Cold and Heavy Weather File

The Cold & Heavy Weather File
A Videotel Production
Consultants:
David Stratton
John Cowan
With special thanks to

The Master, Officers and Crew of:-
MV Baltic Eider
MV Canmar Courage
MT North Pacific
Anglo Eastern Ship Management
Andrew Weir Shipping Ltd
ARCO Ltd
Canadian Coast Guard
Goddard Work Wear
Institute of Marine Engineers
International Maritime Organization
Office of Commodore RFA Flotilla
Petro -Nav
Shell International Trading & Shipping Company
Standard Steamship Owners P&I Association
Transport Canada
W.A.Blyth Ltd
Wallem Ship Management Ltd
Print Author:
Kathy Chater
Producer:
Robin Jackson
Writer/Director:
Richard Hackett
Photographs supplied by, and reproduced with the kind permission of,
Anglo Eastern Ship Management
Warning:
Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or other exploitation of this video is strictly
prohibited and may result in prosecution.
© Videotel 1998
This video is intended to reflect the best available techniques and practices at the time of production, it is intended purely as
comment. No responsibility is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way
concerned, with the production or authorised translation, supply or sale of this video for accuracy of any information given hereon
or for any omission herefrom.
The Cold & Heavy Weather File
Introduction 1
1. Heavy Weather 3
2. Personal Protection In The Cold 8
3. Preparing For The Cold 14
4. Mooring Below Zero 16
5. The Deck Department In The Cold 20
6. The Engineering Department In The Cold 24
7. The Catering Department In The Cold 28
8. Discharging Tankers Below Zero 30
9. The Senior Management Role In The Cold 35
10. Answers to Self Assessment Questions 39

Introduction
There are few hard and fast rules about working in cold and heavy weather. Much depends
on the class of ship, what cargo it is carrying and the environment in which it is travelling.
The key to safety when working in a hazardous environment is forward planning - being
prepared, having action plans and procedures in place before cold or heavy weather are
encountered. Each section contains checklists to be used when planning for and working in
heavy or cold weather but these are not exhaustive. They will need to be adapted to
individual ships and conditions. Have copies and use them as the basis for planning
meetings before you travel into difficult conditions. The officer usually responsible for each
task has been filled in but remember to add those who are assigned to carry out work on
your particular vessel.
This training pack does not deal with working in heavy ice where strengthened hulls or ice
breakers are required. Nor does it deal with navigating in the Arctic and Antarctic regions,
which present special problems of survival. Temperatures there can drop below -40°C. The
scope of this work is to deal with sub-zero temperatures between 0°C and -20°C.
There are nine sections in the accompanying video. You should watch the first three and
then select from the others those that are relevant to you. There are self-assessment
questionnaires to enable you to judge how well you have understood the video and study
pack. When you have seen the video, read the pack and feel confident you have mastered
the information, answer the questions.
1
Heavy Weather
Personal Protection In the Cold
Preparing for the Cold
Mooring below Zero
The Deck Department In the Cold
The Engineering Department In the Cold
The Catering Department In the Cold
Discharging Tankers below Zero
The Senior Management Role In the Cold

Heavy Weather
Good communication between the Master and department heads must be maintained both
when heavy weather is expected and when it is encountered.
Weather reports and advice from a weather routing service, if available, must be monitored
so action can be taken. It is always best to avoid heavy weather by re-routing the ship to
prevent damage to ship and cargo. If this is not possible, the owner and operator must be
informed of any deviation from the planned route. Most companies have guidelines on such
matters and the company manual should be consulted.
SEASTATES
Code State of sea Height of waves (m)
0 Calm - glassy 0
1 Calm with ripples 0 - 0.1
2 Smooth with small wavelets 0.1 - 0.5
3 Large wavelets 0.5 - 1.25
4 Moderate waves 1.25 - 2.5
5 Rough 2.5 - 4
6 Very rough 4-6
7 High waves with spray that may 6-9

affect visibility.
8 Very high waves. Visibility affected. 9 - 14
9 Phenomenal. Air is filled with foam Over 14

and spray. Visibility seriously affected.
If the ship is on a voyage in which seastates above four are likely to be encountered, certain
steps should be taken well in advance to protect the ship, crew and any passengers. Work
aloft should be stopped immediately. The ship and cargo should be secured and crew
members and passengers informed. Passengers and anyone unfamiliar with heavy weather
must be warned to secure any loose items to avoid damage and injury.
3
On entering heavy weather, course and speed may need to be adjusted. It is not always easy
in large vessels to judge the force of head seas on the ship. Power adjustment to the main
engine is usually necessary to avoid overspeed and damage to the engine. Even a small
drop in speed on vlcc’s and large bulk carriers indicates that the bow is being exposed to
forces that are enough to cause damage.
Work on deck should be minimised and personnel allocated internal work. Although it may
be possible to keep working in sheltered areas on the aft deck on larger ships, this will
depend on the circumstances and the actual weather conditions. No-one should be on deck
without supervision and the bridge should be informed.
If the ship is in heavy weather for a prolonged period, the crew may be sleeping badly so
they may not be fit for difficult work and must take extra care to compensate for lack of
sleep.
After a ship has passed through heavy weather, an inspection party should be briefed and,
issued with appropriate lifelines and protective clothing, must check if any damage has
occurred. Alter course to ease the ship and to make it safe for the inspection party. Never
inspect unless it is safe to do so.
You should have manuals issued by your company with advice on how to deal with heavy
weather. You can use the following checklists to make sure that everything is covered but
this is only a minimum. Discuss these lists during the meeting of your shipboard safety
committee and put in additional information. Add checks for extra duties which may be
required by your particular ship and the cargo. Make sure that there is a formal reporting
system between the person responsible for ensuring the checks are made and the person
who has overall responsibility for safety.
4
✓ PREPARING TO ENTER HEAVY WEATHER
ACTION RESPONSIBILITY
Protective equipment (safety harnesses) Chief Officer/Bosun

