PUB.

(PLANNING GUIDE)

SAILING DIRECTIONS

★

★

2011

180

ARCTIC OCEAN

Prepared and published by the

NATIONAL GEOSPATIAL-INTELLIGENCE AGENCY

Bethesda, Maryland

© COPYRIGHT 2011 BY THE UNITED STATES GOVERNMENT

NO COPYRIGHT CLAIMED UNDER TITLE 17 U.S.C.

NINTH EDITION

For sale by the Superintendent of Documents, U.S. Government Printing Office, Internet: http://

bookstore.gpo.gov Phone: toll free (866) 512-1800; DC area (202) 512-1800

Fax: (202) 512-2250 Mail Stop: SSOP, Washington, DC 20402-0001
II 

Pub. 120

Preface

Pub. 180, Sailing Directions (Planning Guide) Arctic Ocean,

Ninth Edition, 2011, is issued for use in conjunction with the

following Sailing Directions (Enroute) Publications:

Pub. 181, Pub. 182 and Pub. 183.

Digital Nautical Charts 19, 20. 21, 22, 27, and 28 provide

electronic chart coverage for the area covered by this publication. 

This publication has been corrected to 23 April 2011, including Notice to Mariners No. 17 of 2011.

Explanatory Remarks

Sailing Directions are published by the National GeospatialIntelligence Agency (NGA) under the authority of Department

of Defense Directive 5105.40, dated 12 December 1988, and

pursuant to the authority contained in U. S. Code Title 10,

Sections 2791 and 2792 and Title 44, Section 1336. Sailing

Directions, covering the harbors, coasts, and waters of the

world, provide information that cannot be shown graphically

on nautical charts and is not readily available elsewhere.

Sailing Directions (Planning Guide) are intended to assist

mariners in planning ocean passages and to eliminate duplication by consolidating useful information about all the countries

adjacent to a particular ocean basin in one volume. 

Planning Guide publications are compiled and structured in

the alphabetical order of countries contained within the region

covered by each publication.

Bearings.—Bearings are true, and are expressed in degrees

from 000° (north) to 360°, measured clockwise. General

bearings are expressed by the initial letters of the points of the

compass (e.g. N, NNE, NE, etc.). Adjective and adverb endings have been discarded. Wherever precise bearings are intended, degrees are used.

Charts.—Reference to charts made throughout this publication refer to both the paper chart and the Digital Nautical

Chart (DNC). 

Corrective Information.—Users should refer corrections,

additions, and comments to NGA’s Maritime Operations Desk,

as follows: 

New editions of Sailing Directions are corrected through the

date of publication shown above. Important information to

amend material in the publication is available as a Publication

Data Update (PDU) from the NGA Maritime Domain web site.

Courses.—Courses are true, and are expressed in the same

manner as bearings. The directives “steer” and “make good” a

course mean, without exception, to proceed from a point of origin along a track having the identical meridional angle as the

designated course. Vessels following the directives must allow

for every influence tending to cause deviation from such track,

and navigate so that the designated course is continuously

being made good.

Currents.—Current directions are the true directions toward

which currents set.

Distances.—Distances are expressed in nautical miles of 1

minute of latitude. Distances of less than 1 mile are expressed

in meters, or tenths of miles.

Geographic Names.—Geographic names are generally

those used by the nation having sovereignty. Names in parentheses following another name are alternate names that may

appear on some charts. In general, alternate names are quoted

only in the principal description of the place. Diacritical marks,

such as accents, cedillas, and circumflexes, which are related to

specific letters in certain foreign languages, are not used in the

interest of typographical simplicity.

Geographic names or their spellings do not necessarily reflect recognition of the political status of an area by the United

States Government.

Heights.—Heights are referred to the plane of reference

used for that purpose on the charts and are expressed in meters.

Internet Links.—This publication provides Internet links to

web sites concerned with maritime navigational safety, including but not limited to, Federal government sites, foreign

Hydrographic Offices, and foreign public/private port facilities.

NGA makes no claims, promises, or guarantees concerning the

accuracy, completeness, or adequacy of the contents of these

web sites and expressly disclaims any liability for errors and

omissions in the contents of these web sites.

1. Toll free: 1-800-362-6289

2. Commercial: 301-227-3147

3. DSN: 287-3147

4. DNC web site: http://msi.nga.mil/NGAPortal/

DNC.portal

5. Maritime Domain website:http://msi.nga.mil/NGAPortal/

MSI.portal

6. E-mail: navsafety@nga.mil

7. Mailing address: Maritime Domain

National Geospatial-Intelligence 

Agency

Mail Stop D-44

4600 Sangamore Road

Bethesda MD 20816-5003

NGA Maritime Domain Website 

http://msi.nga.mil/NGAPortal/MSI.portal
 III

Pub. 120

International Ship and Port Facility Security (ISPS)

Code.—The ISPS Code is a comprehensive set of measures to

enhance the security of ships and port facilities developed in

response to the perceived threats to ships and port facilities in

the wake of the 9/11 attacks in the United States. Information

on the ISPS Code can be found at the International Maritime

Organization web site:

Lights and Fog Signals.—Lights and fog signals are not

described, and light sectors are not usually defined. The Light

Lists should be consulted for complete information.

National Ocean Claims.—Information on national ocean

claims and maritime boudary disputes, which have been compiled from the best available sources, is provided solely in the

interest of the navigational safety of shipping and in no way

constitutes legal recognition by the United States. These nonrecognized claims and requirements may include, but are not

limited to:

1. A requirement by a state for advance permission or

notification for innocent passage of warships in the

territorial sea.

2. Straight baseline, internal waters, or historic waters

claims.

3. The establishment of a security zone, where a state

claims to control activity beyond its territorial sea for security reasons unrelated to that state’s police powers in its territory, including its territorial sea.

Radio Navigational Aids.—Radio navigational aids and

radio weather services are not described in detail. Publication

No. 117 Radio Navigational Aids and NOAA Publication,

Selected Worldwide Marine Weather Broadcasts, should be

consulted.

Soundings.—Soundings are referred to the datum of the

charts and are expressed in meters. 

Special Warnings.—Special Warnings may be in force for

the geographic area covered by this publication. Special

Warnings are printed in the weekly Notice to Mariners upon

promulgation and are reprinted annually in Notice to Mariners

No. 1. A listing of Special Warnings currently in force is

printed in each weekly Notice to Mariners, Section III, Broadcast Warnings, along with the notice number of promulgation.

Special Warnings are also available on the Maritime Domain

website.

Time Zone.—The Time Zone description(s), as well as

information concerning the use of Daylight Savings Time, are

included. The World Time Zone Chart is available on the Internet at the web site given below.

Winds.—Wind directions are the true directions from which

winds blow.

Reference List

The principal sources examined in the preparation of this

publication were:

British Hydrographic Department Sailing Directions.

Canadian Sailing Directions. 

Danish Sailing Directions.

Norwegian Sailing Directions.

Russian Hydrographic Department Sailing Directions.

U.S. National Science Foundation journals, reports, and documents.

Fairplay Ports and Terminals.

The Statesman’s Yearbook.

The World Factbook.

Reports from United States Naval and merchant vessels and

various shipping companies.

Other U.S. Government publications, reports, and documents.

Charts, light lists, tide and current tables, and other documents in possession of the Agency.

Internet Web sites, as follows:

 1. Calendar of All Legal Public Holidays.

http://www.bank-holidays.com

 2. Department of State/U.S. Embassies.

http://usembassy.state.gov

 3. World Factbook.

http://www.odci.gov/cia/publications/factbook

International Maritime Organization Home Page

http://www.imo.org

World Time Zone Chart

http://www.odci.gov/cia/publications/factbook/

reference_maps/pdf/time_zones.pdf
IV 

Pub. 120
 V

Pub. 120

Conversion Tables

 Feet to Meters

Feet 0 1 2 3 4 5 6 7 8 9

 0 0.00 0.30 0.61 0.91 1.22 1.52 1.83 2.13 2.44 2.74

 10 3.05 3.35 3.66 3.96 4.27 4.57 4.88 5.18 5.49 5.79

 20 6.10 6.40 6.71 7.01 7.32 7.62 7.92 8.23 8.53 8.84

 30 9.14 9.45 9.75 10.06 10.36 10.67 10.97 11.28 11.58 11.89

 40 12.19 12.50 12.80 13.11 13.41 13.72 14.02 14.33 14.63 14.93

 50 15.24 15.54 15.85 16.15 16.46 16.76 17.07 17.37 17.68 17.98

 60 18.29 18.59 18.90 19.20 19.51 19.81 20.12 20.42 20.73 21.03

 70 21.34 21.64 21.95 22.25 22.55 22.86 23.16 23.47 23.77 24.08

 80 24.38 24.69 24.99 25.30 25.60 25.91 26.21 26.52 26.82 27.13

 90 27.43 27.74 28.04 28.35 28.65 28.96 29.26 29.57 29.87 30.17

 Fathoms to Meters

Fathoms 0 1 2 3 4 5 6 7 8 9

 0 0.00 1.83 3.66 5.49 7.32 9.14 10.97 12.80 14.63 16.46

 10 18.29 20.12 21.95 23.77 25.60 27.43 29.26 31.09 32.92 34.75

 20 36.58 38.40 40.23 42.06 43.89 45.72 47.55 49.38 51.21 53.03

 30 54.86 56.69 58.52 60.35 62.18 64.01 65.84 67.67 69.49 71.32

 40 73.15 74.98 76.81 78.64 80.47 82.30 84.12 85.95 87.78 89.61

 50 91.44 93.27 95.10 96.93 98.75 100.58 102.41 104.24 106.07 107.90

 60 109.73 111.56 113.39 115.21 117.04 118.87 120.70 122.53 124.36 126.19

 70 128.02 129.85 131.67 133.50 135.33 137.16 138.99 140.82 142.65 144.47

 80 146.30 148.13 149.96 151.79 153.62 155.45 157.28 159.11 160.93 162.76

 90 164.59 166.42 168.25 170.08 171.91 173.74 175.56 177.39 179.22 181.05

 Meters to Feet

Meters 0 1 2 3 4 5 6 7 8 9

 0 0.00 3.28 6.56 9.84 13.12 16.40 19.68 22.97 26.25 29.53

 10 32.81 36.09 39.37 42.65 45.93 49.21 52.49 55.77 59.06 62.34

 20 65.62 68.90 72.18 75.46 78.74 82.02 85.30 88.58 91.86 95.14

 30 98.42 101.71 104.99 108.27 111.55 114.83 118.11 121.39 124.67 127.95

 40 131.23 134.51 137.80 141.08 144.36 147.64 150.92 154.20 157.48 160.76

 50 164.04 167.32 170.60 173.88 177.16 180.45 183.73 187.01 190.29 193.57

 60 196.85 200.13 203.41 206.69 209.97 213.25 216.54 219.82 223.10 226.38

 70 229.66 232.94 236.22 239.50 242.78 246.06 249.34 252.62 255.90 259.19

 80 262.47 265.75 269.03 272.31 275.59 278.87 282.15 285.43 288.71 291.99

 90 295.28 298.56 301.84 305.12 308.40 311.68 314.96 318.24 321.52 324.80

 Meters to Fathoms

Meters 0 1 2 3 4 5 6 7 8 9

 0 0.00 0.55 1.09 1.64 2.19 2.73 3.28 3.83 4.37 4.92

 10 5.47 6.01 6.56 7.11 7.66 8.20 8.75 9.30 9.84 10.39

 20 10.94 11.48 12.03 12.58 13.12 13.67 14.22 14.76 15.31 15.86

 30 16.40 16.95 17.50 18.04 18.59 19.14 19.68 20.23 20.78 21.33

 40 21.87 22.42 22.97 23.51 24.06 24.61 25.15 25.70 26.25 26.79

 50 27.34 27.89 28.43 28.98 29.53 30.07 30.62 31.17 31.71 32.26

 60 32.81 33.36 33.90 34.45 35.00 35.54 36.09 36.64 37.18 37.73

 70 38.28 38.82 39.37 39.92 40.46 41.01 41.56 42.10 42.65 43.20

 80 43.74 44.29 44.84 45.38 45.93 46.48 47.03 47.57 48.12 48.67

 90 49.21 49.76 50.31 50.85 51.40 51.95 52.49 53.04 53.59 54.13
VI 

Pub. 120

Abbreviations

The following abbreviations may be used in the text:

Units

°C degree(s) Centigrade km kilometer(s)

cm centimeter(s) m meter(s)

cu.m. cubic meter(s) mb millibars

dwt deadweight tons MHz megahertz

FEU forty-foot equivalent units mm millimeter(s)

grt gross registered tons nrt net registered tons

kHz kilohertz TEU twenty-foot equivalent units

Directions

N north S south

NNE northnortheast SSW southsouthwest

NE northeast SW southwest

ENE eastnortheast WSW westsouthwest

E east W west

ESE eastsoutheast WNW westnorthwest

SE southeast NW northwest

SSE southsoutheast NNW northnorthwest

Vessel types

LASH Lighter Aboard Ship ro-ro Roll-on Roll-off

LNG Liquified Natural Gas ULCC Ultra Large Crude Carrier

LPG Liquified Petroleum Gas VLCC Very Large Crude Carrier

OBO Ore/Bulk/Oil

Time

ETA estimated time of arrival GMT Greenwich Mean Time

ETD estimated time of departure UTC Coordinated Universal Time

Water level

MSL mean sea level LWS low water springs

HW high water MHWN mean high water neaps

LW low water MHWS mean high water springs

MHW mean high water MLWN mean low water neaps

MLW mean low water MLWS mean low water springs

HWN high water neaps HAT highest astronomical tide

HWS high water springs LAT lowest astronomical tide

LWN low water neaps

Communications

D/F direction finder MF medium frequency

R/T radiotelephone HF high frequency

GMDSS Global Maritime Distress and Safety System VHF very high frequency

LF low frequency UHF ultra high frequency

Navigation

LANBY Large Automatic Navigation Buoy SPM Single Point Mooring

NAVSAT Navigation Satellite TSS Traffic Separation Scheme

ODAS Ocean Data Acquisition System VTC Vessel Traffic Center

SBM Single Buoy Mooring VTS Vessel Traffic Service

Miscellaneous

COLREGS Collision Regulations

IALA International Assoc of Lighthouse Authorities No./Nos.

PA

Number/Numbers

Position approximate

IHO International Hydrographic Office PD Position doubtful

IMO International Maritime Organization Pub. Publication
Pub. IX

Contents

COUNTRIES

Page

Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II

Chartlet—Sector Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV

Conversion Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI

THE ARCTIC OCEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

CANADA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

GREENLAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

ICELAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

NORWAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

RUSSIA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
1

Pub. 180

THE ARCTIC OCEAN

General 1

Cautions 3

Currents 4

Geophysical Features 5

Ice 6

Ionospheric Disturbance 18

Magnetic Field 19

Meteorology 22

Navigational Information 24

Optical Phenomena 26

Pollution 27

Regulations 28

Routes 29

Seas 35

Surface Temperatures 40

General

The Arctic Ocean contains all the waters surrounding the

North Pole, and bounded by the continents at the N shores of

Alaska, Canada, Greenland, Norway, and Russia. The Arctic

Ocean also includes associated waters such as the Canadian

Arctic Archipelago, Baffin Bay, the Lincoln Sea, the Greenland Sea, the Norwegian Sea, the Barents Sea, Beloye More

(White Sea), the Kara Sea, the Laptev Sea, the East Siberian

Sea, the Chukchi Sea, and the Beaufort Sea. 

Little is known of the conditions in the Arctic Ocean N of

Spitsbergen and the N end of Greenland, but soundings indicate great depths. 

The Denmark Strait separates Iceland from Greenland; the

general depths are between 180 and 540m. A depth of 110m

was reported to lie in the middle of the strait in position

65°53'N, 29°40'W.

