Ice Passport

CENTRAL MARINE RESEARCH AND DESIGN INSTITUTE
(CNIIMF)
CNIIMF
Approve
Director General, Dr.
November 15, 2007
ICE CERTIFICATE
for 70000 DWT Arctic Shuttle Tankers

SHIP NAME
Head of the Laboratory of Icebreaking

Technology and Ice Performance of Ships
Saint-Petersburg, 2007
Ice Certificate for 70000 dwt Arctic Shuttle Tankers SHIP NAME 2
TABLE OF CONTENTS
INTRODUCTION................................................................................................... 4
1. PRINCIPAL DEFINITIONS ............................................................................ 6
2. INSTRUCTION FOR THE USE OF ICE CERTIFICATE .............................. 7
3. PRINCIPAL CHARACTERISTICS OF SHIPS ............................................. 11
4. NAVIGATION CONDITIONS IN SOUTH-EASTERN REGION OF

THE BARENTS SEA ..................................................................................... 14
5. ADMISSIBLE SPEEDS FOR TANKER MOVING

INDEPENDENTLY IN LEVEL COMPACT ICE AND THROUGH
LARGE ICE FLOES (500-2000 m) ................................................................ 18
5.1. Navigation of ship under loaded condition ahead .................................. 18

5.1.1. Ice pressure and ice ridges are absent ........................................... 18
5.1.2. Ice pressure 1 and 2 points, no ice ridges ................................... 19
5.1.3. No ice pressure, ice ridges 2 points ............................................ 20
5.2. Navigation of ship under ballast condition ahead .................................. 21
6. ADMISSIBLE SPEEDS FOR TANKER MOVING
INDEPENDENTLY THROUGH MEDIUM ICE FLOES (100-500 m) ........ 24

Central Marine Research and Design Institute (CNIIMF)

7. ADMISSIBLE SPEEDS FOR TANKER INDEPENDENT

MOVEMENT IN ICE CAKE (ice floes less than 20 m) OR UNDER
ICEBREAKER ESCORT ................................................................................ 30

7.1.1. Ice pressure and ice ridges are absent ............................................ 30
7.2.1. Ice pressure and ice ridges are absent ............................................ 33
8. SIDE COMPRESSIVE RESISTANCE .......................................................... 36
9. SAFE DISTANCES OF ESCORTING ........................................................... 38
9.1. Navigation of ship under loaded condition ahead, ice

concentration is 5-6 ................................................................................ 39
concentration is 9-10 .............................................................................. 41
9.4. Navigation of ship under ballast condition ahead, ice
concentration is 9-10 .............................................................................. 44
10. MINIMUM ADMISSIBLE CURVATURE RADIUS OF A CHANNEL...... 45
11. GENERAL RECOMMENDATIONS FOR NAVIGATORS ......................... 47

INTRODUCTION
Safety of the navigation of ships in ice provided by the hull strength and propul-
sion/steering unit is regulated by classification societies by assigning ship an appropriate
ice category (ice class) in dependence on operational conditions and ships purpose. At the
same time, in practice, due to one or another reason ships from time to time operate under
heavier ice conditions in comparison with rated ones. In such ice conditions, ship should
work subject to certain restrictions. This means that it can move through the ice channel
behind icebreaker (or independently) at lower speeds thus ensuring needed level of safety
of sailing in ice the thickness and other characteristics of which surpass rated values for the
ship in question.
Restricted, that is reduced down to a safe level, speeds of escorting ships are deter-
mined by calculation in dependence on structure and hull lines, dimensions and displace-
ment, propulsion plant power and thrust characteristics of the propelling unit, age and state
(wear out) of the shell plating. Results of the calculations representing graphic depen-
dences of admissible (safe) speeds of the movement of ship upon ice conditions and ice-
breaker escorting parameters (channel width, thickness and concentration of broken ice in
the channel) are summarized in the form of a regulating document called Ice Certificate
(formerly Ice Passport).
Advisability of the development of Ice Certificate for ships operating in ice is ac-
knowledged by the Russian Maritime Register of Shipping (RMRS) and by the Northern
Sea Route Administration (NSRA). Accordingly, recommendations on the use of Ice Cer-
tificate are included into the Rules of classification and construction of sea-going ships of
the RMRS and into the Guide to navigating through the Northern Sea Route of the NSRA.
In accordance with the Regulations on the assessment of the suitability of ships to

sail in winter to freezing ports of the Russian Federation approved by the Ministry of
Transport of the RF, harbour master under specific ice conditions may allow the navigation
of ship with ice class lower then required by the port regulations, if she meets the require-
ments of the operation under low outdoor air temperature, her power plant and propulsion
unit provide for the steady movement along the ice channel and the possibility of safe op-
eration is confirmed by Ice Certificate. Conclusions on the suitability of ships for the oper-