should be issued and lifelines rigged
Inform Engineers/Electrician to secure Chief Engineer/

machinery and electrical apparatus 2nd Engineer
Inform the galley so they can take precautions Officer of the Watch/
by putting on guard rails Chief Cook
Announce on the PA the impending heavy weather Officer of the Watch

so that all crew and passengers can secure
personal belongings in their cabins
Stow and/or lash down spares, gangways, etc. Chief Officer/Bosun

both on and below decks
Check security of all hatch covers*, air pipes, Chief Officer/Bosun

pipes, booby hatches, hold vents, etc.
Check anchors are right up into the hawsers with Chief Officer/Bosun
no free movement. Tighten lashings, hawser and
secure spurling pipe covers
Fully secure all weather deck doors and access Chief Officer/Bosun
hatches
Secure all accommodation ladders Chief Officer/Bosun
Secure all accommodation doors Chief Officer/Bosun
Lash all deck, engine room and catering stores Chief Officer/Bosun
2nd Engineer
Check security of all paint stores, lubricant and Chief Officer/Bosun

chemical stores 2nd Engineer
Check cranes and derricks Chief Officer/Bosun
Check security of all loads and re-secure as Chief Officer/Bosun

required
Check security of all deck cargo and re-secure Chief Officer/Bosun

or take extra lashings as required
* It was the failure to fasten a 4ft hatch and to strengthen suspect ventilation
covers that led to the sinking of the Derbyshire in a typhoon.
5
✓ ON ENTERING HEAVY WEATHER
Modify course and speed to minimise damage Master/Officer of the

Watch
Apply heavy weather adjustment to auto-pilot Officer of the Watch

steering. If yaw becomes excessive, change to
hand steering
Increase frequency of receiving radio weather Officer of the Watch

reports and facsimile charts
Stop work aloft immediately Chief Officer/Bosun
Restrict movement on deck to essential Master/Officer of

work only carried out under direct orders from the Watch
the bridge.
✓ AFTER PASSING THROUGH HEAVY WEATHER
Issue inspection party with protective clothing

and equipment
Check security of all loads and re-secure as

required
Check security of all deck cargo and re-secure

as required
6
SELF-ASSESSMENT QUESTIONS
When you have watched this section of the video and read the accompanying notes in the
study pack, answer the following questions. There is one correct answer to each question.
Incorrect answers will show that you should study the relevant section again or ask for
further explanation from a senior officer. The answers are on p39.
1. What is the main way of protecting the ship from the effects of heavy weather?
a) Modify course and speed

b) Warn personnel of the impending weather conditions
c) Secure all equipment
2. What is the main way of protecting the crew’s safety in heavy weather?
a) Warn them of the impending weather conditions

b) Rig a heavy weather lifeline on deck
c) Stop movement aloft and restrict movement on deck
3. What is the main way of protecting the cargo from the effects of heavy weather?
a) Increase ventilation
b) Check and re-secure lashings as necessary
c) Batten down hatches
7
Heavy Weather
Personal Protection
in the Cold
Mooring below Zero
The Deck Department in the Cold
The Engineering Department in the Cold
The Catering Department in the Cold
The Senior Management Role in the Cold

Personal Protection in the Cold
Individuals vary greatly in how they react to cold, depending on how accustomed they are to
it and on their physical build and personality. However, all those working on deck in the cold
must have the right protective clothing. The normal body temperature of everyone, no matter
where they come from, is around 37°C. Even a small drop to below 35°C in the temperature
in the centre of the body can lead to a serious condition called hypothermia, which may
produce heart failure. This can occur rapidly if a person falls into very cold water but can
also occur in cold, windy weather, especially if the person is wet.
As the body becomes colder, the blood supply to the skin is reduced and the skin and
nerves can become damaged. The skin may crack or chilblains (painful swellings on the
fingers, toes and even the ears) may occur. The first signs of injury to the skin caused by
cold is a change in colour: the skin becomes very pale or white. Although frostbite, when
the skin and the tissues below actually freeze, is rare on board ship where people can easily
take shelter in warm surroundings, it is important to recognise the signs.
Note that liquids that evaporate, e.g. petroleum products such as gasoline and chemicals
such as alcohols, will increase the effect of cold so spills need to be guarded against
carefully. If an evaporative liquid comes into contact with a person’s skin, rapid action to
treat the affected part of the body must be taken.
All these injuries can lead to permanent damage but even in the short-term will make
personnel less able to work efficiently so they must be avoided. You should be aware of
elementary first aid procedures. If someone has a skin injury caused by cold, this must not
be treated by applying any direct heat by, for example, placing the affected part of the body
on a heater or by rubbing it, which can cause permanent damage. The temperature must be
gradually restored, first by warming the affected part in another person’s hands, then by
using warm (not hot) water to restore normal temperatures.
Cold not only does physical damage but it also makes people miserable and lethargic.
Their memory can be reduced. These factors affect alertness which will endanger their own
safety as well as that of the people they are working with.
Alcohol is a depressant so must be avoided. Although it makes people feel less cold, it
reduces the body’s ability to adjust to temperature changes. Clothing must be kept clean,
as dry as possible and should be checked for damage.
The type and amount of protective clothing needed will depend on temperature, wind chill
(the lowering of temperature by the wind) and what work is being undertaken. As the table
below shows, even modest wind speeds can lower sub-zero temperatures significantly and
the greater the wind speed, the lower the apparent temperature. Even at -5°C, if there is a
wind of 35 knots, frostbite can occur.
9
EQUIVALENT WIND CHILL TEMPERATURES
Wind speed Actual Air Temperature