The N polar region, the Arctic, consists of an elongated central water area a little smaller than the United States, almost

completely surrounded by land. Some of this land is high and

rugged with permanent ice caps, but part of it is low and

marshy when thawed. Underlying permafrost prevents adequate drainage, resulting in large numbers of lakes and ponds

and extensive areas of muskeg, soft spongy ground with characteristic growths of certain types of moss and tufts of grass or

sedge. There are also large areas of tundra, low treeless plains

with vegetation consisting of mosses, lichens, shrubs, willows,

etc., and usually having an underlying layer of permafrost. The

northernmost point of land is Kap Morris Jessup, Greenland,

which lies about 380 miles from the pole. The central part of

the Arctic Ocean is a basin with an average depth of 3,657m.

However, the bottom is not level, having a number of seamounts and deeps. The greatest depth is prob ably a little more

than 4,876m.

At the North Pole, the depth is 4,312m. Surrounding the polar basin is an extensive continental shelf, broken only in the

area between Greenland and Svalbard (Spitsbergen). The many

islands of the Canadian Archipelago are located on this shelf.

The Greenland Sea, E of Greenland; Baffin Bay, W of Greenland; and the Bering Sea, N of the Aleutians, each has its independent basin. In a sense, the Arctic Ocean is an arm of the

Atlantic.

The total area of the Arctic Ocean has been estimated to be

about 5,427,000 square miles. The Arctic or North Polar Sea

which extends from the pole to about 80°N contains two basins, each with depths over 3,962m, separated by a ridge or

system of ridges, one of which, the Lomonosov Ridge, extends

from the N of Greenland to the New Siberian Islands. The Marvin Ridge lies a little to the W of the Lomonosov and parallel

to it, in the region between the North Pole and Ellesmere Island. These enormous submarine features rise from the floor

depth to between 1,005 and 1,371m below the surface. The

Greenland Sea and the Norwegian Sea, each over 2,987m deep,

are separated by a ridge about 1,981m deep, and the northern-
2 The Arctic Ocean

Pub. 180

most of the two (Greenland Sea) is separated from the North

Polar Sea by the Nansen Ridge, about 1,524m deep. 

The S boundary of the Norwegian Sea is formed by the

Wyville Thompson Ridge which projects from Scotland to Iceland with an extension lying between Iceland and Greenland.

A similar ridge extends across the Davis Strait, W of Greenland, forming the S boundary of Baffin Bay. This extensive

ridge system, only about 609m below the surface, effectively

divides the Arctic Ocean system from the North Atlantic proper.

The Arctic Ocean has three deep basins separated by parallel

ridges. 

The Nansen Basin (Eurasian Basin) (Nansen Deep) (85°N.,

50°E.) adjoins the continental shelves of the Barents Sea and

the Kara Sea. It deepens gradually to the N and reaches depths

of more than 3,500m. The Arctic Mid-Ocean Ridge (Gakkel

Ridge) (86°N., 40°E.) lies N of the Nansen Basin. This ridge is

believed to be a continuation of the Mid-Atlantic Ridge and is

similarly seismically active. Rather than being a ridge in the

true sense, it consists of a series of seamounts and fracture

zones, with a maximum relief of about 1,000m separated by a

rift valley which forms a 4,000m cleft along the centerline.

The Amundsen Basin (Fram Deep) (88°N., 40°E.), with

depths of more than 4,200m, lies farther N. The North Pole is

situated in this basin just before the steep rise to the Lomonosov Ridge (89°N., 160°E.), which bisects the Arctic Ocean

from N Greenland to Novo Sibirskiye Ostrova and rises to

depths of less than 1,000m. 

The Arctic Basin
 The Arctic Ocean 3

Pub. 180

The Makarov Basin (Makarov Deep) (85°N., 170°E.), with

a depth of 4,000m, lies between the Lomonosov Ridge and the

East Siberian Sea. It is bounded on the E side by the the Mendeleyev Ridge (Alpha Ridge) (80°N., 178°E.) which rises to a

depth of 1,200m and is joined to the continental shelf, near the

E limit of the area covered by this volume, by a broad, triangular plateau. 

The bottom deposits consist of mainly mud in the deep basins, with sand predominating on the ridges. 

Baffin Bay has a maximum depth of just over 1,980m and the

waters between the Canadian Arctic Islands have depths of 487m

or less. Hudson Bay has a general floor depth of about 198m;

Hudson Strait has a depth at its E end of a little over 396m. The

continental shelf off the N Siberian coast is up to 435 miles wide;

elsewhere it is quite narrow, with the exception of Hudson Bay

and Foxe Basin, which are of shelf depths entirely.

The water masses in this system are the Arctic water; the Atlantic water; the Pacific water; and the deep water of the several basins. The coastal water and upper layer of the North Polar

Sea are strongly influenced by drainage from the land.

The Arctic water is formed in the North Polar Sea from three

sources: Atlantic water; drainage from the land; and water

from the melting of ice. The result is a layer of water of generally negative temperatures and salinities below 34 grams of salt

per kilogram of seawater. This layer is generally between 91m

and 274m thick. Below it is a thicker layer of Atlantic water,

entering the North Polar Sea between Spitsbergen and Greenland, with positive temperatures up to 3°C but generally much

lower, 0.5° to 1.5°C. This layer reaches down to depths of 701

to 792m, below which is the mass of Arctic bottom water extending to floor depths, again with negative temperatures and

salinities close to, but just below, 35 parts per thousand. Recent

research seemed to show that these three layers are not so distinct as formerly thought.

Cautions

Abandoned Artificial Islands

In the waters of the Arctic Ocean, man-made Artificial Islands may be encountered; these structures are marked on the

chart. A number of these Artificial Islands have been abandoned and are marked as such on the charts. Mariners are

warned that abandoned Artificial Islands tend to wear down below the wave action depth line and continue to be a hazard to

shipping.

Draft Clearance

Deep-draft ships face the problem of navigating for considerable distances with a minimum depth below the keel in offshore areas.

Though considerable international effort has been expended

recently in surveying a number of routes for these vessels, it

should be realized that in certain critical areas depths may

change quickly, and that present hydrographic resources are insufficient to allow these long routes to be surveyed frequently.

When planning a passage through a critical area, vessels

should take full advantage of such co-tidal and co-range charts

as are available. Possible occurrences of negative surges and

possible reductions of depth below the keel due to settlement

or squat should be considered.

Hydrographic surveys have inherent technical limitations,

due partly, in offshore areas, to uncertainties in the tidal reductions. Furthermore, in some areas the shape and the depth of

the ocean floor is constantly changing. Nautical charts can seldom be absolutely reliable in their representation of depth, and

when tidal predictions are applied to the charts as if they were

actual tide levels, the uncertainties are clearly compounded.

Ocean Data Acquisition System (ODAS)

The term Ocean Data Acquisition System (ODAS) covers a

wide range of devices for collecting weather and oceanographic data. However, the devices of most concern to vessels consist of buoy systems which support instruments. These buoy

systems may be expected to become more numerous each year

and may be found in polar waters. 

The buoy systems vary considerably in size and are either

moored or free-floating. As far as possible, positions of the

former will always be widely promulgated, and if considered to

be of permanent enough nature, will be charted. In both types,

the instruments may be either in the float or attached at any

depth beneath it.

The buoys are colored yellow and marked ODAS with an

identification number. The moored buoys are usually display a

yellow light, showing a group of five flashes every 20 seconds.

ODAS buoys may be encountered in unexpected areas and

often in deep water where navigational buoys would not be

found. It should be noted that valuable instruments are often

suspended beneath these systems or attached to the mooring

lines. In some cases, the moorings have been cut loose beneath

the buoy by unauthorized salvors, with the consequent loss of

the most valuable part of the system. 

The moored buoys may be up to 7.5m in diameter and 2 to

3m in height. The free-floating buoys are usually much smaller, 2m wide, and do not display a light. 

Oil Rigs—Well Heads

Drilling rigs are used to drill test wells if surveys confirm the

possibility that oil or gas may be profitably extracted. Rigs are

marked by lights; fog signals are sounded from them; and on

some, flares burn at times to dispose of waste gases. But buoys,

lighters and other obstacles, which may not be marked by

lights or fog signals, are often moored near rigs. Wires often

extend up to 1 mile from drilling rigs; mariners are advised to

give rigs a wide berth.

There are four major types of drilling rigs in use at present

on offshore fields:

1. Jack-up rigs are towed into position where their steel

legs are lowered to the sea bed; the drilling platform is then

jacked up clear of the water. They are used in depths up to

about 100m.

2. Semi-submersible rigs consist of a platform on columns which rise from caissons submerged deep enough to

avoid much of the effects of sea and swell. These rigs use 8-

point anchoring systems, with anchor chain extending up to

0.75 mile from the rig. Large buoys, usually unlit, are

moored above the anchors. Vessels are cautioned not to transit between the rig and the buoys.

3. Large semi-submersible rigs are self-propelled and

may proceed unassisted by tugs at speeds up to 6 knots.

Semi-submersible rigs may have displacements up to 25,000

tons and are used for drilling in depths up to about 180m, or

in the case of self-propelled ones, up to about 300m.
4 The Arctic Ocean

Pub. 180

4. Drillships are built with a tall drilling rig amidships,

and usually with a helicopter deck near the stern. A typical

drillship has a displacement of 14,000 tons, a length of

136m, and a maximum speed of 14 knots. Drillships working

in depths of less than about 200m use an 8-point anchoring

system. When drilling in deeper water, the position is maintained by gyro compasses and sonar linked to a dynamic station-keeping system of eleven computer-controlled propellers. Drillships are used in depths up to about 2,000m, and

in favorable conditions can drill to a depth of 6,000m below

the sea bed.

In the course of exploratory work, numerous wells are

drilled. Wells which will not be required again are sealed with

cement below the sea bed and abandoned. Suspended wells,

which may be required at a later date, have their wellheads

capped and left with a pipe and other equipment projecting

from the sea bed. Such well heads are sometimes marked by

buoys to assist recovery and warn vessels that they are a hazard

to navigation or fishing.

Production platforms are required to develop an oil or gas

discovery. Many of these platforms, which may be manned or

unmanned, are built to last the lifetime of the field which may

be as long as 30 years, and are of massive construction. They

are marked by lights; fog signals are sounded from them; and

on some flares burn at times. 

Mooring buoys, usually uncharted, are often moored as

much as 1 mile from production platforms. Mariners are advised to give production platforms a wide berth.

Standby boats, used for routine servicing and emergency

evacuation, are moored in the vicinity of the manned rigs and

platforms. They are on call 24 hours and are subject to movement at any time.

The mariner is cautioned that, at times, the lights on some of

the installations may be extinguished or obscured from a certain direction. This is especially true of unmanned platforms or

well heads, where maintenance may not be routinely carried

out.

Under International Law, a coastal state may establish safety

zones around such installations and devices as it may have constructed on the continental shelf to explore and exploit its natural resources. These installations include moveable drilling

rigs, production platforms, well heads, and single point moorings that may lie either inside or outside the state’s territorial

waters. An installation or device may be surrounded by a safety

zone to a distance of 0.275 mile, measured from its outer edge.

Ships of all nations are required to respect these safety zones.

Entry into these zones is prohibited, except in the following

cases:

1. To repair a submarine cable or pipeline near the zone.

2. Either to provide services for an installation within the

zone, or to transport persons or goods to or from it, or, with

proper authorization, to inspect it.

3. To save life or property.

4. On account of stress of weather.

5. When in distress.

Special Warning 120 (Issued 16 November 2001)

1. Due to recent events in the Middle East and the American homeland, U.S. forces worldwide are operating at a heightened state of readiness and taking additional defensive

precautions against terrorist and other potential threats. Consequently, all aircraft, surface vessels and subsurface vessels approaching U.S. forces are requested to maintain radio contact

with U.S. forces on bridge-to-bridge channel 16, international

air distress (121.5 MHz VHF), or MILAR Distress (243 MHz

UHF)

2. U.S. forces will exercise appropriate measures in selfdefense if warranted by the circumstances. Aircraft, surface

vessels, and subsurface vessels approaching U.S. forces will,

by making prior contact as described above, help make their intentions clear and avoid unnecessary initiation of such defensive measures.

3. U.S. forces, especially when operating in confined waters, shall remain mindful of navigational considerations of aircraft, surface vessels, and subsurface vessels in their immediate

vicinity.

4. Nothing in this special warning is intended to impede or

otherwise interfere with the freedom of navigation or overflight

of any vessel or aircraft, or to limit or expand the inherent selfdefense right of U.S. forces. This special warning is published

solely to advise of the heightened state of readiness of U.S.

forces and to request that radio contact be maintained as described above.

Currents

The general surface water circulation are the predominant

currents of the area throughout the year. However, currents are

bound to vary significantly in direction and rate, since they are

dependent on oceanographic and meteorological factors with

variables. In addition, currents flowing close into the fjords and

other fresh water outlets will considerably strengthen runoffs

during the summer months, and the rates may exceed 3 knots. 

The flow of water is mainly determined by two major currents. The Norwegian Atlantic Current sets NNE off the coast

of Norway; in about 70°N it divides into the West Spitsbergen

Current and the North Cape Current. The East Greenland Current, the major outlet for cold water from the Arctic basin, sets

in a generally SW direction along the coast of East Greenland

with constancy. 

North of 80°N

The flow of water in this area is directed towards the SW,

outwards from the Arctic basin. It constitutes the downstream

extremity of the wide Transpolar Drift, which commences in

East Siberian Sea and mainly emerges from the Arctic through

the broad channel between Greenland and Svalbard, where it

becomes the East Greenland Current. 

Two other minor outlets for Arctic water are the East Spitsbergen Current, which sets SSW on the E side of Svalbard, and

the Bear Island Current. 

South of 80°N and E of 5°E

The West Spitsbergen Current, the W branch of the Norwegian Atlantic Current, sets NNW off Svalbard and at about

80°N it submerges beneath the ice-bearing Arctic water because of its higher salinity. The Spitsbergen Current is the main

supplier of warm water into the Arctic basin.

The North Cape Current, the E branch of the Norwegian Atlantic Current, sets E into the Barents Sea. 

The Bear Island Current emerges from the Arctic basin

through the channel between Zemlya Frantsa Iosifa and Sever-
 The Arctic Ocean 5

Pub. 180

naya Zemlya. The main part merges with the remainder of the

East Spitsbergen Current, and then converges with a branch of

the North Cape Current to form an eddy in the W part of the

Barents Sea. 

The remainder of the Bear Island Current converges with another branch of the North Cape Current to form an eddy in the

E part of the Barents Sea. 

The rates of the currents in this area are mostly low, probably

less than 0.5 knot, but close to the coasts of Svalbard the current may sometimes run up to 2 knots.

South of 80°N and between 5°E and 20°W

The Jan Mayen Current leaves the East Greenland Current at

about 76°N,and converges with a recurved branch of the West

Spitsbergen Current to form a large permanent eddy centered

at about 76°N on the prime meridian. 

The East Iceland Current leaves the East Greenland Current

at about 71°N, and mixes with the Irminger Current off Langanes. Branches from the E flank of the East Iceland Current, together with branches from the W flank of the Norwegian

Atlantic Current, form a series of semi-permanent eddies on

the meridian of 5°W. 

The Irminger Current is a warm current, derived from the

North Atlantic Current, which is again derived from the Gulf

Stream. Off the S coast of Iceland, the Irminger Current sets N

to NW; a part encircles the island in a clockwise direction, and

mixes with the East Iceland Current as previously described.

The combined flow then sets S to converge with the N sets off

the SE coast of Iceland. This convergence often being marked

by a sharp discontinuity of sea surface temperature. The mean

rates of the currents in this area are also low, probably 0.25 to

0.5 knot; S and SE of Iceland the current is variable in direction, with rates from 0.25 to 1 knot. The East Greenland Current, of which the axis of strongest flow lies just seaward of the

200m contour, and the E set off the N coast of Iceland, may

sometimes run at 1 to 2 knots.