ation in winter as well as Ice Certificate are issued by CNIIMF entrusted by the Instruction
of the Ministry of Transport No.VR-30-r of 17.02.2003 On measures ensuring the safety
of navigation of cargo ships calling at freezing ports of the Russian Federation.
The availability of the Ice Certificate gives the possibility to soundly assign prin-
cipal parameters of safe operational modes of the movement of ships in ice. Such parame-
ters include safe speed in the channel and safe distance to the icebreaker sailing in front or
to another ship forming a part of a composite convoy.
Shuttle tankers have ice class LU6 and are intended for year round transportation of
oil on the route Varandey-Murmansk. According to Rules Classification and Construction
of seagoing ships of Russian Maritime Register of Shipping, edition 2003 (Part I. Classifi-
cation, Table 2.2.3.4-1) independent navigation of vessels with ice class LU6 in The Ba-
rents Sea is allowed without any restrictions with the exception of navigating in extremely
severe ice navigations.
The Ice Certificate is valid for 10 years. On the expiration of this period it is sub-
ject to the renewal based on the results of the expert examination of the documents con-
taining information on the state of shell plating and the extent of its wear. The Ice Certifi-
cate is subject to the renewal also in case of inadequate replacement of main engines, pro-
pulsion unit elements as well as modification of the hull structure.

1. PRINCIPAL DEFINITIONS
Safe speed maximum possible speed of the ship movement under certain
ice conditions when the hull/ice interaction in the channel does
not result in the hull damage.
Attainable speed maximum speed of the ship movement under certain ice condi-
tions she can develop and maintain using the full power of main
engines.
Admissible speed maximum speed of the ship movement under certain ice condi-
tions corresponding to either safe or attainable speed whichever
is lower.
Minimum safe distance minimum distance between ship and the icebreaker sailing in
front or other ship forming part of a composite convoy equal to
the braking track of ship in the channel in case of a sudden stop .
Ice concentration ratio between the area of floes in the zone of their relatively
uniform distribution and the total area of this zone expressed in
numbers (by 10-point scale). For instance, ice concentration of
7-8 means that 70-80 % of the channel area is covered with ice
and the remaining 20-30 % is open water.
Ice pressure decrease of the distance between separate ice floes as a result
of the wind and current action leading to the increase of concen-
tration and drifting ice compacting (expressed in numbers by 3-
point scale).
Ice ridges concentration of hummocks of all types on the ice surface (ex-
pressed in numbers by 5-point scale).
Ice cake ice floes of less than 20 m in diameter.
Medium ice floes ice floes of 100-500 m in diameter.
Large ice floes ice floes of 500-2000 m in diameter.

2. INSTRUCTION FOR THE USE OF ICE CERTIFICATE
Ice Certificate along with general recommendations contains graphical relation-

ships (diagrams) for the determination of three calculation parameters admissible speed,
safe distance of escorting and minimum admissible curvature radius of ice channel.
All the design dependencies cover only the mode of ships operation ahead and
cannot be used for the mode of operation astern.
Safe speeds in ice are determined on the basis of the strength of forward end of
ship. However cases of, for instance, dynamic loads on ship side while turning in the chan-
nel are not considered.
Determination of admissible speed

Original information:
ships trim loaded;
under ballast;
type of navigation independent;
under icebreaker escort;
ice conditions level compact ice;
large ice floes (500-2000 m);
medium ice floes (100-500 m);
ice cake (less 20 m);
additional ice factors ice pressure;
hummocks;
ice thickness current value.
At the first stage, out of set diagrams one is selected which corresponds to the
ships trim, type of ice navigation and ice conditions. At the second stage, by the ice thick-
ness admissible speed is determined. As an illustration, Figure 2.1 presents a representative
diagram of the ice propulsion of the ship having limitations in ice navigation.
Line ABCD defines the upper limit of the zone of attainable speeds corresponding
to a maximum possible speed value proceeding from the ships running qualities. Bounda-
ries of the zone of safe speeds due to the forward end strength is characterized by line
BGF. At these speeds the ship works under the conditions of elastic deformations. The

second boundary of the zone of Safe speeds calculated using the criterion of elastic defor-
mation of hull material is characterized by line CE. Admissible Speed defined as a mini-
mum one out of safe and attainable speeds is shown in the figure by enveloping line
ABGF.
In some cases the relationships characterizing attainable and safe speeds may have
no points of intersection and then admissible speed is entirely defined by the ships propul-
sion.
Residual deformations
Safe zone Hazard Zone
are possible
A
16 ABCD - attainable speed
BGF - safe speed
14
ABGF - admissible speed
12
B
10
C
Speed, kn
D
6
G
E
4
F
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
Figure 2.1. Diagram illustrating the procedure of the determination of attaina-

ble, safe and admissible speeds of ships movement in ice
Field of Figure 2.1 represents four zones each having its particular features:
Green Zone this is an area of operational speeds the sailing at which is safe for
ship.