(knots) (Celsius)
9 -4 -8 -12 -16 -20
Temperature equivalent with windchill factor
3 0 -4 -8 -12 -16 -20
5 -4 -8 -13 -17 -22 -26
11 -10 -15 -21 -26 -31 -36
16 -14 -20 -25 -31 -37 -43
22 -17 -23 -29 -35 -41 -47
27 -18 -25 -31 -37 -43 -49
32 -19 -26 -32 -39 -45 -51
38 -20 -27 -33 -40 -48 -52
43 -21 -27 -34 -40 -47 -53
49 -21 -27 -34 -40 -47 -53
54 -21 -27 -34 -40 -47 -53
The shaded area shows where increasing danger may cause exposed skin to freeze in 60
seconds or fewer.
Protecting personnel from head to toe
A wide range of thermal clothing is available. The most advanced types, developed for
mountaineering and other situations where people are outside in the cold for a long time,
are not usually necessary on ships when people are in the open for only short periods,
except in the highest latitudes in winter. Protective clothing is, however, essential. Head,
hands and feet must be constantly protected as these are the parts of the body most
vulnerable to cold. When the temperature, taking into account the wind chill factor, is below
-32°C, the skin should be completely covered. In extreme temperatures, touch your cheeks
and nose with your fingers. If you can’t feel anything, you probably have frostbite and you
should enter a warm area as soon as possible.
10
THE BODY
The body continues to sweat under all conditions. Wet flesh freezes more quickly than dry
flesh so you must allow room for the moisture produced to evaporate. You should not
remove wet clothing while you are outside but come into the accommodation to change and
dry yourself. Four layers of loose-fitting clothing should be worn:
Layer 1 (next to the skin)

Modern synthetic fibres, rather than natural which soak up sweat.
Layer 2:
A loose-fitting layer for warmth
Layer 3:
Another loose-fitting layer to provide more warmth
Layer 4:
An outside layer to protect against the wind. This should also be loose-fitting and must be
waterproof because, as explained above, becoming wet in cold weather makes people more
liable to hypothermia.
HEAD
More body heat is lost through the head than through any other part of the body. Bald men
must take extra care. It is advisable to wear a close-fitting, fur-lined skull cap with flaps
which cover the ears. Over this, a helmet can still be worn. A large hood, which protects the
neck where heat is also lost, is essential.
When the outside temperature, taking into account the windchill factor, is below
-20°C, masks may be needed. Ears and noses are particularly affected by cold as the
tissues here are thinner. In sleet or snow, goggles should also be worn to protect the eyes.
HANDS
Gloves must be worn at all times outside. The sweat on hands can freeze solid on bare
metal, with serious consequences which may involve the loss of skin. Two layers are
advisable: tight-fitting woollen or cotton gloves under a toughened, all-leather working glove.
FEET
Warm high boots, which cover the ankles, or two layers of thin socks under boots, must be
worn. The boots should be non-slip because of the possibility of ice.
Keeping warm inside
To prevent heat loss, accommodation doors must be kept closed. Steam heating to
the accommodation should be kept at a low to moderate output level. This should be
11
supplemented by individual cabin or space heaters, which helps to protect the
accommodation from the cold and to prevent fresh water pipes from bursting.
Water from the atmosphere will build up in these sealed conditions so, if the ship remains
in extreme cold for a long period, condensation may form. Space heaters can be used to
dry out the moisture. The inspection party that checks all parts of the ship for damage after
encountering extreme conditions must be aware of the possibility of water damage.
✓PERSONAL PROTECTION AGAINST COLD

Issue crew with protective clothing for: Chief Officer/Bosun

head and neck
body
hands
feet
Close accommodation doors to prevent Chief Officer/

heat loss and keep them closed as far Duty Officer/Bosun
as possible
Set air blower circulation inside the Chief Engineer

accommodation at 90% internal
circulation (supplemented with humidified
steam) and 10% external inlet.
Rotate the crew to ensure that no-one is

exposed for too long
12
SELF-ASSESSMENT
1. What is the windchill factor? Is it:
a) the combined effect of cold temperature and wind speed

b) how cold the wind is
c) how much people’s morale is lowered by cold winds
2. Why is it important to cover the head and neck when outside in cold weather?
a) To stop them getting wet

b) To stop them getting cold
c) Because most heat is lost from the body through them
3. What should the first layer of protective clothing next to the body be made of?
a) modern synthetic fibre