South of 80°N and W of 20°W

The main current in this area, the East Greenland Current,

occupies the NW half of Denmark Strait, and then hugs the SE

coast of Greenland. Ice edge movements suggest that a minor

branch from the main current sets SE across Denmark Strait to

join that part of the Irminger Current which encircles Iceland.

The remainder of the Irminger Current, S of about 66°N turns

W across the S approaches to the Denmark Strait, and then

turns SW to run alongside the East Greenland Current. The positions of the ice edge S of the Denmark Strait suggest that little mixing occurs between these two currents. Instead, the

Irminger Current forms a fairly sharp E boundary to the East

Greenland Current and to the drift ice which it bears for most

months of the year. Farther S this flow of water forms the NE

sector of an elongated counterclockwise eddy centered off Kap

Farvel. 

The East Greenland Current and the Irminger Current probably run on average about 0.5 knot, though both currents may

attain rates of 1 to 2 knots. Elsewhere, the mean rate is probably less than 0.5 knot.

Geophysical Features

Tundra Belt

The S shores of the Arctic Ocean are fringed by a belt of barren country, sometimes steep, rocky, and descending in less

abrupt cliffs to the sea, but more often sloping down gently in

mudbanks and sandhills. In Russia and by the scientific community, this belt is known as the tundra, and it is the region beyond the limit of forest growth. By far the greater part of the

tundra is a gently undulating peaty plain, full of lakes, rivers,

swamps, and bogs.

Mountains

The Ural Mountains extend approximately along the meridian of 60°E from the Arctic Ocean nearly to the Caspian Sea

and roughly separate Russia, in Europe, from Siberia. Kryazh

Paykhoy is quite independent of the Urals proper, from which

it is separated by a marshy tundra some 30 miles wide. It has a

NW trend along the S shores of Kara Sea, and although this

range is cut through by Proliv Yugorskiy Shar, it is continued

in Ostrov Vaygach and Novaya Zemlya. Its dome-shaped summits, which are over 500m high, are completely destitute of

trees, and its stony crags are separated by broad marshy tundras. The Obdorsk or Northern Urals, which begin within a few

miles of the head of Karskaya Guba (69°18'N., 64°59'E.) and

extend SW as far as the 64th parallel, form a distinct range,

stony and craggy, sloping steeply and gently SE towards the

marshes of European Russia. In some parts the main chain has

on its W side two or three secondary chains, formed by the upheaval of sedimentary rocks, and it is towards the S extremity

of one of these that the tallest peaks of the Urals occur, Sablia,

1667m high, at 64°47'N and Toll-pos-is, 1,687m high, at

63°55'N.

Kryazh Byrrang approaches the sea in the vicinity of Gavan

Dikson (73°30'N., 80°28'E.), on the E side of the entrance of

Yeniseyskiy Zaliv. 

Rivers

The principal rivers flowing into the Arctic Ocean from Russia are the Ob, Yenisey, Pyasina, Lena, Yana, Indigirka, and

Kolyma. 

Straits

Davis Strait is bound on the N by the parallel of 70°N, the S

limit of Baffin Bay; on the E by the SW coast of Greenland; on

the S by the parallel of 60°N between Greenland and Labrador;

and on the W by Baffin Island, to the S of 70°N, and the E limit

of Hudson Strait.

Davis Strait, at its narrowest part, which occurs near where

the strait is crossed by the Arctic Circle, is about 180 miles

wide. This part, being on the Davis Strait Ridge, is also the

shallowest. Here there are occasional soundings of less than

365m, whereas the depths increase rapidly both to the N and to

the S. The deepest water is found in the southern entrance,

where there are depths of over 329m.
6 The Arctic Ocean

Pub. 180

On the Greenland side, the bottom rises steeply to a continental shelf that is narrow in its S part. This shelf broadens to

the N, where the strait is narrowest. The N portion is divided

into two principal banks, Lille Hellefiskebanke and Store

Hellefiskebanke. Along the SW part of the coast, the 200m

curve lies from 15 to 30 miles offshore, with a number of small

banks lying just outside and with occasional deeps extending

into or near the shore. Off Store Hellefiskebanke, the N bank,

the 200m curve lies from 65 to 70 miles offshore. At the entrance of Baffin Bay, the deepest part of Davis Strait lies nearer

to Baffin Island than to the Greenland shore.

The S part of the W coast of Greenland forms the E shore of

Davis Strait and its S approach. This may be considered to include all of the coastline between Kap Farvel and Disko Island,

a distance of more than 600 miles. This coastal region consists

of a narrow strip of ice-free land, behind which rises the Inland

Ice, the great ice mass that covers the interior of Greenland.

The ice-free strip of the stretch of coast bordering Davis Strait

is very narrow in the S part, and broadens to the N, attaining a

width, in the vicinity of Holsteinsborg, of about 100 miles. The

land fringe is cut by numerous fjords and inlets and broken up

into islands of varying sizes.

Baffin Bay is bound on its E side by the W shore of Greenland and on its W side by Baffin Island, Devon Island, Ellesmere Island, and several smaller islets. This bay projects NNW

from its S limit at 70°N for about 530 miles to Nares Strait,

which leads to the Arctic Ocean, about 300 miles NE.

Nares Strait, a channel leading NNE from Baffin Bay to the

Arctic Ocean, passes between the W side of the N part of

Greenland and the E coast of Ellesmere Island in Canada.

Nares Strait, from S to N, consists of Smith Sound, Kane Basin, Kennedy Channel, Hall Basin, and Robeson Channel. The

N end of Robeson Channel opens out into a portion of the Arctic Ocean named the Lincoln Sea. Nares Strait is about 300

miles long from the S end of Smith Sound to the N end of

Robeson Channel, and varies in width from about 10 to 25

miles except in Kane Basin, where it opens out to a width of

about 85 miles. Deep water to within a short distance of the

contiguous shores is found throughout the channels and basins

forming the waterway, except on the E side of Kane Basin.

The land on the W, or Ellesmere Island, coastline rises precipitously from the frozen sea to irregular mountains whose

partly rounded peaks are generally marked by ice caps. Great

glaciers fill the valleys and discharge icebergs into the various

bays and fjords. Only the projecting rocky headlands and some

of the lower points in the bays are free of snow and ice so that

at least nine tenths of the surface is permanently covered by

ice. This is in marked contrast to the Greenland coast where all

the outer cliffs and shores are comparatively free from snow

and ice. The cause of this remarkable difference is probably

due to the currents along the respective coasts; on the coast of

Ellesmere Island the Arctic current with its continuous current

of ice blocks the bays and fjords, while on the Greenland coast

the N flowing current is comparatively free of ice and allows

the open water to raise the general temperature. The prevailing

E winds also carry more moisture to the W side, which is

masked at times by fog when there is brilliant sunshine on the

Greenland coast.

Vesterisgrunnen (73°30'N., 9°10'W.) is a seamount, over

which the least depth is 163m.

Denmark Strait separates Iceland from Greenland; the general depths are between 180 and 540m. A depth of 113m was reported near the middle of the strait (65°53'N., 29°40'W.).

The Northwest Passage spans the North American Arctic

from Davis Strait and Baffin Bay in the E to Bering Strait in the

W, and has four potentially feasible routes. The E entrance or

exit for all routes lies through Lancaster Sound. Ice conditions

may be forced to choose the alternative passage by way of Fury

and Hecla Strait, but too difficult to be seriously considered.

The islands of the Canadian Arctic Archipelago form the

emerged part of the continental shelf that extends poleward

from the North American mainland and joins it to Greenland.

Except for Baffin Bay and Davis Strait, all the channels lie on

this shelf, which is deeper than most continental platforms, especially in the E part of the archipelago. This fact, together

with the many old, raised beach lines and other evidence of

emergence found throughout the formerly glaciated parts of the

Canadian Arctic, supports the widely accepted theory that the

whole area has been depressed, presumably as the result of glaciation, and is now gradually rising again.

Ice

Formation and Growth

In temperate and tropical latitudes the ocean acts as a storehouse of radiant heat from the sun. The visible and infra red

wave lengths are largely absorbed in the surface layers, and the

heat so stored is given off to the air at night and at other periods

when the air is colder than the sea surface. In higher latitudes,

as the nights begin to grow longer in the autumn, insufficient

heat is stored in the short daylight period to compensate for the

losses at night, and the temperature of the surface waters is

therefore lowered. As the season progresses the altitude of the

sun becomes lower day by day, less radiation is received, and

more is reflected from the sea surface owing to the low angle of

incidence of the rays. Finally, the water reaches the freezing

point and further loss of heat results in the formation of ice.

Conditions then become even less favorable for the retention

of radiant heat from the sun since ice reflects much more of the

visible radiation than does water. Cooling of the air in contact

with the ice is accelerated, and as this cold air spreads, more

ice is formed.

Influence of Salinity

Fresh water freezes at 0°C, but the salt present in sea water

causes it to remain liquid until a lower temperature is reached.

The greater the salinity, the lower the freezing point. Ordinary

sea water, with a salinity 35 parts per 1,000, does not begin to

freeze until it has been cooled to -1.9°C.

Salinity may also affect the rate of freezing through its influence on the density of the water. Fresh water contracts on cooling and thus sinks below the surface until a temperature of 4°C

is reached. On further cooling it expands, so that its density decreases. If the cooling takes place at the surface with no other

process of mixing at work, the coldest water stays there in a

layer. It is then necessary for only this surface later to be

cooled to the freezing point for ice to form. Water with a salinity of 5 parts per 1,000 has its greatest density at 2.8°C, so the

entire body of water must be cooled to that temperature before

density currents cease. The temperature of maximum density

decreases faster than the freezing point with increasing salinity.

The two temperatures coincide at a salinity of 24.7 parts per
Pub. 180 Limits of Sea Ice at the End of May
 Pub. 180

Limits of Sea Ice at the End of October
Pub. 180 Mean Sea Surface Temperature (°C) and Mean Sea Ice Limits—November
 Pub. 180

Limits of Sea Ice at the End of December
 The Arctic Ocean 11

Pub. 180

1,000. This means that with a salinity of 24.7 parts per 1,000

greater, density currents operate until the freezing point is

reached, and theoretically the entire body must be cooled to

this temperature before ice can form on the surface.

In nature, however, rapid cooling of still water often occurs

under conditions where heat is removed from the surface layers

faster than it can be supplied from the deeper layers through

convection currents, so that ice will form on the surface before

the deeper layers have approached the freezing point. Salinity

gradients in the sea may also diminish the thermal convection

currents. Because of discharge from rivers or melting of ice,

the top layers have a lower salinity and the difference of density may be so great that the surface layer, although cooled to the

freezing point, will be too light to sink below the warmer but

more saline water underneath.

A practical outcome of the foregoing is that if a body of water originally of uniform density is losing heat at the surface,

ice will be formed most readily in fresh water, less readily in

sea water of low salinity, and least readily in sea water of high

salinity. The greater heat removal required to freeze sea water

is due not only to its relatively low freezing point, but also to

the increased tendency of the cooled surface water to sink as

the temperature of maximum density decreases.

Ice-forming Process

Due to its fairly high specific heat and low thermal conductivity, water loses heat slowly, so that the surface temperature

of a large body of water will lag behind the rise and fall of the

mean air temperature. In the Murmansk White Sea (65°N to

70°N), rivers usually freeze about 3 weeks after the mean air

temperature falls below 0°C. This phenomenon is probably

representative of many similar regions.

Bergy water—An area of freely navigable water in which

glacier ice is present in concentrations less than 10 per cent.

There maybe sea ice present, although the total concentration

of all ice shall not exceed 10 per cent.

Ice forms first in shallow water, near the coast or over shoals

and banks, particularly in bays, inlets, and straits in which

there is no current, and in regions with reduced salinity, such as

those near the mouths of rivers. It spreads from these areas as

centers. Such ice, broken up and carried seaward by winds or

currents, starts further ice formation in deeper water, where

floating ice that has not melted during the previous season also

acts in the same way. Wave action ordinarily hinders the formation of ice to some extent by mixing the waters of the upper

layers. Old ice damps sea or swell and, at the same time, by

cooling and freshening the water and providing nuclei of ice

crystals, assists the beginning of the freezing process. Quickly

recurring fresh winds with raised sea will hinder ice formation,

breaking it up several times. The greater the depth, with water

of salinity greater than 24.7 parts per 1,000, the later is the time

of freezing. As a matter of fact, complete freezing may never

occur, as in the case of the central part of the White Sea; hence

the necessity for following the deep water route in order to

reach high latitudes during the season of ice formation.

The first sign of freezing is an oily or opaque appearance of

the water, due to the formation of needle like spicules and thin

plates of ice about one third of an inch across, known as frazil

crystals. These consist of fresh ice, free of salt, and increase in

number until the sea is covered by slush of a thick soupy consistency.

Snow, falling into water, aids freezing by cooling and by providing nuclei for ice crystals. Except in sheltered waters, an

even sheet of ice seldom forms immediately; the slush, as it

thickens, breaks up into separate masses and frequently into

the characteristic pancake form, the rounded shape and raised

rim of which is due to the fragments colliding with each other.

The formation of slush damps down sea or swell, and if the low

temperature continues, the pancakes adhere to each other,

forming a continuous sheet.

Rate of Ice Growth

Sea ice may grow to a thickness of 7 to 10cm in the first 24

hours, and from 5 to 8cm more in the second 24 hours. Ice is a

poor conductor of heat and the rate of its formation drops appreciably after the first 10.2 to 15.2cm have formed; a snow

cover, if present, still further reduces the conductivity. Once a

layer of ice is formed, snow falling on the surface retards

growth by its insulating power. This is particularly true of

loosely packed snow.

A common assumption in the north is that heavy snow in the

fall means a rapid break up in the spring. With the subsequent

decreasing rate of growth, ice which has grown steadily

throughout the winter is seldom more than 1.2m in thickness

by the following summer.

Perennial sea ice may grow in thickness during the summer

by refreezing of thaw water. Snow on the surface melts, and the

water runs down through cracks and holes to form a layer of

fresh water under the ice. Since the temperature of the underlying salt water is usually lower than the freezing point of fresh

water, a layer of fresh water ice is formed on the bottom of the

sea ice. In summer, therefore, a flow melts away on top, but at

the same time may be growing slowly on its undersurface. By

this process, mud, stones, seaweed, or shells originally frozen

to the under side of grounded flows may work right up to the

surface. Diatoms frozen to the under side will similarly rise.

An autumn period follows, with lower temperature but without

ice formation, the supply of fresh water being no longer renewed and the sea temperature not being low enough for the

freezing of salt water to begin again. In the second winter,

growth continues by salt water freezing. If the ice is unbroken

through the second winter, its thickness may reach 2.1 to 2.4m

at the most. Ice in the Arctic polar basin is seldom less than 1

to 1.4m thick, and Nansen reports a maximum thickness of

4.1m produced by about 4 years of normal growth.

The action of blocks and flows being forced over each other

or turned on end by some form of pressure is called rafting. Ice

of much greater thickness than ordinary flows can be formed

by rafting, tidal overflow, or other types of flooding such as

spray and splashing, but such areas will be of limited extent. 