Yellow Zone this area of speeds is accessible for ship by her technical abilities;
however navigation at such speeds may represent hazard but doesnt impend safety of na-
vigation. Intensive hull/ice interaction could result in residual deformation of hull plating.
Red Zone this area of speeds is accessible for ship by her technical abilities; how-
ever navigation at such speeds is of higher hazard. Considerable external loads due to
hull/ice interaction could result not only in residual deformation but in failure of hull struc-
tures.
White Zone area of speeds physically inaccessible for ship; sailing at such speeds
is impossible at existing power level, propulsion system parameters and hull shape.
Determination of safe distance

Original information for the determination of a minimum admissible distance:
ships trim loaded, under ballast;
concentration of ice in the channel 5-6, 7-8, 9-10;
ice thickness current value;
speed current value.
At the first stage, out of a set diagrams one is selected which corresponds to the
ships trim and ice concentration in the channel. At the second stage, by the ice thickness
and speed safe distance is determined.
The safe distance is determined for the event of emergency braking of ship with
propeller reversing during the movement in the channel, when due to a suddenly emerged
ice obstacle an icebreaker or ship moving ahead loses way until the full stop. The ship
should be capable of killing the way and stopping in order to avoid collision.
Figure 2.2 shows a representative diagram from which the safe distance between
ship and icebreaker is determined.

4 0 0 0
3 5 0 0
Concentration of ice - S
Safe distance
3 0 0 0
2 5 0 0
h1
2 0 0 0
h2
1 5 0 0
L h3
1 0 0 0
5 0 0
4 5 6 7 8 9 1 0 1 1 1 2
V Speed
Figure 2.2. Diagram illustrating the procedure of the determination of safe dis-
tance (L) when ship is moving at a speed (V) in the channel behind
the icebreaker through ice with thickness (h 2 ) and ice concentra-
tion (S)
Determination of minimum admissible curvature radius of ice channel

Original information for the determination of minimum admissible curvature radius
of ice channel:
speed of a ship 5-6 knots;
channel width current value.
Curvature radius of ice channel is determined using a diagram establishing depen-

dence between this parameter and width of a channel.

3. PRINCIPAL CHARACTERISTICS OF SHIPS
Ship names Hull number IMO number

SHIP NAME
Characteristics Values
Type of ship Arctic shuttle tanker
Classification society Russian Maritime Register of Shipping
American Bureau of Shipping
Ice Class LU6
Principal dimensions:
length overall 257.0 m
length between perpendiculars 234.7 m
beam 34.0 m
depth 21.0 m
design draft 14.0 m
forward ballast draft 8.02 m
stern ballast draft 10.02 m
mean ballast draft 9.02 m
forward draft (loaded) 13.89 m
stern draft (loaded) 14.13 m
mean draft (loaded) 14.01 m
Deadweight:
on design draft 70 000 t
at loaded condition (departure) 70 647 t
at ballast condition (arrival) 33 640 t
Displacement:
light weight 21 400 t
at loaded condition (departure) 92 047 t
at ballast condition (arrival) 55 040 t

Main engines:
number and type 2 Wartsila 16V38

1 Wartsila 6L38
maximum continuous power (MCP) 11600 kW (Wartsila 16V38)
4350 kW (Wartsila 6L38)
RPM at MCP 600 min-1 (Wartsila 16V38)
600 min-1 (Wartsila 6L38)

Service speed in open water going ahead 15.7 knots
Type of propulsors Rudder propellers Azipod
Shaft power 2 10000 kW
Propeller:
number 2
type FPP (fixed pitch propeller)
diameter 5.6 m
pitch ratio at a relative radius of 0,7 0.755

disc-area ratio 0.537
number of blades 4
offset of lower edge of propeller 0.64 m

from the base line
Block coefficient 0.798
Structural particulars Double hull, vertical flat side amidships
Bow bulb no
Bow thruster yes
Stem angle 19
Entrance angle of design water line 37

Framing system:
bow area transverse
midship area longitudinal
Side plating material (ice belt area) steel of grade AH and DH (yield
point 360 MPa)
Side plating thickness:
bow area 35 mm
intermediate area 33 mm
midship area 32.5 mm
Frame spacing:
bow area 500 mm
intermediate area 500 mm
midship area 600 mm.