b) cotton
c) wool
13
Heavy Weather
Mooring below Zero

The key to protecting crew, ship and cargo is preparation. It is too late to start thinking
about problems after the ship has entered very low temperatures. There should be a
planning meeting involving the ship’s head office and those who will be on the ship before
departure so that the extra supplies needed can be taken on board. The starting point for
this meeting will be the cold weather procedures set out in the company and ship manuals
but other sources of expertise, like this video and study guide and the experience of
officers and crew who have experience of very cold conditions, should be taken into
account.
Each department should hold a meeting to assess the risks of sub-zero temperatures on
their equipment and working practices. Among the questions to be asked should be the
following:
Has anything changed on the ship since the manual was introduced?
Are expected temperatures lower than those described in the documentation?
How does cold affect this piece of equipment or this task?
What steps must be taken to minimise risks of injury or damage?
The management team must draw up two checklists: the first for each piece of equipment
and the second for operating procedures. Tasks need to be defined and a proper hazard
analysis carried out to decide what additional controls and measures must be taken to
minimise the risk of injury to the crew and damage to the vessel and cargo. Everything is
liable to take much longer than normal and the time people can spend in the open is
restricted. This must be taken into account.
The following sections of the video and study guide contain basic checklists to cover
different departments and processes but will need to be modified or added to according to
your particular needs.
15
Heavy Weather
Mooring below Zero

Mooring Below Zero
Cold causes liquids to solidify. Pure water freezes into ice at 0°C and other liquids at
different temperatures. Seawater freezes around -1.5°C but the exact temperature will
depend on its degree of salinity. When water freezes into ice, it expands, which causes
damage by bursting pipes, etc. Low temperature oil, which freezes at lower temperatures
than normal oil, is available for some hydraulic systems. Keeping liquids circulating when
the temperature falls below 0°C will prevent freezing so both oil- and steam-driven systems
may need to be maintained on slow turning. Fuel oil bunkers and double-bottomed tanks will
be heated to allow transfers to daily service tanks.
Ice accretion
Ice must not be allowed to accumulate on deck where it will freeze solid on the bare metal.
One cubic metre of ice weighs approximately one tonne which can affect the vessel’s
stability. The chances of ice freezing solid on deck can be reduced by applying blue salt.
Even if ice does form over it, this ice can be broken up and cleared away more easily if it
has been salted. Clearing ice will also minimise the risk of falls during mooring. Although
walkways on ships should be non-slip, if they are covered by ice the effect will be cancelled.
It is advisable to apply anti-skid paint to the focsle, poop deck and mooring areas.
Anchors
Anchors must be kept ice free. Ice may have to be chipped off them but they can be cleared
by alternately heaving in and walking back which should break off the ice.
Lines
Mooring ropes, except those wound on the barrel, should be kept underdeck until required.
Prior to berthing, they should be brought out and flaked on wooden gratings, then kept
covered by tarpaulins.
As well as keeping lines under cover and having spares available, remember that they may
become so stiff with ice that they cannot be wound round the drums for heaving in. To
prevent ice accretion on the windlass, apply a thick layer of grease, mixed with some anti-
freeze to all moving parts.
When passing out lines, take care not to allow them to dip into the water too much because,
once a line falls into the water, it will probably become so stiff with ice that is is unusable.
At the berth, it is important to keep moorings taut at all times to prevent the ship falling off
and ice flowing between the ship and the dock wall.
Mooring
When mooring, remember that the wind chill factor (see table on p.10) will affect the
apparent temperature. On departure, the same factors will apply. When both mooring and
departing, crew members should wait in shelter for as long as possible.
Some ports have equipment to free ice alongside the quay but, where this does not exist,
17
ice between the ship and the quay can be broken up by getting the bow as close to the quay
as possible, putting two good springs out and steaming slow or dead slow ahead. Working
the rudder hard over each way will make the ship pivot on the springs which should break
the ice up and wash it away from between the ship and the quay. This can be a lengthy
process.
✓ PREPARATION OF MOORING EQUIPMENT
ACTION EQUIPMENT RESPONSIBILITY
Protect with grease Anchor stoppers Bosun

Riggings
Engaging gears
Clutches
Windlass
Protect with covers Control boxes

Motion levers
Mooring lines
Protect with low Hydraulic systems Chief Engineer

temperature oil
Heating fuel oil Bunkers, double-bottomed Chief Engineer

tanks, steam driven systems
Maintain circulation by Hydraulic systems Chief Engineer

keeping running on slow Steam driven systems
turning
Drain of any water and keep Chain lockers Chief Officer

empty before entering iced
waters
Clear ice accumulation to Deck Chief Officer

prevent build up of ice and
slipping. Apply blue salt.
Clear ice accumulation Anchors
Keep under cover until Lines Bosun

needed and have spares
available in case of freezing
Drain and stopcock or blank Water cooled mooring

the water inlet systems
Hydraulic system
Cooler
18
SELF-ASSESSMENT
1. How are pipelines best protected from damage by ice?
a) by applying grease
b) by draining out all water
c) by covering them
2. What is the best way to prevent machinery icing up?
a) keep it moving
b) ensure it is well greased
c) cover it
3. What is the best way to stop lines freezing?
a) keep them under cover until the moment when they are needed
b) apply grease
c) clear ice off daily
19
Heavy Weather
Mooring below Zero
The Deck Department