Paleocrystic Ice

The extreme development of sea ice is found in the channel

between Grant Land and the NW coast of Greenland. Here the

early explorers encountered ice masses so thick and irregular

that they were assumed to be closely packed bergs of glacial

origin. Later observations, however, indicate that this paleocrystic ice consists of remnants of Arctic pack that is blocked by

the tip of Peary Land from drifting down the E coast of Greenland and instead is trapped along the N coast of Greenland and

Grant Land. Intensive hummocking of this pack over a period

of years produces tremendous flowbergs.
12 The Arctic Ocean

Pub. 180

Arctic Ice versus Antarctic Ice

Differences in underlying factors specific to the region develop corresponding differences in the features of the ice. An

example of one of these agencies is the low mean annual temperature of the Antarctic. The warmth of the Arctic summer

has no parallel in the far S and, mainly because of this thermal

difference, the ice sheets of the northern polar regions are unlike those of the southern. The margin of the Antarctic cap,

overflowing its land support, is free to spread over the sea until

fracture detaches huge strips, sometimes including 10 to 20

miles of its front. In Greenland, by contrast, the edge of the inland ice ends on land, and icebergs irregular in shape are

formed. The tabular or box-shaped berg is therefore, characteristic of the Antarctic while the pinnacled, picturesque berg is

typical of the North.

The Antarctic sea ice surrounds the continent, while the Arctic sea ice is a central mass surrounded by land. The ice moves

around and outward from Antarctica and gathers in a belt

formed by the meeting of SE and NW winds in the vicinity of

60°S. There is a close correspondence in the formation of this

belt of ice with that formed in the Arctic which follows down

Davis Strait and eastward off Greenland. In the Antarctic it is

unusual for sea ice to be more than 1 or 2 years old. The drift in

both the Weddell and Ross Seas carries the pack out into the

open oceans in a little over a year.

In the Arctic, flows of great age are frequent. Ice formed off

the Siberian coast takes from 3 to 5 years to drift across the polar basin and down the eastern coast of Greenland. Ice of this

age becomes pressed and hummocked to a degree unknown in

ice formed in lower latitudes. The warmth of the Arctic summers also has its effect and the result is worn down, more or

less even, flows of great thickness known as “polar cap ice.”

During the summer, melting on the surface is considerable, as a

rule about 0.6m, and pools of fresh water are formed on the

flows. This is not a very marked feature off the E coast of

Greenland, N of latitude 72°N, but in Baffin Bay the flows become covered with a maze of deep pools. In the Antarctic, surface pools on flows in the pack are almost unknown. The

outstanding difference between Arctic and Antarctic ice, which

is apparent to the navigator, is the softer texture of the latter. 

Ice Distribution

The sea ice terms used in the description are those adopted

by the World Meteorological Organization in 1968. A glossary

of these terms and photographs of typical ice formations are

published in Pub. No. 9, The American Practical Navigator,

(Bowditch), which also contains information on the formation

and movement of sea ice, and operations and navigation in ice. 

Bering Strait-Bering Sea-Chukchi Sea-Beaufort Sea

During winter and spring, ice covers nearly the entire NE

half of the Bering Sea. The S portion of the ice covered area of

the Bering Sea contains thin first year ice 30 to 71cm near the

end of the growth cycle. The N portion and immediate coastal

areas N of 62°N attain medium first year growth 71 to 122cm. 

The Bering Strait is covered throughout the growth cycle

with thin and medium first year ice.

North of the Bering Strait, in the Chukchi Sea, the ice cover

is medium and thick first year growth (greater than 48 inches,

or 122 centimeters) during most of the growth cycle.

The Beaufort Sea is covered with vast expanses of thick first

year and multi-year ice, 300cm thick during most of the growth

cycle. The first year ice is generally confined to an area within

100 miles of the N Alaskan coast. Some years it may be more

than 200 miles.

By early summer, the Bering Sea is normally free of sea ice.

Ice concentration in areas N of the Bering Strait continues to

decrease as summer progresses, and the ice edge retreats N in

the Chukchi Sea. At the same time, the area N of Canada between Mackenzie Bay and Amundsen Gulf begins to decrease

in ice concentration, and the ice edge retreats from the coast as

sea ice disintegration accelerates. During the summer months,

June to October, the Columbia Glacier becomes unstable along

its face due to glacial melting and runoff. A calving bay forms

dumping ice into Columbia Bay. Tidal currents drift ice from

the bay into Prince William Sound. Ice production and distribution generally reaches a maximum in August and has been

on the increase.

The ice edge normally continues to retreat N in both areas

and eventually merges into one continuous edge reaching a

maximum N position during the latter half of September. An

ice free passage around Point Barrow to Mackenzie Bay is then

possible, except during moderate ice years when the ice does

not retreat very far from the coast. Transiting the area E of

Point Barrow is hazardous, for belts or patches of ice may

break away from the main pack and pose a threat to vessels

with unreinforced hulls. A strong N wind could force enough

ice down to the coast to trap a vessel.

During fall, beginning in October, the pack edge reverses direction and begins to move S. The average ice drift during October and November is from Alaska toward Russia. Southwest

or W drift in the Bering Sea and Bristol Bay area (between November and April) causes a seaward flow of ice from near the

Alaskan coast. The ice cover adjacent to the fast ice or the

coast does not grow as much as sea ice that has drifted farther

seaward.

Canadian Arctic Archipielago

The Labrador coast line is dominated by the cold, S flowing

Labrador Current. The coast is normally closed to all shipping

from late December to early June by drift ice from the N and

local fast ice. Fast ice begins to form in the N coastal indentations (late November) and slowly expands farther S. By late

December, it has reached the S coastal limit. As the fast ice formation progresses S, it also progresses seaward. A normal ice

year produces fast ice 20 to 30 miles seaward from the coast.

Melting and break up is accomplished in the reverse order.

Drifting ice brought S from Baffin Bay and Hudson Strait by

the Labrador Current first appears off Cape Chidley in early

December. By late December, drift ice has reached the S extremity of Labrador. Its concentration depends on the amount

of ice being released from Baffin Bay, the speed of the Labrador Current, and the prevailing winds. North or W winds

spread the ice, decreasing the concentration. South or E winds

tend to “pack” the ice into high concentrations. Icebergs lie off

the Labrador coast year around, with the amount depending

upon the activity of glaciers in W Greenland and the previous

winter’s conditions of Baffin Bay. The largest number of bergs

are present during early spring.

The only significant weather around Newfoundland that affects the ice observer is the persistent fog that shrouds the E

coast for long periods in summer. The fog is caused by prevail-
 The Arctic Ocean 13

Pub. 180

ing SW winds blowing first across the Gulf Current and then

the cold Labrador Current.

Ice conditions in the Davis Strait and Baffin Bay vary greatly

due to wind, current, and the severity of winter effects. September is the month in which the least ice should be found in

this area with scattered rotten remnants of the pack ice, small

flows, bergs, bergy bits and growlers remaining. The freezing

process for both fast and pack ice begins in October. An interesting feature of Baffin Bay is the North Open Water, a recurring polynya. 

The constricting effect of Smith Sound shuts off the supply

of ice from the N causing an ice jam in the vicinity of Cape

Sabin. South of the ice jam, ice is removed by winds and currents, producing a zone of lower ice concentration; and the

counterclockwise rotation of the water, meeting with the southerly current from Robeson Channel, creating an area of upwelling or turbulence that prevents ice formation. In any event,

open water exists even in mid-winter. Frobisher Bay ice conditions are subject to great variation year to year. It is usually

open to icebreaker entry by late July and unescorted entry by

late August, closing to shipping in mid-October and to icebreakers by mid-November. The best month for transit is September. The determining factor for opening Frobisher Bay is

not so much the fast ice or local bay ice, but sea ice drifting

from Baffin Bay and Hudson Strait. Also, grounded flows of

heavily hummocked ice linger in the area to block shipping.

The ports close when fast ice, beached ice, and ice foot formations occur along the shore in the upper bay. The great tidal

change (7.5 to 9m) aids in beaching ice.

The easternmost most islands of the Canadian Archipelago

normally have 152.4cm of ice in the upper fjords by January or

February while the central third of the fjords have about

63.5cm. A tidal range of 2.4 to 3.3m keeps the ice elastic.

Breakup begins in March and by May; the ice is heavily puddled and rotten. Throughout the Canadian Archipelago, the water moves S from the Arctic Ocean through the Queen

Elizabeth Islands and joins the E flow through McClure Strait,

Viscount Melville Sound, Barrow Strait, and Lancaster Sound

into Baffin Bay. Most of the waterways are completely covered

with ice except for short periods in the late summer or early

fall. Many are never open to transit, even by an ice breaker.

Greenland

The W coast of Greenland is usually ice free as far N as Sondre Strom. There, fast ice will halt shipping by late December.

The extent of both fast and pack ice increases to a maximum in

March, extending as far S as Disco Bay. The ice in Baffin Bay

is in continual motion, averaging 1.2 in thickness with the

heaviest concentrations lying on the W side as far S as Cape

Dyer. The disintegration begins in April. By mid-June, the

pack ice S of 73°N. is well puddled. Greenland coastal area is

essentially ice free as far N as Upernavik. By mid-July, Thule

is ice free and remains so through September. The route between Thule and Alert is never ice free, and is navigable only

by icebreakers. In August, Smith Sound is usually 6 to 7 octas

of ice. The wind speed/direction determines whether the lead

will be along the E or W coast of the Robeson Channel.

The E Greenland coastal area is regarded as one of the most

inaccessible areas in the world. This is because of the continual

flow of multi year ice from the Arctic Ocean drifting with the

East Greenland Current. Approximately 90 per cent of the total

ice that is lost from the Arctic each year is carried S in this

strong current. Throughout the year, drifting ice extends 100 to

300 miles off shore to the N of Scoresby Sound. To the S of

Scoresby Sound, the maximum offshore extent is reached in

April when the ice may extend nearly 200 miles offshore. The

minimum is reached in August or September when only belts

and patches are present. The drifting pack ice is at its maximum S extent from December through May when it rounds

Kap Farvel. Fast ice may be found in protected coastal indentations, except S of Scoresby Sound. The fjords are cleared

throughout the winter by the foehn effect. Icebreakers can usually enter Scoresby Sound between early August to mid-October if extreme caution is used. Kulusuk is resupplied each year

from mid-August through September by icebreakers. The vast

ice cap, measuring as thick as 3,048m in the interior, spills out

through the mountainous rim down fjords as glaciers. This action generates numerous ice bergs that drift S and threaten

shipping.

Russia

The N shore of Russia is dominated by winter ice, frozen fast

from the Chukchi Sea to the Kara Sea until June. The influx of

warm water from the North Atlantic Drift (an extension of the

Gulf Current) and the run off from the Ob, Yenisei, Lena and

Kolyma rivers causes the pack ice to melt rapidly. By mid-July,

a narrow shore lead develops along the coastline. By August,

there is a navigable area extending along the entire coast that

remains open until October. In October, the N and NE winds

push the Arctic pack onto the shore, closing the Chukchi and

Laptev Seas. This is followed by the closing of the East Siberian Sea, and finally, the Kara Sea in November. By December,

the strait between Novaya Zemlya and the mainland is closed

by winter ice. In late December or early January, fast ice forms

in the protected bays of the Barents Sea. The western edge of

the Barents Sea is kept fairly ice free by the North Atlantic

Drift.

Svalbard

Svalbard experiences heavy fast ice formation along its N

and E coasts during the winter, with only a narrow band of fast

ice or ice free areas along the S and W coasts. The N coast is

usually navigable by late August or early September, but the E

coast thaws slowly, if at all. Henlopen Strait has some ice

throughout the summer.

Iceland

Due to the North Atlantic Drift, Iceland usually remains ice

free throughout the year, except for some fast ice in its harbors

on the N coast. Occasionally some weak fast ice will form in

bays along the S coast. The heavy pack ice will drift to within

50 miles of the W coast of Iceland.

Ice Patrol Service

The sinking of the Titanic in 1912 prompted the maritime

nations with ships transiting the Grand Banks area off Newfoundland, Canada, to establish an iceberg patrol in the area.

Since 1913, the International Ice Patrol (IIP) has been responsible for monitoring the extent of iceberg danger. The Ice Patrol is funded by the twenty member nations signatory to the

Safety of Life at Sea (SOLAS) Convention who reimburse the

United States for this service. It has proven to be an outstand-
14 The Arctic Ocean

Pub. 180

ing example of effective international cooperation for the preservation of life and property at sea. 

International Ice Patrol (IIP)

The IIP provides a service which monitors the extent of the

iceberg danger in the vicinity of the Grand Banks of Newfoundland. Information on Limit of All Known Ice (LAKI) is

broadcast to all shipping. The IIP uses reports from various

sources. They include icebergs detected by IIP, Canadian reconnaissance flights, and reports of sighting made by the passing vessels. 

The iceberg limits vary considerably through the ice season

and between seasons. The number of icebergs crossing 48°N

have been tracked. This count has an advantage, by providing a

single value for the season severity, but also the disadvantage

that it runs loose (trackline deviation) from the predicted iceberg population that require mariners to keep clear of the danger zone. The size of the LAKI also dictates aircraft

requirements for IIP reconnaissance. 

The following describes icebergs reported to the IIP:

Ice Terms

The following glossary of ice terms gives definitions of descriptive terms in general use for the many kinds of ice found at

sea. The terms are based on the Ice Nomenclature established

by the World Meteorological Organization (WMO).

Aged ridge—Ridge which has undergone considerable

weathering. These ridges are best described as undulations.

Anchor ice—Submerged ice attached or anchored to the

bottom, irrespective of its formation.

Area of weakness—A satellite observed area in which either the ice concentration or the ice thickness is significantly

less than that in the surrounding areas. Because the condition is

satellite observed, a precise quantitative analysis is not always

possible, but navigation conditions are significantly easier than

in surrounding areas.

Bare ice—Ice without snow cover.

Belt—A large feature of ice arrangement; longer than it is

wide; from 1 km to more than 100 km in width.

Bergy bit—A large piece of floating glacier ice, generally

showing less than 5m above sea level but more than 1m and

normally about 100-300 m2 in area.

Beset—Situation of a vessel surrounded by ice and unable to

move.

Big flow—(also see flow).

Bight—Extensive crescent-shaped indentation in the ice

edge, formed by either wind or current.

Brash ice—Accumulations of floating ice made up of fragments not more than 2m across, the wreckage of other forms of

ice.

Bummock—From the point of view of the submariner, a

downward projection from the underside of the ice canopy; the

counterpart of a hummock.

Calving—The breaking away of a mass of ice from an ice

wall, ice front, or iceberg.

Close pack ice—Pack ice in which the concentration of 70

to 80 per cent is composed of floes mostly in contact.

Compacted ice edge—Close, clear-cut ice edge compacted

by wind or current; usually on the windward side of an area of

pack ice.

Compacting—Pieces of floating ice are said to be compacting when they are subjected to a converging motion, which increases ice concentration and/or produces stresses which may

result in ice deformation.

Compact pack ice—Pack ice in which the concentration is

100 per cent and no water is visible.

Concentration—The ratio expressed in tenths describing

the amount of the sea surface covered by floating ice as a fraction of the whole area being considered. Total concentration includes all stages of development that are present, partial

concentration may refer to the amount of a particular stage or

of a particular form of ice and represents only a part of the total.

Concentration boundary—A line approximating the transition between two areas of pack ice with distinctly different

concentrations.

Consolidated pack ice—Pack ice in which the concentration is 100 per cent and the flows are frozen together.

Consolidated ridge—A ridge in which the base has frozen

together.

Crack—Any fracture of fast ice, consolidated ice or a single

flow which has been followed by separation ranging from a

few centimeters to 1m.

Dark nilas—Nilas which is under 5cm in thickness and is

very dark in color.

Deformed ice—A general term for ice which has been

squeezed together and in places forced upwards (and downwards). Subdivisions are rafted ice, ridged ice, and hummocked ice.

Difficult area—A general qualitative expression to indicate,

in a relative manner, that the severity of ice conditions prevailing in an area is such that navigation in it is difficult.

Diffused ice edge—Poorly defined ice edge limiting an area

of dispersed ice; usually on the leeward side of ice.

