-icebreaking form (see [4.1.6]):
Δui : Displacement at the upper ice waterline
(UIWL), in t, to be taken not less than 5000 t qi = 218,77 CQ Fi0,22
Table 8 : Glancing impact load characteristics - Class factors for icebreaking form
POLAR CLASS CC CF (flexural failure) CD CΔ CL

or (crushing (load patch (displacement) (longitudinal
Icebreaker failure) Brackish water Open sea dimensions) strength)
1 17,69 76,92 68,60 2,01 250000 7,46
2 9,89 54,45 46,80 1,75 210000 5,46
3 6,06 25,64 21,17 1,53 180000 4,17
4 4,50 17,05 13,48 1,42 130000 3,15
5 3,10 11,94 9,00 1,31 70000 2,50
6 2,40 8,70 5,49 1,17 40000 2,37
7 1,80 6,69 4,06 1,11 22000 1,81

NR 527, Sec 2
Table 9 : Glancing impact load characteristics - Class factors for non-icebreaking form
CC CQ CP
POLAR CLASS
(crushing failure) (line load) (pressure)
6 3,43 2,82 0,65
7 2,60 2,33 0,65
4.3.7 Pressure V : Ship speed, in knots. The values given in Sec 1,

The pressure pBow , in kN/m2, is to be obtained from the fol- Tab 3 may be considered as a guidance.
lowing formula: The highest requirements, determined using FNonBow from
pBow = Max (pi) [4.4.1] and [4.4.2], are to be applied for the bottom scant-
lings.
where:
pi : Pressure in sub-region i of the bow area, in 4.4.3 Line load
kN/m2, taken equal to: The line load qNonBow , in kN/m, is to be obtained from the
• for icebreaking form (see [4.1.5]): following formula:
0, 61
0, 22 2 0, 3 q NonBow = 9, 451 C D F NonBow
p i = 218, 77 F i C D c ARi
• for non-icebreaking form (see [4.1.6]): 4.4.4 Design load patch
pi = 20,89 CP Fi0,56 The dimensions, in m, of the design load patch are to be
obtained from the following formulae:
4.3.8 Design load patch
F NonBow
The dimensions, in m, of the design load patch are to be w NonBow = -----------------
-
q NonBow
obtained from the following formulae:
w NonBow
F Bow b NonBow = ------------------
-
w Bow = ---------- 3, 6
q Bow
q Bow 4.5 Pressure within the design load patch
b Bow = ----------
p Bow
4.5.1 Average pressure
4.4 Hull areas other than the bow area In the bow area and in hull areas other than the bow area,
the average pressure pavg , in kN/m2, within a design load
4.4.1 Design ice force patch, is to be obtained from the following formula:
The force FNonBow , in kN, is to be obtained from the follow- F
ing formulae: p avg = --------
wb
• for Δui ≤ CΔ: where:
0,64
F NonBow = 4, 33 C C Δui F : FBow or FNonBow , in kN, as appropriate for the
area under consideration.
• for Δui > CΔ:
F NonBow = 0, 36 C C [ 12, 02 C Δ
0,64
+ 0, 10 ( Δ ui – C Δ ) ] 4.5.2 Pressure concentration
The peak pressure factors CPP , CPM and CPS defined in Tab
where: 10 are to be used to account for the pressure concentration
Δui : Displacement at the upper ice waterline that occurs within the load patch on structural members.
(UIWL), in t, to be taken not less than 10000 t.
4.6 Hull area factor
4.4.2 Design ice force on the bottom area for
navigation in shallow water 4.6.1 The area factor CAF , associated with each hull area,
In case of navigation in shallow water (as defined in Sec 1, reflects the relative magnitude of the load expected in that
[1.5], the following force FNonBow , in kN, is to be consid- area. The area factor CAF for each hull area of POLAR
ered, in addition to the force FNonBow defined in [4.4.1]: CLASS ships is listed in Tab 11 and the area factor CAF for
2 each hull area of Icebreaker ships is listed in Tab 12.
Δ ui V
- 10 –3
F NonBow = ----------------------------------------- In the event that a structural member spans the boundary of
( C B ⁄ C W – 0, 5 ) T
a hull area, the largest hull area factor is to be used in the
where: scantling determination of this member.
T : Maximum fore draught in ice navigation, in m
4.6.2 Stern icebelt and stern lower hull area factors are to
CW : Waterline coefficient at draught T
be specially considered for ships having propulsion
CB : Block coefficient at draught T arrangements with azimuthing thruster(s) or “podded” pro-
Δui : Displacement as defined in [4.4.1] pellers.

NR 527, Sec 2
Table 10 : Peak pressure factors CPP , CPM and CPS
Structural member Peak pressure factor

• transversely-framed CPP = (1,8 − s) ≥ 1,2
Plating
• longitudinally-framed CPP = (2,2 − 1,2 s) ≥ 1,5
• with load distributing stringer(s) CPM = (1,6 − s) ≥ 1,0
Frames in transverse framing systems
• without load distributing stringer CPM = (1,8 − s) ≥ 1,2
Frames in bottom structures CPS = 1,0
Load carrying stringers • if Sw < 0,5 w: CPS = 2,0 − 2,0 Sw / w (1)

Side longitudinals
Web frames • if Sw ≥ 0,5 w: CPS = 1,0 (1)
(1) Sw : Web frame spacing, in m.
Table 11 : Hull area factor CAF for POLAR CLASS ships
POLAR CLASS
Hull area
1 2 3 4 5 6 7
Bow All 1,00 1,00 1,00 1,00 1,00 1,00 1,00
Icebelt 0,90 0,85 0,85 0,80 0,80 1,00 1,00
Bow Intermediate Lower 0,70 0,65 0,65 0,60 0,55 0,55 0,50
Bottom (1) 0,55 0,50 0,45 0,40 0,35 0,30 0,25
Icebelt 0,70 0,65 0,55 0,55 0,50 0,45 0,45
Midbody Lower 0,50 0,45 0,40 0,35 0,30 0,25 0,25
Bottom (1) 0,30 0,30 0,25 N.A. N.A. N.A. N.A.
Icebelt 0,75 0,70 0,65 0,60 0,50 0,40 0,35
Stern Lower 0,45 0,40 0,35 0,30 0,25 0,25 0,25
Bottom (1) 0,35 0,30 0,30 0,25 0,15 N.A. N.A.
(1) In case of navigation in shallow water and for bottom scantling requirement determined using FNonBow defined in [4.4.2], CAF is
to be taken equal to 1,00.
Note 1: N.A. indicates that strengthening for ice loads is not required in the hull area considered.
Table 12 : Hull area factor CAF for Icebreaker ships
Icebreaker
Hull area
1 2 3 4 5 6 7
Bow All 1,00 1,00 1,00 1,00 1,00 1,00 1,00
Icebelt 0,90 0,85 0,85 0,85 0,85 1,00 1,00
Bow Intermediate Lower 0,70 0,65 0,65 0,65 0,65 0,65 0,65
Bottom (1) 0,55 0,50 0,45 0,45 0,45 0,45 0,45
Icebelt 0,70 0,65 0,55 0,55 0,55 0,55 0,55
Midbody Lower 0,50 0,45 0,40 0,40 0,40 0,40 0,40
Bottom (1) 0,30 0,30 0,25 0,25 0,25 0,25 0,25
Icebelt 0,95 0,90 0,80 0,80 0,80 0,80 0,80
Stern Lower 0,55 0,50 0,45 0,45 0,45 0,45 0,45
Bottom (1) 0,35 0,30 0,30 0,30 0,30 0,30 0,30
(1) In case of navigation in shallow water and for bottom scantling requirement determined using FNonBow defined in [4.4.2], CAF is
to be taken equal to 1,00.

NR 527, Sec 2
5 Longitudinal strength γstem : Buttock angle at the stem, in degree, to be

measured between the horizontal axis and the
stem tangent at the upper ice waterline (UIWL)
5.1 Application
ceb : Bow shape exponent that describes the water-
5.1.1 A ramming impact on the bow is the design scenario plane at the upper ice waterline (UIWL), see Fig
for the evaluation of the longitudinal strength of the hull. 6 and Fig 7
Intentional ramming is not considered as a design scenario LB : Bow length, in m, at the upper ice waterline
for ships with vertical or bulbous bows (see Sec 1, [1.4.1]). (UIWL) as defined in Fig 7.
Hence the longitudinal strength is not to be considered for
ships with buttock angle at the stem γstem greater than or Figure 6 : Examples of ceb for Bui = 20 and LB = 16
equal to 80 degree.
12
5.1.2 For ships greater than or equal to 65 m in length, ice
y = Bui/2 (X/L B)Ceb
loads are to be combined with still water loads only. The 10
combined stresses are to be compared against permissible Ceb
8
bending and shear stresses at different locations along the
ship length according to [5.3] and [5.4]. In addition, local 6
Y
0.05
buckling strength is to be verified according to [5.5]. 0.1
4
0.2
5.1.3 For ships less than 65 m in length, the normal stress 0.5
2
only due to ice loads is to comply with the checking criteria 1
in [5.3.4]. In addition, the checking of shear stress and local 0
buckling strength may be required by the Society, on a case- 20 18 16 14 12 10 8 6 4 2 0
by-case basis. X= Lui - x
When the general arrangement plan of the ship is available,

5.2 Hull girder ice loads
the way to find ceb and LB is to select two points on the bow.
5.2.1 Design vertical ice force at the bow If the coordinates of the two points are (x1, y1) and (x2, y2),
the shape parameters ceb and LB are to be obtained from the
The design vertical ice force at the bow FIB, in kN, is to be
following formulae:
obtained from the following formula:
y
FIB = Min (FIB1 ; FIB2) ln  -----2
 y1 
where: c eb = -----------------------------
L ui – x 2
ln  ---------------- -
0,15 0,35 0, 2 0, 5  L ui – x 1
F IB1 = 1,505 C I1 C I2 ( sin γ stem ) Δui CL
2y –1 ⁄ ceb
FIB2 = 1200 CF L B = ( L ui – x 2 )  --------2
 B ui 
with:
CI1 : Coefficient equal to: 5.2.2 Design vertical ice bending moment
• for a simple wedge bow form (ceb = 1): The design vertical ice bending moment MI , in kN⋅m, along
the hull girder is to be obtained from the following formula:
B ui 0, 9
--------
- 0, 1 CH1 L ui F IB
2L B M I = --------------------------------
-
C I1 = ----------------------------
-
1, 8 ( sin γ stem )
0, 2
( tan γ stem )
where:
• for a spoon bow form (0 < ceb <1):
γstem : Buttock angle at the stem, in degree, defined in
B ui 0, 9
[5.2.1]
-----------------------------
c
-
L Beb ( 1 + c eb ) FIB : Design vertical ice force at the bow, in kN,
C I1 = ------------------------------------------
0, 9 ( 1 + ceb )
-
( tan γ stem ) defined in [5.2.1]
• for a landing craft bow form (ceb = 0): CH1 : Longitudinal distribution factor defined in Tab
13.
0, 9
B ui
C I1 = ----------------------------
-
0, 9
( tan γ stem ) Table 13 : Longitudinal distribution factor CH1
CI2 : Coefficient, in kN/m, taken equal to: Longitudinal position CH1

CI2 = 10 AWP 0 ≤ x/Lui < 0,50 2 x/Lui
Δui : Displacement at the upper ice waterline 0,50 ≤ x/Lui ≤ 0,70 1,0
(UIWL), in t, to be taken not less than 10000 t
0,70 < x/Lui < 0,95 − 2,8 x/Lui + 2,96
AWP : Ship waterplane area, in m2, at the upper ice
waterline (UIWL) 0,95 ≤ x/Lui ≤ 1,00 6 (1 − x/Lui)

NR 527, Sec 2
Figure 7 : Bow shape definition
y
LB
y
y = ± Bui/2 (X/LB)Ceb
Bui/2 Bui/2
x x
bow stem bow stem
FEui
FEui
ice waterline ice waterline
Spoon bow Wedge bow
5.2.3 Design vertical ice shear force where:

The design vertical ice shear force QI along the hull girder, ZA : Gross section modulus, in m3, at any point of
in kN, is to be obtained from the following formula: the hull transverse section, to be calculated
QI = CH2 FIB according to Pt B, Ch 6, Sec 1, [2.3.1] of the
where: Rules for Steel Ships
CH2 : Longitudinal distribution factor defined in Tab ZAB, ZAD : Gross section moduli, in m3, at bottom and
14 deck respectively, to be calculated according to
FIB : Design vertical ice force at the bow, in kN, Pt B, Ch 6, Sec 1, [2.3.2] of the Rules for Steel
defined in [5.2.1]. Ships.
Table 14 : Longitudinal distribution factor CH2 5.3.2 The normal stress, in a structural member made in
material other than steel with a Young’s modulus E equal to
CH2 2,06⋅105 N/mm2 and included in the hull girder transverse
Longitudinal
position Positive shear Negative shear sections as specified in Pt B, Ch 6, Sec 1, [2.1.6] of the
force force Rules for Steel Ships, is obtained from the following for-
mula:
x
0 ≤ x/Lui < 0,2 – 2, 5 ------
0,0 L ui E
σ 1 = ----------------------5 σ
0,2 ≤ x/Lui ≤ 0,6 − 0,5 2, 06 10
x where:
0,6 < x/Lui < 0,8 10 x 2, 5 ------ – 2
------ ------ – 2 L ui σ : Normal stress, in N/mm2, in the structural mem-
3 L ui
0,8 ≤ x/Lui < 0,9 ber under consideration, calculated according
to [5.3.1] considering this member as having
0,9 ≤ x/Lui ≤ 1,0 1,0 0,0
the steel equivalent sectional area ASE defined in
Pt B, Ch 6, Sec 1, [2.1.6] of the Rules for Steel
5.3 Normal stress Ships.
5.3.1 The normal stress σ, in N/mm2, induced by the verti-
5.3.3 Checking criteria for ships greater than or
cal bending moments is to be obtained from the following equal to 65 m in length
formulae:
It is to be checked that the normal stress σ or σ1 calculated
• at any point of the hull transverse section:
according to [5.3.1] or [5.3.2] is less than or equal to σALL ,
M SW ,S + M I –3
with σALL defined in Tab 15.
σ = -------------------------- 10
ZA
• at bottom: Table 15 : Allowable normal stress σALL
M SW ,S + M I –3
σALL , in N/mm2
σ = -------------------------- 10
Z AB
POLAR CLASS Icebreaker
• at deck:
ReH /Rm ≤ 0,7 0,80 ReH 0,60 ReH
M SW ,S + M I –3
σ = -------------------------- 10
Z AD ReH /Rm > 0,7 0,32 (ReH + Rm) 0,24 (ReH + Rm)

