FOM-3.35 Fleet Operations Manual
Navigation
Polar Operation Including Northern Sea Routes
 Doc No.: FOM-3.35
Revision: 01
Date: 15 Oct 2024
Issued by: DPA
Approved by: MD

1. Application

This document applies to vessels under company intending to make a voyage in the Polar regions and Northern Sea Route (NSR).

2. Purpose

The purpose of this document is to specify requirements and precautions for operations around the polar regions and a safe passage through the Northern Sea Route (NSR).

3. Voyage Instructions

Ships operating in the Arctic environment are exposed to a number of unique risks. Poor weather conditions and the relative lack of good charts, communication systems and other navigational aids pose challenges for mariners. The remoteness of the areas makes rescue or clean-up operations difficult and costly. Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions. When ice is present, it can impose additional loads on the hull, propulsion system and appendages.

This procedure is to be read in conjunction with other procedures mentioned in FOM 3.36 and appendices, and Polar Waters Operational Manual (PWOM) specific to the vessel. The extreme winter-specific procedures are already mentioned in those parts of the SMS. This procedure covers additional precautions and actions required for Polar water operations covering mainly the Canadian Arctic and NSR.

The Master has to immediately contact the office once information about the voyage to polar regions or NSR is received. The Master must also carry out a detailed risk assessment for the upcoming passage with the department heads.

Areas that require special attention in Polar water operation:

  1. Operational requirements and limitations
  2. Navigation
  3. Communication and reporting requirements.
  4. Environment and pollution prevention.
  5. Crew training requirements.
  6. Emergency preparedness

1. Operational Requirement and Limitations

Categories of ships:

The scope of application of the Polar Code requirements is dependent on the design features of the ship. For the application of Polar Code requirements, ships are subdivided into three categories as follows:

A. Northern Sea Route (NSR)

  1. The NSR Administration manages the entire NSR, Russia. During the movement of any vessel to the NSR area, from the W while crossing 33° E or from the east while crossing parallel of 62° N or meridian 168° W or immediately after the departure of a ship from a seaport of Russian federation in Barents, White or Bering Sea, vessels are mandated to report.
  2. The NSR Administration has developed guidelines in accordance with “Rules of navigation in NSR water area" & "Recommendation on communications during Arctic navigation."
  3. The NSR provides accurate ice broadcasts. Navigation under ice breaker assistance is available in light & medium types of ice condition in Kara Sea, Captive, East-Sartor Sea and Chukchi Seas.
  4. Vessel’s route is to be carefully prepared and planned as recommend by the NSR Administration. The assistance of sea pilots and additional navigating officers with regional knowledge is available.
  5. Considering the ships ice-class design and manning requirement of vessels pursuant to the provisions of Polar code convention, the NSR reviews all applications, issues permissions for navigation in the NSR and certificates for ice conventional pilotage on the NSR. The NSR being 40% shorter than via the Suez and 60% shorter via the Cape of Good Hope substantially reduces the transportation time, fuel consumption, environmental emissions. Also, it eliminates the possible piracy risk which has during recent years, presented a significant threat to international shipping in/around African and Asian waters.
  6. The NSR transit being available from June to September only every year, there are few concerns that are naturally bound to occur.

B. Canadian Arctic - Baffin Island Operations

  1. The Canadian Arctic covers navigation to ports to the North of Canada. The ports located in this territory are Milne inlet, Churchill, Nukk Port and Harbour, among the others.
  2. These ports are usually ice free only between August to October every year.

In both the above cases, agent is to be contacted for the latest information and instructions which keep changing from time to time. When the voyage instructions are received, the charterers will also provide operational guidance.

These areas are not well connected with the world as yet, hence the availability of stores, spares, fuel, and reception facilities has a huge limitation. Vessel to discuss these matters with the office on receipt of voyage instructions.

2. Navigation

Even though typical passages through the NSR exist, ships might not follow the exact same route each time. Enough buffer has to be provided for deviation during the passage, since the actual route will depend on the presence and thickness of ice. Icebreakers will attempt to follow the safest and most efficient line through the ice. Whatever route the icebreakers take, the following ships remain responsible for their own navigational safety.

