IMO: Pol ar Code Chapter 12 Manning and training. 12.3.1 In order to meet the functional requirements of paragraph 12.2 above while operating in polar waters, masters, chief mates and officers in charge of a navigational watch shall be qualified in accordance with Chapter V of the STCW Convention and the STCW Code, as amended as follows (for tankers): • Ice Free- not applicable. • Open waters – Basic training for master, chief mate and officers in charge of a navigational watch. • Other waters – Advanced training for master and chief mate.
Basic training for officers in charge of a navigational watch. 12.3.2 The administration may allow the use of a person(s) other than the master, chief mate or officers of the navigational watch to satisfy the requirements for training.
As required by paragraph 12.3.1, provided that….
The vessel operator should have developed procedures to identify the necessary mandatory and non-mandatory training required to be completed by each individual onboard before being assigned to a vessel or prior to promotion.
The training for navigation officers assigned to a vessel issued with a Polar Code certificate and operating within waters governed by the Polar Code will include; • Basic training for officers in charge of a navigational watch. • Advanced training for Master and Chief Mate.
Where the vessel operator uses a person(s) other than the Master or Chief Mate to fulfil the role of Ice Navigator, then the Master and Chief Mate will only be required to have obtained the basic training.
Such arrangements should be described in the procedures.
This question will only be generated if the vessel has been issued with a Certificate for Ships Operating in Polar Waters as declared through the pre-inspection questionnaire.
Suggested I nspector Actions • Review the vessel’s Polar Water Operational Manual (IMO Structure) section 2.1.4, Human Resources Management, and identify the bridge manning requirements for ice operations, noting particularly where the Master or Chief Mate may be subst ituted as Ice Navigator by a person other than the Master or Chief Mate. • Review the certificates for training for Ships Operating in Polar Waters for the Master, Chief Mate and officers in charge of the navigational watch and verify that each had the appropriate training certificate. • Where the Master and/or Chief Mate had been substituted by a person(s) other than the Master and/or Chief Mate for the role of ice navigator review a copy of the Certificate of Competency and certificate of advanced training for ships operating in polar waters for the persons engaged as Ice Navigator.
Page 551 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Expected Evidence • The vessel’s Polar Water Operational Manual. • The training certificates for ships operating in polar waters for the Master, Chief Mate and officers in charge of a navigational watch. • A copy of the certificate of competency and advanced training for the person(s) who had substituted for the Master and/or Chief Mate in the role of ice navigator.
Potential Grounds for a
Industry Guidance OCIMF: The Use of Large Tankers in Seasonal First -Year Ice and Severe Sub -Zero Conditions 5.4 Safety and Life Saving Equipment Periodic inspections of all safety -related systems should be undertaken during the exposure to extreme temperatures to ensure the effectiveness of the precautions being taken.
All available space heaters and engine sump heaters and/or heat lamps should be fully utilised.
Ships that do not regularly trade in such conditions may require additional equipm ent to be supplied.
Survival Craft All life rafts should be rated for safe operation according to the environmental conditions likely to be experienced.
Ice accretion should be regularly removed from the life rafts, cradles, cradle release pins and launching equipment to retain their preparedness for launching and inflation.
Similar precautions should be taken for lifeboats, rescue boats and their launching appliances.
Particular checks should be made to ensure that brake release securing pins are free to be extracted.
An ice removal mallet should be readily available in the vicinity of survival craft.
Care should be exercised when using mallets to avoid permanently damaging any equipment.
The overall condition of the gel coat of lifeboats should be inspected for any damage, particularly penetration of the gel coat and fibre sub-structure, in good time prior to entering the cold zone.
Repairs should be undertaken in a warm dry climate to limit water ingress, which, if subjected to freezing, can cause severe damage to the boat’s structure.
Lifeboat Engines Page 553 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Lifeboat engines should at all times remain available for immediate use and be capable of starting within two minutes in the environmental conditions likely to be experienced.
The process of starting an extremely cold engine is quite different from normal starting procedures.
The correct procedure should be drawn to the attention of all persons likely to be involved in starting the engine in very cold conditions to ensure they are familiar with the oper ation.
Manufacturer’s instructions for the grade of oil to be added to the cold starting pots, if fitted, should be followed.
This oil should be readily available in the lifeboats.
It should be borne in mind that in cold conditions the performance of the s tarting batteries might be diminished.
If fitted, heaters in lifeboat engines should be used.
Consideration should also be given to fitting trace heating around the doors of enclosed lifeboats to ensure that they do not freeze in the closed position.
Lifeb oat Fuel Systems An appropriate grade of diesel or gas oil should be used to prevent waxing in fuel systems leading to lack of engine start and impaired reliability.
When replacing the fuel grade, lifeboat fuel tanks and the fuel line contents should be changed out and the engine run on the new fuel to ensure that the system is properly flushed and primed.
Lifeboat Cooling Water Systems The lifeboat cooling system, if of a recirculating self -contained type, should be adequately protected with an anti - freeze solution.
If the system is not self -contained it should be checked to ensure that no obstructions or contamination prevent the natural drainage of the system.
Lifeboat Water Spray Systems The spray systems, including pumps, on the lifeboats, should be drained of water.
In some classes of boat, if the spray pump is frozen it will inhibit starting of the lifeboat engine by locking the propeller shaft.
Lifeboat Water Rations Precautions should be taken to avoid the freezing of water rations stowed in lifeboat s.
Stern Launched Lifeboats It is not safe to free-fall release a stern launched lifeboat onto ice.
It will be necessary to break the ice, either by judicial use of the ship’s engines or by other craft.
The lifeboat may be winched out and down to rest upon the ice surface.
Rescue Boats with Water Jet Engines The rescue boat should be maintained in a condition that will allow immediate use but will also protect the boat from the extremes of weather.
Subsidiary LSA Equipment Immersion Suits Commonly suppl ied immersion suits have a design operational range in immersed (seawater) temperatures from minus 1.9°C up to 35°C.
Immersion suits are available that have enhanced insulation properties.