NR 527, Sec 2
5.3.4 Checking criteria for ships less than 65 m in For plate panels subjected to shear, the shear stress τ, in
length N/mm2, calculated considering the net scantlings of the sec-
It is to be checked that the normal stress σI is not to exceed tion, is to fulfil the following condition:
50 N/mm2, where σI is obtained from the following formula: τ ≤ τc
M –3 where:
σ I = ------I 10
ZA
τc : Critical shear buckling stress, in N/mm2, to be
A greater value of σI may be accepted if the total normal obtained from Pt B, Ch 7, Sec 1, [5.3.2] of the
stress (σ or σ1 as defined in [5.3.1] or [5.3.2]) does not Rules for Steel Ships.
exceed the value of 100 N/mm2. In such a case, the still
water bending moment is to be indicated by the Designer. 5.5.2 Ordinary stiffeners
For plating constituting the web of ordinary stiffeners, the
5.4 Shear stress normal stress σ, calculated using the formulae in [5.3.1] but
considering the net section moduli ZA,net , ZAB,net and ZAD,net
5.4.1 The shear stress induced by the shear forces is to be of the section, in N/mm2, is to fulfil the following condition:
obtained through direct calculation analyses based on a σ ≤ σc
structural model in accordance with Pt B, Ch 6, Sec 1, [2.6]
of the Rules for Steel Ships. where:
The shear force corrections ΔQC and ΔQ are to be taken σc : Critical buckling stress in compression, in
into account, in accordance with, respectively, Pt B, Ch 6, N/mm2, to be obtained from Pt B, Ch 7, Sec 1,
Sec 2, [2.4.1] and Pt B, Ch 6, Sec 2, [2.4.2] of the Rules for [5.3.1] of the Rules for Steel Ships.
Steel Ships.
In addition, the normal stress σ, in N/mm2, applied to an
ordinary stiffener is to fulfil the following condition:
5.4.2 The hull girder loads to be considered in these analy-
ses are the vertical shear forces QSW and QI . σc
σ ≤ --------
-
1, 1
5.4.3 As an alternative to [5.4.1], the shear stresses induced
by the vertical shear forces QSW and QI may be obtained where:
through the simplified procedure in accordance with Pt B, σc : Critical buckling stress of a stiffener, in N/mm2,
Ch 6, Sec 2, [2.4] of the Rules for Steel Ships. to be obtained from Pt B, Ch 7, Sec 2, [4.3.1] of
the Rules for Steel Ships.
5.4.4 Checking criteria
It is to be checked that the shear stress τ calculated accord- 6 Shell plating
ing to [5.4.1] or [5.4.3] is less than or equal to τALL , with τALL
defined in Tab 16.
6.1 General
Table 16 : Allowable shear stress τALL
6.1.1 The shell plate thickness, in mm, is to be not less than
the value obtained from the following formula:
τALL , in N/mm2
POLAR CLASS Icebreaker t = tnet + tC
ReH /Rm ≤ 0,7 0,46 ReH 0,34 ReH

6.2 Net thickness
ReH /Rm > 0,7 0,18 (ReH + Rm) 0,14 (ReH + Rm)
6.2.1 Transversely-framed plating
5.5 Buckling
The net thickness, in mm, of transversely-framed plating
5.5.1 Plating (α1 ≥ 70°) is to be not less than the value obtained from the
following formula:
For plate panels subjected to compression and bending on
one side, the normal stress σ, in N/mm2, calculated using C AF CPP pavg 1
the formulae in [5.3.1] but considering the net section mod- - -----------------
t net = 15, 8 s --------------------------
R eH s
uli ZA,net , ZAB,net and ZAD,net of the section, is to fulfil the fol- 1 + -------
2b
lowing condition:
where:
σ ≤ σc
b : Height of design load patch, in m, to be taken
where: not greater than ( − s/4)
σc : Critical buckling stress in compression, in α1 : Smallest angle, in degree, between the chord
N/mm2, to be obtained from Pt B, Ch 7, Sec 1, of the waterline and the ordinary stiffeners (see
[5.3.1] of the Rules for Steel Ships. Fig 8).

NR 527, Sec 2
Figure 8 : Shell framing angle
Oblique view Oblique view
framing framing
member member
waterline
View normal to shell View normal to shell
6.2.2 Longitudinally-framed plating arrangement is to be in accordance with the applicable

The net thickness, in mm, of longitudinally-framed plating requirements of Part B, Chapter 4 of the Rules for Steel Ships
(α1 ≤ 20°) is to be not less than the value obtained from the and their scantlings are to be in accordance with the appli-
following formulae: cable criteria defined in Pt B, Ch 7, Sec 3 of the Rules for
Steel Ships.
• when b ≥ s:
C AF CPP pavg 1 7.1.2 The strength of a framing member is dependent upon

- ----------------
t net = 15, 8 s --------------------------
R eH s the fixity that is provided at its supports. Fixity can be
1 + ------
2 assumed where framing members are either continuous
through the support or attached to a supporting section with
• when b < s:
a connection bracket. In other cases, simple support is to be
b 2 1 assumed unless the connection can be demonstrated to pro-
2 --- –  --- ----------------
C AF CPP pavg b
t net = 15, 8 s --------------------------
-
R eH s  s s vide significant rotational restraint. Fixity is to be ensured at
1 + ------ the support of any framing which terminates within an ice-
2
strengthened area.
where:
 : Distance between frame supports, in m, equal 7.1.3 The details of framing member intersection with other
to the frame span as given in [7.1.4], but not framing members, including plated structures, as well as the
reduced for any fitted end brackets. When a details for securing the ends of framing members at support-
load-distributing stringer is fitted, the length  ing sections, are to be in accordance with the applicable
need not be taken larger than the distance from requirements of Part B, Chapter 4 of the Rules for Steel
the stringer to the most distant frame support. Ships.
6.2.3 Obliquely-framed plating 7.1.4 The span of a framing member is to be determined in

For obliquely-framed plating (70°> α1 > 20°), the net thick- accordance with Pt B, Ch 4, Sec 3, [3.2] of the Rules for
ness, in mm, is to be obtained by linear interpolation Steel Ships. If brackets are fitted, the span may be taken at
between the thicknesses from [6.2.1] and [6.2.2]. half-length of the brackets. Brackets are to be defined to
ensure stability in the elastic and post-yield response
regions.
7 Framing scantlings
7.1.5 When calculating the section modulus and shear
7.1 General area of a framing member, net thicknesses of the web,
flange (if fitted) and attached shell plating are to be used.
7.1.1 The term “framing member” refers to transverse and The shear area of a framing member may include that mate-
longitudinal ordinary stiffeners, load-carrying stringers and rial contained over the full depth of the member, i.e. web
web frames in the areas of the hull exposed to ice pressure. area including portion of flange, if fitted, but excluding
Where load-distributing stringers have been fitted, their attached plating.

NR 527, Sec 2
7.2 Actual net effective shear area of xw : Distance, in mm, between the centre of gravity
ordinary stiffeners of area Aw’ and PNA, taken equal to:
h w sin ϕ w
7.2.1 The actual net effective shear area Aw , in cm2, of a x w = --------------------
-
2
transverse or longitudinal ordinary stiffener is given by:
Af : Net cross-sectional area of the stiffener flange,
sin ( ϕ w ) in cm2, taken equal to:
A w = ht w -------------------
100 bf t
A f = ----------f
where (see Fig 9): 100
h : Height of the stiffener, in mm xf : Distance, in mm, between the centre of gravity
of area Af and PNA, taken equal to:
ϕw : Angle, in degree, between the attached plate
and the web of the stiffener, measured at mid- xf = hfc sin ϕw − bw cos ϕw
span of the stiffener. hfc : Height, in mm, of the stiffener, measured up to
the centre of the flange area, see Fig 9
Figure 9 : Dimensions of ordinary stiffeners bw : Distance, in mm, from the mid-thickness plane
of the stiffener web to the centre of the flange
>B area, see Fig 9
>M
ϕw : As defined in [7.2.1].
JB 7.3.2 When the net cross-sectional area Aw’ + Af of the stiff-
D D ener exceeds the net cross-sectional area of the attached
B? DM plate Ap , the plastic neutral axis PNA is located at a dis-
tance za above the attached plate, in mm, given by:
JM ( 100 A f + h w t w – 1000 t p s) sin ϕ w
z a = -------------------------------------------------------------------------------
-
2 tw
ϕM JF The actual net effective plastic section modulus wp of such a
transverse or longitudinal ordinary stiffener, in cm3, is given
by:
5 ( A p x p + A wa x wa + A wb x wb + A f x f )
w p = --------------------------------------------------------------------------------
-
10
where:
7.3 Actual net effective plastic section Ap : Net cross-sectional area of the attached plate, in
modulus of ordinary stiffeners cm2, taken equal to:
7.3.1 When the net cross-sectional area of the attached Ap = 10 tp s
plate Ap exceeds the net cross-sectional area of the ordinary xp : Distance, in mm, between the centre of gravity
stiffener Aw’ + Af , the plastic neutral axis PNA is assumed to of area Ap and PNA, taken equal to:
be tangent to the uppermost edge of the attached plate. t
x p = z a + ---p
The actual net effective plastic section modulus wp of such a 2
transverse or longitudinal ordinary stiffener, in cm3, is given Awa : Net cross-sectional area, in cm2, of the part of
by: the stiffener located above PNA, taken equal to:
A p′ x p + A w′ x w + A f xf za  tw
w p = --------------------------------------------------- A wa =  h w – --------------
- ----------
10  sin ϕ w 100
where: xwa : Distance, in mm, between the centre of gravity
Ap’ : Net cross-sectional area of the stiffener, in cm , 2 of area Awa and PNA, taken equal to:
taken equal to: z a  sin ϕ w
x wa =  h w – --------------
- ---------------
 sin ϕw  2
Ap’ = Aw’ + Af
xp : Distance, in mm, between the centre of gravity Awb : Net cross-sectional area, in cm2, of the part of
of area Ap and PNA, taken equal to: ordinary stiffener located below the PNA, taken
equal to:
A w′ + A f t p
x p = Min  -------------------
- ; --- tw za
 20 s 2 A wb = ------------------------
-
100 sin ϕ w
Aw’ : Net cross-sectional area of the stiffener web, in xwb : Distance, in mm, between the centre of gravity
cm2, taken equal to: of area Awb and PNA, taken equal to:
hw tw z
A w′ = ----------
- x wb = ----a
100 2

NR 527, Sec 2
Figure 10 : Definition of web stiffening
DM
DB
I
xf : Distance, in mm, between the centre of gravity where:

of area Af and PNA, taken equal to: tnet : Net thickness, in mm, of the attached plate in
xf = hfc sin ϕw − bw cos ϕw − za way of the framing member
hfc , bw : As defined in [7.3.1] ReH : Minimum yield stress of the shell plate, in
ϕw : As defined in [7.2.1]. N/mm2, in way of the framing member.
7.4 Structural stability

7.4.4 For the welded profiles, the following conditions are
7.4.1 The ratio of web height hw to the net web thickness tw to be satisfied:
of any framing member is to fulfil the following condition: b
----f ≥ 5
• for flat bar sections: tw
h w 282 b out 155
------ ≤ ------------ -------
- ≤ ------------
tw tf R eH
R eH
• for bulb, tee and angle sections: where bout is the width of outstand of the flange, in mm.
h w 805
------ ≤ ------------
tw R eH 7.5 Ordinary stiffeners in bottom structures
and transverse ordinary stiffeners in
7.4.2 The framing members for which it is not practicable side structures
to meet the requirements of [7.4.1] (e.g. load carrying
stringers or deep web frames) are required to have effec- 7.5.1 The ordinary stiffeners in bottom structures (i.e. hull
tively stiffened webs. The scantlings of the web stiffeners are areas BIb, Mb and Sb) and the transverse ordinary stiffeners
to ensure the structural stability of the framing members. in side structures are to be designed such that the combined
For these framing members, the minimum net web thick- effects of shear and bending do not exceed the plastic
ness tw , in mm, is given by the following formula: strength of the stiffener. The plastic strength is defined by
the magnitude of the midspan load that causes the develop-
2, 63 ( h w – 0, 8 h f ) R eH ment of a plastic collapse mechanism. For bottom structure
- 10 –3
t w = ------------------------------------------------------------------------ the design load patch is to be applied with the height b par-
h – 0 , 8 h 2
5, 34 + 4  --------------------------- 10 
w f – 3
  allel to the stiffener direction.
s1
where (see Fig 10): 7.5.2 The net effective shear area Aw , in cm2, of the ordi-
hw : Web height, in mm, of the member under con- nary stiffeners, as defined in [7.2], is to comply with the fol-
sideration lowing condition:
hf : Height, in mm, of the framing members pene- Aw ≥ At

trating the member under consideration, taken where:
equal to 0 in case of no penetration
8, 67  LP s CAF CP p avg
s1 : Spacing, in m, between the supporting struc- At = -----------------------------------------------
-
R eH
tures oriented perpendicular to the member
under consideration. LP : Length of the span loaded portion, in m, taken
equal to the lesser of  and b
7.4.3 In addition to [7.4.1] and [7.4.2], the following con-
dition is to be satisfied: CP : Peak pressure factor, to be taken equal to:
• CPM for transverse stiffeners in side structures
R eH
t w ≥ 0, 35 t net ---------
-
235 • CPS for stiffeners in bottom structures.