4. NAVIGATION CONDITIONS IN SOUTH-EASTERN REGION

OF THE BARENTS SEA
Data on ice conditions in south-eastern region of The Barents Sea were collected by
summarizing the results of long-standing observations from fixed polar stations and by
shipborne observations. Distance of ice navigation changes according to ice edge position
which changes during moderate (medium type) and severe (heavy type) winters according
to Table 4.1.
Table 4.1. Distance of ice route from ice edge to oil terminal in the area of Varandey, miles
Type of ice January February March April May June November December
conditions
Medium type 195 275 300 260 190 100 0 100
Heavy type 305 370 390 370 305 200 80 160
In accordance with the statistical data ice conditions achieve their climax in April
when average long-term thickness of fast ice in the area of Varandey reaches 1 m. Table
4.2 shows average long-term data on seasonal changes of fast ice thickness during mod-
erate and severe winters.
Table 4.2. Seasonal changes of fast ice thickness in the area of polar station Varandey, cm
Type of ice October November December January February March April
conditions
Medium type 10 25 45 60 80 90 100
Heavy type 15 30 50 75 95 110 125

Due to the fact that the most of time tankers will operate in drifting ice, Figures 4.1.-
4.3 present the fragments of maps of south-eastern part of the Barents Sea with the distri-
bution of thickness of level drifting ice. Indicated on the maps ice thicknesses are corres-
pondent to average multi-year conditions occurring from January to April during the period
of ice cover accumulation.
January
Figure 4.1. Average multi-year distribution of the thicknesses (cm) of level drifting
ice in January

February
March
ice in February and March

April
ice in April
This document presents the estimation of ice strength of hull of tankers which is ful-
filled according every kind of ice conditions occurring in south-eastern region of the Ba-
rents Sea.
As one can see from Table 4.2, during all-year round independent navigation a vessel
have to overcome the areas of one-year medium ice with design thickness up to 100 cm at
medium type of ice conditions and up to 125 cm at heavy type of ice conditions.

5. ADMISSIBLE SPEEDS FOR TANKER MOVING INDEPEN-

DENTLY IN LEVEL COMPACT ICE AND THROUGH LARGE
ICE FLOES (500-2000 m)
5.1. Navigation of ship under loaded condition ahead
5.1.1. Ice pressure and ice ridges are absent
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield
15.2 13.0 10.5 8.0 6.0 5.2 4.6 4.1 3.6 3.2 2.8
condition
according to allowable
15.2 13.0 10.5 8.0 6.0 5.2 4.6 4.1 3.6 3.2 2.8
plastic deformation
Residual deformations
are possible
16
Loaded condition
14 Ice pressure - absent
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
Figure 5.1. Speed limitation of tanker during the movement under loaded condition ahead
in level compact ice and through large ice floes (no pressure, no ice ridges)

5.1.2. Ice pressure 1 and 2 points, no ice ridges
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 1 point 14.8 12.3 9.4 6.8 4.4 3.3 2.2 - - - -
at ice pressure 2 points 14.5 11.5 8.1 4.7 - - - - - - -
Residual deformations are

possible
16 Loaded condition
Ice pressure - 1 and 2 points
14 Ice ridges - absent
12
10
Speed, kn
2 points 1 point
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
Figure 5.2. Speed limitation of tanker during the movement under loaded condi-
tion ahead in level compact ice and through large ice floes (ice pressure
1 and 2 points, no ice ridges)

5.1.3. No ice pressure, ice ridges 2 points
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 14.1 10.5 6.9 4.6 3.2 2.6 1.9 - - - -

possible
16 Loaded condition
Ice pressure - absent
14 Ice ridges - 2 points
12
10
Speed, kn
4 2 points
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in level compact ice and through large ice floes (no ice pres-
sure, ice ridges - 2 points)

5.2. Navigation of ship under ballast condition ahead
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield
16.0 13.8 11.3 8.8 6.6 5.7 5.0 4.4 3.8 3.4 2.9
condition
16.0 13.8 11.3 8.8 6.6 5.7 5.0 4.4 3.8 3.4 2.9
plastic deformation

possible
16
Ballast condition
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
Figure 5.4. Speed limitation of tanker during the movement under ballast condi-
tion ahead in level compact ice and through large ice floes (no pressure, no
ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 1 point 15.6 13.1 10.3 7.5 5.0 3.9 2.7 1.4 - - -
at ice pressure 2 points 15.2 12.2 8.9 5.4 1.7 - - - - - -

possible
16 Ballast condition
12
10
Speed, kn
4
2 points 1 point
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in level compact ice and through large ice floes (ice pressure
1 and 2 points, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 15.0 11.3 7.6 5.0 3.4 2.7 2.0 1.3 - - -

possible
12
10
Speed, kn
4 2 points
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in level compact ice and through large ice floes (no ice pres-
sure, ice ridges - 2 points)