TPAs (Thermal Protective Aids) Page 554 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) TPAs should be effective within a temperature range appropriate to the temperatures likely to be encountered.
Lifebuoys It should be ensured that lifebuoys are not iced into position and are free to be removed and used.
External Pyrotechnics The release pins for bridge wing lifebuoys/smoke floats should be well greased to ensure their proper operation.
EPIRBs EPIRBs should be maintained ice-free.
Breathing Apparatus and Oxygen Therapy Units In sub -zero conditions, the use of compressed air/oxygen breathing, or resuscitation apparatus should be considered with care.
The hazards involved include the freezing of the demand valve and exhale valve due to the freezing of exhaled vapours from the user leading to premature emptying of the gas bottle or failure of the system.
The effect of low temperature (below minus 4°C) on the lungs of the user, can lead in protracted cases to frostbite of the lung tissue.
Eye Wash Stations Eye wash fluid is typically effective in a fluid temperature range of 5°C to 25°C.
Below 5°C the effectiveness of the fluid may be reduced.
At 0°C fluid temperature, it is recommended not to use the fluid except in cases of extreme urgency as it may cause damage to the eye.
Consideration should be given to temporarily withdrawing exposed eyewash stations into the accommodation whi le the vessel is operating in sub- zero conditions.
Hard Hats The safe operating temperature range for hard hats is marked within the hat by the manufacturer.
Some hard hats are certified for safe operation to minus 40°C and their use should be considered. 5.5 Fire-Fighting Systems and Equipment Fire extinguishing systems should be designed or located so that they are not made inaccessible or inoperable by ice or snow accumulations or low temperatures.
Equipment, appliances, systems and extinguishing agents should be protected from freezing and the minimum temperatures anticipated for the voyage.
Precautions should be taken to prevent the nozzles, piping and valves of any fire extinguishing system from becoming clogged by impurities, corrosion or ice build-up .
The exhaust gas outlets and pressure/vacuum arrangements on gas detection systems should be suitably protected from ice build-up that could interfere with the system’s effective operation.
Water or foam extinguishers should not be located in any position that is exposed to freezing temperatures.
These locations should be provided with extinguishers capable of operation under such conditions.
General guidance on typical operating temperatures for portable extinguishers follows.
Operators should check the actual performance limitations of extinguishers by referencing manufacturer’s data.
Water, Gas and Low Expansion Foam Page 555 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Fire extinguishers located in exposed areas are susceptible to freezing.
Foam extinguishers will be ineffective and, when they do thaw out, the foam compound will have been ‘frost damaged’, rendering them useless.
Unprotected Foam and Water Extinguishers Unprotected foam and water extinguishers are rated for safe and effective operation to 1°C.
If protected with ethylene glycol, this figure may be revised downward to minus 10°C.
If an additive is used, it may enable water and foam extinguishers to be operable at temperatures down to minus 20°C.
CO2 Extinguishers CO2 extinguishers are typically rated for safe and effective operation to minus 20°C.
However, if operated at these temperatures extreme caution should be taken to avoid contact with any part of the extinguisher or expelled gas to avoid low temperature burns.
Dry Powder Extinguishers These types of extinguishers are typically rated for safe operation from minus 30°C to 60°C.
The extinguishing medium presents no additional special precautions.
However, the propellant, CO2 needs to be treated with caution to avoid personnel injury through exposure to the cold gas.
AFFF AFFF (Aqueo us Film Forming Foam) extinguishers typically have a nominal safe operational range of temperatures between 5°C and 60°C.
Fire and Foam Systems Hoses and Nozzles Most hoses are typically rated for safe operation at temperatures down to minus 20°C and nozzles to minus 25°C.
Cold weather hoses are available that are rated to minus 40°C and are marked accordingly.
Fire and Foam Lines The fire and foam lines on deck should be well drained and maintained ready for immediate use at all times.
Monitors, hydrant valves and any other moving parts should be well greased and protected by canvas covers to avoid ice/snow accumulation that may prevent their immediate operation.
Their movement should be regularly checked to ensure that they remain free.
The pipework serving water curtains and spray systems should be checked drained and empty.
To avoid any ‘dead- legs’, any items drawing water from the fire main, such as hawse pipe cable washer lines, should be drained, particularly if a re- circulatory fire main line is in us e.
The storage locations of fixed foam system bulk storage tanks may need heating to ensure that the temperature in these spaces remains above zero.
Consideration may have to be given to using temporary space heaters to maintain an adequate temperature.
Portable Foam Equipment Drums and canisters of foam for portable branch pipe appliances are subject to the same considerations as portable fire extinguishers.
Fire Hose Boxes Page 556 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The catches, locks, dogs and hinges on fire hose boxes should be kept ice-free.
Spray nozzles and couplings should be well greased and water free.
All hoses should be completely drained of water to avoid damage and to facilitate their rapid use.
TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: Polar Code Appendix II Model table of contents for the Polar Water Operational manual (PWOM) 1 – Operational capabilities and limitation s Chapter 2 Operation in low air temperatures System design Guidance: The PWOM (Polar Water Operational Manual) should list all ship systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction
The vessel operator should have developed procedures to ensure that life-saving and fire-fighting systems and equipment remain operable in sub- zero temperatures.
The procedures should list all safety systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction.
Winterisation checklists should be used to facilitate preparations prior to entering an area of sub- zero temperatures.
Periodic inspections of all safety -related systems should be undertaken during the exposure to sub-zero temperatures to ensure the effectiveness of the precautions being taken, which may include: • Draining fire and foam lines from the lowest point and then closing the drain valve in order to keep the system ready for operation.
The drained condition of the line should be regularly checked by operating the drain valve. • Removal of snow and ice accretions from equipment and escape and access routes. • Protection of lifeboat cooling/water spray systems and drinking water from freezing. • Ensuring lifeboat engines are supplied with suitable fuel. • Checking the capacity of lifeboat batteries at low temperatures. • The use of space heaters as necessary. • Relocati ng fire -extinguishers to avoid freezing. • Outlining measures to be taken to ensure the operability of eye wash stations and de- contamination showers. • Maintaining air intakes and fire flaps operable.