NR 527, Sec 2
Figure 11 : Simple and fixed framing supports • in general:

2 2
b f t f + 500 st p
k z = -------------------------------
-
4000 w p
• when the stiffener is arranged with end
bracket(s):

kz = 0
kw : Coefficient taken equal to:
1

k w = --------------------
A
1 + 2 ------f
Aw
Af : As defined in [7.3.1].

7.6 Longitudinal ordinary stiffeners in side
structures
7.6.1 Longitudinal ordinary stiffeners in side structures are
to be dimensioned such that the combined effects of shear
and bending do not exceed the plastic strength of the stiff-
ener. The plastic strength is defined by the magnitude of the
7.5.3 The net effective plastic section modulus wp , in cm3,
midspan load that causes the development of a plastic col-
of the ordinary stiffeners with their attached plating, as
lapse mechanism.
defined in [7.3], is to comply with the following condition:
 LP CAF C P pavg  A 1 3 7.6.2 The net effective shear area Aw , in cm2, of longitudi-
w p ≥  LP  1 – 0, 5 ------ s ---------------------------------- 10
  4 R eH nal ordinary stiffeners, as defined in [7.2], is to fulfil the fol-
lowing condition:
where: Aw ≥ AL
LP : As defined in [7.5.2] where:
A1 = Max (A1A ; A1B) 8, 67  b 1 C AF C PS p avg
A L = ------------------------------------------------
-
A1A : Coefficient taken equal to (see Fig 11): R eH
• for stiffeners with one simple support out- with:

side the ice-strengthened areas: b1 : Coefficient defined as follows:
1 • for b/s < 2:
A 1A = --------------------------------------------------------------------
2
A
b 1 = ( b – 0, 3 s )  1 – 0, 25 --- with b 1 ≥ 0
1, 5 + 0, 5 k w 1 – ------2t – 1 b
Aw  s
• for stiffeners with one fixed support outside • for b/s ≥ 2:

the ice-strengthened areas or with supports
b 1 = s  1 – 0, 3 ---
s
within the ice-strengthened areas (see  b
[7.1.2]):
1 7.6.3 The net effective plastic section modulus wp, in cm3,
A 1A = ---------------------------------------------------
2 of the longitudinal ordinary stiffeners with their attached
A
2 + k w 1 – ------2t – 1 plating, as defined in [7.3], is to fulfil the following condi-
Aw tion:
2
A1B : Coefficient taken equal to:  b 1 CAF C PS pavg A2
w p ≥ --------------------------------------------
- 10 3
8 R EH
1 where:
1 – -------------------------------------------
At  0, 5  LP
2 ------ 1 – ---------------- A2 : Coefficient taken equal to:
Aw   
A 1B = ---------------------------------------------------------
0, 7
-
1
0, 275 + 1, 44 k z A 2 = ---------------------------------------------------
2
A
At : As defined in [7.5.2] 2 + k w 1 – ------2L – 1
Aw
Aw : As defined in [7.2.1]
kw : As defined in [7.5.3]
kz : Sum of individual plastic section moduli of
flange and attached plating as fitted, in cm3, AL , b1 : As defined in [7.6.2]
taken equal to: Aw : As defined in [7.2.1].

NR 527, Sec 2
7.7 Oblique ordinary stiffeners 8 Plated structures
7.7.1 The net effective shear area, in cm2, and the net effec-
8.1 General
tive plastic section modulus, in cm3, of the oblique ordinary
stiffeners (70° > α1 > 20°) are to be obtained by linear inter- 8.1.1 Plated structures are those stiffened plate elements in
polation between the values obtained from [7.5] and [7.6]. contact with the hull and subjected to ice loads. These
requirements are applicable to an inboard extent which is
the lesser of:
7.8 Web frames and load-carrying stringers
• web height of adjacent parallel web frame or stringer,
and
7.8.1 Web frames and load-carrying stringers are to be
designed to withstand the ice load patch as defined in [4]. • 2,5 times the depth of framing that intersects the plated
The load patch is to be applied at locations where the structure.
capacity of these members, under the combined effects of
bending and shear, is minimised. Special attention is to be 8.1.2 The thickness of the plating and the scantlings of
attached stiffeners are to be such that the degree of end fix-
paid to the shear capacity in way of lightening holes and of
ity necessary for the shell framing is ensured.
cut-outs at the intersection of structural members.
8.1.3 The stability of the plated structure is to adequately
7.8.2 For the scantling determination of load-carrying withstand the ice loads defined in [4].
stringers, web frames supporting ordinary stiffeners, or web
frames supporting load-carrying stringers that form part of a
9 Stem and stern arrangement
structural grillage system, direct structural calculations
according to the methodologies given in Pt B, Ch 7, Sec 3 of
the Rules for Steel Ships are to be used. The scantlings of 9.1 Fore part
the members forming part of a grillage are to be defined so
that the combined effects of shear and bending fulfil the cri- 9.1.1 Stem
teria given in [7.8.4]. The stem may be made of rolled, cast or forged steel or of
shaped steel plates.
7.8.3 Where the structural configuration is such that the A sharp edged stem (see Fig 12) improves the manoeuvra-
members do not form part of a grillage system, the appropri- bility of the ship in ice and is particularly recommended for
ate peak pressure factor defined in Tab 10 is to be used. ships less than 150 m in length.
The plate thickness of a shaped plate stem and, in the case

7.8.4 Criteria for direct structural calculations
of a blunt bow, any part of the shell which forms an angle of
When the scantlings are determined from direct structural 30° or more to the centreline in a horizontal plane, is to be
calculations, the following criteria are to be considered: not less than 1,3 times the thickness of the adjacent shell
plating, calculated according to [6.2].
• the web plates and flange elements in compression and
The stem and the part of a blunt bow defined above are to
shear are to comply with the relevant buckling criteria
be supported by floors or brackets spaced not more than
• the nominal shear stress in web plates is to be less than 600 mm apart and having a thickness at least equal to half
the plate thickness.
the maximum values defined in Tab 17
The reinforcement of the stem is to be extending from the
• the nominal von Mises stress in flanges is to be less than
keel to the upper level of the Bow region.
the maximum values defined in Tab 17.
Figure 12 : Sharp edged stem - Example

7.8.5 The scantlings of web frames and load-carrying
stringers are to meet the structural stability requirements of
[7.4].
Table 17 : Maximum stresses for direct calculations
Type of three Maximum shear Maximum

dimensional model stress von Mises stress
Beam model 0,50 ReH ReH
Finite element model 0,57 ReH 1,15 ReH

NR 527, Sec 2
9.2 Aft part Within the ice-strengthened zone, the thickness of rudder
plating and diaphragms is to be not less than that required
9.2.1 An extremely narrow clearance between the propel- for the shell plating of the stern region.
ler blade tip and the sternframe is to be avoided so as not to
generate very high loads on the blade tip. Table 18 : Minimum speed
9.2.2 On twin and triple screw ships, the ice strengthening POLAR CLASS or Icebreaker Speed (knots)
of the shell and framing is to be extended to the double bot-
1 26
tom over at least 1,5 m forward and aft of the side propel-
lers. 2 24
3 23
9.2.3 Shafting and sterntubes of side propellers are gener-
ally to be enclosed within plated bossings. If detached struts 4 22
are used, their design, strength and attachment to the hull 5 21
are to be examined by the Society on a case-by-case basis.
6 20
9.2.4 A wide transom stern extending below the UIWL seri- 7 18
ously impedes the capability of the ship to run astern in ice,
which is of paramount importance. 10.1.2 The rudder stock and the upper edge of the rudder
Consequently, a transom stern is normally not to be are to be protected against ice pressure by an ice knife or
extended below the UIWL. Where this cannot be avoided, equivalent means.
the part of the transom below the UIWL is to be kept as nar-
row as possible. 10.2 Arrangements for towing
The part of a transom stern situated within the ice strength-
ened area is to be strengthened as required for the midship 10.2.1 A mooring pipe with an opening not less than
region. 250 mm by 300 mm, a length of at least 150 mm and an
inner surface radius of at least 100 mm is to be fitted in the
9.2.5 Where azimuth propulsion systems are fitted, the bow bulwark on the centreline.
increase in ice loading of the aft region and the stern area is
to be considered, in the design of the aft/stern structure, on 10.2.2 A bit or other means of securing a towline, dimen-
a case-by-case basis by the Society. sioned to withstand the breaking strength of the ship’s tow-
line, is to be fitted.
10 Hull outfittings
10.2.3 On ships with a displacement less than 30000 t, the
part of the bow extending to a height of at least 5 m above
10.1 Rudders the UIWL and at least 3 m back from the stem is to be
10.1.1 The scantlings of the rudder post, rudder stock, pint- strengthened to withstand the stresses caused by fork tow-
les, steering gear, etc. as well as the capacity of the steering ing. For this purpose, intermediate ordinary stiffeners are be
gear are to be determined according to Pt B, Ch 9, Sec 1 of fitted and the framing is to be supported by stringers or
the Rules for Steel Ships. decks.
The speed to be used in these calculations is the greater of Note 1: It is to be noted that for ships of moderate size (displace-
ment less than 30000 t), fork towing is, in many situations, the most
the maximum ahead service speed and the speed indicated
efficient way of assisting in ice. Ships with a bulb protruding more
in Tab 18. When the speed indicated in Tab 18 is used, the
than 2,5 m forward of the forward perpendicular are often difficult
coefficients r1 and r2, defined in Pt B, Ch 9, Sec 1, [2.1.2] of to be towed in this way. The Administrations reserve the right to
the Rules for Steel Ships, are to be taken equal to, irrespec- deny assistance to such ships if the situation warrants such a deci-
tive of the rudder type profile: r1 = r2 = 1,0. sion.

NR 527, Sec 3
SECTION 3 MACHINERY REQUIREMENTS FOR POLAR CLASS

AND ICEBREAKER SHIPS
Symbols
ai : Longitudinal impact acceleration, in m/s2 R : Outside radius of the propeller, in m

at : Transverse impact acceleration, in m/s2 S : Acceptance criteria
av : Vertical impact acceleration, in m/s2 Sice : Ice strength index for blade ice force, as defined
c : Actual chord length of the cylindrical root sec- in [3.1.1]
tion of blade at weakest section, in m Sqice : Ice strength index for blade ice torque, as
c0,7 : Length of the blade chord at radius 0,7 R, in m defined in [3.1.1]
Cq , αi : Parameters for ice torque excitation of shaft line t : Actual thickness of the cylindrical root section
d : Propeller hub diameter, in m of blade at weakest section, in m
D : Propeller diameter, in m T : Nominal propeller thrust at MCR at free running
Dlimit : Limit diameter between square or linear law for open water conditions, in kN
ice load vs propeller diameter, in m t0,7 : Maximum thickness at radius 0,7 R, in m
EAR : Expanded blade area ratio Tb : Maximum backward propeller ice thrust applied
Fb : Maximum backward blade force, in kN, as to the shaft, in kN
defined in [3.2.1] ted : Actual blade edge thicknesses, in m
Fex : Blade failure load, in kN tedge : Minimum calculated blade edge thickness, in m
Ff : Maximum forward blade force, in kN, as Tf : Maximum forward propeller ice thrust applied
defined in [3.2.1] to the shaft, in kN
Fi : Total force normal to shell plating in bow area Tn : Propeller bollard thrust, in kN
due to oblique ice impact, in kN, as defined in
ttip : Tip thickness, in m
Sec 2, [4.3.5]
Z : Number of propeller blades
FIB : Vertical impact force, in kN, as defined in Sec 2,
[5.2.1] γstem : Buttock angle at the stem, in degree, to be
measured between the horizontal axis and the
H : Distance from the waterline to the point being
stem tangent at the upper ice waterline (UIWL)
considered, in m
Hice : Ice thickness for machinery strength design, in Δui : Ship displacement at the upper ice waterline
m, as defined in [3.1.1] (UIWL), in t
Lui : Rule length, in m, as defined in Pt B, Ch 1, Sec σ0,2 : 0,2% proof stress for blade material, in N/mm2
2, [3.1] of the Rules for Steel Ships, but meas- σall : Allowed blade stress for maximum ice load, in
ured at the upper ice waterline (UIWL) N/mm2
n : Rotational propeller speed at bollard condition, σcalc : Calculated blade stress for maximum ice load,
in rps, as defined in [3.3.1] in N/mm2
nn : Nominal rotational propeller speed at MCR, in σref : Reference stress for blade material, in N/mm2
free running open water condition, in rps σu : Ultimate tensile strength for blade material, in
NQ : Number of propeller revolution during a milling N/mm2
sequence
φ : Maximum friction angle between steel and ice,
P0,7 : Propeller pitch at radius 0,7 R, in m in degree, normally taken equal to 10°.
pice : Ice pressure, in MPa
Q(ϕ) : Excitation torque of propeller shaft, in kN⋅m 1 General
Qe : Actual maximum engine torque at considered
speed, in kN⋅m 1.1 Application
Qmax : Maximum torque on a propeller due to ice-pro-
1.1.1 This Section applies to ships having one of the addi-
peller interaction, in kN⋅m tional class notations POLAR CLASS or one of the service
Qsmax : Maximum blade spindle torque, in kN⋅m notations Icebreaker and gives requirements for main pro-
r : Actual radius of the cylindrical root section of pulsion, steering gear, emergency and auxiliary systems
blade at weakest section, in m essential for the safety of the ship.