6. ADMISSIBLE SPEEDS FOR TANKER MOVING INDEPEN-

DENTLY THROUGH MEDIUM ICE FLOES (100-500 m)
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield
15.5 13.7 11.7 9.8 8.0 7.2 6.4 5.8 5.2 4.7 4.2
condition
15.5 13.7 11.7 9.8 8.0 7.2 6.4 5.8 5.2 4.7 4.2
plastic deformation

possible
16
Loaded condition
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (no pressure, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 1 point 15.1 13.1 10.9 8.8 6.8 5.8 5.0 4.1 3.2 - -
at ice pressure 2 points 14.9 12.5 9.9 7.3 4.7 3.3 1.9 - - - -

possible
16 Loaded condition
12
10
Speed, kn
4
2 points 1 point
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (ice pressure 1 and 2 points, no
ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 14.6 11.7 8.9 6.4 4.7 4.0 3.4 2.9 2.5 2.0 1.7

possible
16 Loaded condition
12
10
Speed, kn
6 2 points
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (no ice pressure, ice ridges - 2 points)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield
16.6 14.9 13.0 11.1 9.4 8.6 7.8 7.1 6.5 5.9 4.8
condition
16.6 14.9 13.0 11.1 9.4 8.6 7.8 7.1 6.5 5.9 5.3
plastic deformation

possible
16
Ballast condition
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (no ice pressure, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 1 point 16.3 14.3 12.2 10.0 8.0 7.1 6.2 5.3 4.4 3.4 2.4
at ice pressure 2 points 16.0 13.7 11.2 8.6 5.9 4.5 3.1 1.4 - - -

possible
12
10
Speed, kn
4
2 points 1 point
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (ice pressure 1 and 2 points, no
ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 15.8 13.0 10.2 7.8 5.9 5.1 4.3 3.7 3.1 2.7 2.5

possible
12
10
Speed, kn
6
2 points
4
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead through medium ice floes (no ice pressure, ice ridges - 2 points)

7. ADMISSIBLE SPEEDS FOR TANKER INDEPENDENT MO-

VEMENT IN ICE CAKE (ice floes less than 20 m) OR UN-
DER ICEBREAKER ESCORT
Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield 15.8 14.4 12.8 11.2 9.6 8.9 8.2 7.5 6.9 5.0 3.7
condition
15.8 14.4 12.8 11.2 9.6 8.9 8.2 7.5 6.9 6.3 5.8
plastic deformation

possible
16
Loaded condition
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (no pressure, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 2 points 15.3 13.4 11.3 9.1 6.9 5.8 4.7 3.5 2.2 - -

possible
16 Loaded condition
12
10
Speed, kn
6
1 point
4
2 points
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (ice pressure 1 and 2 points, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 15.1 12.8 10.4 8.2 6.3 5.6 4.9 4.4 4.0 3.7 3.5

possible
16 Loaded condition
12
10
Speed, kn
2 points
6
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (no ice pressure, ice ridges - 2 points)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
according to yield
17.2 16.1 14.8 13.3 11.8 11.0 10.3 9.5 8.1 5.0 3.9
condition
17.2 16.1 14.8 13.3 11.8 11.0 10.3 9.5 8.9 8.2 7.6
plastic deformation

possible
16
Ballast condition
Ice ridges - absent
12
10
Speed, kn
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (no pressure, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots
at ice pressure 2 points 16.7 15.1 13.2 11.1 8.9 7.8 6.6 5.4 4.1 2.8 -

possible
12
10
Speed, kn
8 1 point
4
2 points
2
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (ice pressure 1 and 2 points, no ice ridges)

Ice thickness, m 0.2 0.4 0.6 0.8 1.0 1.1 1.2 1.3 1.4 1.5 1.6
Speed, knots 16.7 14.8 12.5 10.3 8.2 7.4 6.6 6.1 5.6 5.0 3.9

possible
12
10
Speed, kn
8
2 points
6
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
Ice thickness, m
tion ahead in ice cake (no ice pressure, ice ridges - 2 points)