These procedures may form part of a Polar Water Operational Manual (PWOM).
Page 557 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) This question will only be assigned where the vessel operator had declared through the pre-inspection questionnaire that the vessel met one or more of the following criteria: • Was assigned an ice class notation. • Was assigned a winterisation class notation. • Had been issued with a Polar Ship Certificate. • The vessel traded in areas where sub-zero temperatures may be routinely expected.
['Sight, and where necessary review, the company procedures to ensure that life', 'saving and fire', 'fighting systems and equipment remain operable in sub', 'zero temperatures.', 'Review winterisation checklists and records of periodic inspections of safety', 'related systems during exposure to sub', 'zero temperatures.', 'Interview the accompanying officer to verify their familiarity with the company procedures to ensure that life', 'saving and fire', 'fighting systems and equipment remain operable in sub', 'zero temperatures.', 'If applicable, during the physical inspection of the vessel confirm the precautions being taken to ensure that life', 'saving and fire', 'fighting systems and equipment remain operable in sub', 'zero temperatures.
Expected Evidence', 'Company procedures to ensure that life', 'saving and fire', 'fighting systems and equipment remain operable in sub', 'zero temperatures.', 'Winterisation checklists.', 'Records of periodic inspections of safety', 'related systems during exposure to sub', 'zero temperatures.
Potential Grounds for a']
Industry Guidance OCIMF: The Use of Large Tankers in Seasonal First -Year Ice and Severe Sub -Zero Conditions 5.3 Engine Rooms, Machinery and Systems Prior to entering cold weather areas, the engine room should be prepared for the anticipated conditions.
Particular consideration should be given to deciding when the engine room should be manned.
The provision of heaters in the engine room/machinery spaces will assist in maintaining temperatures above freezing.
The use of hot -air-blown space heaters may also be considered within these spaces.
The following points should be considered to maintain the safe and effective operation of the ship’s propulsion and ancillary systems.
Cooling System Intakes (Sea Chests) The maintenance of effective cooling arrangements is a prime consideration in sub- zero sea temperatures.
It is important that all seawater strainers are cleaned since a clogged filter will lead to reduced flow, resulting in rapid ice formation within the strainer.
Particular care should be taken to ensure that the heating arrangements of the cooling water sea chests are working at optimum efficiency.
Steam heating systems to sea chests should be checked to confirm their good working condition and be operated continuously when the ship is in ice infested waters.
Consideration should also be given to the following: • The risk of damage to the engine as a result of severely overcooling the jackets. • Optimising the number of coolers in service. • Raising cooling temperatures.
Page 560 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) • Adjusting charge air coolers. • Monitoring the scavenge temperatures to ensure that they are maintained within limits.
When re-circulating cooling systems are fitted, the correct levels of cooling water should be available before entering sub-zero conditions and the condition of all valves and pumps should be verified.
The system should be placed in service before entering ice conditions.
Fuel Systems It should be ensured that heating systems are operating on all bunker storage tanks, bilge tanks, bilge overflow tanks and main engine sump settling and service tanks.
Bunker storage tank temperatures should be kept at least 5°C above the minimum transfer temperature given in the fuel’s specification.
Consideration should be given to changing over from heavy fuel oil to diesel oil prior to closing down the main engine so that the fuel lines are primed with diesel oil instead of fuel oil.
This ensures that any cooling of fuel lines will not result in oil solidifying within the lines.
Stern Tube Stern tube oil should not contain any free water or be contaminated with water/oil emulsion.
Consideration should be given to draining any water from the system or replacing the stern tube oil charge.
It is recommended that stern tube bearings and seals located outside the hull are designed not to leak pollutants.
In this context, non -toxic biodegradable lubricants are not considered to be pollutants.
The temperature of the stern tube cooling water tank should be closely monitored.
Consideration should be given to sourcing a suitable additive or temporarily draining the tank when the contents approach 0°C.
Ventilation Consideration should be given to stopping all but one main engine room ventilation fan to maintain a reasonable ambient temperature in the machinery space.
However, suit able air flow should be maintained to allow the correct operation of boilers, main and auxiliary engines if they are not provided with separate ducting.
It should be ensured, so far as possible, that vents feeding off the main ventilation system do not bl ow directly onto fuel lines or pipes containing fuel oil or onto heavy fuel oil transfer pumps.
Ventilation fans in the steering gear space should be stopped and vent flaps closed to maintain a reasonable ambient temperature.
Accommodation heating systems should be activated, and a comfortable temperature and humidity maintained in accommodation spaces.
Pneumatic and manual fan flaps should be regularly operated to ensure their correct operation and to prevent freezing/seizing.
Hydraulic Machinery Hydraulic pumps should be regularly run to maintain the temperature of the oil and machinery.
Electrical Systems Trace heating tape is an adhesive tape with wire contained in it that can be used to heat pipes and machinery.
It comes with the necessary documentation to calculate current, load and wattage.
It provides a temporary, quick and Page 561 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) cost-effective solution to heating pipes and machinery.
If the tape is to be used in hazardous areas, it should be appropriately rated for such use.
Generators The fuel temperature of any generator running on diesel or gas oil should be monitored and arrangements made for temporary local heating if the temperature approaches the fuel’s cloud point.
Emergency Generators The emergency generators on some ships have electric heating on the alternator end.
This should be tested to ensure its satisfactory operation.
The emergency generator room external vent flaps and supply fan damper should be kept closed.
Notices advising of the status of the flaps and dampers should be posted in the emergency generator room and main engine control room.
It should be ensured that the emergency generator’s cooling water contains the correct amount of anti- freeze.
Emergency Batteries and Battery Lockers Emergency batteries and power for commun ications equipment should be protected from extreme low temperatures.
Spaces containing batteries may need to be provided with space heaters, depending on their location/exposure.
General service batteries are unlikely to freeze in expected conditions but, as a precaution, they can be covered with plastic sheet.
Water When not Generating Water Domestic/Distilled Tanks.
Where possible, gauge glasses to these tanks should be drained.