NR 527, Sec 3
1.2 Drawings and particulars to be submitted 1.4 System design
1.2.1 The following drawings and particulars are to be sub- 1.4.1 Machinery and supporting auxiliary systems are to be
mitted to the Society: designed, constructed and maintained to comply with the
• details of the environmental conditions requirements of “periodically unmanned machinery spaces”
with respect to fire safety. Any automation plant (i.e. control,
• detailed drawings of the main propulsion machinery. alarm, safety and indication systems) for essential systems
Description of the main propulsion, steering, emergency installed is to be maintained to the same standard.
and essential auxiliaries are to include operational limi-
tations. Information on essential main propulsion load 1.4.2 Systems, subject to damage by freezing, are to be
control functions drainable.
• description detailing how main, emergency and auxil-
iary systems are located and protected to prevent prob- 1.4.3 Single screw ships having one of the additional class
lems from freezing, ice and snow and evidence of their notations POLAR CLASS 1 to POLAR CLASS 5 inclusive, or
capability to operate in intended environmental condi- having one of the service notations Icebreaker, are to have
tions means provided to ensure sufficient ship operation in the
case of propeller damage including CP-mechanism.
• calculations and documentation indicating compliance
with the requirements of this Section.
2 Materials
1.3 Principle of design review for main
propulsion and machinery 2.1 Materials exposed to sea water
1.3.1 Main propulsion and machinery are reviewed follow- 2.1.1 Materials exposed to sea water, such as propeller
ing the two successive steps as defined in [1.3.2] and [1.3.3]. blades, propeller hub and blade bolts are to have an elon-
gation not less than 15% on a test piece the length of which
1.3.2 Calculation of loads and stresses is five times the diameter.
a) Calculation of loads due to interaction between the pro- Charpy V impact test is to be carried out for other than
peller blade and the ice, depending on the additional bronze and austenitic steel materials. Test pieces taken from
class notation POLAR CLASS or on the service notation the propeller castings are to be representative of the thickest
Icebreaker and the running conditions (see [3]) section of the blade. An average impact energy value not to
be less than 20 J taken from three Charpy V tests is to be
b) Calculation of the blade stress for each load case under
obtained at −10ºC.
the application of the calculated loads on a finite ele-
ment model (see [3.3] and [3.4])
2.2 Materials exposed to sea water
c) Calculation of the total ice torque on the propulsion line
temperature
due to the blade ice impacts (see [3.5.1])
d) Calculation of the maximum thrusts applied to the pro- 2.2.1 Materials exposed to sea water temperature are to be
pulsion line (see [3.5.2]) of steel or other approved ductile material.
e) Calculation of the blade failure load of the propeller An average impact energy value not to be less than 20 J
(see [3.5.3]). taken from three tests is to be obtained at −10ºC.
1.3.3 Design requirements 2.3 Material exposed to low air temperature

a) The propulsion line is to be designed as to ensure a suf-
ficient fatigue strength under dynamic excitation calcu- 2.3.1 Materials of essential components exposed to low air
lated as per [1.3.2] item c) and loads calculated as per temperature are to be of steel or other approved ductile
[1.3.2] item d) (see [4.1] and [4.2]) material.
b) In respect of pyramidal strength principle, the propul- An average impact energy value not to be less than 20 J
sion line is also to be designed as to withstand a load taken from three Charpy V tests is to be obtained at 10ºC
corresponding to the propeller blade failure load as per below the lowest design temperature.
[1.3.2] item e)
c) Evaluation of propeller blade strength according to cal- 3 Ice interaction load
culated stresses in [1.3.2] item b) and material charac-
teristics (see [4.3]) 3.1 Ice class factors
d) Required capability of prime movers (see [4.4])
3.1.1 Tab 1 lists the design ice thickness Hice and the ice
e) Required capabilities for acceleration loads due to strength indexes Sice and Sqice to be used for estimation of
ship/ice contacts (see [5])
the propeller ice loads, according to the additional class
f) Miscellaneous requirements for auxiliaries and general notations POLAR CLASS or service notations Icebreaker as
arrangement (see [6], [7], [8] and [9]). defined in Sec 1.

NR 527, Sec 3
Table 1 : Design ice thickness Hice n : Rotational propeller speed, in rps, taken at bol-
and ice strength indexes Sice and Sqice lard condition (i.e. at the minimum ship speed
in ice). If not know, n is to be as follows:
POLAR CLASS Hice , • n = nn for CP propellers and FP propellers
Sice Sqice
or Icebreaker in m driven by turbine or electric motor
1 4,00 1,20 1,15 • n = 0,85 nn for FP propellers driven by die-
2 3,50 1,10 1,15 sel engine.
3 3,00 1,10 1,15 Fb is to be applied as a uniform pressure distribution to an
4 2,50 1,10 1,15
area on the back (suction) side of the blade for the following
load cases (see Tab 2):
5 2,00 1,10 1,15
• Load case 1: from 0,6 R to the tip and from the blade
6 1,75 1,00 1,00 leading edge to a value of 0,2 chord length
7 1,50 1,00 1,00 • Load case 2: a load equal to 50% of the Fb is to be
applied on the propeller tip area outside of 0,9 R
3.2 Propeller ice interaction • Load case 5: for reversible propellers, a load equal to
60% of the Fb is to be applied from 0,6 R to the tip and
3.2.1 This Section covers open and ducted type propellers from the blade trailing edge to a value of 0,2 chord
situated at the stern of a ship having controllable pitch or length.
fixed pitch blades. Ice loads on bow propellers and pulling
type propellers are to receive special consideration. The 3.3.2 Maximum forward blade force Ff
given loads are expected, single occurrence, maximum val- The maximum forward blade force Ff, in kN, is equal to:
ues for the whole ships service life for normal operational
conditions. These loads do not cover off-design operational • when D < Dlimit :
conditions, for example when a stopped propeller is EAR 2
dragged through ice. This Section applies also for azimuth- F f = 250 ----------- D
Z
ing (geared and podded) thrusters considering loads due to
propeller ice interaction. However, ice loads due to ice • when D ≥ Dlimit :
impacts on the body of azimuth thrusters are not covered by 1 EAR
this Section. F f = 500 -------------- H ice ----------- D
d Z
1 – ----
D
The loads given in the present Article are total loads (unless
otherwise stated) during ice interaction and are to be where:
applied separately (unless otherwise stated) and are
intended for component strength calculations only. The fol- 2
D limit = -------------- H ice
lowing different loads are to be applied separately: d
1 – ----
D
• Force Fb bending a propeller blade backwards when the
Ff is to be applied as a uniform pressure distribution to an
propeller mills an ice block while rotating ahead
area on the face (pressure) side of the blade for the follow-
• Force Ff bending a propeller blade forwards when a pro- ing loads cases (see Tab 2):
peller interacts with an ice block while rotating ahead. • Load case 3: from 0,6 R to the tip and from the blade
leading edge to a value of 0,2 chord length
3.3 Design ice loads for open propeller • Load case 4: a load equal to 50% of the Ff is to be
applied on the propeller tip area outside of 0,9 R
3.3.1 Maximum backward blade force Fb • Load case 5: for reversible propellers, a load equal to
60% of Ff is to be applied from 0,6 R to the tip and from
The maximum backward blade force Fb, in kN, is equal to:
the blade trailing edge to a value of 0,2 chord length.
• when D < Dlimit :
3.3.3 Maximum blade spindle torque Qsmax
0,3
Spindle torque Qsmax around the spindle axis of the blade fit-
F b = – 27 S ice  -----------
EAR 0,7 2
( nD ) D
 Z  ting is to be calculated for the both load cases described in
[3.3.1] for Fb and in [3.3.2] for Ff .
• when D ≥ Dlimit :
These spindle torque values are not to be less than the fol-
EAR 0,3 lowing default value, in kN⋅m:
F b = – 23 S ice  ----------- H ice ( nD ) D
1, 4 0, 7
 Z  Qsmax = 0,25 F c0,7
where:
where:
F : Blade force, in kN⋅m, equal to Fb or Ff , which-
Dlimit = 0,85 (Hice)1,4 ever has the greater absolute value.

NR 527, Sec 3
Table 2 : Load cases for open propeller
Load case Right handed propeller blade

Force Loaded area
N° seen from back
0,2
c
Uniform pressure applied on the back of the
blade (suction side) to an area from 0,6 R to tip
1 Fb
and from the leading edge to 0,2 times the 0,6
chord length R
0,9R
2 50% of Fb blade (suction side) on the propeller tip area
outside of 0,9 R radius
0,2
c
Uniform pressure applied on the blade face
(pressure side) to an area from 0,6 R to the tip
3 Ff
and from the leading edge to 0,2 times the
0,6
chord length R
0,9R
Uniform pressure applied on propeller face
4 50% of Ff (pressure side) on the propeller tip area outside
of 0,9 R radius
c
0,2
60% of Ff or Fb (pressure side) to an area from 0,6 R to the tip
5
which one is greater and from the trailing edge to 0,2 times the
chord length R
0,6

NR 527, Sec 3
3.3.4 Maximum propeller ice torque applied to the • when D > Dlimit :
propeller
F f = 500  ----------- D ------------------- H ice
EAR 1
The maximum propeller ice torque Qmax , in kN⋅m, is equal  Z 
to:  1 – --- d-
 D
• when D < Dlimit :
where:
P 0, 7 0, 16  t 0, 7 0, 6
Q max = 105  1 – ---- S qice  --------
d 0, 17
- ------- ( nD ) D
3
 D   D  D 2
D limit = ------------------- H ice
• when D ≥ Dlimit :  1 – --- d
-
 D
0, 16 0, 6
1, 1 P 0, 7  t------
Q max = 202  1 – ---- S qice H ice  -------- 0, 7
d
- - ( nD ) 0, 17 D 1, 9 Ff is to be applied as a uniform pressure distribution to an
 D  D   D
area on the face (pressure) side of the blade for the follow-
ing load cases (see Tab 3):
where:
• Load case 3: on the blade face from 0,6 R to the tip and
Dlimit = 1,81 Hice
from the blade leading edge to a value of 0,5 chord
length
3.3.5 Maximum propeller ice thrust applied to the
shaft • Load case 5: a load equal to 60% Ff is to be applied
The maximum propeller ice thrusts Tf and Tb , in kN, are from 0,6 R to the tip and from the blade leading edge to
equal to: a value of 0,2 chord length.
• forwards: 3.4.3 Maximum propeller ice torque applied to the
Tf = 1,1 Ff propeller
• backwards: Qmax is the maximum torque on a propeller due to ice-pro-
peller interaction:
Tb = 1,1 Fb
• when D ≤ Dlimit :
0, 16 0, 6
3.4 Design ice loads for ducted propeller d P 0, 7  t 0, 7
Q max = 74  1 – ----  --------
0, 17
- ------- ( nD ) S qice D
3
 D  D   D 
3.4.1 Maximum backward blade force Fb
• when D > Dlimit :
The maximum backward blade force Fb , in kN, is equal to:
0, 16 0, 6
d P 0, 7  t 0, 7
Q max = 141  1 – ----  --------
0, 17 1, 9 1, 1
• when D < Dlimit : - ------- ( nD ) S qice D H ice
 D  D   D 
EAR 0,3
F b = – 9, 5 S ice  ----------- ( nD ) D
0,7 2
 Z  where:
• when D ≥ Dlimit : Dlimit = 1,8 Hice
0,3
F b = – 66 S ice  -----------
EAR 1, 4 0,7 0,6 3.4.4 Maximum blade spindle torque for CP-mechanism
H ice ( nD ) D
 Z  design Qsmax
The spindle torque Qsmax , in kN⋅m, around the spindle axis
where:
of the blade fitting is to be calculated for the load cases
Dlimit = 4,0 Hice described in [3.3.3].
Fb is to be applied as a uniform pressure distribution to an These spindle torque values are not to be less than the fol-
area on the back side of the blade for the following load lowing default value, in kN⋅m:
cases (see Tab 3):
Qsmax = 0,25 F c0,7
• Load case 1: on the back of the blade from 0,6 R to the
tip and from the blade leading edge to a value of 0,2 where:
chord length F : Blade force, in kN⋅m, equal to Fb or Ff , which-
• Load case 5: for reversible rotation propellers, a load ever has the greater absolute value.
equal to 60% of Fb is applied on the blade face from
0,6 R to the tip and from the blade trailing edge to a 3.4.5 Maximum propeller ice thrust (applied to the
shaft at the location of the propeller)
value of 0,2 chord length.
The maximum propeller ice thrusts Tf and Tb , in kN, are
3.4.2 Maximum forward blade force Ff equal to:
The maximum forward blade force Ff, in kN, is equal to: • forwards:
• when D ≤ Dlimit : Tf = 1,1 Ff
• backwards:
F f = 250  ----------- D
EAR 2
 Z  Tb = 1,1 Fb

NR 527, Sec 3
Table 3 : Load cases for ducted propeller
Load case Right handed propeller blade

Force Loaded area
N° seen from back
0,2
c
blade (suction side) to an area from 0,6 R to
1 Fb
the tip and from the leading edge to 0,2 times
the chord length 0,6
R
0,5
Uniform pressure applied on the blade face c
(pressure side) to an area from 0,6 R to the tip
3 Ff
and from the leading edge to 0,5 times the
chord length
0,6
R
c
0,2
60% of Ff or Fb (pressure side) to an area from 0,6 R to the tip
5
which one is greater and from the trailing edge to 0,2 times the
R
chord length 0,6
3.5 Design loads on propulsion line The number of propeller revolutions during a milling
sequence is to be obtained with the following formula:
3.5.1 Torque NQ = 2 Hice
The propeller ice torque excitation for shaft line dynamic The number of impacts is:
analysis is to be described by a sequence of blade impacts
• for blade order excitation: Z NQ
which are of half sine shape and occur at the blade fre-
quency or at twice the blade frequency (see Fig 1). • for twice the blade order excitation: 2 Z NQ
The torque due to a single blade ice impact as a function of Milling torque sequence duration is not valid for pulling
the propeller rotation angle is then: bow propellers, which are subject to special consideration.
• when ϕ = 0°, ... , αi : The response torque at any shaft component is to be ana-
lysed considering excitation torque Q(ϕ) at the propeller,
Q(ϕ) = Cq Qmax sin (ϕ (180/αi))
actual engine torque Qe and mass elastic system.
• when ϕ = αi , ... , 360°:
The design torque (Qr) of the shaft component is to be deter-
Q(ϕ) = 0 mined by means of torsional vibration analysis of the pro-
pulsion line. Calculations are to be carried out for all
where parameters Cq and αi are given in Tab 4.
excitation cases given above and the response is to be
The total ice torque is obtained by summing the torque of applied on top of the mean hydrodynamic torque in bollard
single blades taking into account the phase shift 360°/Z. condition at considered propeller rotational speed.