Diverging—Ice fields or flows in an area are subjected to diverging or dispersive motion, thus reducing ice concentration

International Ice Patrol Home Page

http://www.uscg.mil/lantarea/iip/home.html

Name (Code) Height Length

Growler (G) less than 1m less than 6m

Smaller Iceberg (S) 1-15m 6-60m

Medium Iceberg (M) 16-45m 61-122m 

Large Iceberg (L) more than 45m more than 122m

Shape Description

Tabular (T) 

Flat topped iceberg with a

length/height ratio greater

than 5:1.

Non Tabular (N)

Covers all icebergs that are

not tabular shaped, as described above. This includes

icebergs that are domeshaped, sloping, blocky, and

pinnacled.
 The Arctic Ocean 15

Pub. 180

and/or relieving stresses in the ice.

Drift ice—Term used in a wide sense to include any area of

sea ice other than fast ice no matter what form it takes or how it

is dispersed. When concentrations are high, i.e. 70 per cent or

more, drift ice may be replaced by the term pack ice.

Dried ice—Sea ice from the surface of which meltwater has

disappeared after the formation of cracks and thaw holes. During the period of drying, the surface whitens.

Easy area—A general qualitative expression to indicate, in a

relative manner, that ice conditions prevailing in an area are

such that navigation is not difficult.

Fast ice—Sea ice which forms and remains fast along the

coast, where it is attached to the shore, to an ice wall, to an ice

front, between shoals or grounded icebergs. Vertical fluctuations may be observed during changes of sea level. Fast ice

may be formed in from sea water or by freezing of drift ice of

any stage to the shore, and it may extend a few meters or several hundred kilometers from the coast. Fast ice may be more

than 1 year old and may then be prefixed with the appropriate

age category (second-year, or multi-year). If it is thicker than

about 2m above sea level it is called an ice shelf.

Fast ice boundary—The ice boundary at any given time between fast ice and drift ice.

Fast ice edge—The demarcation at any given time between

fast ice and open water.

Finger rafted ice—Type of rafted ice in which flows thrust

“fingers” alternately over and under the other.

Finger rafting—Type of rafting whereby interlocking

thrusts are formed, each flow thrusting "fingers" alternately

over and under the other. Common in nilas and gray ice.

Firn—Old snow which has recrystallized into a dense material. Unlike snow, the particles are to some extent joined together; but, unlike ice, the air spaces in it still connect with

each other.

First-year ice—Sea ice of not more than one winter’s

growth developing from young ice; the thickness is 30cm to

2m. May be subdivided into thin first-year ice/white ice, medium first-year ice, and thick first-year ice.

Flaw—A narrow separation zone between pack ice and fast

ice, where the pieces of ice are in a chaotic state; it forms when

pack ice shears under the effect of a strong wind or current

along the fast ice boundary.

Flaw lead—A passageway between pack ice and fast ice

which is navigable by surface vessels.

Flaw polynya—A polynya between pack ice and fast ice.

Floating ice—Any form of ice found floating in water. The

principal kinds of floating ice are lake ice, river ice, and sea

ice, which form by the freezing of water at the surface, and glacier ice (ice of land origin) formed on land or in an ice shelf.

The concept includes ice that is stranded or grounded.

Floe—Any relatively flat piece of sea ice 20m or more

across. Floes are subdivided according to horizontal extent as

follows:

1. Giant Over 10 km across

2. Vast 2-10 km across

3. Big 500-2,000m across

4. Medium 100-500m across

5. Small 20-100m across

Flowberg—A massive piece of sea ice composed of a hummock, or a group of hummocks, frozen together and separated

from any ice surroundings. It may protrude up to 5m above sea

level.

Flooded ice—Sea ice which has been flooded by meltwater

or river water and is heavily loaded by water and wet snow.

Fracture—Any break or rupture through very close ice,

compact ice, consolidated ice, fast ice, or a single floe resulting

from deformation processes. Fractures may contain brash ice

and/or be covered with nilas and/or young ice. The length may

vary from a few meters to many kilometers.

Fracture zone—An area with a great number of fractures.

Fracturing—Pressure process whereby ice is permanently

deformed, and rupture occurs. Most commonly used to describe breaking across very close ice, compact ice, and consolidated ice.

Frazil ice—Fine spicules or plates of ice, suspended in water.

Friendly ice—From the point of view of the submariner, an

ice canopy containing many large skylights or other features

which permit a submarine to surface. There must be more than

ten such features per 30 nautical miles (56 km) along the submarine’s track.

Frost smoke—Fog-like clouds due to the contact of cold air

with relatively warm water, which can appear over openings in

the ice, or leeward of the ice edge, and which may persist while

ice is forming.

Giant floe—(also see floe).

Glacier—A mass of snow and ice continuously moving

from higher to lower ground or, if afloat, continuously spreading. The principle forms of glacier are: Inland ice sheets, ice

shelves, ice streams, ice caps, ice piedmonts, cirque glaciers

and various types of mountain (valley) glaciers.

Glacier berg—An irregularly shaped iceberg.

Glacier ice—Ice in, or originating from, a glacier, whether

on land or floating on the sea as icebergs, bergy bits, or growlers.

Glacier tongue—Projecting seaward extension of a glacier,

usually afloat. In the Antarctic, glacier tongues may extend

over many tens of kilometers.

Grease ice—A later stage of freezing than frazil ice when

the crystals have coagulated to form a soupy layer on the surface. Grease ice reflects little light, giving the sea a matte appearance.

Grey ice—Young ice 10 to 15cm thick. Less elastic than nilas and breaks on swell. Usually rafts under pressure.

Grey-white ice—Young ice 15 to 30cm thick. Under pressure, more likely to ridge than to raft.

Grounded hummock—Hummocked grounded ice formation. There are single grounded hummocks and lines (or

chains) of grounded hummocks.

Grounded ice—Floating ice which is aground in shoal water (also see stranded ice).

Growler—Smaller piece of ice than a bergy bit or flowberg,

often transparent but appearing green or almost black in color,

extending less than 1m above the sea surface and normally occupying an area of about 20 m2.

Hostile ice—From the point of view of the submariner, an

ice canopy containing no large skylights or other features

which permit a submarine to surface.

Hummock—A hillock of broken ice which has been forced

upwards by pressure. May be fresh or weathered. The submerged volume of broken ice under the hummock, forced

downwards by pressure, is termed a bummock.
16 The Arctic Ocean

Pub. 180

Hummocked ice—Sea ice piled haphazardly one piece over

another to form an uneven surface. When weathered, has the

appearance of smooth hillocks.

Hummocking—The pressure process by which sea ice is

forced into hummocks. When the flows rotate in the process it

is termed screwing.

Iceberg—A massive piece of ice of greatly varying shape,

protruding more than 5m above sea level, which has broken

away from a glacier, and which may be afloat or aground. Icebergs may be described as tabular, domeshaped, sloping, pinnacled, weathered or glacier bergs.

Iceberg tongue—A major accumulation of icebergs projecting from the coast, held in place by grounding and joined together by fast ice.

Ice blink—A whitish glare on low clouds above an accumulation of distant ice.

Ice bound—A harbor, inlet, etc. is said to be icebound when

navigation by ships is prevented on account of ice, except possibly with the assistance of an icebreaker.

Ice boundary—The demarcation at any given time between

fast ice and drift ice or between areas of drift ice of different

concentrations (also see ice edge).

Ice breccia—Ice of different stages of development frozen

together.

Ice cake—Any relatively flat piece of sea ice less than 20m

across.

Ice canopy—Drift ice from the point of view of the submariner.

Ice cover—The ratio of an area of ice of any concentration

to the total area of sea surface within some large geographic locale; this locale may be global, hemispheric, or prescribed by a

specific oceanographic entity such as Baffin Bay or the Barents

Sea.

Ice edge—The demarcation at any given time between the

open sea and sea ice of any kind, whether fast or drifting. It

may be termed compacted or diffuse (also see ice boundary).

Ice field—Area of floating ice consisting of any size of

flows, which is greater than 10 km across (also see patch).

Icefoot—A narrow fringe of ice attached to the coast, unmoved by tides and remaining after the fast ice has moved

away.

Ice-free—No sea ice present. There may be some ice of land

origin present (also see open water).

Ice front—The vertical cliff forming the seaward face of an

ice shelf or other floating glacier varying in height from 2 to

50m or more above sea level (also see ice wall).

Ice island—A large piece of floating ice protruding about

5m above sea level which has broken away from an Antarctic

ice shelf, having a thickness of 30 to 50m and an area of from a

few thousand square meters to 500 km2 or more, and usually

characterized by a regularly undulating surface which gives it a

ribbed appearance from the air. 

Ice isthmus—A narrow connection between two ice areas of

very close or compact ice. It may be difficult to pass, while

sometimes being part of a recommended route. 

Ice jam—An accumulation of broken river ice or sea ice

caught in a narrow channel.

Ice keel—From the point of view of the submariner, a downward-projecting ridge on the underside of the ice canopy; the

counterpart of a ridge. Ice keels may extend as much as 50m

below sea level.

Ice limit—Climatological term referring to the extreme minimum or maximum extent of the ice edge in any given month

or period based on observations over a number of years. Term

should be preceded by minimum and maximum (also see mean

ice edge).

Ice massif—A variable accumulation of close or very close

pack ice covering hundreds of square kilometers which is

found in the same regions every summer.

Ice of land origin—Ice formed on land or in an ice shelf,

found floating in water. The concept includes ice that is stranded or grounded.

Ice patch—An area of pack ice less than 10 km across. 

Ice piedmont—Ice covering a coastal strip of low-lying land

backed by mountains. The surface of an ice piedmont slopes

gently seaward and may be anything from about 50m to 30 miles

wide, fringing long stretches of coastline with ice cliffs known as

ice walls. Ice piedmonts frequently merge into ice shelves.

Ice port—An embayment in an ice front, often of a temporary nature, where ships can moor alongside and unload directly onto the ice shelf.

Ice rind—A brittle shiny crust of ice formed on a quiet surface by direct freezing or form grease ice, usually in water of

low salinity. Thickness to about 5cm. Easily broken by wind or

swell, commonly breaking in rectangular pieces.

Ice shelf—A floating ice sheet of considerable thickness

showing 2 to 50m or more above sea level, attached to the

coast. Usually of great horizontal extent and with a level or

gently undulating surface. Nourished by annual snow accumulation and often also by the seaward extension of land glaciers.

Limited areas may be aground. The seaward edge is termed an

ice front.

Ice stream—Part of an inland ice sheet in which the ice

flows more rapidly and not necessarily in the same direction as

the surrounding ice. The margins are sometimes clearly

marked by a change in the direction of the surface slope but

may be indistinct.

Ice under pressure—Ice in which deformation processes

are actively occurring and hence a potential impediment or

danger to shipping.

Ice wall—An ice cliff forming the seaward margin of a glacier which is not afloat. An ice wall is aground, the rock basement being at or below sea level (also see ice front).

Jammed brash barrier—A strip or narrow belt of new,

young, or brash ice (usually 100 to 5,000m wide), formed at

the edge of either drift or fast ice or at the shore. It is heavily

compacted mostly due to wind action and may extend 2 to 20m

below the surface but does not normally have appreciable topography. Jammed Brash Barrier may disperse with changing

winds but can also consolidate to form a strip of unusually

thick ice as compared to the surrounding pack ice.

Lake ice—Ice formed on a lake, regardless of observed location.

Large fracture—More than 500m wide.

Large ice field—An ice field over 20 km across.

Lead—Any fracture or passageway through sea ice which is

navigable by surface vessels.

Level ice—Sea ice which is unaffected by deformation or

contortion.

Light nilas—Nilas which is more than 5cm in thickness and

rather lighter in color than dark nilas.

Mean ice edge—Average position of the ice edge in any giv-
 The Arctic Ocean 17

Pub. 180

en month or period based on observations over a number of

years. Other terms which may be used are mean maximum ice

edge and mean minimum ice edge (also see ice limit).

Medium first-year ice—First-year ice 70 to 120 cm thick.

Medium flow—(see flow).

Medium fracture—200 to 500m wide.

Medium ice field—An ice field 15 to 20 km across. 

Moraine—Ridges or deposits of rock debris transported by

a glacier. Common forms are: ground moraine, formed under a

glacier; lateral moraine, along the sides; medial moraine, down

the center; and end moraine, deposited at the foot. Moraines

are left after a glacier has receded, providing evidence of its

former extent.

Multi-year ice—Old ice up to 3m or more thick which has

survived at least two summers’ melt. Hummocks even smoother than in second-year ice, and the ice is almost salt-free. Color,

where bare, is usually blue. Melt pattern consists of large interconnecting irregular puddles and a well-developed drainage

system.

New ice—A general term for recently formed ice which includes frazil ice, grease ice, slush, and shuga. These types of

ice are composed of ice crystals which are only weakly frozen

together (if at all) and have a definite form only while they are

afloat.

New ridge—Ridge newly formed with sharp peaks and

slope of sides usually 40°. Fragments are visible from the air at

low altitude.

Nilas—A thin elastic crust of ice, easily bending on waves

and swell under pressure, thrusting in a pattern of interlocking

“fingers” (finger rafting). Has a matte surface and is up to 10

cm in thickness. May be subdivided into dark nilas and light

nilas.

Nip—Ice is said to nip when it forcibly presses against a

ship. A vessel so caught, though undamaged, is said to have

been nipped.

Old ice—Sea ice which has survived at least one summer’s

melt, thickness up to 3m or more. Most topographic features

are smoother than on first-year ice. May be subdivided into

second-year ice and multi-year ice.

Open ice—Floating ice in which the concentration is 40 per

cent to 60 per cent with many leads and polynyas, and the

flows are generally not in contact with one another.

Open water—A large area of freely navigable water in

which sea ice is present in concentrations less than 10 per cent.

When there is no sea ice present, the area should be termed ice

free.

Pack ice—Concentration of 70 per cent or more of drift (also see drift ice).

Pancake ice—Predominantly circular pieces of ice from

30cm to 3m in diameter, and up to about 10cm in thickness,

with raised rims due to the pieces striking up against one another. It may be formed on a slight swell from grease ice,

shuga, or slush or as a result of the breaking of ice rind, nilas,

or under severe conditions of swell or waves, of gray ice. It also sometimes forms at some depth, at an interface between water bodies of different physical characteristics, from where it

floats to the surface; its appearance may rapidly cover wide areas of water. 

Pingo—A mound formed by the upheaval of subterranean

ice in an area where the subsoil remains permanently frozen.

Pingos are also found in Arctic waters, rising about 30m from

an otherwise even seabed, with bases about 40m in diameter

and surrounded by a shallow moat; they are then termed submarine pingos. Generally in the ocean, pingos are more or less

a conical mound of fine, unconsolidated material characteristically containing an ice core.

Polynya—Any non-linear shaped opening enclosed in ice.

Polynyas may contain brash ice and/or be covered with new

ice, nilas, or young ice; submariners refer to these as skylights.

Sometimes the polynya is limited on one side by the coast and

is called a shore polynya or by fast ice and is called a flaw

polynya. If it recurs in the same position every year, it is called

a recurring polynya.

Puddle—An accumulation of meltwater on ice, mainly due

to the melting of snow, but in the more advanced stages also to

the melting ice. Initial stage consists of patches of melted

snow.

Rafted ice—Type of deformed ice formed by one piece of

ice overriding another (also see finger rafting).

Rafting—Pressure processes whereby one piece of ice overrides another. Most common in the new and young ice (also see

finger rafting).

Ram—An underwater ice projection from an ice wall, ice

front, iceberg, or flow. Its formation is usually due to a more

intensive melting and erosion of the unsubmerged part.

Recurring polynya—A polynya which recurs in the same

position every year.

Ridge—line or wall of broken ice forced up by pressure.

May be fresh or weathered. The submerged volume of broken

ice under a ridge, forced downwards by pressure, is termed an

ice keel.

Ridged ice—Ice piled haphazardly one piece over another in

the form of ridges or walls. Usually found in first-year ice (also

see ridging).

Ridged ice zone—An area in which much ridged ice with

similar characteristics has formed.