If gauge glasses are not drained there is a possibility that the lower section of the gauge glass will become frozen and shatter.
Remote sensing gauging cannot be relied upon.
If the evaporator is not in use, lines to the storage tanks should be drained.
When Generating Water The temperature of the water in the storage tanks should be monitored and water made to the tanks as necessary to maintain a reasonable temperature.
As the distillate from the evaporator is at about 50°C, it should prevent the water in the tanks becoming cold enough to freeze.
The supply lines from domestic freshwater tanks to pressurising pumps are generally susceptible to freezing, depending upon their location, and appropriate precautions should be taken.
Boiler water sensing lines should be protected from freezing.
Compressed Air If ice contaminates th e general service and/or instrument air system, there is a possibility of problems with the onboard instrumentation air supply.
It is recommended that driers are fitted to all air systems.
Steering Gear Steering gear motors should be kept running at all times to keep the oil warm.
Space heaters should be used in the steering flat to ensure that the equipment is maintained at a satisfactory temperature.
The use of heaters in the Page 562 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) steering flat may result in significant condensation forming on deckheads and bulkheads so equipment may have to be protected from condensate dripping from these surfaces.
Lubricants and Oils It should be ensured that only oils and greases are used that are suitable for the anticipated temperature.
Diesel Oil Blends Diesel oil may be blended with kerosene to depress the pour point, as indicated in the table below: Ratio Diesel/ Kerosene Pour Point °C • 50:50 minus 14° • 40:60 minus 18° • 30:70 minus 23° It should be noted that, as the proportion of kerosene is increased, the lubricity of the blend will be reduced, and machinery may require more frequent checks and maintenance.
In addition, it should be ensured that the flash point of the final blend conforms with IMO regulations.
Transport Canada: Mandatory Winter Navigation Information on S ea Water Cooling Types.
December 2013 Marine Safety Guide Checklist for operation in Ice Infested Waters TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: Polar Code Appendix II Model table of contents for the Polar Water Operational manual (PWOM) 1 – Operational capabilities and limitations Chapter 2 Operation in low air temperatures System design Guidance: The PWOM (Polar Water Operational Manual) should list all ship systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction.
The vessel operator should have developed procedures to ensure that engine room machinery and systems remain operable in sub- zero temperatures.
The procedures should list all engine room machinery and systems susceptible to Page 563 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) damage or loss of functionality by exposure to low temperatures and the measures to be adopted to avoid malfunction.
Winterisation checklists should be used to facilitate preparations prior to entering an area of sub- zero temperatures.
Precautions to be taken may include: • Prior to entering an area of low temperatures, checking, where applicable: o Fore and aft draughts are within the limits required by the ice class notation. o Sea-chest strainers. o Steam heating and/or other arrangements to keep sea- chests clear of ice. o Heating systems in fuel, b ilge and lubricating oil tanks. o Heating systems for the emergency generator. o Anti-freeze in the emergency generator cooling system. o Water levels in recirculating cooling systems. o Water content of stern tube oil. o Suitability of oils and greases. o Arrangement s to ensure control air is dry. o Arrangements to prevent the icing up of air pipes to settling and service tanks required for the operation of the main propulsion plant and essential auxiliaries. • While operating in an area of low temperatures: o Operating with the engine room manned when appropriate. o Applying steam heating on sea-chests continuously. o Using space heaters in engine, steering gear, emergency battery rooms and emergency fire pump space. o Keeping emergency generator room external vent flaps and supp ly fan damper closed. o Changing over from heavy fuel oil to diesel oil prior to closing down the main engine. o Keeping hydraulic motors, including steering motors, running continuously. o Operating pneumatic and manual vent flaps to keep them free. o Adjusting engine room ventilation to maintain suitable temperatures and avoid local cooling of fuel systems. o Monitoring freshwater tanks and piping for freezing.
These procedures may form part of a Polar Water Operational Manual (PWOM).
This question will only be assigned where the vessel operator had declared through the pre-inspection questionnaire that the vessel met one or more of the following criteria: • Was assigned an ice class notation. • Was assigned a winterisation class notation. • Had been issued with a Polar Ship Certificate. • The vessel traded in areas where sub-zero temperatures may be routinely expected.
['Sight, and where necessary review, the company procedures to ensure that engine room machinery and systems remain operable in sub', 'zero temperatures.', 'Review completed winterisation checklists.', 'Interview the accompanying officer to verify their familiarity with the company procedures to ensure that engine room machinery and systems remain operable in sub', 'zero temperatures.', 'If applicable, during the physical inspection of the vessel confirm the precautions being taken to ensure that engine room machinery and systems remain operable in sub', 'zero temperatures.
Page 564 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Expected Evidence', 'Company procedures to ensure that engine room machinery and systems remain operable in sub', 'zero temperatures.', 'Winterisation checklists.
Potential Grounds for a']
Industry Guidance OCIMF: The Use of Large Tankers in Seasonal First -Year Ice and Severe Sub -Zero Conditions 5.1 Cargo and Ballast Systems Cargo System Valves Prior to entering cold areas, all cargo, bunker, ballast and subsidiary valves that will be required to be used for operations should be inspected to ensure that their gearboxes contain no water and that they are well greased.
A small amount of water in the gearbox of a hydraulic valve or in the valve bonnet will, when frozen, have a detrimental effect upon that valve and, in extreme cases, will render the valve inoperable.
Hydr aulic cargo or Crude Oil Washing (COW) valves on deck should be protected with canvas covers and the valves should be frequently activated while in sub-freezing temperatures to avoid freezing/blockage.
If any valves are left ‘cracked’ open to avoid fracturing of valve bodies, it is recommended that each open valve is clearly marked, both locally and on the pipeline mimic diagram.
The condition of portable steam hoses and their connections on deck should be verified prior to use.
Cargo Tank Pressure/Vacuum ( P/V) Valves It is strongly recommended that the P/V valves are thoroughly overhauled prior to entry into an area of sub-zero temperatures.
While on passage, valves should be protected from the effects of ice accumulation/ accretion with canvas covers or st eam heating.