NR 527, Sec 3
Figure 1 : Shape of the propeller ice torque excitation for 45, 90, 135 degrees single blade impact sequences
and 45 degrees double blade impact sequence (two ice pieces) on a four bladed propeller

! "
! "

Table 4 : Parameters Cq and αi 3.5.3 Blade failure load for both open and nozzle
propeller
Torque Propeller-ice The force is acting at 0,8 R in the weakest direction of the
Cq αi
excitation interaction blade and at a spindle arm of 2/3 of the distance of axis of
Case 1 single ice block 0,50 45 blade rotation of leading and trailing edges, whichever is
Case 2 single ice block 0,75 90
the greater.
Case 3 single ice block 1,00 135 The blade failure load, in kN, is equal to:
two ice blocks with 45°
Case 4 0,50 45 0, 3 c t σ
2
phase in rotation angle F ex = -------------------------ref
- 10 3
0, 8 D – 2 r
3.5.2 Maximum response thrust Tr
where:
The maximum thrust Tr along the propeller shaft line, in kN,
is to be calculated with the formulae below. The factors 2,2 σref = 0,6 σ0,2 + 0,4 σu
and 1,5 take into account the dynamic magnification due to
axial vibration. Alternatively, the propeller thrust magnifica- Table 5 : Hydrodynamic propeller bollard thrust Tn
tion factor may be calculated by dynamic analysis.
• in forward direction: Tr = Tn + 2,2 Tf
Propeller type Tn , in kN
• in backward direction: Tr = 1,5 Tb
CP propellers (open) 1,25 T
where:
Tn : Hydrodynamic propeller bollard thrust, in kN. (ducted) 1,10 T
If Tn is not known, Tn is to be taken as given in FP propellers turbine or electric motor T
Tab 5 driven by
diesel engine (open) 0,85 T
Tf , Tb : Maximum forward and backward propeller ice
thrusts, defined in [3.4.5]. diesel engine (ducted) 0,75 T

NR 527, Sec 3
4 Design taken as 2,5% of chord length, without being

taken greater than 45 mm
4.1 Design principle In the tip area (above 0,975 R radius) x is to be
taken as 2,5% of 0,975 R section length and is
4.1.1 The strength of the propulsion line is to be designed: to be measured perpendicularly to the edge,
• for maximum loads in Article [3] without being taken greater than 45 mm
• such that the plastic bending of a propeller blade shall S : Acceptance criteria:
not cause damages in other propulsion line components • for trailing edge: S = 2,5
• with sufficient fatigue strength. • for leading edge: S = 3,5
• for tip: S = 5,0
4.2 Azimuth main propulsors pice : Ice pressure for leading edge and tip thickness,
taken equal to 16 Mpa
4.2.1 In addition to the above requirements, special con-
σref : As defined in [4.3.1].
sideration is to be given to the loading cases which are
extraordinary for propulsion units when compared with The requirement for edge thickness has to be applied for
conventional propellers. Estimation of the loading cases leading edge and in case of reversible rotation open propel-
must reflect the operational realities of the ship and the lers also for trailing edge. Tip thickness refers to the maxi-
thrusters. In this respect, for example: mum measured thickness in the tip area above 0,975 R
radius. The edge thickness in the area between position of
• the loads caused by impacts of ice blocks on the propel-
maximum tip thickness and edge thickness at 0,975 R
ler hub of a pulling propeller, and
radius is to be interpolated between edge and tip thickness
• the loads due to thrusters operating in an oblique angle value and smoothly distributed.
to the flow,
are to be considered. The steering mechanism, the fitting of 4.4 Prime movers
the unit and the body of the thruster are to be designed to
withstand the loss of a blade without damage. The plastic 4.4.1 The main engine is to be capable of being started and
bending of a blade is to be considered in the propeller running the propeller with the CP in full pitch.
blade position, which causes the maximum load on the 4.4.2 Provisions are to be made for heating arrangements
studied component. to ensure ready starting of the cold emergency power units
at an ambient temperature applicable to the additional class
4.3 Blade design notations POLAR CLASS or the service notations Ice-
breaker.
4.3.1 Maximum blade stresses
The blade stresses are to be calculated using the backward 4.4.3 Emergency power units are to be equipped with start-
and forward loads given in [3.3] and [3.4]. The stresses are ing devices with a stored energy capability of at least three
to be calculated with traceable FE-analysis or other accept- consecutive starts at the design temperature in [4.4.2]. The
able alternative method. The stresses on the blade are not to source of stored energy is to be protected to preclude criti-
exceed the allowable stresses for the blade material given cal depletion by the automatic starting system, unless a sec-
below. ond independent means of starting is provided. A second
The calculated blade stress for the maximum ice load is to source of energy is to be provided for an additional three
comply with the following criterion: starts within 30 minutes, unless manual starting can be
demonstrated to be effective.
σcalc < σall
where: 5 Machinery fastening loading
σ ref accelerations
σ all = -------
-
S
S = 1,5 5.1 General
σref : Reference stress equal to:
5.1.1 Essential equipment and main propulsion machinery
σref = Min (0,7 σu ; 0,6 σ0,2 + 0,4 σu )
supports are to be suitable for the accelerations as indicated
σ0,2 , σu : Representative values for the blade material. in [5.2]. Accelerations are to be considered acting inde-
pendently.
4.3.2 Blade edge thickness
The blade edge thicknesses ted and tip thickness ttip are to be
5.2 Accelerations
greater than tedge given by the following formula:
5.2.1 Longitudinal impact accelerations a
3 p ice
t edge ≥ x S S ice -----------
- The maximum longitudinal impact acceleration at any point
σ ref
along the hull girder, in m/s2, is equal to:
where:
x : Distance from the blade edge measured along F IB H
a  = ------
- 1, 1 tan ( γ stem + φ ) + 7 ------
the cylindrical sections from the edge, to be Δ ui L ui

NR 527, Sec 3
5.2.2 Vertical impact acceleration av For the additional class notations POLAR CLASS 6 and 7 and
The combined vertical impact acceleration av at any point for the service notations Icebreaker 6 and 7, there is to be at
along the hull girder, in m/s2, is equal to: least one ice box, located preferably near the centreline.
F 7.1.3 Ice boxes are to be designed for an effective separa-

a v = 2, 5F IB ------X-
Δ ui tion of ice and venting of air.
where: 7.1.4 Sea inlet valves are to be secured directly to the ice
• Fx = 1,30 at FEui boxes. The valve is to be a full bore type.
• Fx = 0,20 at midship section
7.1.5 Ice boxes and sea bays are to have vent pipes and are
• Fx = 0,40 at AEui to have shut off valves connected direct to the shell.
• Fx = 1,30 at AEui for ships conducting ice breaking
astern. 7.1.6 Means are to be provided to prevent freezing of sea
bays, ice boxes, ship side valves and fittings above the load
Intermediate values of Fx are to be interpolated linearly. water line.
5.2.3 Transverse impact acceleration at 7.1.7 Efficient means are to be provided to re-circulate
The combined transverse impact acceleration at at any point cooling seawater to the ice box. The total sectional area of
along hull girder, in m/s2, is equal to: the circulating pipes is not to be less than the area of the
cooling water discharge pipe.
F
a t = 3 F i ------x-
Δ ui 7.1.8 Detachable gratings or manholes are to be provided for
where: ice boxes. Manholes are to be located above the deepest load
line. Access is to be provided to the ice box from above.
• Fx = 1,50 at FEui
• Fx = 0,25 at midship section 7.1.9 Openings in ship sides for ice boxes are to be fitted
• Fx = 0,50 at AEui with gratings, or holes or slots in shell plates. The net area
through these openings is to be not less than 5 times the
• Fx = 1,50 at AEui for ships conducting ice breaking
area of the inlet pipe. The diameter of holes and width of
astern. slot in shell plating is to be not less than 20 mm. Gratings of
Intermediate values of Fx are to be interpolated linearly. the ice boxes are to be provided with a means of clearing.
Clearing pipes are to be provided with screw-down type
non return valves.
6 Auxiliary systems
8 Ballast tanks
6.1 General
6.1.1 Machinery is to be protected from the harmful effects 8.1 General
of ingestion or accumulation of ice or snow. Where contin-
uous operation is necessary, means are to be provided to 8.1.1 Efficient means are to be provided to prevent freezing
purge the system of accumulated ice or snow. in fore and after peak tanks and wing tanks located above
the water line and where otherwise found necessary.
6.1.2 Means are to be provided to prevent damage due to
freezing, to tanks containing liquids. 9 Ventilation system
6.1.3 Vent pipes, intake and discharge pipes and associ-
ated systems are to be designed to prevent blockage due to 9.1 General
freezing or ice and snow accumulation.
9.1.1 The air intakes for machinery and accommodation
ventilation are to be located on both sides of the ship.
7 Sea inlets and cooling water systems
9.1.2 Accommodation and ventilation air intakes are to be
provided with means of heating.
7.1 General
9.1.3 The temperature of inlet air provided to machinery
7.1.1 Cooling water systems for machinery that are essen-
from the air intakes is to be suitable for the safe operation of
tial for the propulsion and safety of the ship, including sea
the machinery.
chests inlets, are to be designed for the environmental con-
ditions applicable for the additional class notations POLAR
CLASS and the service notations Icebreaker. 10 Alternative design
7.1.2 At least two sea chests are to be arranged as ice boxes 10.1 General
for the additional class notations POLAR CLASS 1 to 5
inclusive and for the service notations Icebreaker 1 to 5 10.1.1 As an alternative, a comprehensive design study
inclusive. The calculated volume for each ice box is to be at may be submitted and may be requested to be validated by
least 1 m3 for every 750 kW of the total installed power. an agreed test programme.

NR 527, Sec 4
SECTION 4 SHIPS OPERATING IN POLAR WATERS (POLAR

CAT)
1 General Guidance instructions for determining MDLT:

a) determine the daily low temperature for each day for a
1.1 Application 10 year period,
1.1.1 This Section applies to ships having one of the addi- b) determine the average of the values over the 10 year
tional service features POLAR CAT-A, POLAR CAT-B or period each day,
POLAR CAT-C. c) plot the daily averages over the year,
1.1.2 This Section includes: d) take the lowest of the averages for the season of opera-
tion.
a) the requirements of the IMO International Code for
Ships Operating in Polar Waters (Polar Code), printed in
1.2.3 Polar Service Temperature
Italic type when quoted in the Section; in the reproduc-
tion of the Polar Code applicable for the purpose of POLAR CODE REFERENCE: Part I-A, Chapter 1, 1.2.11
classification, the word “Administration”, wherever
Polar Service Temperature (PST) means a temperature spec-
mentioned, has been replaced by the word “Society”.
ified for a ship which is intended to operate in low air tem-
Exceptions are indicated in [1.1.3].
perature, which is to be set at least 10°C below the lowest
b) the additional classification requirements of the Society MDLT for the intended area and season of operation in
and the Society’s interpretations of the Polar Code, polar waters.
printed in regular font.
1.2.4 Ship with the additional class notation COLD
The requirements of this Section are cross-referenced to the (H tDH , E tDE)
applicable Part, Chapter and paragraph of the Polar Code,
as appropriate, under the wording “POLAR CODE REFER- When the additional class notation COLD (H tDH , E tDE) is
ENCE”. assigned to the ship, the temperature tDE and tDH are defined
as follows:
1.1.3 The following requirements of the Polar Code are not
• the lowest design external air temperature tDE , in °C, to
within the scope of classification:
be considered for the equipment exposed to low air
• Part I-A Safety measures, Chapter 11 - Voyage planning temperature, is to be equal to the Polar Service Temper-
ature (see [1.2.3])
• Part I-A Safety measures, Chapter 12 - Manning and
training • the lowest mean daily average air temperature tDH , in
• Operational requirements of Part II-A Pollution preven- °C, to be considered for the hull exposed to low air tem-
tion measures. perature, is to be taken not more than 13°C higher than
the Polar Service Temperature (see [1.2.3]).
1.2 Definitions
1.3 Documents to be submitted
1.2.1 Ship operating in low air temperature
1.3.1 Plans and documents to be submitted for
POLAR CODE REFERENCE: Part I-A, Chapter 1, 1.2.12 approval
Ship intended to operate in low air temperature means a The following plans and documents are to be submitted to
ship which is intended to undertake voyages to or through the Society for approval:
areas where the lowest Mean Daily Low Temperature
(MDLT) is below -10°C. • hull plating and framing
• stability calculations in intact and damaged conditions
1.2.2 Mean Daily Low Temperature (MDLT) when relevant
POLAR CODE REFERENCE: Part I-A, Chapter 1, 1.2.9
• machinery arrangement (particularly sea chest arrange-
Mean Daily Low Temperature (MDLT) means the mean ment)
value of the daily low temperature for each day of the year
• winterization arrangement and systems
over a minimum 10 year period. A data set acceptable to
the Society may be used if 10 years of data is not available. • sewage treatment plant arrangement when relevant.