8. SIDE COMPRESSIVE RESISTANCE
Estimation of adequate strength of ice strake plating amidship under the impact of
ice compacting is carried out by the comparison of carrying capacity of shell-plate P sp and
ice strength for crumpling P ice . The last value is characterized by maximum load which ice
can cause before the beginning of ice failure under the static contact with the ship side. In
the cases when condition P sp P ice is complied with, the strength of ice strake plating is
ensured.
Maximum load P sp which design element is able to sustain prior to the formation of
plastic hinges along its long supporting edges is determined taking into account plating
thickness, frame spacing and yield point of steel. With a shell plating thicknes of 32.5 mm,
frame spacing of 600 mm and steel yield point of 360 MPa the design maximum load P sp
exceeds 3 MPa.
Ice strength for crumpling P ice depends not only on physical and mechanical para-
meters but directly on its thickness: as ice thickness increases ice load on design plating
element increases. Figure 8.1. shows calculation dependence of P ice on ice thickness.
800
700
600
Ice load, kPa
500
400
300
200
100
0
0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5
Ice thickness, m
Figure 8.1. Maximum ice load on the design element of side plating on ice
thickness

According to this dependence maximal ice pressure on the design element of side
plating will be about 0.7-0.75 MPa at ice of about 1.4-1.5 m thick.
Thus, calculation estimates of the load-carrying capacity of side plating in the mid-
dle hull portion against the ice compressive impact show that strength of shell plating
amidships of tanker is sufficient for the operation of ship in the south-eastern part of the
Barents sea under conditions of ice compacting of any degree and maximum ice thick-
nesses in this region.

9. SAFE DISTANCES OF ESCORTING
Safe distance is determined for the event of emergency braking of ship with the re-
versing of propellers (crash stop) during movement ahead in the channel behind ice-
breaker, when a suddenly emerged ice obstacle results in sharp braking and stopping of a
leading icebreaker. The ship should be capable of quenching inertia and stopping having
avoided collision with icebreaker.
At the same time, unjustified increase of the distance between ship and icebreaker
leads to a reduction of escorting speed in ice due to a narrowing of the channel possible
under conditions of pressure, greater fullness of the channel with broken ice and according-
ly the increase of ice resistance. Therefore the distance close to a safe one is optimal for the
escorting. Minimum safe distance depends on an initial speed of ship, its loading (dis-
placement), hull lines, time of reversing and ice conditions.
Although mainly independent navigation is intended during operation of arctic
shuttle tankers in the south-eastern part of the Barents Sea, the necessity of icebreaker es-
cort may arise in heavy ice conditions. Since maximum breadth of the existing nuclear ice-
breakers is 28 m, the shuttle tanker of 34 m beam will move in a mode of breaking edges
of the channel.
Thus, minimum admissible (safe) distance for arctic shuttle tanker was calculated
as the distance passed by ship at a set speed in the channel filled with ice and having a
width by 10-20% less than ships beam, propellers being emergently braked, that is at the
reverse of propeller rotation to full astern without turning of Azipod units. Margin of dis-
tance to icebreaker after stopping was taken equal to 200 m.
Figures 9.1-9.6 show diagrams of minimum safe distances for arctic shuttle tanker
(under loaded and ballast conditions) in dependence on ice thickness and speed of move-
ment in the channel filled with brash ice of different concentration.

9.1. Navigation of ship under loaded condition ahead,

ice concentration is 5-6
1700
1600 h = 0.4 m
Loaded condition,
concentration of ice in
1500
the channel 5-6 tenth,
h - ice thickness
1400 h = 0.8 m
1300
1200 h = 1.2 m
1100
Safe distance, m
1000
900 h = 1.6 m
800
700
h = 2.0 m
600
500
400
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots
Figure 9.1. Safe distances for arctic shuttle tanker when moving under loaded
conditions ahead behind icebreaker along the channel with an ice
concentration of 5-6 tenth


1600
h = 0.4 m
1500
Loaded condition,
1400 the channel 7-8 tenth,
h - ice thickness
1300
1200
h = 0.8 m
1100
Safe distance, m
1000
900
h = 1.2 m
800
700
600 h = 1.6 m
500
h = 2.0 m
400
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots


1500
h = 0.4 m
1400 Loaded condition,
1300 the channel 9-10 tenth,
h - ice thickness
1200
1100
h = 0.8 m
1000
Safe distance, m
900
800
700 h = 1.2 m
600
h = 1.6 m
500
400
h = 2.0 m
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots


concentration is 5-6
1200
h = 0.4 m
Ballast condition,
1100
h - ice thickness
1000 h = 0.8 m
900
h = 1.2 m
800
Safe distance, m
700 h = 1.6 m
600
h = 2.0 m
500
400
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots
Figure 9.4. Safe distances for arctic shuttle tanker when moving under ballast