In extremely low temperatures canvas covers have been shown to be more effective than steam heating.
However, it should be ensured that the presence of a canvas cover does not inhibit the effective operation of the P/V valve.
Before any cargo operation commences, it is recommended that any canvas covers are removed and that pressure/vacuum arrangements are checked to be free of ice blockage.
In particular, it should be ensured that drain Page 566 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) holes are clear and free to operate.
Painting the seat faces of Hi -Jet valves with anti -freeze may assist in protecting them from freezing in the shut position and will prevent an ice film forming.
Inert Gas (IG) Deck Water Seal Heating The deck water seal heating should be operational in freezing temperatures.
It should be ensured that the inlet and outlet of the sealing water is not frozen and/or blocked by ice.
Frequent checks should be undertaken to confirm a positive water flow.
P/V Breakers – Liquid (anti-freeze) The deck breaker should be filled with anti -freeze (glycol as opposed to methanol based) as per the manufacturer’s instructions.
It is important that the correct concentration of ethylene glycol and water is used in the P/V breaker as excessive concentrations may not be effective, as illustrated in the following graph.
Frequent checks should be undertaken to ensure that the correct level is maintained in the breaker.
Once clear of the cold weather, the density of the liquid in the P/V breaker will need to be tested and returned to the value ne cessary to ensure correct operation.
Mast Vent Riser (where fitted) The mast vent riser valve should be protected with grease and a canvas cover.
Flame arresters should be checked free of ice before the start of cargo operations.
Prior to arrival, mast risers and inert gas (IG) lines should be drained of any liquid.
If fitted, automatic and manual valves on the IG main line and tank inlets should be kept greased and protected with canvas covers.
The operation of piston breather valves on IG lines should be checked before operations commence and covers should be removed and de-icer sprayed in way of the valves.
It is recommended that the diameter of drainage lines on mast riser systems should be at least 50 mm.
Cargo Pumps Deepwell Pumps The motors and shafts of pumps located on deck should be protected with canvas covers to avoid delays caused by having to de- ice the pumps before discharging.
Submerged Hydraulic Pump Systems The grade of hydraulic oil used in the submerged pump system will typically be suitable for operation in air temperatures down to minus 25°C, but its properties should be verified.
The hydraulic system should be started on low load at least 30 minutes before the system is required for operations.
Some thickening of the hydraulic oil, due to the increased viscosity, may be experienced when ambient temperatures fall to zero and below.
Minimising ‘dead- legs’ will assist in the pump’s operation and, when initially starting the pump, it should be started very slowly to enable the warm hydraulic oil from the main to slowly displace the cold oil in the pump and consequently warm the pump through slowly.
An increase in the normal loading may be placed upon the supply pump when starting a hydraulic pump, due to the change in viscosity of the hydraulic oil.
Cargo Stripping Systems Any systems using water seal vacuum pumps need both the pumps and the seal supply header tanks to be protected from freezing.
The manufacturer’s recommendation should be followed, and the required percentage of anti -freeze added to ensure safe operation.
Page 567 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) COW and Tank Cleaning Systems COW machine gearboxes should be protected with canvas covers.
The gearbox oil should be renewed in order to avoid damage, particularly if the presence of any moisture is suspected.
Tank cleaning lines should be drained of all water and isolated from the drive system.
If tank cleaning is to be undertaken in cold regions, the sub-division of the cleaning system should be reviewed to limit the amount of pipework containing water.
COW isolator valves should be drained of any water.
Cargo Tank Heating Coils If not in use, heating coils and lines should be drained and blown through with air.
To avoid ‘dead- legs’, steam delivery lines should be blanked off, preferably where they spur off from the main line.
Tank Cleaning Heater When located in an exposed location, the tank cleaning heater will need to be protected and, in any event, should be drained.
Cargo Lines Differences in temperature experienced by the ship can cause contraction of the deck lines that may not be taken up in the usual manner.
There is a possibility of flange leakage and it would be prudent to check the integrity of the lines prior to use to ensure they are tight.
All cargo, ballast, tank cleaning and COW lines on deck should be well drained after their pressure testing or use.
Particular attention should be paid to ballast systems, including ballast monitors and lines.
After loading, discharging or bunkering in cold climates, ship’s lines should be drained, and the drain valves left open until the ambient temperature rises sufficiently.
Where possible, it is recommended that at least one tank filling valve is left open to allow the line to drain, thereby preventing the line from becoming pressurised due to temperature changes.
The pour point of the cargo being carried or to be loaded should be checked to determine whether line blockages may occur if cargo operations are stopped for any reason.
Similarly, bunker fuel specifications should be checked for pour point.
Pump Rooms Without compromising safety, pump room fans should be used only as required for ventilating the space to minimise the effect of sub- zero temperatures inside the pump room.
Pump room doors should be kept closed, if possible.
Steam lines in the pump room, includ ing those serving the tank -washing heater, should be drained down.
If fitted, steam stripping pumps may be kept warming through if they are likely to be required for cargo operations or to provide some warmth in the pump room.
If fitted, pump room heaters should be turned on and, if provided on different floors, at least one on each floor should be used to promote convection currents in the space.
Oil Discharge Monitoring Equipment (ODME) The fresh water supply to the ODME should be drained down together with the water supply/flushing pump.
Particular care should be taken when isolating and draining down the ODME as this is a well -documented source of failure or damage in cold climates.
Ballast Systems Page 568 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Hydraulic ballast valves in empty tanks should be frequently activated to avoid freezing/blockage unless other positive means are employed to prevent freezing.
Ballast tank vents may become frozen if not protected by canvas covers or steam heating on passage.
However, to avoid the risk of over or under pressurisation of ballast tanks, the use of covers on vents should be strictly supervised to ensure that the vents can still operate as designed.
It is recommended that any covers are removed prior to the commencement of operations.
Frequent removal of any accumulated ice will be required.
Ice Accumulation in Ballast Tanks Before entering cold climates, the Master should determine the density of the water contained within the ballast tanks.
The more saline the water, the lower the freezing temperature will be.