NR 527, Sec 4
1.3.2 Documents to be submitted for information b) to identify relevant hazards (see [2.2.3]) and any other
The following documents are to be submitted to the Society hazards based on a review of the operating profile
for information: c) to develop a model in order to analyse risks, consider-
• the operating profile describing area and season of ing:
operation, ice conditions, temperatures (see [2.2.2]) • development of accident scenarios
• the operational assessment methodology and outcome • probability of events in each accident scenario, and
(see [2])
• consequence of end states in each scenario
• the Polar Water Operational Manual (PWOM) (see
d) to assess risks and to determine acceptability:
[3.1]).
• to estimate risk levels in accordance with the
selected modelling approach, and
2 Operational assessment
• to assess whether the risk levels are acceptable
2.1 General e) in the event that risk levels determined in the previous
steps are considered to be too high: to identify current
2.1.1 Purpose or develop new risk control options that aim to achieve
POLAR CODE REFERENCE: Part I-A, Chapter 1, 1.5 one or more of the following:
In order to establish procedures or operational limitations, • to reduce the frequency of failures through better
an assessment of the ship and its equipment shall be carried design, procedures, training, etc.
out, taking into consideration the following: • to mitigate the effect of failures in order to prevent
accidents
a) the anticipated range of operating and environmental
conditions, such as: • to limit the circumstances in which failures may
occur, or
1) operation in low air temperature,
• to mitigate consequences of accidents
2) operation in ice
f) to incorporate risk control options for design, proce-
3) operation in high latitude dures, training and limitations, as applicable.
4) potential for abandonment onto ice or land
2.2.2 Operating profile
b) hazards, as listed in the Polar Code; and
The operating profile is used to describe the expected envi-
c) additional hazards, if identified. ronmental and operational conditions in the area where the
The operating profile, the methodology and the outcome of ship is intended to trade. The operating profile may be
the operational assessment are reviewed by the Society in defined on the following relevant information and available
order to issue the Polar Ship Certificate and to verify that all documentation:
the requirements of the Polar Code are fulfilled according to a) season and area of operation
the intended operations.
b) ice charts covering the season and area and giving the
most likely ice conditions
2.2 Methodology
c) temperature data for the season and area, over at least
2.2.1 Principles 10 years
The methodology may be based on the following steps: d) operation with icebreaker escort
a) to define operating profile (see [2.2.2]) e) description of Search And Rescue (SAR) availability.
Table 1 : Outcome of the operational assessment
Item Main outcome Additional outcome

Ice class selection Ice class notation Equivalency procedure when relevant
Ice accretion is likely to occur yes / no −
Snow accumulation is likely to occur yes / no −
Slush ice or ice ingestion are likely to occur yes / no −
Operating in low air temperature yes / no Polar Service Temperature (PST)
Freezing temperatures are likely to occur yes / no −
Operating at high latitude yes / no −
Operating during extended periods of darkness yes / no −
Operating during extended periods of daylight yes / no −
Scenario of abandonment water / ice / land Maximum Estimated Time of Rescue (ETR)
Operating with icebreaker escort yes / no −

NR 527, Sec 4
2.2.3 Hazards In the event of incidents in polar waters, the PWOM shall
The hazards to be considered during the operational assess- include risk-based procedures to be followed for:
ment may be taken as follows:
a) contacting emergency response providers for salvage,
a) ice (sea ice regime, ice accretion, ice ingestion) search and rescue (SAR), spill response, etc., as applica-
b) snow accumulation ble; and
c) low air and sea temperature b) in the case of ship with an ice class notation or service
notation Icebreaker, procedures for maintaining life
d) extended periods of darkness or daylight
support and ship integrity in the event of prolonged
e) high latitude entrapment by ice.
f) remoteness and possible lack of accurate and complete The PWOM shall include risk-based procedures to be fol-
hydrographic data and information lowed for measures to be taken in the event of encountering
g) lack of ship crew experience in polar operations ice and/or temperatures which exceed the ship's design
capabilities or limitations.
h) lack of suitable emergency response equipment
i) rapidly changing and severe weather conditions The PWOM shall include risk-based procedures for monitor-
ing and maintaining safety during operations in ice, as appli-
j) environmental impacts. cable, including any requirements for escort operations or
Additional hazards may be considered if relevant. icebreaker assistance. Different operational limitations may
apply depending on whether the ship is operating inde-
2.2.4 Outcome of the assessment pendently or with icebreaker escort. Where appropriate, the
As an outcome of the operational assessment, the informa- PWOM should specify both options.
tion to be provided to the Society are summarized in Tab 1.
3.2 Ship structure
3 Safety
3.2.1 Materials of exposed structures
3.1 Polar Water Operational Manual (PWOM) POLAR CODE REFERENCE: Part I-A, Chapter 3, 3.3.1
3.1.1 General For a ship operating in low air temperature and having the
POLAR CODE REFERENCE: Part I-A, Chapter 2, 2.3.1 additional class notation COLD (H tDH , E tDE), the materials
for weather and sea exposed structural members and for
In order to provide the Owner, operator, master and crew
members attached to the weather and sea exposed shell
with sufficient information regarding the ship's operational
plating are to comply with the applicable requirements of Pt
capabilities and limitations, to support their decision-mak-
E, Ch 10, Sec 11 of the Rules for Steel Ships.
ing process, a Polar Water Operational Manual (PWOM)
shall be carried on board. When a ship is granted with an additional class notation
POLAR CLASS or a service notation Icebreaker, in case the
3.1.2 Content of the PWOM
material grades in Sec 2 and those of the additional class
POLAR CODE REFERENCE: Part I-A, Chapter 2, 2.3.2 and notation COLD (H tDH , E tDE) differ, the higher material
2.3.3 grade is to be selected.
A table of contents is given as a guidance in App 1.
The PWOM shall contain the methodology used to deter- 3.2.2 Hull scantlings
mine capabilities and limitations in ice. POLAR CODE REFERENCE: Part I-A, Chapter 3, 3.3.2
In order to avoid encountering conditions that exceed the
ship’s capabilities, the PWOM shall include or refer to spe- When a ship is granted with the additional service feature
cific risk-based procedures in normal operations for the fol- POLAR CAT-A, the hull scantlings are to comply with at
lowing: least the requirements of Sec 2, as applicable to the addi-
tional class notation POLAR CLASS 5 or the service feature
a) voyage planning to avoid ice and/or temperatures that Icebreaker 5.
exceed the ship's design capabilities or limitations;
When a ship is granted with the additional service feature
b) arrangements for receiving forecasts of the environmen-
POLAR CAT-B, the hull scantlings are to comply with at
tal conditions;
least the requirements of Sec 2 as applicable to the addi-
c) means of addressing any limitations of the hydrographic, tional class notation POLAR CLASS 7 or the service feature
meteorological and navigational information available; Icebreaker 7.
d) operation of equipment; and
The additional service feature POLAR CAT-B may be
e) implementation of special measures to maintain equip- granted to a ship with the hull scantlings complying with
ment and system functionality under low temperatures, the additional class notation ICE CLASS IA SUPER or ICE
topside icing and the presence of sea ice, as applicable. CLASS IA.

NR 527, Sec 4
When a ship is granted with the additional service feature The ice damage extents to be assumed for both probabilistic
POLAR CAT-C, the hull scantlings are to comply with the and deterministic approaches, regardless of the SDS nota-
assigned ice class, as applicable. tion, are defined as follows:
When, according to the outcome of the operational assess- a) the longitudinal extent is 4,5% of the upper ice water-
ment, ice strengthening is not required, typically for open line length if centred forward of the maximum breadth
water, the additional service feature POLAR CAT-C is to be on the upper ice waterline, and 1,5% of upper ice
granted. waterline length otherwise, and shall be assumed at any
longitudinal position along the ship's length;
3.3 Stability b) the transverse penetration extent is 760 mm, measured
normal to the shell over the full extent of the damage;
3.3.1 Intact conditions and
POLAR CODE REFERENCE: Part I-A, Chapter 4, 4.3.1 c) the vertical extent is the lesser of 20% of the upper ice
waterline draught or the longitudinal extent, and shall be
When, according to the outcome of the operational assess- assumed at any vertical position between the keel and
ment, the ship is operating in areas and during periods 120% of the upper ice waterline draught.
where ice accretion is likely to occur, the stability in intact
conditions is to take into account the weight of ice accre- Note 1: When the additional class notation COLD (H tDH , E tDE) is
tion on the full length of the ship, as follows: assigned, the damage stability is to take into account the weight of
ice accretion as specified in the additional class notation.
a) 30 kg/m2 on exposed weather decks and gangways;
b) 7,5 kg/m2 for the projected lateral area of each side of 3.4 Watertight and weathertight integrity
the ship above the water plane; and
3.4.1 General
c) the projected lateral area of discontinuous surfaces of POLAR CODE REFERENCE: Part I-A, Chapter 5, 5.3.1
rail, sundry booms, spars (except masts) and rigging of
ship having no sails and the projected lateral area of When, according to the outcome of the operational assess-
other small objects shall be computed by increasing the ment, the ship is operating in areas and during periods
total projected area of continuous surfaces by 5% and where ice accretion is likely to occur, means are to be pro-
the static moments of this area by 10%. vided to remove or prevent ice and snow accretion around
hatches and doors.
Ships operating in areas and during periods where ice
accretion is likely to occur shall be: Note 1: When the additional class notation COLD DI is assigned,
the requirements above are fulfilled.
a) designed to minimize the accretion of ice; and
3.4.2 Ships with the additional class notation COLD
b) equipped with means for removing ice equipped with (H tDH , E tDE) operating in low air temperature
such means for removing ice as the Society may require;
for example, electrical and pneumatic devices, and/or POLAR CODE REFERENCE: Part I-A, Chapter 5, 5.3.2
special tools such as axes or wooden clubs for removing For a ship operating in low air temperature and having the
ice from bulwarks, rails and erections. additional class notation COLD (H tDH , E tDE), all the clos-
Note 1: When the additional class notation COLD DI is assigned, ing appliances and doors relevant to the watertight and
the requirements above are fulfilled. weathertight integrity are to comply with the applicable
requirements of Pt E, Ch 10, Sec 11 of the Rules for Steel
The PWOM is to include information about icing allowance Ships.
used in the stability calculations and is to refer the appropri-
ate measures to be taken to ensure that the ice accretion
does not exceed this allowance (see Chapter 5 in the 3.5 Machinery installations
PWOM given in App 1, Tab 3).
3.5.1 General
3.3.2 Damaged conditions POLAR CODE REFERENCE: Part I-A, Chapter 6, 6.3.1
POLAR CODE REFERENCE: Part I-A, Chapter 4, 4.3.2 When, according to the outcome of the operational assess-
ment, the ship is operating in areas and during periods
The residual stability after ice damage is to be calculated for
where ice accretion and/or snow accumulation and/or slush
a ship having the additional service feature POLAR CAT-A
ice conditions or freezing are likely to occur, the following
or POLAR CAT-B. applies:
When a probabilistic approach is required, the probability a) machinery installations and associated equipment are to
factor of survival after flooding si is to be taken equal to 1,0 be protected against the effect of ice accretion and/or
for all the loading conditions used to calculate the attained snow accumulation, ice ingestion from sea water, freez-
subdivision index. ing and increased viscosity of liquids, seawater intake
temperature and snow ingestion;
When a deterministic approach is required, the residual sta-
bility criteria are to be complied with for each loading con- b) working liquids shall be maintained in a viscosity range
dition. that ensures operation of the machinery; and