1200
Ballast condition, h = 0.4 m

1100
h - ice thickness
1000
h = 0.8 m
900
800
Safe distance, m
h = 1.2 m
700
600
h = 1.6 m
500
h = 2.0 m
400
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots


1100
h = 0.4 m
Ballast condition,
1000 concentration of ice in
h - ice thickness
900
800
h = 0.8 m
Safe distance, m
700
600
h = 1.2 m
500
h = 1.6 m
400
h = 2.0 m
300
200
2 3 4 5 6 7 8 9 10 11 12 13 14
Speed, knots

10. MINIMUM ADMISSIBLE CURVATURE RADIUS OF

A CHANNEL
Estimation of minimum admissible curvature radius of a channel is a preventive

measure which allows tanker not to be jammed when maneuvering. Another operational
hazard involves a close contact between hull shoulder area and edge of the channel in a
relatively thick ice. It was assumed as a main calculation scenario the movement ahead of
the tanker in a channel having a width exceeding the tankers beam. In case when channel
is made by one icebreaker in thick ice dangerous for the tanker it must be widened by the
additional passage of icebreaker cutting ice aside the channel. There is no necessity in wi-
dening the channel in thin ice as far as the tanker having an icebreaker bow shape and ice
class LU6 is able to move and independently widen the channel made by one icebreaker.
Main restriction when estimating minimum admissible curvature radius of a chan-
nel involves the condition of ships geometric inscribability into the channel formed by
circle-shaped edges with joint centre. At the same time the width of the channel essentially
influences on calculated value of curvature radius, e.g. the wider is a channel the smaller is
radius.
Figure 10.1 shows the calculated relationship between minimum admissible curva-
ture radius of a channel and its width. All estimations are made for the case when speed of
the tanker during a turn does not exceed 5-6 knots.

2000
1800
1600
Minimum curvature radius, m
1400
1200
1000
800
600
400
200
0
40 45 50 55 60
Channel w idth, m
Figure 10.1. Minimum admissible curvature radius of a channel depending

on its width the arctic shuttle tanker being escorted by icebreaker
in the movement ahead

11. GENERAL RECOMMENDATIONS FOR NAVIGATORS
In the process of the sailing in ice of tanker navigators should observe the following
instructions:
1. According to the rules of the Russian Maritime Register of Shipping tanker

with ice class LU6 is able to navigate in ice in the Barents Sea without any limi-
tations in any operational regime, except navigating in extremely severe ice na-
vigations. In such conditions navigation is possible only under the icebreaker
escort. Analysis of ice conditions of the south-eastern part of the Barents sea
shows that during all-year round independent navigation a vessel have to over-
come the areas of one-year medium ice with design thickness up to 100 cm at
medium type of ice conditions and up to 125 cm at heavy type of ice conditions.
2. Propulsion performance characteristics enable ship to maintain quite high

speeds while moving ahead in ice about 1 m thick:
moving independently in compact ice and large ice floes at a speed
about 6.0-6.6 knots;
moving independently in medium ice floes at a speed about 8.0-9.4
knots;
moving independently in ice cake or under icebreaker escort at a speed
exceeding 10 knots.
3. Ice compacting considerably impairs tanker propulsion when going indepen-

dently or under icebreaker escort. At the condition of ice compacting of point 1,
one should anticipate the reduction of speeds in the movement ahead by 15-
20 %; stronger ice compacting up to 2 points can result in the dropping of
speeds approximately by 40 %.
4. Impairing of ice propulsion of ship is observed at any mode of navigation if on

way of tanker occur ridges of hummocks. The evaluation made allowed to es-
timate the dropping of speed during ice navigation in the movement ahead with
hummocking of 2 points. For example, at the condition of ice of 1 m thick one

should expect reduction of speeds by 50-70 % according to the mode of naviga-

tion.
5. High level of ice strength of ice strake allows tanker to operate ahead in ice
with a thickness up to 1.4 m without any limitations irrespective of develop-
ment of ice conditions. Such a high operational capabilities are achieved on the
account on structural solutions and application of steel of higher grades. Hazard
of getting residual deformation of shell plating takes place during navigation in
ice more than 1.4 m thick. In this case speeds of the movement must be reduced
down to safe level according to calculation diagram (see Chapters 5-7).
6. Calculation estimates of the load-carrying capacity of side plating in the middle

hull portion against the ice compressive impact show that strength of shell plat-
ing amidships of tanker is sufficient for the operation of ship in the south-
eastern part of the Barents sea under conditions of ice compacting of any degree
and maximum ice thicknesses in this region.
7. Despite high level of ice strength of ship, when moving ahead at high speeds in
ice of a low concentration one should avoid contact of the shoulder with the
channel edge or with separate ice floes of considerable sizes.
8. During the movement of ship in the curvilinear channel at high speeds one
should avoid the hull/channel edge contact in the area of parallel mid-body, as
this area is not designed for active dynamic ice impact.
9. When sailing in convoy, especially in ice of low concentration a ship being ca-
pable of maintaining considerable speeds of movement ahead the probability
becomes higher of the collision with the icebreaker ahead. To avoid emergency
situation, one should observe distance of escorting (see Chapter 9) and conti-
nuously control its value by means of visual and radio-electronic supervision as
well as ensuring coordinated action with other navigators.