The following will be among the navigation challenges encountered during the passage:

  1. Electronic / physical charts

    2. Electronic or physical charts of most polar areas are generally inferior to those of other regions in at least the following respects:

    Lack of detail: Polar regions have not been surveyed with the thoroughness needed to provide charts with traditional detail. Relatively few soundings are available and many of the coastal features are shown by their general outlines only. Large areas are perennially covered by ice, which presents a changing appearance as the position and character of the ice changes. Heavy ice cover and snow prevent accurate determination of surface features of the earth beneath. Added to this is the similarity between adjacent land features where the hundreds of points and fiords in one rugged area or the extensive areas of treeless, flat coastal land in another look strikingly alike. The thousands of shallow lakes and ponds along a flat coastal plain also lack distinctive features.

    Inaccuracy: Polar charts are based upon incomplete surveys and reports of those who have been in the areas. These reports are less reliable than in other areas because icebergs are sometimes mistaken for islands, ice-covered islands are mistaken for grounded icebergs, shorelines are not easy to detect when snow covers both land and attached sea ice, inlets and sounds may be completely obscured by ice and snow, and meteorological conditions may introduce inaccuracy in determination of position. Consequently, many features are inaccurately shown in location, shape, and size, and there are numerous omissions. Isogonic lines, too, are based upon incomplete information, resulting in less than desired accuracy.

    Coverage: Relatively few nautical charts of polar regions are available, and the limits of some of these are not convenient for some operations. As in other areas, charts have been made as the need has arisen. Hence, large-scale charts of some areas are completely lacking.

    Datum: Since charts may have not be updated using more modern methods (i.e. GPS) such that the chart datum may be a local one or one used by earlier cartographers (i.e. NAD27). Chart datum shifts may exceed as much as 1 km under worst case circumstances.

    Projection: As the latitude increases, the utility of the Mercator projection decreases, primarily because the value of the rhumb line becomes progressively less accurate. At latitudes greater than 60° the decrease in utility begins to be noticeable, and above latitude 70° it becomes problematic. In the clear polar atmosphere, visual bearings can be observed at great distances, sometimes 50 miles or more, but the use of a rhumb line to represent a bearing line introduces an error at any latitude, and at high latitudes errors become exaggerated.

  2. Compasses

    3. The magnetic compass directive force depends upon the horizontal intensity of the magnetic field of the earth. As the magnetic poles are approached, the opposing force on the compass card becomes progressively weaker until at some point the magnetic compass becomes useless as a direction-measuring device. The decrease in horizontal intensity encountered near the magnetic poles, as well as magnetic storms, affects the magnetic deviation. When a compass is subjected to extremely low temperatures, there is danger of liquid freezing.

    Sufficient heat to prevent this can normally be obtained from the compass light, which should not be turned off during severe weather.

    The common gyrocompass is generally reliable to latitude 75°N. North of 75°N special care must be taken in checking its accuracy. Even with the compensation given by the latitude corrector on certain makes of the compass, the gyro continues to lose horizontal force until, north of about 85°N, it generally becomes unusable.

  3. Bearings:

    4. Bearings are useful but have limitations. When bearings on more than two objects are taken, they may fail to intersect at a point because the objects may not be charted in their correct relation to each other. In high latitudes, it is not unusual to make use of bearings on objects a considerable distance from the vessel. Because of the rapid convergence of the meridians in these areas, such bearings are not correctly represented by straight lines on a Mercator chart.

  4. Anchorage:

    5. Because good anchorages are not plentiful in high latitudes, there is an understandable temptation to be less demanding in their selection. This is dangerous practice, for in polar regions some of the requirements are accentuated.

    The factors to be considered are:

For Baffinland trade:

  1. Route plan to/from Milne Inlet to be verified by each bridge team member and finally approved by Master.
  2. Comments to be marked on ECDIS, to check route plan way points with the Baffinland Mandatory route way points as declared and passed on to vessels.
  3. Vessel to follow local requirements including the speed restrictions.

3. Communication and Reporting Requirements

Based on Federal Law, in January 2013, the Ministry of Transport of Russian Federation developed and approved the Rules of Navigation on the navigable waters of the Northern Sea Routes. This document provides articles on:

Submitting an Application for Passage through the NSR

Granting permission for the navigation of ships in the water area of the NSR is affected by the NSRA on the basis of applications, that can be submitted to the NSRA by email up to four months prior to the intended passage and not less than 15 days prior to entry into the NSR. Applications in Russian or in English, in pdf format can be submitted by the shipowner, the shipowner’s representative or the ship’s Master (provided a copy of authorization from the owner is included in the submission). The following key documents in pdf format are to be submitted in Russian and/or in English with the application:

The NSRA will notify the shipowner within twelve days if permission has been granted or, if not, of the reasons justifying the refusal. The information will also be posted to the NSRA website. Successful applicants will be notified at this time of the proposed route and given information on the need for icebreaker assistance in the various sections of the route.