Ridging—The pressure process by which sea ice is forced

into ridges. 

Rime—A deposit of ice composed of grains more or less

separated by trapped air, some adorned with crystalline branches, produced by the rapid freezing of super-cooled and very

small water droplets.

River ice—Ice formed on a river, regardless of observed location.

Rotten ice—Sea ice which has become honeycombed and

which is in an advanced state of disintegration. 

Rubble field—An area of extremely deformed sea ice of unusual thickness formed during the winter by the motion of drift

ice against, or around a protruding rock, islets, or other obstructions.

Sastrugi—Sharp, irregular ridges formed on a snow surface

by wind erosion and deposition. On mobile floating ice the

ridges are parallel to the direction of the prevailing wind at the

time they were formed.

Sea ice—Any form of ice found at sea which has originated

from the freezing sea water.

Second-year ice—Old ice which has survived only one

summer’s melt, thickness up to 2.5m and sometimes more. Because it is thicker than first-year ice, it stands higher out of the

water. In contrast to multi-year ice, summer melting produces a

regular pattern of numerous small puddles. Bare patches and

puddles are usually greenish-blue.
18 The Arctic Ocean

Pub. 180

Shearing—An area of ice is subject to shear when the ice

motion varies significantly in the direction normal to the motion, subjecting the ice to rotational forces. These forces may

result in phenomena similar to flaw.

Shear ridge—An ice ridge formation which develops when

one ice feature is grinding past another. This type of ridge is

more linear than those caused by pressure alone.

Shear ridge field—Many shear ridges side by side. 

Shore ice ride-up—A process by which ice is pushed ashore

as a slab.

Shore lead—A lead between drift ice and the shore, or between drift ice and an ice front.

Shore melt—Open water between the shore and the fast ice,

formed by melting and/or due to river discharge.

Shore polynya—A polynya between drift ice and the coast,

or between drift ice and an ice front.

Shuga—An accumulation of spongy white ice lumps, a few

cm across; they are formed from grease ice or slush and sometimes from anchor ice rising to the surface.

Skylight—From the point of view of the submariner, thin

places in the ice canopy, usually less than 1m thick and appearing from below as relatively light, translucent patches in dark

surroundings. The undersurface of a skylight is normally flat.

Skylights are called large if big enough for a submarine to attempt to surface through them (120m), or small if not.

Slush—Snow that is saturated and mixed with water on land

or ice surfaces, or as a viscous floating mass in water after a

heavy snowfall.

Small flow—See flow.

Small fracture—50 to 200m wide.

Small ice cake—An ice cake less than 2m across.

Small ice field—An ice field 10 to 15 km across.

Snow-covered ice—Ice covered with snow.

Snowdrift—An accumulation of wind-blown snow deposited in the lee of obstructions or heaped by wind eddies. A crescent-shaped snowdrift, with ends pointing downwind, is known

as snow barchan.

Standing flow—A separate flow standing vertically or inclined and enclosed by rather smooth ice.

Stranded ice—Ice which has been floating and has been deposited on the shore by retreating high water.

Strip—Long narrow area of pack ice, about 1 km or less in

width, usually composed of small fragments detached from the

main mass of ice, and run together under the influence of wind,

swell or current. 

Submarine pingo—See pingo.

Tabular berg—A flat-topped iceberg. Most tabular bergs

form by calving from an ice shelf and show horizontal banding

(also see ice island).

Thaw holes—Vertical holes in sea ice formed when surface

puddles melt through to the underlying water. 

Thick first-year ice—First-year ice over 120cm thick.

Thin first-year ice/white ice—First-year ice 30 to 70cm

thick. May sometimes be subdivided into first stage 30 to 50cm

thick and second stage 50 to 70cm thick.

Tide crack—Crack at the line of junction between an immovable ice foot or ice wall and fast ice, the latter subject to

rise and fall of the tide.

Tongue—A projection of the ice edge up to several kilometers in length, caused by wind or current.

Vast flow—See floe.

Very close pack ice—Pack ice in which the concentration is

90per cent to less than 100 per cent.

Very open pack ice—Pack ice in which the concentration is

10 per cent to 30 per cent and water preponderates over ice.

Very small fracture—1 to 50m wide.

Very weathered ridge—Ridge with peaks very rounded,

slope of sides usually 20° to 30°.

Water sky—Dark streaks on the underside of low clouds, indicating the presence of water features in the vicinity of sea

ice.

Weathered ridge—Ridge with peaks slightly rounded and

slope of sides usually 30° to 40°. Individual fragments are not

discernible.

Weathering—Processes of ablation and accumulation

which gradually eliminate irregularities in an ice surface.

White ice—(see Thin first-year ice/white ice).

Young coastal ice—The initial stage of fast ice formation

consisting of nilas or young ice, its width varying from a few

meters up to 100 to 200m from the shoreline.

Young ice—Ice in the transition stage between nilas and

first-year ice, 10 to 30cm in thickness. May be subdivided into

gray ice and gray-white ice.

Ionospheric Disturbance

A Sudden Ionospheric Disturbance (SID) is caused by abnormal X-ray emissions from a solar optical flare. The flare radiation enters the earth’s ionosphere, where it increases the

ionization at heights of 40 to 55 km. The resultant radio wave

attenuation is strongest directly under the sun, and gradually

weakens as the sun’s zenith angle decreases. The SID is therefore relatively weak at high latitudes. The radio wave attenuation reaches its maximum value within a few minutes after the

start of the SID. The return to normal depends on the duration

of the solar flare, and may take from several minutes up to as

much as 3 to 4 hours.

In a Polar Cap Absorption (PCA) occurrence, as is the case

in a sudden ionospheric disturbance, radio waves are absorbed

in the lower ionosphere, and low frequencies are attenuated

much more strongly than high frequencies. A PCA occurrence

differs from an SID in several important respects; it occurs

only in the polar regions, above the 50th to 60th parallel of

north or south latitude; it lasts much longer than a SID and it

affects a wider range of frequencies (about 0.2 to 100 MHz).

During the 1949-59 sunspot cycle, about forty moderate to

strong PCA occurrences took place, each with an average duration of two days. Nearly half of these PCAs occurred in 1957-

59, near the peak of the sunspot cycle, but none during the sunspot minimum years of 1952 through 1955. High frequency radio links with transmitting and receiving terminals within the

Arctic Circle may become inoperative during the daylight

hours of a PCA occurrence; communication may be reestablished several hours after sunset, but a second blackout may occur the next day after sunrise. However, such reestablishment

of communication would not be possible for links located in

the high Arctic where the sun does not set during mid-summer

months.

A PCA event is caused by sporadic emission of highly energetic charged particles from the sun, called “solar cosmic

rays.” As a result of their electrical charge, the earth’s magnetic

field deflects the solar cosmic rays from the equator toward the
 The Arctic Ocean 19

Pub. 180

polar regions, where most of them are absorbed at heights of

50 to 100 km. The PCA events usually start within a few minutes or hours of a large solar flare, but they continue long after

the initiating flare has died out, in some instances for five or six

days. The radio wave attenuation depends not only on the flux

of solar cosmic rays, but also on the intensity of sunlight in the

lower ionosphere. The attenuation is maximum near noon, and

often becomes quite weak at night.

Bearings

Natural landmarks are plentiful in some areas, but their usefulness is restricted by the difficulty in identifying them, or locating them on the chart. Along many of the coasts of the

Arctic Ocean, the various points and inlets bear a marked resemblance to each other. In addition, the appearance of the

coast is often very different when many of its features are

masked by a heavy covering of snow or ice.

Bearings of landmarks are useful, but they have limitations.

When bearings of 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. Even a two-point fix

may be considerably in error since the objects used may be

charted in correct relationship to one another, but in the wrong

position geographically. However, in restricted waters, it is

usually more important to know the position of the vessel relative to the nearby land and shoals than to know the accurate latitude and longitude. The bearings and distances of uncharted,

locally known objects then become valuable.

When a position is established relative to nearby landmarks,

it is good practice to use this to help establish the identity and

location of some prominent feature a considerable distance

ahead. Through this practice, unidentifiable or uncharted features can be used to establish future positions.

In high latitudes, it is not unusual to make use of bearings of

objects which are located 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. Therefore, if this projection is used,

the bearings should be corrected in the same manner that radio

bearings are corrected, because both can be considered to be

great circles. However, neither visual nor radio bearings require a correction when plotting on a Lambert Conformal or a

Polar Stereographic chart.

Magnetic Field

The dip poles, commonly referred to as the magnetic poles,

are the points on the earth’s surface at which the horizontal

component (H) of the total magnetic field decreases to a minimum (approaches zero), and where the magnetic field is nearly

all vertical. At such a point, a dip needle will stand straight up

and down.

The magnetic poles should not be confused with the geomagnetic poles. Although the term geomagnetic pole does not

have a rigorous definition and usage varies among different

textbooks, the most common definition is a theoretical point at

which the axis of a central dipole field intersects the earth’s

surface. However, the earth’s magnetic field is not a pure dipole as it contains approximately 5 per cent quadrupole and external magnetic field components. Therefore, the two principal

magnetic dipoles (North and South) do not correspond with the

geomagnetic poles.

CONVERSION ANGLE TABLE FOR VISUAL BEARINGS IN POLAR WATERS

Mid

Latitude Difference of Longitude Mid Latitude

 ° 0° 0.5° 1° 1.5° 2° 2.5° 3° 3.5° 4° 4.5° °

 ° ° ° ° ° ° ° ° ° °

61 0.0 0.2 0.4 0.7 0.9 1.1 1.3 1.5 1.7 2.0 61

62 0.0 0.2 0.4 0.7 0.9 1.1 1.3 1.5 1.8 2.0 62

63 0.0 0.2 0.4 0.7 0.9 1.1 1.3 1.6 1.8 2.0 63

64 0.0 0.2 0.4 0.7 0.9 1.1 1.3 1.6 1.8 2.0 64

65 0.0 0.2 0.5 0.7 0.9 1.1 1.4 1.6 1.8 2.0 65

66 0.0 0.2 0.5 0.7 0.9 1.1 1.4 1.6 1.8 2.1 66

67 0.0 0.2 0.5 0.7 0.9 1.2 1.4 1.6 1.8 2.1 67

68 0.0 0.2 0.5 0.7 0.9 1.2 1.4 1.6 1.9 2.1 68

69 0.0 0.2 0.5 0.7 0.9 1.2 1.4 1.6 1.9 2.1 69

70 0.0 0.2 0.5 0.7 0.9 1.2 1.4 1.6 1.9 2.1 70

71 0.0 0.2 0.5 0.7 0.9 1.2 1.4 1.7 1.9 2.1 71

72 0.0 0.2 0.5 0.7 1.0 1.2 1.4 1.7 1.9 2.1 72

73 0.0 0.2 0.5 0.7 1.0 1.2 1.4 1.7 1.9 2.2 73

74 0.0 0.2 0.5 0.7 1.0 1.2 1.4 1.7 1.9 2.2 74

75 0.0 0.2 0.5 0.7 1.0 1.2 1.4 1.7 1.9 2.2 75
20 The Arctic Ocean

Pub. 180

There is a misconception that the needle of a magnetic compass points to the magnetic pole. Actually, the direction indicated by such a needle is the local horizontal direction of the

earth’s magnetic lines of force. These lines eventually converge

at the magnetic poles but wander considerably. A compass cannot be used in regions near the magnetic pole to find direction

as it will remain in any direction in which it happens to be

placed. In reality, a rather large area, in which a compass cannot be used, surrounds the magnetic pole because of the low

magnitude of H. Where H is approximately 6,000 nanoteslas

(nT) or less, the compass is frequently erratic. The magnetic

compass is not reliable for underway navigation where H is

3,000 nT or less. In comparison with the North Magnetic Pole,

the region surrounding the South Magnetic Pole, where the

compass is unreliable, is much smaller.

Magnetic Poles

The computed location of the North Magnetic Pole on January 1, 2010 was 80°01.2'N, 72°12.6'W; the computed location

of the South Magnetic Pole on the same date was 80°01.2'S,

107°47.4'E. These locations were computed using the 2010

Epoch World Magnetic Model, WMM-2010, which was used

in the compilation of charts published by U.S. National

Geospatial-Intelligence Agency (NGA) beginning in January,

2010. 

WMM-2010 is a joint product of NGA and the United Kingdom’s Defence Geographic Center (DGC). The U.S. National

Geophysical Data Center (NGDC, Boulder, Colorado) and the

United Kingdom’s British Geological Survey (BGS, Edinburgh, Scotland) produced WMM-2010, with funding provided

by NGA and United Kingdom’s Defence Geographic Imagery

and Intelligence Agency (DGIA). It is the official model for

both the U.S. Department of Defense, the U.K. Ministry of Defence, the North Atlantic Treaty Organization (NATO), and the

International Hydrographic Organization (IHO) for navigation,

attitude, and heading-referencing systems using the geomagnetic field. It is also widely used in civilian navigation and

heading systems. 

The model, associated software, and documentation are distributed by NGDC on behalf of NGA. The model is produced

at 5-year intervals; WWM-2010 will expire on December 31,

2014. 

Magnetic Variation

Magnetic variation information printed on topographic maps

and nautical charts is derived from a model, which must be redefined at least every 5 years.

The principal reason is that the earth’s magnetic field changes appreciably in that period of time, and it has not been possible to predict the secular change with confidence more than a

76 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 1.9 2.2 76

77 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 1.9 2.2 77

78 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 78

79 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 79

80 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 80

81 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 81

82 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 82

83 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 83

84 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 84

85 0.0 0.2 0.5 0.7 1.0 1.2 1.5 1.7 2.0 2.2 85

The table should be entered with the middle latitude and the difference in longitude (between the object and the vessel). The

angles listed in the table (corrections) represent the difference between the great circle bearing and the rhumb line direction

(Mercator). The sign of the correction to be applied is as follows:

Latitude of Vessel Object/Landmark

(direction from vessel) Correction Sign

South East -

South West +

North East +

North West -

CONVERSION ANGLE TABLE FOR VISUAL BEARINGS IN POLAR WATERS

Mid

Latitude Difference of Longitude Mid Latitude

 ° 0° 0.5° 1° 1.5° 2° 2.5° 3° 3.5° 4° 4.5° °

 ° ° ° ° ° ° ° ° ° °

World Magnetic Model (WMM) Home Page

http://www.ngdc.noaa.gov/geomag/WMM
 The Arctic Ocean 21

Pub. 180

few years into the future.

Variation, also known as magnetic declination, is measured

in angular units and named East or West to indicate the side of

True North on which the N part of the magnetic meridian lies.

East variation is positive and West variation is negative.The

DoD publishes grid variation charts which illustrate the angle

between the grid and magnetic meridians at any place.

Magnetic Anomalies

Significant magnetic anomalies may exist due to local magnetization in the earth’s crust. These geologically produced

magnetic fields cannot be modeled on a world wide basis. Individual detailed geomagnetic surveys are required. Local conductivity anomalies will affect the way external magnetic fields

generate currents in the crust, which in turn generate induced

magnetic fields. These induction fields will also be local in

character. Observations of erratic compass behavior should be

reported with details of the particular circumstances at the

time. Any disturbances to the geomagnetic field can also interfere with magnetic navigation. The flow of the solar wind

(which contains electrons and protons) past the earth creates

magnetic disturbances at the earth’s surface. Some of these disturbances are known to be highly localized, while others occur

over wide areas. Auroras are the visible result of a significant

magnetic storm.

There are four different periodicities of magnetic disturbances. Although magnetic storms can occur at any time, they are

most numerous during the period of maximum activity in the

11-year sunspot cycle. There is a weak semi-annual periodicity, where the level of disturbance is at a maximum in October

and April. More prominently, magnetic storms tend to have a

27-day repetition period due to the synodic rotation period of

the sun, that is, the apparent rotation period as seen from the

earth. Magnetic storms typically last 2 to 3 days. The substorms which accompany them only last from 1 to 3 hours and

tend to occur more frequently and more strongly at local midnight.