in the Cold

The crew of the deck department are most exposed to the effects of cold. They should
always wear protective clothing (see p.10-12) and keep the deck clear of ice for safety
reasons. Sand to provide traction on slippery surfaces, salt to melt ice (salt water freezes
at a lower temperature than pure water) and shovels to break up the ice and dispose of it
must be available.
As well as the hazards to personnel from falls, ice accretion can affect the vessel’s stability:
one cubic metre of ice weighs approximately one tonne. Spray freezes to metal and can
quickly build up to a dangerous thickness.
The wheelhouse and navigating equipment
The wheelhouse and the navigating equipment need special attention when the temperature
drops below zero. It is essential to make sure the wheelhouse windows do not ice up and
restrict vision. Find out what heating equipment you have to keep the wheelhouse windows
warm. The ship’s manuals will provide further information.
Before arriving in a cold zone, however, the deck machinery must be prepared and
protected. Use the following checklist to ensure that nothing is left out and remember to
add any equipment or procedures your particular ship needs. The information should be in
the ship’s manuals.
Holds
Bilges should be stripped and, where possible, the bilge wall mopped dry.
If hold washing has to be carried out and wash water might freeze, portable propane
burners should be positioned around the hold to maintain the temperature above freezing.
To keep the heat in, hatch covers need to be partially closed but should not be completely
closed because the burners use up oxygen. A lack of oxygen will suffocate crew in the hold.
Once hold washing is commenced, water should be kept running continuously, keeping the
anchor hydrant cracked open if necessary to allow water to flow overboard. This will
prevent pressure building up in the deck line. Hold bilges should also be kept running out
continuously until they are dry.
21
✓ PREPARATION BY DECK DEPARTMENT
Cover Forepeak store ventilators

Forward whistle
Foremast floodlights
Standard magnetic compass
Drop below the waterline Ballast tank level

(if possible) and circulate (if ballast is not seawater,
the ballast if necessary exchange at sea where
possible)
Check daily, especially All ballast tank vents

prior to ballasting/deballasting
Grease and operate daily Ballast tank sounding ports

and take soundings with
a dry tape twice a day
Shut Deck fire main valve
Drain Deck fire line

Bridge porthold wash line
Leave open Hydrants near the accommodation

or the one at the lowest level
Hydrant and monitor valves
on the deck foam line
Keep lights ON continuously Navigation lights, whilst underway
Drain Deck foam line
Drain and blow through Steam lines
Drain and use each day Compressed air line
Grease Hydrants
Fire monitors
Plugs and threaded openings
Pivots
Guide rollers
Pulley wires
Deck lashing gear
Crane wire
Put inside the Air motor for ladder

accommodation Pilot ladders (bring out
just before rigging)
Store on deck Rock salt

Sand
22
✓ THE DECK DEPARTMENT IN THE COLD
ACTION EQUIPMENT/ RESPONSIBILITY

LOCATION
Heat to prevent icing Wheelhouse

up of windows
Strip and dry out Hold bilges
Keep heaters on Pump/motor/

compressor room
Lifeboat engine
Cover with vaseline Navigating lights
Rotate continually Radar antennae
Hold cleaning Portable propane

burners
SELF-ASSESSMENT
1. What is the deck department’s most important task when running through
cold weather?
a) Maintaining fresh water supplies

b) Obtaining daily weather reports
c) Preventing ice accumulation on decks and deck equipment.
2. What is the best way to retain heat in the accommodation?
a) Turn the heating up

b) Supply extra blankets
c) Close doors
23
Heavy Weather
Mooring below Zero
The Engineering Department

in the Cold

When the engineering department holds its planning meeting before entering sub-zero
temperatures, they must consider what operations the ship will be carrying out and what
preparations must be made. The heating of fuel, the need to generate extra electricity and
the demands for steam and hot water will all cause bunker consumption to be higher. The
engineering department must make sure they have sufficient reserves to cover this.
Cold makes liquids solidify. Water expands as it freezes into ice which causes damage by
bursting pipes, etc. Low temperature oil is available for some hydraulic systems. Keeping
hydraulic fluids circulating when the temperature falls below 0°C will help avoid problems.
Steam driven systems may need to be maintained on slow turning. Ensure that space
heaters are kept on in the pump/motor room.
Note that water cooling inlets may be blocked by ice. You may need to switch to a lower inlet.
Use the following checklist to ensure that nothing is left out and remember to add any equipment
or procedures your particular ship needs. The information should be in the ship’s manuals.
✓ PREPARATION FOR COLD BY ENGINEERING DEPARTMENT
Close Dampers Chief Engineer
Cover Cowls Chief Engineer
Start steam injection Sea chests Chief Engineer

48 hours before entering
cold weather area
Switch on heating Emergency generator room Chief Engineer

Emergency fire pump room
Engine room
Bow thruster room
Tag to prevent Water main pumps systems Chief Engineer

starting in error Fire main pumps systems
Fill with antifreeze Emergency diesel engine Chief Engineer

if not in a heated
compartment
Replace water with glycol Lifeboat engine Chief Engineer
Drain water Fire mains Chief Engineer

Header tanks
Oily water separator
Run heating coils Fuel oil tanks Chief Engineer

Daily service tanks
25
Once the ship has entered a cold weather area, the following actions must be taken in
conjunction with the deck department. Remember to add any others needed by your
particular vessel.
✓ THE ENGINEERING DEPARTMENT DURING PASSAGE
ACTION EQUIPMENT/AREA RESPONSIBILITY
Maintain at 90% Emergency generator

capacity Fire pumps
Prevent fuel waxing Emergency fire pump tank
Maintain continual Sanitary systems

water flow if necessary Soil drains
Keep one steering motor Steering motor

continually running if
necessary, even
alongside.
Keep no more than Fresh water tanks