10. Taking into consideration the age wear of shell plating in the process of ships
operation, validity of the Ice Certificate is restricted to ten years. On the expiry
of this period the document has to be renewed. Changes in the thickness of
structures revealed during the survey of ships are to be taken into account in the
determination of the structural side strength. The document is also subject to
renewal in case a reconstruction of ship entailing alteration of hull structure or
composition of the propulsion system.

Ice Passport

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ice Passport

Uploaded by

Copyright:

Available Formats

CENTRAL MARINE RESEARCH AND DESIGN INSTITUTE

November 15, 2007

for 70000 DWT Arctic Shuttle Tankers

Head of the Laboratory of Icebreaking

1. PRINCIPAL DEFINITIONS ............................................................................ 6

2. INSTRUCTION FOR THE USE OF ICE CERTIFICATE .............................. 7

3. PRINCIPAL CHARACTERISTICS OF SHIPS ............................................. 11

4. NAVIGATION CONDITIONS IN SOUTH-EASTERN REGION OF

5. ADMISSIBLE SPEEDS FOR TANKER MOVING

5.1. Navigation of ship under loaded condition ahead .................................. 18

6.1. Navigation of ship under loaded condition ahead .................................. 24

Central Marine Research and Design Institute (CNIIMF)

7. ADMISSIBLE SPEEDS FOR TANKER INDEPENDENT

7.1. Navigation of ship under loaded condition ahead .................................. 30

9. SAFE DISTANCES OF ESCORTING ........................................................... 38

9.1. Navigation of ship under loaded condition ahead, ice

11. GENERAL RECOMMENDATIONS FOR NAVIGATORS ......................... 47

Central Marine Research and Design Institute (CNIIMF)

In accordance with the Regulations on the assessment of the suitability of ships to

Central Marine Research and Design Institute (CNIIMF)

Central Marine Research and Design Institute (CNIIMF)

Central Marine Research and Design Institute (CNIIMF)

2. INSTRUCTION FOR THE USE OF ICE CERTIFICATE

Ice Certificate along with general recommendations contains graphical relation-

Determination of admissible speed

Central Marine Research and Design Institute (CNIIMF)

Figure 2.1. Diagram illustrating the procedure of the determination of attaina-

Central Marine Research and Design Institute (CNIIMF)

Determination of safe distance

Central Marine Research and Design Institute (CNIIMF)

Determination of minimum admissible curvature radius of ice channel

Curvature radius of ice channel is determined using a diagram establishing depen-

Central Marine Research and Design Institute (CNIIMF)

3. PRINCIPAL CHARACTERISTICS OF SHIPS

Ship names Hull number IMO number

Central Marine Research and Design Institute (CNIIMF)

number and type 2 Wartsila 16V38

600 min-1 (Wartsila 6L38)

Type of propulsors Rudder propellers Azipod

Shaft power 2 10000 kW

type FPP (fixed pitch propeller)

pitch ratio at a relative radius of 0,7 0.755

offset of lower edge of propeller 0.64 m

Structural particulars Double hull, vertical flat side amidships

Bow thruster yes

Entrance angle of design water line 37

Central Marine Research and Design Institute (CNIIMF)

bow area transverse

midship area longitudinal

midship area 32.5 mm

bow area 500 mm

intermediate area 500 mm

midship area 600 mm.

Central Marine Research and Design Institute (CNIIMF)

4. NAVIGATION CONDITIONS IN SOUTH-EASTERN REGION

Medium type 195 275 300 260 190 100 0 100

Heavy type 305 370 390 370 305 200 80 160

Medium type 10 25 45 60 80 90 100

Heavy type 15 30 50 75 95 110 125

Central Marine Research and Design Institute (CNIIMF)

Central Marine Research and Design Institute (CNIIMF)

Central Marine Research and Design Institute (CNIIMF)

Central Marine Research and Design Institute (CNIIMF)

5. ADMISSIBLE SPEEDS FOR TANKER MOVING INDEPEN-