During a particularly intense magnetic storm, such as occurred in March 1989, electrical currents are generated in the

magnetosphere and the ionosphere. The magnetic fields of

these currents also induce fluctuating voltages in the earth and

cause additional current. The total current can significantly alter the geomagnetic field observed at the earth’s surface and

change its direction as much as several degrees and its magnitude as much as 10 per cent.

In various parts of the world, magnetic ores on or just below

the sea bed may give rise to local magnetic anomalies resulting

in the temporary deflection of the magnetic compass needle

when a ship passes over them. The areas of disturbance are

usually small unless there are many anomalies close together.

The amount of the deflection will depend on the depth of water

and the strength of the magnetic force generated by the magnetic ores. However, the magnetic force will seldom be strong

enough to deflect the compass needle in depths greater than

about 1,500m. Similarly, a ship would have to be within 0.8

mile of a nearby land mass containing magnetic ores for a deflection of the compass needle to occur.

Local magnetic anomalies are depicted by a special symbol

on charts and are mentioned in Sailing Directions (Enroute).

The amount and direction of the deflection of the compass needle is also given, if known.

Deflections may also be due to wrecks lying on the bottom

in moderate depths, but investigations have proved that, while

deflections of unpredictable amount may be expected when

very close to such wrecks, it is unlikely that deflections in excess of 7° will be experienced, nor should the disturbance be

felt beyond a distance of 250m.

Greater deflections may be experienced when in close quarters of a ship carrying a large cargo such as iron ore, which

readily reacts to induced magnetism.

Submarine power cables carrying direct current can cause

deflection of the magnetic compass needle in vessels passing

over them. The amount of the deflection depends on the magnitude of the electric current and the angle that the direction of

the cable makes with the magnetic meridian.

Magnetic Anomalies—Northern Coast of Russia

Due to high latitudes the horizontal component of the earth’s

magnetic field is very small throughout this area. The effects of

both local magnetic anomalies and of magnetic storms therefore create a much greater deflection of the compass needle

compared to lower latitudes. Additionally, the area lies in or

near the region of maximum auroral frequency, where there is a

high level of magnetic disturbance. During a severe magnetic

storm the resultant deflection of the compass may amount to

several tens of degrees.

In the Kara Sea the average number of days per month on

which the range of the deflection of the compass needle due to

magnetic storms may reach a value of 4° may amount to 10. In

the Laptev Sea severe magnetic storms occur not more than 4

or 5 days per month, but deflections of as much as 4° may occur on as many as 10 days per month. In the East Siberian Sea

deflections of up to about 4° may occur about 10 to 12 days per

month.

The magnetic variation in these regions also undergoes a diurnal fluctuation reaching its maximum about 0600 and 1800

hours, and its minimum about 1100 and 2300 hours. Under

normal magnetic conditions the range of these fluctuations is

about 11' at Proliv Matochkin Shar, 16' at Ostrov Dikson, 70'

on a line between Mys Chelyuskina and Mys Anisiy, Ostrov

Kotel’nyy, and 20' off the Lena delta. A report of much larger

fluctuations was observed at Bukhta Ledyanaya.

From the above observations, although incomplete, it is

found that the value of the magnetic variation changes rapidly

from E to W, and the change is not uniform in many places.

Navigators when in this area should:

1. Observe the behavior of the compass.

2. Check the compass error at frequent intervals.

3. Avoid using compass bearings until the vessel stabilizes on its new course.

Magnetic observatories have been established at Proliv Matochkin Shar, Ostrov Dikson, and Mys Chelyuskina. They will

provide information regarding alterations in the earth’s magnetic field on radio request. 

During the navigational season, the Dikson radio station

broadcasts information on the state of the earth’s magnetic

field. These broadcasts are primarily intended for the use of

vessels bound between Proliv Yugorskiy Shar or Proliv Matochkin Shar and Ostrov Dikson; they will also provide an indication and occurrence of magnetic storms.

Observations of local magnetic anomalies have been made at

the following places:
22 The Arctic Ocean

Pub. 180

1. Proliv Yugorskiy Shar.

2. The Barents Sea.

3. Ostrova Barentsa.

4. Zaliv Russkaya Gavan.

5. Zemlya Vil’cheka.

6. Proliv Avstriyskiy.

7. Ostrov Mak Klintoka.

8. Sharapovy Koshki.

9. Obskaya Guba (N approach).

10. Obskaya Guba.

11. Gavan’ Dikson approach.

12. Shkhery Minina.

13. Ostrov Torosovyy.

14. Between Mys Sterlegova and Mys Dubinskogo.

15. Ostrov Torosovyy.

16. Between Ostrov Pravdy and Zaliv Taymyrskiy.

17. Bukhta Ledyanaya.

18. Arkhipelag Nordenshel’da.

19. Ostrov Russkiy (NW coast).

20. Between Gafner Fjord and Mys Chelyuskina.

21. Proliv Shokal’skogo.

22. Bukhta Snezhnaya.

23. Ostrov Pioner.

24. Zaliv Kalinina.

25. Zaliv Krasnoy Armii.

26. Proliv Melyokov.

Magnetic Anomalies—East Coast of Greenland, Iceland,

and Svalbard

The magnetic variation changes sufficiently, for example, a

passage between Bjornoya (74°30'N., 19°00'E.) and Scoresby

Sund (70°20'N., 22°00'W.) would experience a change of 33°.

Local magnetic anomalies have been experienced in the

fjords and off the coast of Iceland, in the vicinity of Jan Mayen

and Bjornoya, and in the proximity of Spitsbergen.

Vessels navigating in these areas, especially when in depths

of less than 90m, must keep a careful watch on the movements

of the magnetic compass. Reports have been received that the

permanent magnetism of vessels were temporarily affected, the

disturbance can last for hours to several days. Strong disturbances have been noted in areas, especially in the vicinity of

Iceland, in depths of 135m; disturbed areas may exist in other

places in similar or greater depths. Vessels navigating in less

depths, especially in the areas known to be affected, should ascertain their positions by sextant angles or objects in transit.

Magnetic Anomalies—West Coast Greenland and the Canadian Arctic Archipelago

In 2000, the North Magnetic Pole was situated in the Arctic

Ocean NNW of Ellef Ringnes Island; it is continuing to migrate NNW. In this area the magnetic compass becomes progressively sluggish and less reliable for navigation; however,

there are other areas such as Hudson Bay where the magnetic

variation also changes rapidly.

These adverse conditions may be accentuated by local magnetic anomalies, observed from time to time, in several places

off the W coast of Greenland, in Hudson Strait, and in Hudson

Bay; also in the NW corner of Foxe Basin, the NW part of Baffin Bay, the E part of Parry Channel and in Admiralty Inlet, in

Amundsen Gulf, and in Coronation Gulf.

A careful watch must be kept on the magnetic compass behavior when vessels navigating the W Greenland and Canadian

Arctic waters. Any magnetic disturbances experienced on a

vessel at any part of the arctic region should be recorded in detail and reported. 

Polar Navigation

Navigation by magnetic compass in polar regions is much

less reliable than in equatorial and mid-latitudes. Low directive

force on the compass card, the enhanced effects of magnetic

storms near the magnetic poles, the relatively sparse knowledge of local anomalies in regions outside commercial traffic

areas, and the slow drift of the actual magnetic pole positions

all contribute. As a minimum, the most current magnetic information and charts should be carried. Any chart older than the

current model should be replaced.

Charts of the geomagnetic field are available from the Department of Defense (DoD). Magnetic variation charts are published every 5 years. Charts of the total intensity, vertical

intensity, horizontal intensity, and inclination (magnetic dip)

are published every 10 years.

Meteorology

General

The Naval Research Laboratory Monterey, a corportate research laboratory for the United States Navy and Marine

Corps, publishes port studies and forecaster handbooks that

may be of use to the mariner. These publications can be accessed at the Naval Reserach Laboratory web site. 

The European Severe Weather Port Guide contains information on the following ports: 

1. Iceland—Reykjavik.

2. Norway—Olavsvern and Tromso.

Weather-related Phenomena 

This area is commonly affected by depressions which develop over the Atlantic and enter the Norwegian Sea via the Iceland-Faeroes-Scotland gap. Occasionally depressions approach

the area from N of Iceland though this is more usual in summer. They generally travel on a broadly NE track passing to the

W of Norway and then often turn E or ENE round Nordkapp

into the Barents Sea. Sometimes still deepening as they reach

Norwegian waters, depressions usually begin to fill as they

move NE to the colder waters area. Occasionally, a secondary

depression may form at the tip of the warm sector. While the

secondary depression moves away in a general E direction, the

main depression may become slow-moving and erratic.

Another class of depression reaches the area from more

northern latitudes. Often called "polar depressions," they are

characterized by a large and intense area of showers, usually of

snow, which are bunched together to form a cyclonic circulation. The lows are carried along in cold NW to NE airstreams

and may continue to S Norwegian waters or towards Finland

and northern Russia.

Naval Research Laboratory Monterey Home Page

http://www.nrlmry.navy.mil/pubs.htm
 The Arctic Ocean 23

Pub. 180

Superstructure Icing

In certain weather conditions, ice accumulating on hulls and

superstructures can be a serious danger to vessels. Ice accumulation may occur because of fog with freezing conditions;

freezing rain or drizzle; and sea spray or salt water breaking

over vessels when the air temperature is below freezing (about

-1.9°C).

The most dangerous form of icing is caused by sea spray,

sometimes known as “Glaze Ice,” which has high density and

great powers of adhesion.

In evaluating the potential for superstructure icing, two categories were subjectively selected. Moderate ice accumulation

seems to occur when the air temperature is less than or equal to

-2°C and the wind is stronger than or equal to 13 knots. If the

air temperature decreases to -9°C or below and the wind reaches 30 knots or more, ice accumulation takes place at an accelerated rate. This category is termed severe. For example, on a

small fishing vessel of 300 to 500 tons displacement, ice accumulation in the severe category would exceed about 4 tons per

hour.

Radio and radar failures due to ice accumulating on aerials

and insulators may be experienced soon after superstructure icing begins. The ice tends to form high up on vessels and a large

amount of accumulation may result in a loss of freeboard and

stability.

The probability of forecasting gales with freezing air temperatures is made difficult by the sparseness of meteorological and

oceanographic information in the Antarctic region. For this

reason, superstructure icing represents a serious hazard to navigation anywhere S of the Antarctic Circle.

Immersion Hypothermia

Immersion hypothermia is the loss of heat when a body is

immersed in water. With few exceptions, humans die if their

normal rectal temperature of approximately 37.6°C drops below 25.8°C. Cardiac arrest is the most common direct cause of

death. Except in tropical waters warmer than 20° to 25°C, the

main threat to life during prolonged immersion is cold or cold

and drowning combined.

Cold lowers body temperature, which in turn slows the heart

beat, lowers the rate of metabolism, and increases the amount

of carbon dioxide in the blood. Resulting impaired mental capacity is a major factor in death by hypothermia. Numerous reports from shipwrecks and accidents in cold water indicate that

people can become confused and even delirious, further decreasing their changes of survival.

The length of time that a human survives in water depends

on the water surface temperature and, to a lesser extent, on a

person’s behavior. Body type can cause deviations, since thin

people become hypothermic more rapidly than fat people. Extremely fat people may survive almost indefinitely in water

near 0°C if they are warmly clothed.

The cooling rate can be slowed by the person’s behavior and

insulated gear. In a study which closely monitored more than

500 immersions in the waters around Victoria B.C. temperatures ranged from 4° to 16°C. Using this information it was

reasoned that if the critical heat loss areas could be protected,

survival time would increase. The Heat Escape Lessening Posture (HELP) was developed for those in the water alone and the

Huddle for small groups. Both require a life preserver. HELP

involves holding the upper arm firmly against the sides of the

chest, keeping the thighs together, and raising the knees to protect the groin area. In the Huddle, people face each other and

keep their bodies as close together as possible. These positions

improve survival time in 9°C water to 4 hours, approximately

two times that of a swimmer and one and one half times that of

a person in the passive position.

Near drowning victims in cold water (less than 21°C) show

much longer periods of revivability than usual. Keys to a successful revival are immediate cardiopulmonary resuscitation

(CPR) and administration of pure oxygen. Do not bother with

total rewarming at first. The whole revival process may take

hours and require medical help. 

Windchill and Frostbite

When the body is warmer than its surroundings it begins to

lose heat. The rate of loss depends on the barriers to heat loss

such as clothing and insulation, the speed of air movement and

the air temperature. Heat loss increases dramatically in moving

air that is colder than skin temperature (33°C). Even a light

wind increases heat loss while a strong wind can actually lower

the body temperature if the rate of loss is greater than the

body’s heat replacement rate. In the Arctic, windchill results

from the intense cold and strong winds. This combination affects not only comfort but the morale and safety of the crew.

The equivalent windchill temperature relates a particular

wind and temperature combination to whatever temperature

would produce the same heat loss at about 3 knots, the normal

speed of a person walking. At extremely cold temperatures,

wind and temperature effect may account for only two thirds of

the heat loss from the body. For example, in 4°C temperatures

about one third of the heat loss from the body occurs through

the lungs in the process of breathing. On the other hand heat

loss is not as great in bright sunlight.

When the skin temperature drops below 10°C there is a

marked constriction of the blood vessels leading to vascular

stagnation, oxygen want, and some cellular damage. The first

indication that something is wrong is a painful tingling.

Swelling of varying extent follows, provided freezing has not

occurred. Excruciating pain may be felt if the skin temperature

is lowered rapidly, but freezing of localized portions of the skin

may be painless when the rate of change is slow.

Cold allergy is a term applied to the welts which may occur.

Chilblains usually affect the fingers and toes and are manifested as reddened, warm, itching, swollen patches. Trench foot

Survival Time versus Water Temperature

Water 

Temperature

Exhaustion or 

Unconsciousness

Expected Time 

of Survival

0°C 15 minutes 15-45 minutes

0°-5°C 15-30 minutes 30-90 minutes

5°-10°C 30-60 minutes 1-3 hours

10°-15°C 1-2 hours 1-6 hours

15°-20°C 2-7 hours 2-40 hours

20°-25°C 3-12 hours 3 hoursindefinite

25°C Indefinite Indefinite
24 The Arctic Ocean

Pub. 180

and immersion foot present essentially the same picture. Both

result from exposure to cold and a lack of circulation. Wetness

can add to the problem as water and wind soften the tissues and

accelerate heat loss. The feet swell, discolor, and frequently

blister. Secondary infection is common and gangrene may result.

Injuries from the cold may, to a large extent, be prevented by

maintaining natural warmth through the use of proper footgear

and adequate, dry clothing; by avoiding cramped positions and

constricting clothing; and by active exercise of the hands, legs,

and feet.

Frostbite usually begins when the skin temperature falls

within the range of -10° to -16°C. Ice crystals form in the

tissues and small blood vessels. Once started, freezing

proceeds rapidly and may penetrate deeply. The rate of heat

loss determines the rate of freezing, which is accelerated by

wind, wetness, extreme cold, and poor blood circulation. Parts

of the body most susceptible to freezing are those with surfaces

large in relation to their volume, such as toes, fingers, ears,

nose, chin, and cheeks.

Navigational Information

Enroute Volumes

Pub. 181, Sailing Directions (Enroute) Greenland and Iceland.

Pub. 182, Sailing Directions (Enroute) North Coast of Norway.

Pub. 183, Sailing Directions (Enroute) North Coast of Russia.

Maritime Boundary Disputes

It has been reported (2008) that Canada, Denmark, Greenland, Norway, Russia, and the United States have agreed to let

the United Nations rule on their overlapping territorial claims

in the coastal waters of the Arctic Ocean. Coastal states may

claim the sea bed beyond the normal 200-mile limit if the sea

bed is part of a continental shelf of shallower waters. 