Consideration may be given to exchanging the ballast water to increase its salinity.
The surface of ballast water may freeze in ballast tanks.
A considerable danger exists during de- ballasting operations should a layer of ice remain suspended in the tank, to fall at a later time, risking damage to internal structure and fittings.
If possible, and if free surface stability calculations show it to be acceptable, ballast levels should be kept at or below the level of the sea surface.
However, sea suctions shoul d not be too close to the sea surface where there is increased risk of them getting blocked with ice.
Where fitted, ballast tank heating or bubbling systems should be in operation prior to entering areas with sub-zero temperatures, particularly when ballast levels are above the water line.
If stability and the ice belt depth allow and where no ballast tank heating or bubbling systems are fitted, periodic lowering and re-filling of the ballast may avoid the water’s surface becoming frozen.
TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: Polar Code Appendix II Model table of contents for the Polar Water Operational manual (PWOM) 1 – Operational capabilities and limitations Chapter 2 Operation in low air temperatures System design Guidance: The PWOM (Polar Water Operational Manual) should list all ship systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction.
The vessel operator should have developed procedures to ensure that cargo and ballast systems remain operable in sub-zero temperatures.
The procedures should list all cargo and ballast systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction.
Winterisation checklists should be used to facilitate preparations .
Page 569 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Precautions to be taken may include, where applicable: • Testing the integrity of deck lines prior to use to ensure they are tight. • Checking ballast water salinity and exchanging if necessary. • Where fitted, operating ballast tank heating or bubbling system s in good time. • Protecting equipment on deck with canvas covers, including: o Hydraulic cargo and COW valves. o COW machines. o P/V valves. o Mast riser vent valve. o IG main and inlet valves. o Deepwell pump motors and shafts. o Ballast tank vents. • Checking that: o Valve s on deck are well greased and their gearboxes free of water. o Deck seal heating arrangements are operational. o Anti-freeze levels in P/V breaker and stripping system vacuum pumps are correct. o Cargo compressors that require antifreeze and/or a heating system are identified and prepared for cold weather. • Draining equipment, including: o Cargo, COW, and tank cleaning lines and valves, after testing or use. o Tank cleaning heater. o Heating coils. o Manifold drip-trays. o Deck air -line. o Ballast system, including ballast monitor. o Oil discharge monitoring system. o Pumproom steam lines, if not to be used. • Activating hydraulic cargo, COW and ballast valves frequently while in sub-freezing temperatures to avoid freezing/blockage. • Checking P/V breaker, P/V valves and flame screens immediately before commencing and during cargo operations. • Starting cargo pump and valve hydraulic systems in good time before they are needed. • Ensuring deck seal heating is functioning and checked regularly during cargo operations. • Checking canvas covers are removed from ballast tank vents before ballasting/deballasting.
These procedures may form part of a Polar Water Operational Manual (PWOM).
This question will only be assigned where the vessel operator had declared through the pre-inspecti on questionnaire that the vessel met one or more of the following criteria: • Was assigned an ice class notation • Was assigned a winterisation class notation • Had been issued with a Polar Ship Certificate • The vessel traded in areas where sub-zero temperatures may be routinely expected.
['Sight, and where necessary review, the company procedures to ensure that cargo and ballast systems remain operable in sub', 'zero temperatures.', 'Review completed winterisation checklists and records of equipment tests and checks prior to, during and on completion of cargo operations.
Page 570 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Interview the accompanying officer to verify their familiarity with the company procedures to ensure that cargo and ballast systems remain operable in sub', 'zero temperature s.', 'If applicable, during the physical inspection of the vessel confirm the precautions being taken to ensure that cargo and ballast systems remain operable in sub', 'zero temperatures.
Expected Evidence', 'Company procedures to ensure that cargo and ballast syst ems remain operable in sub', 'zero temperatures.', 'Winterisation checklists.', 'Records of equipment tests and checks prior to, during and on completion of cargo operations.
Potential Grounds for a']
['Sight and where necessary, review the company procedures for the operation, inspection and testing of the emergency air compressor and emergency air reservoir.', 'Review the records of regular inspection and testing of the emergency air compressor.', 'During the inspection of the machinery space: o Observe the condition of the emergency air compressor. o Verify that the emergency air reservoir is at the required pressure.', 'Interview the accompanying officer to verify their familiarity with: o The company procedures for the operation, inspection and testing of the emergency air compressor and emergency air reservoir. o The actions necessary to use the emergency air compressor and/or emergency air reservoir to start a main generator engine.
Expected Evidence', 'Company procedures for: o The operation, inspection and testing of the emergency air compressor and emergency air reservoir. o The use of the emergency air compressor and emergency air reservoir for bringing machinery into operation from the dead ship condition.', 'Records of regular inspection and testing of the emergency air compressor and emergency air reservoir.
Potential Grounds for a']
Industry Guidance OCIMF: The Use of Large Tankers in Seasonal First -Year Ice and Severe Sub -Zero Conditions Section 5 The Winterisation of Ships 5.2 Deck All void spaces, empty tanks, chain lockers and spaces should be sounded prior to entering cold weather.
If any water is found, it should be educted dry, as far as is practical, to avoid ice damage when these residues freeze .
The spaces should be regularly sounded to ensure that they remain water -free.
Sounding pipes, vents and remote gauges should be protected and remain operational as far as possible.
As well as the natural consequences of sub-zero temperatures, e.g., freezing of liquids, another area that should be managed is the accumulation of ice on deck from freezing spray and rain.
Consequently, many of the actions below relate to covering equipment with canvas, heavy -duty plastic sheet or similar material.
Ice accumul ations on unprotected equipment will render the equipment inoperable.
Cargo handling cranes and derricks should be operated and tested prior to the vessel entering sub- zero temperatures.
The operation of any heating arrangements provided, for example, in c rane cabs, should also be confirmed.
The pneumatic or electrical motors used for raising or lowering accommodation ladders should be adequately covered to prevent ice accretion.
The main air valve to deck should be closed and the airline drained down, taking care to remove any moisture that may be contained within the line, particularly at the ends.