90% full.
Maintain steam to
heating coils (if provided)
Check covers to Air vents for ballast

ensure they are free of Air vents for fuel oil
ice Air vents for accommodation
Air vents for boiler water
Check temperatures Cooling water flow

and adjust as necessary Hotwell temperature for boiler
Reefer rooms, especially
vegetable and dairy rooms
Run purifiers L.O. and H.O. purifiers

continuously
Keep at no more than Stern tube cooling

85%-90% full water tank
Clean daily to prevent D.O. filters

wax formation
26
SELF-ASSESSMENT
1. When should preparations to enter cold weather begin?
a) 12 hours before
b) 24 hours before
c) 48 hours before
2. What is the best way to protect the main engine from the effects of cold?
a) Use space heaters

b) Adjust revolutions
c) Keep skylights and E.R. doors closed
3. What is the main reason for the increase in bunker consumption in cold conditions?
a) Because of the need to maintain extra heat throughout the vessel

b) Because of accommodation heating
c) Because of extended passage
27
Heavy Weather
Mooring below Zero
The Catering Department

in the Cold

The catering department is very important here not only to maintain the crew’s health but
also their morale. Because working patterns may have to change and everyone will be under
pressure, the catering department needs to prepare carefully. Hot food of all kinds is likely
to be more comforting than cold food and hot drinks and soup should be readily available.
In cold weather, people need more calories both to maintain their body temperature and to
provide the extra energy needed to work in sub-zero temperatures. The catering department
should therefore consider providing meals with extra carbohydrates, which are found in
foods such as pasta, noodles, rice, breads, potatoes and other starchy vegetables. This is
not, however, the time to change menus: people working under stress in difficult conditions
need familiar foods. Alcohol, however, must be avoided as it reduces the body’s ability to
adjust to cold temperatures and may impair safety.
The planning meeting for the catering department should therefore decide what extra
supplies will be needed in advance. It is best to avoid taking on stores in sub-zero
temperatures unless absolutely necessary because this means extra work and additional
energy loss involved in opening up the accommodation spaces.
Once the ship has entered a cold weather zone, storage areas need to be examined for
condensation. Space heaters may be needed to remove this because it could melt later on
and lead to water damage. Fridge room temperatures may need to be monitored. If
necessary, shut refrigeration to Vegetable and Dairy Rooms.
Good housekeeping is important in the cold. The following actions may seem minor but they
will add to the general comfort of all personnel and thus help them work more effectively:
● Toilets should be checked to ensure they do not freeze.

● The drying room to keep clothes dry must be working correctly.
● Heat in cabins can be retained more effectively by making sure deadlights are
closed and curtains pulled shut.
● Extra blankets may also be provided.
● Empty cabins should be checked
29
SELF-ASSESSMENT
1. What kinds of foods provide the best form of extra energy?
a) Those with oils in them

b) Those with carbohydrates in them
c) Hot food
2. Why should storage areas be checked in cold conditions?
a) To prevent the build-up of condensation which might melt later and cause damage
b) To make sure the food is not spoiled
c) To maintain steady freezer temperatures
3. Why should stores not be taken on in cold conditions?
a) Because it may be too late to obtain what will be needed

b) Because the cold will spoil some foods
c) Because it involves extra work and loss of energy in accommodation stores
30
Heavy Weather
Mooring below Zero
Discharging Tankers
below Zero
Discharging Tankers Below Zero
Both inert gas and crude oil washing systems require special preparation for use in sub-zero
temperatures, which must be considered at the planning meeting. You must also ensure
that a sufficient quantity of bunker supply is on board to meet extra heating demands.
Use the following checklist to ensure that nothing is left out and remember to add any
equipment or procedures your particular ship or cargo needs. The information should come
from the ship’s manuals, equipment manuals and those who have previous experience.
Note that liquids that evaporate, e.g. petroleum products such as gasoline and chemicals
such as alcohols, will increase the effect of cold, so spills need to be guarded against
carefully. If an evaporative liquid comes into contact with a person’s skin, rapid action to
treat the affected part of the body must be taken.
32
✓ PREPARATION OF TANKERS
Pressure test, drain Cargo and COW lines

and blow through
Leave open and tag COW machine valves

Cargo line drain at its
lowest point
Grease and protect COW machines

with covers IG deck seal valve. (This
is the most important piece
of equipment to protect
because the rubber seal is
very vulnerable to cold)
Manual and automatic
valves in the cargo and
COW systems
Cover with canvas Vapour lock points
Drain and fill with U-tube on the IG system

antifreeze deck water seal
Protect with antifreeze Deck IG pressure/vacuum

breaker
Operate for 48 hours Steam heating to the IG

before arrival deck water seal
Run from about a day Hose handling crane motor

before berthing
Operate for at least one Steam to the pump room

day before berthing
Drain ODME freshwater tank
Keep on warm-up Stripping pump steam
Keep open a crack to Return steam line

allow some steam in
33
Once the tanker has entered a cold conditions, the following actions should be taken.
Remember to add any others needed by your particular vessel.
✓ OPERATING TANKERS IN SUB-ZERO TEMPERATURES
ACTION EQUIPMENT/AREA RESPONSIBILITY
Check before operation P/V valves

for ice
Clear of ice to avoid Aft area of the main deck

problems from small spills
Prevent spillage Manifold
Monitor personnel to Manifold

ensure their performance
is not affected by cold
SELF-ASSESSMENT
1. When should preparations to enter cold weather begin?
a) 12 hours before
b) 24 hours before
c) 48 hours before
2. What equipment is it most important to protect from the effects of cold?
a) The pump room

b) COW plant
c) The deck seal of the inert gas plant
3. Why are extra bunker stores needed in cold weather?
a) Because consumption will be higher to maintain heat to the vessel

b) Because passage may be extended
c) Because accommodation will need extra heat
34
Heavy Weather
Mooring below Zero
The Senior Management