NR 527, Sec 4
c) seawater supplies for machinery systems shall be c) the fire main shall be arranged so that exposed sections
designed to prevent ingestion of ice (Refer to MSC/Circ. can be isolated and means of draining of exposed sec-
504, Guidance on design and construction of sea inlets tions shall be provided. Fire hoses and nozzles need not
under slush ice conditions), or otherwise arranged to be connected to the fire main at all times, and may be
ensure functionality. stored in protected locations near the hydrants;
Note 1: When the additional class notation COLD DI is assigned, d) firefighter's outfits shall be stored in warm locations on
requirements a) and b) above are fulfilled. the ship; and
e) where fixed water-based fire-fighting systems are located
3.5.2 Ships with the additional class notation COLD
(H tDH , E tDE) operating in low air temperature in a space separate from the main fire pumps and use
their own independent sea suction, this sea suction shall
POLAR CODE REFERENCE: Part I-A, Chapter 6, 6.3.2 be also capable of being cleared of ice accumulation.
For a ship operating in low air temperature and having the Note 1: When the additional class notation COLD DI is assigned,
additional class notation COLD (H tDH , E tDE), the machin- requirements a) to d) above are fulfilled.
ery installations are to comply with the applicable require-
ments of Pt E, Ch 10, Sec 11 of the Rules for Steel Ships. 3.6.2 Ships with the additional class notation COLD
(H tDH , E tDE) operating in low air temperature
3.5.3 Propulsion and steering equipment POLAR CODE REFERENCE: Part I-A, Chapter 7, 7.3.3
POLAR CODE REFERENCE: Part I-A, Chapter 6, 6.3.3 For a ship operating in low air temperature and having the
When a ship is granted with the additional service feature additional class notation COLD (H tDH , E tDE), the exposed
POLAR CAT-A, the scantlings of propeller blades, propul- fire safety systems and appliances are to comply with the
sion line, steering equipment and other appendages are to applicable requirements of Pt E, Ch 10, Sec 11 of the Rules
comply with at least the requirements of Sec 3, as applica- for Steel Ships.
ble to the additional class notation POLAR CLASS 5 or the
service feature Icebreaker 5. 3.7 Life-saving appliances
When a ship is granted with the additional service feature 3.7.1 Escape
POLAR CAT-B, the scantlings of propeller blades, propul-
sion line, steering equipment and other appendages are to POLAR CODE REFERENCE: Part I-A, Chapter 8, 8.3.1
comply with at least the requirements of Sec 3, as applica- When, according to the outcome of the operational assess-
ble to the additional class notation POLAR CLASS 7 or the ment, the ship is operating in areas and during periods
service feature Icebreaker 7. where ice accretion is likely to occur, means shall be pro-
vided to remove or prevent ice and snow accretion from
The additional service feature POLAR CAT-B may be
escape routes, muster stations, embarkation areas, survival
granted to a ship having the scantlings of propeller blades,
craft, its launching appliances and access to survival craft.
propulsion line, steering equipment and other appendages
in compliance with the additional class notation ICE CLASS Exposed escape routes shall be arranged so as not to hinder
IA SUPER or ICE CLASS IA. passage by persons wearing suitable polar clothing.
When a ship is operating in low air temperature, adequacy
When a ship is granted with the additional service feature
of embarkation arrangements shall be assessed, having full
POLAR CAT-C, the scantlings of propeller blades, propul-
regard to any effect of persons wearing additional polar
sion line, steering equipment and other appendages are to
clothing.
comply with the assigned ice class, if applicable.
3.7.2 Evacuation
3.6 Fire safety and protection POLAR CODE REFERENCE: Part I-A, Chapter 8, 8.3.2
Ships shall have means to ensure safe evacuation of per-
3.6.1 General
sons, including safe deployment of survival equipment,
POLAR CODE REFERENCE: Part I-A, Chapter 7, 7.3.1 and when operating in ice-covered waters, or directly onto the
7.3.2 ice, as applicable.
When, according to the outcome of the operational assess- When means to ensure safe evacuation are requesting an
ment, the ship is operating in areas and during periods additional source of power, this source shall be able to
where ice accretion and/or snow accumulation and/or slush operate independently of the ship's main source of power.
ice conditions or freezing are likely to occur, the fire safety
systems and appliances are to comply with the following 3.7.3 Survival
requirements: POLAR CODE REFERENCE: Part I-A, Chapter 8, 8.3.3
a) isolating and pressure/vacuum valves in exposed loca- For a ship assigned with the service notation Passenger ship
tions are to be protected from ice accretion and remain or Ro-ro passenger ship, a proper sized immersion suit or a
accessible at all time; thermal protective aid shall be provided for each person on
b) fire pumps including emergency fire pumps, water mist board.
and water spray pumps are to be located in compart- For any ship where immersion suits are required, they shall
ments maintained above freezing; be of the insulated type.

NR 527, Sec 4
When, according to the outcome of the operational assess- For a ship granted with an ice class or one of the service
ment, the ship is operating in extended periods of darkness, features Icebreaker, the following applies:
searchlights suitable for continuous use to facilitate identifi-
a) either two independent echo-sounding devices or one
cation of ice shall be provided for each lifeboat.
echo-sounding device with two separate independent
No lifeboat shall be of any type other than partially or transducers shall be provided
totally enclosed type.
b) where the required equipment has sensors that project
Appropriate survival resources, which address both individ-
below the hull, such sensors shall be protected against
ual (personal survival equipment) and shared (group sur-
ice
vival equipment) needs, shall be provided, as follows:
c) when the ship is granted with the additional service fea-
a) life-saving appliances and group survival equipment that
ture POLAR CAT-A or POLAR CAT-B, the bridge wings
provide effective protection against direct wind chill for
shall be enclosed or designed to protect navigational
all persons on board;
equipment and operating personnel.
b) personal survival equipment in combination with life-
When, according to the outcome of the operational assess-
saving appliances or group survival equipment that pro-
ment, the ship is operating in areas and during periods
vide sufficient thermal insulation to maintain the core
where ice accretion is likely to occur, means to prevent the
temperature of persons; and
accumulation of ice on antennas required for navigation
c) personal survival equipment that provide sufficient pro- and communication shall be provided.
tection to prevent frostbite of all extremities.
Ships shall have two non-magnetic means to determine and
When, according to the outcome of the operational assess- display their heading. Both means shall be independent and
ment, a potential of abandonment onto ice or land is identi- shall be connected to the ship's main and emergency
fied, the following applies: source of power.
a) group survival equipment shall be carried, unless an When, according to the outcome of the operational assess-
equivalent level of functionality for survival is provided ment, the ship is proceeding to latitudes over 80 degrees,
by the ship's normal life-saving appliances; the ship shall be fitted with at least one GNSS compass or
b) when required, personal and group survival equipment equivalent, which shall be connected to the ship's main and
sufficient for 110% of the persons on board shall be emergency source of power.
stowed in easily accessible locations, as close as practi-
cal to the muster or embarkation stations; and 3.8.3 Additional navigational equipment
c) containers for group survival equipment shall be POLAR CODE REFERENCE: Part I-A, Chapter 9, 9.3.3
designed to be easily movable over the ice and be float- When, according to the outcome of the operational assess-
able. ment:
When, according to the outcome of the operational assess-
• the ship is not operating in areas with 24 hours daylight,
ment, the need to carry personal and group survival equip-
the ship shall be equipped with two remotely rotatable,
ment is identified, means shall be identified of ensuring that
narrow-beam search lights controllable from the bridge
this equipment is accessible following abandonment.
to provide lighting over an arc of 360 degrees, or other
When carried in addition to persons, in the survival craft, means to visually detect ice
the survival craft and launching appliances shall have suffi-
• the ship is involved in operations with an icebreaker
cient capacity to accommodate the additional survival
escort, the ship shall be equipped with a manually initi-
equipment.
ated flashing red light visible from astern to indicate
Passengers shall be instructed in the use of the personal sur- when the ship is stopped. This light shall have a range of
vival equipment and the action to take in an emergency. visibility of at least two nautical miles, and the horizon-
The crew shall be trained in the use of the personal survival tal and vertical arcs of visibility shall be conform to the
equipment and group survival equipment. stern light specifications required by the International
Adequate emergency rations shall be provided, for the max- Regulations for Preventing Collisions at Sea.
imum expected time of rescue (ETR).
3.9 Communication
3.8 Safety of navigation
3.9.1 Ship communication
3.8.1 Nautical information POLAR CODE REFERENCE: Part I-A, Chapter 10, 10.3.1
Communication equipment on board shall have the capabil-
Ships shall have means of receiving and displaying current ities for ship-to-ship and ship-to-shore communication, tak-
information on ice conditions in the area of operation. ing into account the limitations of communications systems
in high latitudes and the anticipated low temperature.
3.8.2 Navigational equipment functionality
Note 1: When a ship is navigating above latitudes of 76°N or 76°S,
the GMDSS equipment is to be compliant with the requirements for
Ships shall comply with SOLAS regulation V/22.1.9.4, irre- sea areas A1 to A4 (refer to COMSAR/Circ. 32 Harmonization of
spective of the size and, depending on the bridge configura- GMDSS requirements for radio installations on board SOLAS
tion, have a clear view astern. ships).

NR 527, Sec 4
Two-way on-scene and Search And Rescue (SAR) coordina- 4 Pollution prevention
tion communication capability in ship shall include:
a) voice and/or data communications with relevant rescue 4.1 Pollution by oil
coordination centres; and
4.1.1 Application
b) equipment for voice communications with aircraft on POLAR CODE REFERENCE: Part II-A, Chapter 1, 1.2
121,5 MHz and 123,1 MHz.
The requirements of [4.1.2] to [4.1.5] apply only to ships
The communication equipment shall provide for two-way granted with the additional service feature POLAR CAT-A or
voice and data communication with a TeleMedical Assist- POLAR CAT-B.
ance Service (TMAS).
4.1.2 Fuel oil tanks
A ship with one of the additional service notations Ice- POLAR CODE REFERENCE: Part II-A, Chapter 1, 1.2.1
breaker shall be equipped with a sound signalling system
A ship with an aggregate oil fuel capacity of less than
mounted to face astern to indicate escort and emergency
manoeuvres to following ships as described in the Interna- 600 m3 is to be assigned with the additional class notation
tional Code of Signals. PROTECTED FO TANKS, as defined in Part A of the Rules
for Steel Ships.
3.9.2 Survival craft and rescue boat communication 4.1.3 Cargo oil tanks of oil tankers less than
capabilities 5000 tons deadweight
POLAR CODE REFERENCE: Part I-A, Chapter 10, 10.3.2 POLAR CODE REFERENCE: Part II-A, Chapter 1, 1.2.3
When a ship is operating in low air temperature, all rescue A ship assigned with one of the following service notations:
boats and lifeboats, whenever released for evacuation, • Oil tanker
shall: • FLS tanker
a) for distress alerting, carry one device for transmitting • Combination carrier/OBO ESP
ship to shore alerts, • Combination carrier/OOC ESP,
b) in order to be located, carry one device for transmitting and with a deadweight less than 5000 tons, is to have the
signals for location, entire cargo length protected with double bottom tanks,
wing tanks or spaces other than cargo and fuel oil tanks,
c) for on-scene communications, carry one device for arranged in accordance with the applicable requirements
transmitting and receiving on-scene communications. given in Pt D, Ch 7, Sec 2, [3.2.4] of the Rules for Steel
Note 1: Requirements above are fulfilled when, on each rescue Ships.
boat and lifeboat, the following communication devices are car-
ried: 4.1.4 Cargo tanks of ships other than oil tankers
POLAR CODE REFERENCE: Part II-A, Chapter 1, 1.2.2
• one equipment of EPIRB type for ship to shore communications
A ship not assigned with one of the service notations listed
• one equipment of SART type for transmitting signals for loca- in [4.1.3] shall have all cargo tanks constructed and utilized
tion to carry oil separated from the outer shell by a distance of
• one equipment of VHF type (portable or fixed) for on-scene not less than 0,76 m.
communications.
4.1.5 Oil residue tanks
When a ship is operating in low air temperature, all other POLAR CODE REFERENCE: Part II-A, Chapter 1, 1.2.4
survival craft shall:
All oil residue (sludge) tanks and oily bilge water holding
a) in order to be located, carry one device for transmitting tanks shall be separated from the outer shell by a distance
signals for location, of not less than 0,76 m. This requirement does not apply to
small tanks with a maximum individual capacity not greater
b) for on-scene communications, carry one device for than 30 m3.
transmitting and receiving on-scene communications.
Note 2: Requirements above are fulfilled when the following com- 4.2 Pollution by sewage
munication devices are stored on board in order to be carried on
each survival craft: 4.2.1 Sewage treatment plant
• one equipment of SART type for transmitting signals for loca-
POLAR CODE REFERENCE: Part II-A, Chapter 4, 4.2.1
tion A sewage treatment plant is not required when the ship has
a sufficient onboard storage capacity for liquid effluent
• one equipment of VHF type for on-scene communications.
allowing the fully loaded ship to operate without discharg-
Recognizing the limitations arising from battery life, proce- ing any sewage substances into the sea during the expected
dures shall be developed and implemented such that man- time of operation.
datory communication equipment for use in survival craft, Note 1: When the additional class notation NDO-x days is assigned,
including liferafts, and rescue boats are available for opera- requirement above is fulfilled and a sewage treatment plant is not
tion during the maximum expected time of rescue. required.

NR 527, Sec 4
When the ship operates in areas of ice concentrations less meet the operational requirements in regulation either 9.1.1
than 1/10 and is assigned with: or 9.2.1 of MARPOL Annex IV.
• the service notation Passenger ship or Ro-ro passenger When the ship operates in areas of ice concentrations
ship, and/or exceeding 1/10 for extended periods of time, the discharge
of sewage into the sea is allowed only for a ship having the
• the additional service feature POLAR CAT-A or POLAR
additional service feature POLAR CAT-A or POLAR CAT-B
CAT-B,
and using an approved sewage treatment plant certified by
the discharge of sewage into the sea is allowed only with an the Society to meet the operational requirements in regula-
approved sewage treatment plant certified by the Society to tion either 9.1.1 or 9.2.1 of MARPOL Annex IV.

NR 527, App 1
APPENDIX 1 POLAR WATER OPERATIONAL MANUAL (PWOM)
1 General Noting an aspect as ‘not applicable’ also indicates that this

aspect has been considered and not merely omitted.
1.1 Application 1.2 Table of contents

1.1.1 The Polar Water Operational Manual (PWOM) is 1.2.1 A detailed table of contents with guidances are given
intended to address all aspects of operations. When appro- in Tab 2 to Tab 5 for each division of the PWOM listed in
priate information, procedures or plans exist elsewhere in a Tab 1.
ship's documentation, the PWOM itself does not need to
replicate this material but may, instead, cross-reference the Table 1 : Contents of PWOM
relevant document.
Division Title
As a guidance, a table of contents is given in this Appendix.
1 Operational capabilities and limitations
Not every section will be applicable to every polar ship. For 2 Ship operations
instance POLAR CAT-C ships that undertake occasional or
3 Risk management
limit polar voyages will not need to have procedures for sit-
uations with a very low probability of occurrence. 4 Joint operations
Table 2 : Contents for operational capabilities and limitations
1 - OPERATIONAL CAPABILITIES AND LIMITATIONS
Chapter 1 - Operation in ice

1.1 - Operator guidance for safe The PWOM should establish the means by which decisions as to whether ice conditions
operation exceed the ship's design limits should be made, taking into account the operational limitations
on the Polar Ship Certificate. An appropriate decision support system, such as the Canada's
Arctic Ice Regime Shipping System, and/or the Russian Ice Certificate as described in the Rules
of Navigation on the water area of the Northern Sea Route, can be used (1).
Bridge personnel should be trained in the proper use of the system to be utilized. For ships that
will operate only in ice-free waters, procedures to ensure that will keep the ship from encoun-
tering ice should be established.
1.2 - Icebreaking capabilities The PWOM should provide information on the ice conditions in which the ship can be
expected to make continuous progress. This may be drawn, for example from numerical anal-
ysis, model test or from ice trials. Information on the influence of ice strength for new or
decayed ice and of snow cover may be included.
1.3 - Manoeuvring in ice No guidance.
1.4 - Special features Where applicable, the PWOM should include the results of any equivalency analyses made to
determine Polar Ship category/ice class. The manual should also provide information on the
use of any specialized systems fitted to assist in ice operations.
Chapter 2 - Operation in low air temperatures
2.1 - System design The PWOM should list all ship systems susceptible to damage or loss of functionality by expo-
sure to low temperatures, and the measures to be adopted to avoid malfunction.
Chapter 3 - Communication navigation capabilities in high latitudes
The PWOM should identify any restrictions to operational effectiveness of communications and navigational equipment that may
result from operating in high latitudes.
Chapter 4 - Voyage duration
The PWOM should provide information on any limitations on ship endurance such as fuel tankage, fresh water capacity, provision stores,
etc. This will normally only be a significant consideration for smaller ships, or for ships planning to spend extended periods in ice.
(1) Guidance on methodologies for assessing operational capabilities and limitations in ice (POLARIS) as described in IMO Circu-
lar MSC.1/Circ.1519, can also be used.