If air has to be supplied to deck, an air drier should be used.
Deck Equipment Page 572 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) With hydraulic equipment, such as winches and hose handling cranes, particular at tention needs to be paid to the operating temperature range of the hydraulic fluid.
Control boxes and motion levers should be protected by canvas covers.
For hydraulically driven systems, oil should be circulated continuously when the external temperature is below 0°C to ensure that the fluid systems are maintained at working temperatures.
If this is to be achieved by leaving machinery (e.g., winches) running, careful attention should be paid to the regular lubrication of the equipment.
The oil manufacturer’s stated operating temperature range/viscosity should be checked for suitability.
Oils may have to be treated with an appropriate viscosity additive or, in extreme cases, the oil may have to be changed for a more suitable grade.
Mooring wires and synthetic ropes should be protected by canvas covers to stop ice accretion until they are required for use.
Ice crystals can form within unprotected ropes and can cause damage to the rope’s fibres.
Ice Accretion on Windlasses Due to their exposed location, windlasses and winches are likely to be subjected to heavy ice accretion.
Prior to arrival in port, winches and windlasses should be proven to be operational and additional time may have to be allowed to clear any ice accretion.
In addition, both anchors should be lowered to prove that they are free to run from the pipe (i.e., not frozen in) when safe navigation permits.
However, the anchors should be brought fully home prior to mooring.
Other Particular care should be taken in sealing the chain locker, spurling and hawse pipes.
TMSA KPI 1A.1.1 requires that management ensures that company policy and the supporting procedures and instructions cover all the activities undertaken.
IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
IMO: Polar Code Appendix II Model table of contents for the Polar Water Operational manual (PWOM) 1 – Operational capabilities and limitations Chapter 2 Operation in low air temperatures System design Guidance: The PWOM (Polar Water Operational Manual) should list all ship systems susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction
Page 573 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) The vessel operator should have developed procedures to ensure that deck machinery, including moor ing systems, remains operable in sub- zero temperatures.
The procedures should list all deck machinery susceptible to damage or loss of functionality by exposure to low temperatures, and the measures to be adopted to avoid malfunction.
Winterisation checklists should be used to facilitate preparations prior to entering an area of sub- zero temperatures.
Periodic inspections of all deck machinery should be undertaken during the exposure to sub-zero temperatures to ensure the effectiveness of the precautions being taken, which may include: • Ensuring hydraulic systems contain a suitable grade of hydraulic oil. • Circulating hydraulic system oil continuously when the external temperature was below 0°C to ensure that the fluid systems are maintained at working temperatures. • When leaving machinery (e.g., winches) running, paying careful attention to the regular lubrication of the equipment. • Operating and testing cargo handling cranes prior to the vessel entering sub- zero temperatures. • Checking heating arrangement s in cranes are operational. • Adequately covering the pneumatic or electrical motors used for raising or lowering accommodation ladders to prevent ice accretion. • Closing the main air valve to deck and draining the airline down. • Protecting control boxes and motion levers for deck machinery with canvas covers. • Protecting mooring wires and synthetic ropes with canvas covers to stop ice accretion until they are required for use. • Prior to arrival in port, proving winches, windlasses and anchors to be operatio nal. • Ensuring the continued operability of pneumatic oil spill pumps, where provided.
These procedures may form part of a Polar Water Operational Manual (PWOM).
This question will only be assigned where the vessel operator had declared through the pre-ins pection questionnaire that the vessel met one or more of the following criteria: • Was assigned an ice class notation • Was assigned a winterisation class notation • Had been issued with a Polar Ship Certificate • The vessel traded in areas where sub-zero temperatures may be routinely expected.
['Sight, and where necessary review, the company procedures to ensure that deck machinery, including mooring systems, remains operable in sub', 'zero temperatures.', 'Review winterisation checklists and records of periodic inspections of all deck machinery during exposure to sub', 'zero temperatures.', 'Interview the accompanying officer to verify their familiarity with the company procedures to ensure that deck machinery, including mooring systems, remains operable in sub', 'zero temperatures.', 'If applicable, during the physical inspection of the vessel confirm the precautions being taken to ensure that deck machinery, including mooring systems remains operable in sub', 'zero temperatures.
Expected Evidence', 'Company procedures to ensure that deck machinery, including mooring systems, remains operable in sub', 'zero temperatures.', 'Winterisation checklists.', 'Records of periodic inspections of all deck machinery during exposure to sub', 'zero temperatures.
Page 574 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Potential Grou n ds for a']
Industry Guidance BIMCO: The Ice Navigation and Seamanship Handbook 1st Edition 2019 Introduction As with all navigation, careful preparation significantly reduces the risk of an accident.
In icy environments consideration should be given to the nature of the ice, its dangers and the regions where it is encountered, ship handling, passage planning, crew training and preparing the ship for the expected weather.
This manual will allow seafarers to acquire the necessary knowledge and understanding which, when combined with practical experience, will enable safe navigation in ice.
Chapter 8 Navigation in Ice 8.1 Passage Planning The passage plan should recognise any limitations of navigation or communication equipment on board, and take into account the availability of nav aids, availability and reliability of charts, SAR provision and infrastructure (all of which may be limited) in the intended region.
The passage plan for ice will consider pack ice and iceberg limits indicated on the navigational chart and other available material (some regions will have more information than others) such as: • Information from commercial or government sources. • Forecasts for the intended location and estimated date of passage. • Historic data, including previous ice information, as well as knowledge gained from local experience and/or previous visits on the route. 8.1.1 Appraisal 8.1.2 Planning 8.1.3 Execution Page 576 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 8.1.4 Monitoring 8.1.5 Routeing in Ice Waters 8.2 Watchkeeping Practices Navigation inside ice waters requires maximum input by all participants in the watchkeeping arrangements of the ship.
This includes the navigation officers as well as the engineering personnel and relevant members of the crew.
The lookout and helmsman will perform vital roles within the bridge team and should be fully briefed as to their duties and actions. 8.2.2 Watch Officer’s Briefing Prior to Entry into Ice Limits 8.2.3 Under Pilotage in Ice The presence of a Pilot or Ice Advisor on the bridge in ice conditions does not change the established Master/Pilot relationship.