Notification Prior to Entry into the NSR Area

In addition, 24 hours before approaching the Western or Eastern boundary the ship’s Master should notify the NSRA of the planned time of the arrival of ship to the appropriate boundary.

Rules for Icebreaker Assistance

Most vessels entering or transiting the NSR will require icebreaker escort. Information on the necessity to use icebreaker assistance under heavy, medium and light ice conditions while sailing in the water area of the NSR is provided by the NSRA. Icebreaker assistance is rendered by the icebreakers authorized to navigate under the State flag of the Russian Federation. The list of organizations that provide icebreaker assistance is provided in this Advisory.

Icebreaker assistance involves ice reconnaissance. Icebreakers make channels in ice. This involves the formation of a group of ships following the icebreakers. Ships sail through the channel behind an icebreaker in tow, without towing in an independent mode or as part of a group of ships to ensure navigation safety. Communications between icebreakers and ships are carried out by radio communication on channel 16 at a very high frequency (VHF).

The fee rate of the icebreaker assistance of a ship in the water area of the NSR is determined by the legislation of the Russian Federation taking into account the capacity of the ship, the ice-class of the ship, the escorting distance and the period of navigation. The point and time of the beginning and end of the icebreaker assistance for a ship are agreed to by the shipowner with the organization rendering service of the icebreaker assistance in the water area of the NSR. The ice convoy is under the control of the Master of the icebreaker rendering the icebreaker assistance. The order of the allocation of ships within the ice convoy is specified by the Master of the icebreaker that is rendering the assistance. While moving in the ice convoy, the ship’s Master must maintain the ship’s placement within the convoy and maintain the proper speed and distance between the ship that is ahead of it based on the instruction of the Master of the icebreaker. The ship’s Master will also maintain communication with the Master of the icebreaker. This information would include difficulty with maintaining a fixed place within the ice convoy, speed and/or distance between a leading ship, or any information about damages inflicted on the ship.

Rules of Pilot Ice Assistance

Pilot ice assistance of ships is carried out with the purpose of ensuring navigation safety, the prevention of accidents as well as the protection of the marine environment in the water area of the NSR. The fee rates for the pilot ice assistance in the water area of the NSR is determined in accordance with legislation of the Russian Federation taking into account the capacity of ship, the ice-class of ship, the escorting distance and the period of navigation. The list of organizations that provide pilot ice assistance is provided in the Advisory.

During the pilot ice assistance of ship, recommendations are given to the ship’s Master regarding:

Northern Canada

The Northern Canada Vessel Traffic Services (NORDREG)

The Northern Canada Vessel Traffic Services Zone Regulations apply to every ship of 300 tonnes gross tonnage or more; to vessels engaged in towing or pushing another vessel if the combined tonnage of 500 tonnes or more; to vessel that are carrying as cargo, a pollutant or dangerous goods or towing or pushing a vessel that is carrying pollutant or dangerous goods.

NORDREG CANADA is a mandatory vessel traffic services system that also provides the mariner with information pertaining to ice conditions, vessel routing, icebreaker assistance and other government services. Mariners may obtain ice information and access shipping support services by sending a free message to NORDREG CANADA.

The Northern Canada Vessel Traffic Services (NORDREG) Zone consists of:

  1. the shipping safety control zones prescribed by the Shipping Safety Control Zones Order,
  2. the waters of Ungava Bay, Hudson Bay and Kugmallit Bay that are not in a shipping safety control zone,
  3. the waters of James Bay,
  4. the waters of the Koksoak River from Ungava Bay to Kuujjuaq,
  5. the waters of Feuilles Bay from Ungava Bay to Tasiujaq,
  6. the waters of Chesterfield Inlet that are not within a shipping safety control zone, and the waters of Baker Lake, and
  7. the waters of the Moose River from James Bay to Moosonee.

More details of the reporting requirements can be found in the publication "Ice Navigation In Canadian Waters".

Communications

Radio communication between ships, icebreakers and the NSRA is carried out with the use of radio equipment designed for the application within the operating zones of sea regions A1, A2, A3 and A4 of the Global Maritime Distress and Safety System (GMDSS). While moving in ice convoy, icebreakers and ships maintain continuous radio watch on the VHF channel 16.

While moving in the ice convoy, radio communication between ships and between ship and icebreaker/icebreakers is carried out on the VHF communication channel established by icebreaker master supervising the movement of the ice convoy.

Satellite communication, being a challenge due to higher latitudes can be established through Iridium system.