NR 527, App 1
Table 3 : Contents for ship operations
2 - SHIP OPERATIONS
Chapter 1 - Strategic planning
Assumptions used in conducting the analyses referred to below should be included in the Manual.
1.1 - Avoidance of hazardous ice For ships operating frequently in polar waters, the PWOM should provide information with
respect to periods during which the ship should be able to operate for intended areas of
operation. Areas that pose particular problems, e.g. chokepoints, ridging, as well as worst
recorded ice conditions should be noted. Where the available information is limited or of
uncertain quality, this should be recognized and noted as a risk for voyage planning.
1.2 - Avoidance of hazardous For ships operating frequently in polar waters, the PWOM should provide information with
temperatures respect to, the daily mean daily low temperature as well as the minimum recorded tempera-
ture for each of the days during the intended operating period. Where the available informa-
tion is limited or of uncertain quality, this should be recognized as a risk for voyage planning.
1.3 - Voyage duration and Procedures to establish requirements for supplies should be established, and appropriate safety
endurance levels for safety margins determined taking into account various scenarios, e.g. slower than
expected steaming, course alterations, adverse ice conditions, places of refuge and access to
provisions. Sources for and availability of fuel types should be established, taking into account
long lead times required for deliveries.
1.4 - Human resources The PWOM should provide guidance for the human resources management, taking into
management account the anticipated ice conditions and requirements for ice navigation, increased levels of
watch keeping, hours of rest, fatigue and a process that ensures that these requirements will be
met.
Chapter 2 - Arrangements for receiving forecasts of environmental conditions
The PWOM should set out the means and frequency for provision of ice and weather information. Where a ship is intended to
operate in or in the presence of ice, the manual should set out when weather and ice information is required and the format for the
information.
When available, the information should include both global and localized forecasts that will identify weather and ice patterns/
regimes that could expose the ship to adverse conditions.
The frequency of updates should provide enough advance notice that the ship can take refuge or use other methods of avoiding the
hazard if the conditions are forecast to exceed its capabilities.
The PWOM may include use of a land-based support information provider an effective method of sorting through available informa-
tion, thereby providing the ship only with information that is relevant, reducing demands on the ship's communications systems. The
manual may also indicate instances in which additional images should be obtained and analysed, as well as where such additional
information may be obtained.
2.1 - Ice information The PWOM should include or refer to guidance on how radar should be used to identify ice
floes, how to tune the radar to be most effective, instructions on how to interpret radar images,
etc. If other technologies are to be used to provide ice information, their use should also be
described.
2.2 - Meteorological information No guidance.
Chapter 3 - Verification of hydrographic, meteorological and navigational information
The PWOM should provide guidance on the use of hydrographic information.
Chapter 4 - Operation of Special Equipment
4.1 - Navigation systems No guidance.
4.2 - Communication systems No guidance.
Chapter 5 - Procedures to maintain equipment and system functionality
5.1 - Icing prevention and The PWOM should provide guidance on how to prevent or mitigate icing by operational
de-icing means, how to monitor and assess ice accretion, how to conduct de-icing using equipment
available on the ship, and how to maintain the safety of the ship and its crew during all of
these aspects of the operation.
5.2 - Operation of seawater The PWOM should provide guidance on how to monitor, prevent or mitigate ice ingestion by
systems seawater systems when operating in ice or in low water temperatures. This may include
recirculation, use of low rather than high suctions, etc.
5.3 - Procedures for low The PWOM should provide guidance on maintaining and monitoring any systems and equip-
temperature operations ment that are required to be kept active in order to ensure functionality; e.g. by trace heating
or continuous working fluid circulation.

NR 527, App 1
Table 4 : Contents for risk management
3 - RISK MANAGEMENT
Chapter 1 - Risk mitigation in limiting environmental condition
1.1 - Measures to be considered The PWOM should contain guidance for the use of low speeds in the presence of hazardous
in adverse ice conditions ice. Procedures should also be set for enhanced watchkeeping and lookout manning in
situations with high risks from ice, e.g. in proximity to icebergs, operation at night, and other
situations of low visibility. When possibilities for contact with hazardous ice exist, procedures
should address regular monitoring, e.g. soundings/inspections of compartments and tanks
below the waterline.
1.2 - Measures to be considered The PWOM should contain guidance on operational restrictions in the event that temperatures
in adverse temperature below the ships polar service temperature are encountered or forecast. These
conditions may include delaying the ship, postponing the conduct of certain types of operation, using
temporary heating, and other risk mitigation measures.
Chapter 2 - Emergency response
In general, where the possibility of encountering low air temperatures, sea ice, and other hazards is present, the PWOM should
provide guidance on procedures that will increase the effectiveness of emergency response measures.
2.1 - Damage control the PWOM should consider damage control measures arrangements for emergency transfer of
liquids and access to tanks and spaces during salvage operations.
2.2 - Fire-fighting No guidance.
2.3 - Escape and evacuation Where supplementary or specialized lifesaving equipment is carried to address the possibilities
of prolonged durations prior to rescue, abandonment onto ice or adjacent land, or other
aspects specific to polar operations, the PWOM should contain guidance on the use of the
equipment and provision for appropriate training and drills.
Chapter 3 - Coordination with emergency response services
3.1 - Ship emergency response The PWOM should include procedures to be followed in preparing for a voyage and in the
event of an incident arising.
3.2 - Salvage The PWOM should include procedures to be followed in preparing for a voyage and in the
event of an incident arising.
3.3 - Search and rescue The PWOM should contain information on identifying relevant Rescue Coordination Centres
for any intended routes, and should require that contact information and procedures be
verified and updated as required as part of any voyage plan.
Chapter 4 - Procedures for maintaining life support and ship integrity in the event of prolonged entrapment by ice
Where any ship incorporates special features to mitigate safety or environmental risks due to prolonged entrapment by ice, the
PWOM should provide information on how these are to be set up and operated. This may include, for example, adding additional
equipment to be run from emergency switchboards, draining systems at risk of damage through freezing, isolating parts of HVAC
systems, etc.
4.1 - System configuration No guidance.
4.2 - System operation No guidance.
Table 5 : Contents for joint operations
4 - JOINT OPERATIONS
Chapter 1 - Escorted operations
The PWOM should contain or reference information on the rules and procedures set out by coastal States who require or offer
icebreaking escort services. The manual should also emphasize the need for the master to take account of the ship's limitations in
agreeing on the conduct of escort operations.
Chapter 2 - Convoy operations No guidance.

NR 527, App 2
APPENDIX 2 METHOD FOR DETERMINING EQUIVALENT ICE

CLASS
1 General 1.2.4 For existing ships, service experience can help in the
risk assessment. As an example, for an existing ship with a
record of polar ice operations, a shortfall in the extent of the
1.1 Application
ice belt (hull areas) may be acceptable if there is no record
1.1.1 This Appendix is a guidance intended to help in the of damage to the deficient area; i.e. a ship, that would gen-
determination of equivalency with standards acceptable by erally meet POLAR CLASS 5 requirements but in limited
the Society. The methodology is consistent with the guide- areas is only POLAR CLASS 7, could still be considered as a
lines for the approval of alternatives and equivalents as pro- POLAR CAT-A ship. In all such cases, the ship documenta-
vided for in various IMO instruments (MSC.1/Circ.1455), tion should make clear the nature and the scope of any defi-
while it allows the use of a simplified approach. ciencies.
1.2 Principles 1.3 Process of assessment

1.2.1 The basic approach for considering equivalency for
1.3.1 Steps of assessment
POLAR CAT-A and POLAR CAT-B ships can be the same for
both new and existing ships. It involves comparing other ice The process includes the following steps of assessment:
classes to the Polar Classes. For ice classes under POLAR
a) selection of the target POLAR CLASS for equivalency
CAT-C, additional information on comparisons of strength-
ening levels is available (refer to the annex to HELCOM b) comparison of the materials used in the design with the
Recommendation 25/7 Safety of Winter Navigation in the minimum requirements under the target POLAR CLASS;
Baltic Sea Area). The responsibility for generating the equiv- identification of any shortfalls, and
alency request and supporting information required should
rest with the Owner/operator. Review/approval of any c) comparison of the strength levels of hull and machinery
equivalency request should be undertaken by the Society. components design with the requirements under the tar-
get POLAR CLASS; quantification of the levels of com-
1.2.2 The scope of a simplified equivalency assessment is pliance.
expected to be limited to:
a) materials selection 1.3.2 Additional steps of assessment
b) structural strength of the hull Where gaps in compliance are identified in the previous
c) propulsion machinery. steps, additional steps should be necessary to demonstrate
equivalency, as outlined below:
1.2.3 If there is not full and direct compliance, then an
equivalent level of risk may be accepted in accordance with a) to identify any risk mitigation measures incorporated in
a guidance provided by the Society. An increase in the the design of the ship (in addition to the requirements of
probability of an event can be balanced by a reduction in its the Polar Code and the target POLAR CLASS)
consequences. Alternatively, a reduction in probability b) to provide, where applicable, documentation of service
could potentially allow acceptance of more serious conse- experience of the existing ships, in conditions relevant
quences. Using a hull area example, a local shortfall in to the target POLAR CLASS for equivalency, and
strength level or material grade could be accepted if the
internal compartment is a void space, for which a local c) to undertake an assessment, taking into account infor-
damage will not put the overall safety of the ship at risk or mation from all the previous steps, as applicable, and
lead to any release of pollutants. on the principles outlined from [1.2.1] to [1.2.4].

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Rules for the Classification of

Marine & Offshore

SECTION 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS AND

SECTION 3 MACHINERY REQUIREMENTS FOR POLAR CLASS AND

SECTION 4 SHIPS OPERATING IN POLAR WATERS (POLAR CAT)

APPENDIX 1 POLAR WATER OPERATIONAL MANUAL (PWOM)

APPENDIX 2 METHOD FOR DETERMINING EQUIVALENT ICE CLASS

2 Bureau Veritas January 2017

Section 2 Structural Requirements for Polar Class and Icebreaker ships

January 2017 Bureau Veritas 3

Section 3 Machinery Requirements for Polar Class and Icebreaker ships

4 Bureau Veritas January 2017

Section 4 Ships Operating in Polar Waters (POLAR CAT)

Appendix 1 Polar Water Operational Manual (PWOM)

Appendix 2 Method for Determining Equivalent Ice Class

January 2017 Bureau Veritas 5

1 General service notation Icebreaker. The ice descriptions given in

Figure 1 : Antarctic area

January 2017 Bureau Veritas 7

Figure 2 : Arctic waters

8 Bureau Veritas January 2017

1.2 Additional requirement 1.6 Output of propulsion machinery

1.3.1 Upper ice waterline 2 Additional class notations POLAR

1.3.2 Lower ice waterline 2.1 Scope

1.4 Bow form 3 Service notations Icebreaker

January 2017 Bureau Veritas 9

Table 2 : POLAR CLASS description

10 Bureau Veritas January 2017

Table 3 : Icebreaker description

Independent operations in summer/autumn Independent operations in winter/spring Design

1 without restrictions without restrictions multi-year ice 3,0 12,0

Table 4 : Additional service features POLAR CAT

January 2017 Bureau Veritas 11

SECTION 2 STRUCTURAL REQUIREMENTS FOR POLAR CLASS

12 Bureau Veritas January 2017

1 General Table 1 : Value of hi for hull area extents

1.1 Hull areas POLAR CLASS or Icebreaker hi , in m

Figure 1 : Hull area extents for POLAR CLASS ships

WL angle = 10 deg at UIWL

b = distance from AEui to maximum

January 2017 Bureau Veritas 13

Figure 2 : Hull area extents for Icebreaker ships

0.20 Lui 0.15 Lui 0.25 Lui

POLAR CLASS or Icebreaker 1 2 3 4 5 6 7

1.2 Hull shape Figure 3 : Definition of angles γstem and αbow

1.2.1 For ships having one of the additional class notations

1.2.2 In addition, for ships having one of the service nota-

14 Bureau Veritas January 2017

Figure 4 : Definition of hull angles

Section A-A Section B-B

Table 3 : Minimum value of inclination of the hull (angle θ) at UIWL

Position on the hull (x/Lui)

Table 4 : Material grade requirements for classes I, II and III

As-built thickness t, Material class I Material class II Material class III

January 2017 Bureau Veritas 15

Table 5 : Material grades for weather exposed plating

POLAR CLASS or Icebreaker

Table 6 : Material classes for structural members

Structural member Material class

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