Transport Publication TP 8941 E
8. Conduct Of Ship
8.1 The ship shall comply with the Collision Regulations and in particular proceed at safe speed having regard to visibility, and prevailing ice conditions.
8.2 Any requirement for escort should be arranged by the Owner, or by the Master or Agent, on his behalf.
8.3 No ship shall navigate within the sea ice areas unless it complies with part I of the Charts and Publications Regulations, as if it were a ship to which part I of those Regulations applies and within waters to which that part applies.
8.4 Every ship shall be under the conduct of an ice advisor while navigating in ice covered waters.
8.5 The ice advisor described in paragraph 8.4 shall comply with the hours of rest provisions in the Safe Manning Regulations.
9. Reporting
9.1 Reporting of ice conditions during hours of operation shall be at the meteorological synoptic times of 0000, 0600, 1200 and 1800 Z ( UTC - coordinated universal time) according to procedures and format specified in the Environment Canada Marine Weather Observing Manual ( MANMAR ). This manual specifies an international ice reporting code which may be transferred/reported to any Canadian Marine Radio Station.
10. Equipment Failures And Casualties
10.1 When a ship sustains damage or suffers a casualty, or a malfunction of any items required by section 11, the master shall report the incident to either,
- ECAREG CANADA, or
- local VTS Centre.
11. Ship Arrangements
11.1 General
11.1.1 All passenger ships operating in the sea ice area shall have 4 hulls constructed of approved steel or other approved material.
11.1.2 Watertight doors shall not normally be fitted in any watertight bulkheads below the bulkhead deck. However where such doors are fitted, to permit efficient operation of the ship, they shall be
- power operated and capable of being independently closed from
- the wheelhouse,
- at some position above the bulkhead deck, and
- locally at the door;
- subject to (a) constructed, operated and fitted in accordance with sections 14 to 18 of the Hull Construction Regulations;
- kept closed during navigation except to permit the passage of passengers or crew or when work in the vicinity of the door necessitates its being open. The door must be immediately closed when the transit through the door is complete or when the task which necessitated its being open is finished; and
- if fitted in transverse watertight bulkhead within passenger spaces below the bulkhead deck then the subdivision on both sides shall be protected by longitudinal bulkheads having no openings, and located inboard of the extent of damage described in section 11.2.1.
11.1.3 All ships shall be fitted with trim and heel indicators.
11.1.4 All dry compartments, accommodations and machinery spaces below the bulkhead deck, not normally manned, shall be fitted with bilge alarms having indicators in wheelhouse and sounding pipes readily accessible from bulkhead or higher deck.
No ship shall navigate within the sea ice area unless it complies with Section 32 and 33 of the Navigating Appliances and Equipment Regulations, as if it were a ship to which those sections apply and within waters to which those sections apply and the searchlight positioned so as not to blind the ice navigator.
11.1.6 Ships operating on dedicated routes or on less onerous voyages may be specially considered by the Board.
11.1.7 The design of the hull scantlings shall not be less than for a Type A ship as defined in the Arctic Shipping Pollution Prevention Regulations.
11.2 Damage Assumptions
11.2.1 The assumed extent of damage is:
- longitudinal extent 1/3L2/3 or 14.5 metres, whichever is less, positioned so as to include at least two consecutive compartments anywhere within the length of the ship;
- transverse extent 0.1B or 2 metres whichever is less measured inboard from the ships side at right angles to the centre line at the level of the sea ice area subdivision waterline but not to be less than 1 metre inboard from the ships side;
- vertical extent from the base line upwards to the underside of the bulkhead deck; or
- if any damage of lesser extent than indicated above would result in a more severe condition regarding heel or less righting lever such damage shall be assumed in calculations.
The final condition of the ship after damage and in the case of unsymmetrical flooding after equalization measures have been taken shall be as follows:
- The righting lever curve ( GZ ) shall have a minimum range of 20 degrees beyond the position of equilibrium.
- The righting lever ( GZ ) shall have a maximum value of at least 100 mm .
- The final waterline, taking into account trim and heel, shall not reduce the freeboard according to the sea ice area subdivision waterline by more than 2/3 at any point in the length of the ship.
- In the case of unsymmetrical flooding the total heel shall not exceed seven degrees.
11.2.3 For the purpose of making damage stability calculations the volume and surface permeabilities shall be in general as follows:
| Spaces | Permeability |
|---|---|
| appropriated to cargo, or stores | 60 |
| occupied by accommodation | 95 |
| occupied by machinery | 85 |
| intended for liquids | 0 or 95* |
| void Spaces | 95 |
*Whichever results in the more severe requirements
Higher surface permeabilities are to be assumed in respect of spaces which, in the vicinity of the damage waterplane, contain no substantial quantity of accommodation or machinery and spaces which are not generally occupied by any substantial quantity of cargo or stores.
11.2.4 Unsymmetrical flooding is to be kept to a minimum consistent with efficient arrangements. Where it is necessary to correct large angles of heel, the means adopted shall be self-acting. Where cross-flooding arrangements are provided the time for equalization shall not exceed 15 minutes.
11.2.5 A double bottom shall be fitted extending from the forepeak bulkhead to the after peak bulkhead as far as this is practicable and compatible with the design and proper working of the ship. The inner bottom shall be continued out to the ship's sides in such a manner as to protect the bottom to the turn of the bilge. Such protection will be deemed satisfactory if the line of intersection of the outer edge of the margin plate with the bilge plating is no lower at any part than a horizontal plane passing through the point of intersection with the frame line amidships of a transverse diagonal line inclined at 25° to the base line and cutting it at a point one-half the ship's moulded breadth from the middle line.
11.3 Life Saving Equipment
11.3.1 Every ship shall carry the following life saving equipment:
- sufficent inflatable life rafts to accommodate the complement;
- a rescue craft on each side of the vessel under a launching appliance; only one rescue craft need be carried on vessels less than 500 gross registered tons; and
- one approved marine anti-exposure work suit for each member of the rescue boat crew plus two per survival craft launching station.
11.3.2 Any Inflatable liferafts, or rescue boats carried in compliance with the Life Saving Equipment Regulations shall count towards the requirements of sections 11.3.1 (a) and (b) respectively.
12. Subdivision
12.1 The sea ice areas as defined in section 4 of the standards have been developed on the basis of the historical frequency of occurrence of old ice (sea ice which has survived at least one summers melt). Since younger types of sea ice and/or ice-bergs, may also be present and outside these areas, the areas do not imply that conditions elsewhere are ice free or without ice hazard.
12.2 Recognizing that first year fresh water ice may be as hard as old ice and the possible presence of ice bergs and sea ice, all ships operating within the economic zones of eastern Canada shall comply with the standard of subdivision specified in Section 12.2.1.
12.2.1 All ships shall have a deepest subdivision load waterline assigned in accordance with the Hull Construction Regulations to a two compartment standard of subdivision for operation in ice.