Role in the Cold
Working in sub-zero temperatures is very demanding on both officers and crew. It requires
carefully planning by the ship’s head office, as well as those on board. Senior management
must be aware of their responsibility to maintain efficiency, health and safety and the crew’s
morale. It is also important to allocate responsibility for seeing that each task is correctly
carried out and to make sure that all personnel are aware of what is expected of them.
The correct protective clothing is essential and must be ordered by the shore office to
ensure that the ship is adequately equipped for its charter. In order to do this, it is essential
to know in advance what kinds of weather and temperatures the crew are likely to encounter.
Senior management must ensure that all departments have made plans to prepare for and
operate in cold weather and co-ordinate their work. The other sections of this video and
study pack cover the work of different departments and can be used to assess their
planning.
Preparing the crew for the conditions they are likely to experience is essential. Most,
especially those from warmer climates, will find sub-zero temperatures demotivating.
Organise a meeting with them. This will help to prepare them and demonstrate that you are
aware of their problems, which is important in maintaining morale.
✓ BRIEFING THE CREW
Warn crew about the health and safety

aspects of working in sub-zero temperatures,
especially frostbite.
Demonstrate the protective clothing

and equipment they will be using
Find out if any already have experience

of working in cold weather and ask them
to share their experiences and advice
Show the relevant sections of this video
Go over the Deck, Navigation, Catering

and Engine checklists so that all personnel
understand what is required of them.
Elicit responses and questions
36
Route planning
Weather routing and good passage planning both before and during the voyage are essential
to avoid heavy swells, strong winds and rain as far as possible under the charter. If at all
possible, ships should avoid passages through ice. These should be attempted only in
strengthened ships manned by experienced officers and assistance from ice breakers may
be required. Advance warning of ice is available from weather reports and Navtex
messages. Remember some icebergs can be seen on radar but smaller “growlers” are
difficult or impossible to see.
If passage through extremely cold waters is unavoidable, the senior management on board
ship can do a lot to minimise the effect on the ship’s operations. In addition to informing
operators and charterers, they should:
◆ Minimise the accumulation of ice on board, which might mean delaying the ship. It is
better to arrive late rather than on time with a ship carrying several hundred tonnes of
ice. Reducing speed will also minimise the amount of spray freezing into ice on bare
metal surfaces.
Ice accretion lowers stability, possibly jeopardising the safety of the entire ship. It is also
time-consuming and expensive to remove excessive ice, which is a complex job almost
always needing specialised outside contractors. This costs money and causes delays in
port while it is being cleared.
◆ Establish how long personnel can work outside in the temperatures expected and
experienced with the protective clothing they have. Make allowance for the wind chill
factor. When the outside temperature, taking into account the windchill factor, is below -
20°C face masks may be necessary.
◆ Spend some time on deck to see how things are going. This will allow you to check that
procedures are being carried out effectively and will also maintain crew morale as they
see management sharing the cold conditions. Even small amounts of ice in the wrong
place can delay a ship: frozen hatches, iced-up containers, even frozen fire lines can stop
operations.
◆ Double lookouts if reports indicate the presence of icebergs. Any iceberg sightings
should be reported to the authorities.
37
Ice advisors and ice navigators
Although this video and study pack deal with temperatures between 0° and -20°, more
extreme weather may be met in extreme latitudes where extra measures will be necessary.
If travelling in the area mentioned below, for example, you should seek advice from the
Canadian authorities. They can provide detailed help and information about sailing in ice-
infested waters, including recommendations on protective clothing and equipment. These
must, of course, be obtained well in advance of any passage and taken into account when
planning meetings are held. It is your company’s responsibility to contact the relevant
authorities.
Ice Advisors are required in eastern Canadian waters south of latitude 60°N on vessels
carrying hazardous cargoes, listed in the IMDG Code, whenever there is ice present. They
are on board to advise how normal ship operations need to be modified to cope with
extreme cold and are certified under Canadian law.
Ice Navigators are required by law on all ships in eastern Canadian waters north of latitude
60°. They have the right to determine the ship’s passage and can stop the ship travelling
in waters where, in the opinion of the Ice Navigator, the ship is not strong enough to
withstand the ice present or expected on the sea.
There are regulations covering embarking and disembarking ice advisors which must be
taken into account when planning a passage within their regions of operation. Helicopters
sometimes have to be used so the helicopter landing or winching area need to be kept clear
of ice and crew and equipment must be ready.
SELF-ASSESSMENT
1. What is the best way of avoiding the problems of travelling through areas of extreme
and cold weather?
a) Making thorough preparations before embarking