4. Environment and Pollution Prevention

MARPOL Annex I – Discharges and Structural Requirements

In accordance with paragraph 1.1.1 of Part II-A of the Polar Code, discharge to sea of oil or oily mixtures in Arctic waters is prohibited.

Operation in Polar Waters shall be taken into account, as appropriate, in the Oil Record Books, the PWOM and the shipboard oil pollution emergency plan or the shipboard marine pollution emergency plan as required by MARPOL Annex I.

The following requirements apply to new ships of Category A and B:

  1. on ships with aggregate oil fuel capacity of less than 600m³ all oil fuel tanks with individual capacity greater than 30m³ shall be separated from the outside shell by a distance of not less than 0.76 metres;
  2. all oil residues (sludge) and bilge water tanks with individual capacity greater than 30m³ shall be separated from the outside shell by a distance of not less than 0.76 metres;
  3. oil tankers of less than 5,000 tonnes deadweight shall have the entire cargo tank length protected with double bottom and wing tanks or void spaces complying with the requirements of Regulation 19 of MARPOL Annex I;
  4. on ships other than oil tankers, all cargo tanks intended for the carriage of oil shall be separated from the outside shell by a distance of not less than 0.76 metres.

MARPOL Annex II – Discharges and Structural Requirements

MARPOL Annex IV – Discharges

MARPOL Annex V – Discharges, Garbage Management Plan and Placards

In Arctic waters, discharge of garbage into the sea permitted in accordance with Regulation 4 of MARPOL Annex V shall meet the additional requirements specified in paragraph 5.2.1 of Part II-A of the Polar Code.

In the Antarctic area, discharge of garbage into the sea permitted in accordance with Regulation 6 of MARPOL Annex V, shall meet the additional requirements specified in paragraph 5.2.2 of Part II-A of the Polar Code.

Operation in Polar Waters shall be taken into account, as appropriate, in the Garbage Record Book, Garbage Management Plan required under Regulation 10 of MARPOL Annex V, and the related Placards. Specifically, the ship’s Garbage Management Plan shall refer to the requirements of paragraph 5.2 of Part II-A of the Polar Code for ships intended to operate in Polar Waters.

Additional capacity needs to be created onboard to retain black and grey water.

5. Crew Care and Training Requirements

The crew of any ship is perhaps the most susceptible system to the cold. For this reason, the crew must be properly equipped with appropriate clothing to protect bodies, hands, head, eyes, and feet. (Refer also to the NSRA requirements for specifics with respect to numbers of sets of clothing and thermal floatation suits.) The crew must also be equipped with appropriate tools, such as shovels, mallets, and scrapers.

To ensure that ships operating in polar waters are appropriately manned by adequately qualified, trained and experienced personnel, Masters, Chief mates and Officers in charge of a navigational watch onboard ships operating in polar waters shall have completed training to attain the abilities that are appropriate to the capacity to be filled and duties and responsibilities to be taken up, taking into account the provisions of the STCW Convention and the STCW Code, as amended.

Ice conditions Traing Reqirement by Ship
Tankers Passenger Ships Other ship type
Ice Free Not Applicable Not Applicable Not Applicable
Open Waters Basic Training Required for Person Serving As: Master, Chief Mate, and Officer in Charge of a Navigational Watch Basic Training Required for Person Serving As: Master, Chief Mate, and Officer in Charge of a Navigational Watch Not Applicable
Other Waters Advanced Training Required for Person Serving As: Master and Chief Mate. Basic Training Required for Officer in Charge of a Navigational Watch Advanced Training Required for Person Serving As: Master and Chief Mate. Basic Training Required for Officer in Charge of a Navigational Watch Advanced Training Required for Person Serving As: Master and Chief Mate. Basic Training Required for Officer in Charge of a Navigational Watch

Basic Training for Ships Operating in Polar Waters

  1. Every candidate for a Basic Training Certificate for ships operating in polar waters shall have successfully completed an approved training course for Basic Training for ships operating in polar waters.
  2. Basic Training for ships operating in polar waters shall satisfy the requirements STCW A-V/4-1.

Advanced Training for Ships Operating in Polar Waters

Every candidate for Advanced Training Certificate for ships operating in polar waters shall:

  1. hold a valid Basic Training Certificate for ships operating in polar waters; and
  2. have at least two (2) months of approved seagoing service in the deck department, at the management level or while performing watchkeeping duties at the operational level within polar waters or other equivalent service; and
  3. have successfully completed approved Advanced Training for ships operating in polar waters.

6. Emergency Preparedness