However, it is important that the Master and officers closely listen to the advice and guidance of the pilot and or Ice Advisor.
If there is any misunderstanding or lack of clarity, all personnel should be encouraged to ask for clarification. 8.3 Evidence of Ice 8.3.1 Freezing Spray 8.4 Navigation in Pack Ice Navigation in pack ice requires the ship’s main engines to be kept in a state of immediate readiness with the ship on continuous manoeuvring speed. 8.5 Visibility and Heating 8.6 Position Fixing in Ice Conditions 8.6.1 Charts and Positions In certain remote areas, chart depths can be no more than track soundings from previous passages.
The accuracy of charts in the Arctic and Antarctic varies widely depending on the date of the survey.
Charts in developed coastal regions, such as the Baltic Sea and Saint Lawrence Gulf, will be surveyed to more modern standards.
In any event, navigators should always be aware of the source of charted data, either by looking at the paper chart Source Classification Diagram or by interrogating the ECDIS CATZOC function. 8.6.2 Floating Marks and Buoys 8.6.3 Leading Lights and Sectored Lights 8.7 Radar Use in Ice Conditions 8.7.1 Settings, Tuning and Detection 8.8 Compasses Chapter 9 Shiphandling 9.1 Entering the Ice Page 577 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) 9.2 Approaching the Ice Edge 9.3 Underway in Ice 9.4 Pinch Points 9.5 Beset by Ice 9.6 Anchoring in Ice 9.7 Inland navigation: Canal and Lock Systems 9.8 Damage in Ice 9.9 Berthing in Ports with Ice Chapter 11 Working with Icebreakers OCIMF: The Use of Large Tankers in Seasonal First -Year Ice and Severe Sub -Zero Conditions Section 8 Proficiency of Ship’s Crew The safe operation of a ship trading in ice requires skill and technical proficiency in excess of those required during normal operating conditions.
It is, therefore, important that suitable training is offered to complement existing experience.
All ship’s officers and crew shou ld be adequately trained for circumstances likely to be encountered when operating in low temperatures, undertaking ice navigation and/or icebreaker escort.
This may take the form of in- service training, simulator training and/or Computer Based Training (CBT) and should include cold weather survival.
The following provides an example outline content to form the basis of an ice operations training course. • Types of ice, its formation and properties. • Ice regulations. • Technical aspects of ice class and ‘winterisation’ notations, design and construction. • Ship performance in ice and cold climates. • Ice broadcasts and ice charts. • Passage planning considerations for ice. • Operating, navigating and ship handling in ice. • Icebreaker operations. • Berthing and mooring operations in ice. • Risk assessment. • Contingency planning and emergency response. • Cargo and ballast operations in cold weather. • Environmental issues. • Limitations of shore support. • Simulator module.
Masters, officers in charge of a navigational watch and officers in charge of an engineering watch should have relevant experience and training with regard to operating ships in ice and severe sub- zero conditions.
TMSA KPI 5.1.2 requires that comprehensive procedures to ensure safe navigation are in place.
These proced ures may include: • Berth-to -berth passage planning. • Actions upon encountering adverse weather, restricted visibility or ice. • Supporting checklists.
Page 578 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) IMO: ISM Code 7 The Company should establish procedures, plans and instructions, including checklists as appropriate, for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks involved should be defined and assigned to qualified personnel.
The vessel operator should have developed procedures for navigating in areas affected by ice, including checklists where appropriate.
The procedures should include as appropriate, guidance on: • Passage planning in areas affected by ice. • Watchkeeping requirements in areas affected by ice. • Pilotage in ice. • Actions to take when ice is detected. • Freezing spray. • Navigation in pack ice. • Position fixing in ice conditions. • Charts and positions in remote locations. • Radar use in ice conditions. • Limitations of compasses in high latitudes. • Shiphandling in ice. • Anchoring in ice. • Avoiding hull and propeller/propulsion system damage in ice. • Berthing/unberthing in ports with ice. • Working with icebreakers.
The procedures may reference or incorporate industry publications such as The Ice Navigation and Seamanship Handbook or equivalent best practice guidance.
The procedures may form part of the Polar Waters Operational Manual, where carried.
Masters, officers in charge of a navigational watch and officers in charge of an engineering watch should have relevant training with regard to operating ships in ice and severe sub-zero conditions.
This may take the form of in-service training, simulator training and/or Computer Based Training (CBT).
This question will only be assigned where the vessel operator had declared through the pre-inspection questionnaire that the vessel met one or more of the following criteria: • Was assigned an ice class notation. • Was assigned a winterisation class notation. • Had been issued with a Polar Ship Certificate. • The vessel traded in areas where sub-zero temperatures may be routinely expected.
['Sight, and where necessary review, the company procedures for navigating in areas affected by ice.', 'Review completed checklists for the last voyage affected by ice.', 'Review the passage plan for the last voyage affected by ice.', 'Review the Bridge Log Book for the last period navigating in an area affected by ice.', 'Review records of crew training with regard to operating ships in ice.
Page 579 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022)', 'Interview the acco mpanying officer to verify their familiarity with the company procedures for navigating in areas affected by ice.
Expected Evidence', 'Company procedures for navigating in areas affected by ice.', 'Passage plan for the last voyage affected by ice.', 'Completed chec klists for the last voyage affected by ice.', 'Bridge Log Book for the last period navigating in an area affected by ice.', 'Records of crew training with regard to operating ships in ice.
Potential Grounds for a']
Page 75 of 579 – SIRE 2.0 Question Library Part 2 – Version 1.0 (January 2022) Information on the type of sounding pipes fitted should be clearly displayed at the cargo control position.
Ropes or tapes made of synthetic materials should not be used for lowering equipment into cargo tanks at any time.
This question will be allocated as follows: • Oil tankers: not fitted with an inert gas system.
Determined by HVPQ 9.15.1 answered in the negative. • Oil / Chemical tankers: All. • Chemical tankers: All.