b) Route planning
c) Securing external doors and other openings
2. What is the major factor to avoid when travelling in cold weather?
a) Ice accretion
b) Loss of heating
c) Icebergs and growlers
38
ANSWERS TO SELF-ASSESSMENT QUESTIONS
HEAVY WEATHER (p.7)
1a modifying course and speed is the main way to protect the ship but you should also
warn people what to expect and secure all equipment
2c stopping movement aloft and restricting movement on deck is the main way to protect
the crew but you should also warn them what to expect and rig a heavy weather lifeline
on deck.
3b the main way to protect cargo in heavy weather is to check and re-secure the lashings
if necessary. You should also batten down hatches but increasing ventilation might be
dangerous, as water could enter.
PERSONAL PROTECTION IN THE COLD (p.13)
1a The windchill factor is the combined effect of cold temperature and wind speed.
2c Most heat is lost through the head and neck but remember that getting wet increases
the effects of cold.
3a Modern synthetic fibre should be used for the layer of clothing next to the skin because
it does not absorb sweat as cotton and wool do.
MOORING BELOW ZERO (p.19)
1b Draining water from pipelines is the best way to protect them because any water left
inside will expand as it freezes and may burst them
2a Keeping machinery moving is the best way to stop it icing up but applying grease to
some equipment will also help to prevent ice accretion. Consult the manuals.
3a Keeping lines under cover until they are needed is the best way to stop them freezing.
THE DECK DEPARTMENT IN THE COLD (p.23)
1c Preventing ice accumulation on decks and deck equipment is the most important task.
2c Closing doors is the best way to retain heat in accommodation but it may be necessary
to turn the heating up and to supply extra blankets if required.
39
THE ENGINEERING DEPARTMENT IN THE COLD (p.27)
1c Preparing to enter cold weather should begin 48 hours in advance when steam
injection to the sea chests should start.
2b Adjusting the revolutions of the main engine is the most important way of protecting it
from cold but you should also close all openings through which heat might escape.
3a Although all three factors listed here have an effect on bunker consumption, the need
to maintain extra heat throughout the vessel is the main cause.
THE CATERING DEPARTMENT IN THE COLD (p.30)
1b Carbohydrates provide the best form of extra energy. Hot food is more enjoyable when
people are cold but does not provide any more energy than cold food.
2a Storage areas should be checked regularly to avoid the build-up of condensation which
might melt and spoil the food. It’s always better to prevent damage happening rather
than correct problems afterwards.
3c Opening up storage areas will allow heat to escape. Again, it is better to prevent this
happening rather than trying to correct it afterwards.
DISCHARGING TANKERS BELOW ZERO (p.34)
1c Preparations to enter cold weather should begin 48 hours before with the operation of
steam heating to the IG deck water seal.
2c All these pieces of equipment must be protected from the effects of cold but the deck
seal of the inert gas plant is the most important.
3a Although passage through cold weather may be slower, it is the need to maintain heat
throughout the vessel which causes the biggest increase in bunker consumption.
THE SENIOR MANAGEMENT ROLE IN THE COLD (p.38)
1b Making preparations for all departments on the vessel is the most important factor.
Route planning and ensuring that heat is not lost through doors and other openings
are important but there are many other factors to take into account. These factors may
seem small but combined they will have a great effect on the safety of the ship, its
personnel and cargo.
2a Ice accretion is the major factor to avoid because it can endanger personnel. It is also
expensive and time-consuming to remove if a great deal is allowed to accumulate on
the vessel.
40

Cold and Heavy Weather File

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Cold and Heavy Weather File

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The Cold & Heavy Weather File

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2. Personal Protection In The Cold 8

3. Preparing For The Cold 14

4. Mooring Below Zero 16

5. The Deck Department In The Cold 20

6. The Engineering Department In The Cold 24

7. The Catering Department In The Cold 28

8. Discharging Tankers Below Zero 30

9. The Senior Management Role In The Cold 35

10. Answers to Self Assessment Questions 39

Personal Protection In the Cold

Preparing for the Cold

Mooring below Zero

The Deck Department In the Cold

The Engineering Department In the Cold

The Catering Department In the Cold

Discharging Tankers below Zero

The Senior Management Role In the Cold

Code State of sea Height of waves (m)

1 Calm with ripples 0 - 0.1

2 Smooth with small wavelets 0.1 - 0.5

3 Large wavelets 0.5 - 1.25

4 Moderate waves 1.25 - 2.5

6 Very rough 4-6

7 High waves with spray that may 6-9

8 Very high waves. Visibility affected. 9 - 14

9 Phenomenal. Air is filled with foam Over 14

Protective equipment (safety harnesses) Chief Officer/Bosun

Inform Engineers/Electrician to secure Chief Engineer/

Announce on the PA the impending heavy weather Officer of the Watch

Stow and/or lash down spares, gangways, etc. Chief Officer/Bosun

Check security of all hatch covers*, air pipes, Chief Officer/Bosun

Secure all accommodation ladders Chief Officer/Bosun

Secure all accommodation doors Chief Officer/Bosun

Check security of all paint stores, lubricant and Chief Officer/Bosun

Check cranes and derricks Chief Officer/Bosun

Check security of all loads and re-secure as Chief Officer/Bosun

Check security of all deck cargo and re-secure Chief Officer/Bosun

Modify course and speed to minimise damage Master/Officer of the

Apply heavy weather adjustment to auto-pilot Officer of the Watch

Increase frequency of receiving radio weather Officer of the Watch

Stop work aloft immediately Chief Officer/Bosun

Restrict movement on deck to essential Master/Officer of

✓ AFTER PASSING THROUGH HEAVY WEATHER

Issue inspection party with protective clothing

Check security of all loads and re-secure as

Check security of all deck cargo and re-secure

a) Modify course and speed

a) Warn them of the impending weather conditions

Mooring below Zero

The Deck Department in the Cold

The Engineering Department in the Cold

The Catering Department in the Cold

Discharging Tankers below Zero

The Senior Management Role in the Cold

Wind speed Actual Air Temperature

9 -4 -8 -12 -16 -20

Temperature equivalent with windchill factor

3 0 -4 -8 -12 -16 -20

5 -4 -8 -13 -17 -22 -26

11 -10 -15 -21 -26 -31 -36

16 -14 -20 -25 -31 -37 -43

22 -17 -23 -29 -35 -41 -47