It has been reported (2009) that the United Nations has concurred with Norway’s Arctic claim, which will eventually lead

to an expansion of Norwegian territory in the Arctic region. 

The International Boundaries Research Unit (IBRU) at

Durham University (England) has prepared a map and briefing

notes identifying known Arctic claims and agreed boundaries,

plus potential areas that might be claimed in the future. The

PDF version of the map and briefing notes can be accessed at

the following web site: 

Courtesy of IBRU Durham University

IBRU Durham Unitversity—Arctic Claims Map

International Boundaries Research Unit (IBRU) 

Home Page

http://www.dur.ac.uk/resources/ibru/arctic.pdf
 The Arctic Ocean 25

Pub. 180

International Ship and Port Facility (ISPS) Code 

The ISPS Code applies to ships on international voyages and

port facilities directly interfacing with these ships. All vessels

should fully comply with the provisions of Chapter XI-Part 2

of the SOLAS Convention and Part A of the ISPS Code. Vessels shall demonstrate that appropriate maritime security measures are in place according to ISPS Code regulations. The

following information must be furnished by the vessel when requested:

1. Information on the vessel and making contact.

1.1 IMO Number

1.2 Vessel name.

1.3 Home port.

1.4 Flag.

1.5 Vessel type.

1.6 Call sign.

1.7 INMARSAT call sign.

1.8 Gross tonnage.

1.9 Company name.

1.10 Name of Company Security Officer, including 24-

hour contact information.

2. Information about the harbor and harbor facilities.

2.1 Arrival harbor and harbor facilities where the vessel will berth.

2.2 Date and time of arrival.

2.3 Primary reason for entering the harbor.

3. Information required by Rule 9 Paragraph 2.1 of Chapter XI-2 of the Enclosure to the SOLAS Agreement.

3.1 Does the vessel posses an International Ship Security Certificate (ISSC) or an Interim ISSC? (Yes/No) 

3.1.1 If yes, list issuer of ISSC or Interim ISSC and

expiration date.

3.1.2 If no, give reason why not.

3.1.3 Is there an approved Vessel Security Plan?

(Yes/No).

3.2 Current MARSEC Level of the vessel and position

of vessel at the time of providing the report.

3.3 The last ten port calls where there was interaction

between the vessel and a harbor facility, in chronological

order, with the most recent port call listed first. Include the

MARSEC Level of the vessel, as well as the harbor name,

country, harbor facility, and UN Location Code.

3.3.1 During the previous ten port calls, were additional security measures taken on board the vessel in addition to the measures required by the vessel’s

MARSEC Level. (Yes/No).

3.3.2 If yes, please detail the additional security

measures taken. Include the harbor name, country, harbor facility, and UN Location Code.

3.4 Within the period of the last ten calls at port facilities, list ship-to-ship activities, including position or latitude/longitude of the activities, with the most recent

activity listed first.

3.4.1 Were proper security measures taken by the

vessel during the ship-to-ship activities? (Yes/No).

3.4.2 If no, list the ship-to-ship activities where

proper security measures were not taken and describe

the security measures that were taken.

3.5 General description of the cargo on board.

3.6 A copy of the crew list

3.7 A copy of the passenger list.

4. Other safety-related information.

4.1 Are there any other safety-related matters to be reported (Yes/No).

4.2 If yes, provide more detailed information.

5. Agents of the ship in future ports of arrival.

5.1 Name(s) of ship’s agent(s) in future ports of arrival

including contact information (telephone number).

6. Identification of the person who prepared the information.

6.1 Name.

6.2 Title or function.

6.3 Signature, including date and location of preparation.

Electronic Navigation and Communication

International Maritime Satellite Organization (INMARSAT).—Around the world satellite communication systems

have now become synonymous with reliable and quality transfer of information. The International Maritime Satellite Organization (INMARSAT) is an international consortium

comprising over 75 partners who provide maritime safety management and maritime communications services.

The INMARSAT system consists of a number of satellites,

which maintain geosynchronous orbits, and provides quality

communications coverage between about 77°N and about

77°S, including locations with less than a 5° angle of elevation.

INMARSAT-A, the original system, provides telephone, telex, and facsimile services. However, this system is being replaced by INMARSAT-B, which, by the use of digital

technology, is providing the services with improved quality

and higher data transmission rates. INMARSAT-C provides a

store and forward data messaging capability, but no voice communication.

Global Maritime Distress and Safety System

(GMDSS).—The Global Maritime Distress and Safety System

(GMDSS) provides a great advancement in safety over the previous usage of short range and high seas radio transmissions.

The GMDSS has been adopted by the International Convention for the Safety of Life at Sea (SOLAS) 1974. It applies to

cargo vessels of 300 grt and over and all vessels carrying more

than 12 passengers on international voyages. Unlike previous

regulations, the GMDSS requires vessels to carry specified

equipment according to the area in which they are operating.

Such vessels navigating in polar regions must carry VHF, MF,

and HF equipment and a satellite Emergency Position Indicating Radiobeacon (EPIRB).

Information on the GMDSS, provided by the U.S. Coast

Guard Navigation Center, is accessible via the Internet, as follows:

Global Positioning System (GPS).—The NAVSTAR Global Positioning System (GPS) is a satellite-based system, operated by the U.S. Air Force, which provides very accurate

positioning, time, and velocity information to multiple users. It

is an all-weather system with world wide and continuous usage

which will replace OMEGA and other such hyperbolic radio

navigation systems. The space component of GPS consists of

U. S. Coast Guard Navigation Center

http://www.navcen.uscg.mil/marcomms/default.htm
26 The Arctic Ocean

Pub. 180

24 satellites, of which a minimum of six are observable from

any place on earth. GPS receivers convert data from the satellites to produce three-dimensional positions (latitude, longitude, and altitude). They compute information for fixes in

terms of the World Geodetic System (1984) reference ellipsoid; hence, a datum shift correction may be required before a

position can be plotted on a chart.

0.0 GPS provides two services for navigation positioning, as follows:

1. Standard Positioning Service (SPS)—The standard

level of positioning and timing accuracy. It is available

without restrictions to any user on a continuous worldwide

basis. As of midnight (EDT) 1 March 2000, Selective Availability was set to zero; users should experience a GPS horizontal accuract of 10 to 20m or better.

2. Precise Positioning Service (PPS)—An encoded level

intended for use by the Department of Defense.

SafetyNET.—NAVTEX is an international automated direct

printing service for th promulagation of navigational and meteorological warnings and urgent information to ships. It is a

component of the World Wide Navigational Warning Service

(WWNWS) and is an essential element of GMDSS.

The SafetyNET broadcast system provides the same information as NAVTEX to vessels on the high seas beyond NAVTEX coverage (generally about 200 miles offshore) and is

delivered by the INMARSAT-C system.

Note.—For further information concerning the International

Maritime Satellite Organization (INMARSAT), the Global

Maritime Distress and Safety System (GMDSS), the SafetyNET system, and the Global Positioning System (GPS), see

Pub. No. 9, The American Practical Navigator (Bowditch);

Pub. 117, Radio Navigational Aids; and Annual Notice to Mariners No. 1.

Optical Phenomena

Optical phenomena, whose frequency reaches a maximum in

polar regions, range from electromagnetic displays to intricate

geometrical patterns. The Aurora and Saint Elmo’s Fire are

electromagnetic displays. Halos, coronas, parhelia, sun pillars,

and related effects are optical phenomena associated with the

refraction and diffraction of light through suspended cloud particles; mirages, looming, and twilight phenomena such as the

“green flash” are optical phenomena associated with the refraction of light through air of varying density. Occasionally sunlight is refracted simultaneously by cloud suspensions and by

dense layers of air producing complex symmetric patterns of

light around the sun. A mirage is caused by refraction of light

rays in a layer of air having rapidly increasing or decreasing

density near the surface. A marked decrease in the density of

the air with increasing altitude is the cause of such phenomena

known as looming, towering, and superior mirages. Looming

occurs when objects appear to rise above their true elevation.

Objects below the horizon may actually be brought into view.

This apparent effect often leads to a serious underestimation of

horizontal distances. Unimpressive landmarks, small icebergs

and distant ships may acquire startling characteristics through

apparent vertical stretching; this phenomenon is known as towering. A superior mirage is so named because of the appearance of an image above the actual object. Ships have been seen

with inverted image above and an upright image floating above

that. Apparent crowding of icebergs often results from the following affects of looming and superior mirages: flows lifted

from below the horizon, reduced distances, skyward reflection

of surface ice, and appearance of a mirage horizon on which

the surface bergs are faintly duplicated.

Inferior mirages result from the upward bending of light rays

in an unstable air mass. In the Arctic this phenomenon is observed locally whenever a superheated land mass or a wide expanse of open water is overrun by cold air, a condition that is

most likely to occur in summer. Sinking below the horizon of

relatively close objects may result in an overestimation of horizontal distances.

Occasionally a complicated vertical temperature distribution

may transform hilly coastlines and small ice barriers into impressive walls of lofty pinnacles. This phenomenon is known

as Fata Morgana.

On clear days, just as the upper rim of the sun disappears below the horizon, green light is sometimes refracted from the solar spectrum. This brief phenomenon is called the “green

flash.”

Floating ice crystals (cirriform clouds, light snow flakes, ice

fog, or drifting snow) may cause the refraction of light into a

variety of faintly colored arcs and halos. This phenomenon,

which may be recognized from the fact that the red band is

closest to the light source, includes halos, arcs that open toward

or away from the sun, mock images, and various geometrical

figures that may be located in various parts of the sky with reference to the sun.

Fogbows, resulting from refraction through suspended water

particles, are seen in the region of the sky directly opposite

from the sun, or the antisolar point. These bows, although occasionally brilliantly colored, are normally seen as broad white

bands with faintly colored borders. Rainbows are also observed

in the Arctic.

When atmospheric particles are about equal in size to the

wavelength of light, diffraction is likely to occur. Diffractional

phenomena frequently show properties analogous to those of

refraction except for the reversal in the spectrum colors; violet

now being closest to the source of light. Many of the optical

phenomena witnessed in the Arctic arise through diffraction.

The Brocken Bow, or Glory, appears on clouds or fog banks as

a colored ring around the projected shadow of the observer’s

head. The solar and lunar coronas, which are observed only

through high clouds, resemble the halo except that they may

assume increasingly larger diameters as the size of the particle

decreases. When the light from the sun or the moon is diffracted by cirrus or cirrostratus, iridescence may sharply delineate

the outline of clouds in brilliant green, blue, pink, orange, or

purple. Polar observers may also witness the reversed colors of

reflected iridescence near the antisolar point.

Reflection of sunlight takes place whenever the intervening

particles are larger than the wavelength. Thus, sunlight that is

reflected from ice crystals is transformed into sun pillars and

parhelic circles. When both phenomena occur in combination

they form the remarkable sun cross. Paricelenci circles are observed with moonlight.

Among the other reflection phenomena commonly observed

in the Arctic are iceblink, landblink, and water sky. Iceblink

and landblink are caused primarily by the yellowish white

glare of highly reflective ice and snow fields on the underside

of a stratus overcast. Water sky is a relatively dark reflection
 The Arctic Ocean 27

Pub. 180

from open water. The sharp contrast in sky brightness, which

may be seen from great distances, is often used to advantage in

guiding polar ships toward otherwise invisible channels, hence,

the name sky map. The bleak monotony of the Arctic regions is

often dispelled by colorful sunrises and sunsets caused by multiple scattering of sunlight.

The Aurora Borealis (Northern Lights) and St. Elmo’s Fire

are two types of electrical phenomena frequently observed in

this region. The zone of maximum auroral frequency extends

along the periphery of a 20 to 25 degree circle whose center is

at the magnetic pole. Consequently, the belt of maximum auroral activity is located approximately along a line connecting

Severnaya Zemyla, Tromso, the S extremity of Greenland,

northern Labrador, and Aklavik. Auroras are generally associated with moonless nights. An artificial maximum exists in

winter because of the long hours of darkness. No conclusive

evidence is available to show that a seasonal variation in the

frequency of auroras exists. However, periods of intense sunspot activity are reflected in a maximum occurrence of this

electrical phenomenon.

Generally auroras may be classified as having either a ray

structure (rays, currents, draperies, corona) or a nebulous appearance (homogenous quiet arc, homogenous band, pulsating

arcs, pulsating surfaces, diffuse luminous surfaces, and feeble

glow). Flaming auroras, which fall in neither category, may be

added to this list. Moreover, auroras may remain uniformly

red, green, or purple, or assume a rapid succession of these colors. Brilliant shifting auroras are invariably accompanied by

magnetic storms and electrical interference with communications.

St. Elmo’s Fire is occasionally observed in this area, but because of its faintness it is most commonly observed during the

night hours and when there are dark overcast days. These eerie

flickers of bluish light are usually caused by the unusual electrification of the snow filled air which is most likely when the

wind is strong. St. Elmo’s Fire is restricted to the tips of such

objects as ship masts, wind vanes, and airplane wings.

Abnormal Refraction

Abnormal refraction is not confined to particular geographical areas; however, meteorological conditions in the Arctic are

such that this phenomenon may be expected more frequently.

Arctic regions are most conducive to this condition due to the

marked difference between sea and air temperatures, and as a

result, there are frequent occurrences of extra long range visibility or some form of mirage when comparatively warm light

winds pass over cold ice surfaces, or when cold winds blow

over open water. This refraction is also caused when temperatures over open water are higher than those over an adjacent

ice-covered coast.

Looming, which is the apparent rising of an object over the

horizon, is one form of abnormal refraction. This occurs quite

frequently at sea in high and middle latitudes and is manifest

by the appearance of distant objects, which may actually be below the normal horizon at the moment of observation.

Looming can appear in two forms, one in which the observed object is apparently increased in height but not in size,

or in which the object is increased in size and appears much

nearer the observer.

The atmospheric condition responsible for looming is an abnormal decrease in the density of the air from the surface upward, with the resultant downward curvature of the light rays.

As the density decreases with height, the more marked are the

visual aberrations. When the rate of decrease in density is variable at low heights, the shape of the looming object becomes

bulged and distorted. There may also be a thinning, flattening

or pointing of the reflected image, in such a case a distant

rounded peak may loom in its natural shape, appear with a distant flat summit, or with a distorted summit and appearing in

closer proximity than its base. The appearance may also differ

when viewed from the height of the masthead as opposed to the

deck level.

Another form of abnormal refraction, known as superior mirage, is manifested by the apparent reflection from a mirrorlike

atmospheric condition where a pronounced inversion exists at a

distance of several meters above the surface. An abnormal

change in density results from this inversion producing very

marked refraction. To the eye, it appears as an inverted image

above the object and under certain conditions, a second image

appears erect, close above the inverted image. In some instances the actual object may not be seen, but the inverted image or

the erect image can only be seen.

The common factor with both looming and superior mirage

is the condition of inversion of temperature where a warm layer

of air is present over the sea at a suitable height. However, in

the case of superior mirage, there is a more abrupt change from

cooler to warmer air at certain heights.

Mirage effects near land appear from the ship as an unnatural

image of the coastline, perhaps appearing singly, double or

even triple. The mirage may also convey the impression that

the coast is either more distant or closer than in actuality.

At sea, beyond range of land, ships and icebergs are the most

common forms of mirage. Ocean fog also contributes to mirage

effects as the same factors such as temperature and humidity

variations are present. Mirage is not visible in dense fog, but

the erroneous reporting of fog itself may result from these suitable atmospheric conditions. 

Pollution

Single-hull Tanker Phase-out Schedule

In accordance with Regulation 13G of Annex I of the MARPOL Convention, single-hull tankers should be phased out or

converted to a double-hull configuration according to a schedule based on their year of delivery. These requirements are designed to reduce the risk of oil spills from tankers involved in

low-energy collisions or groundings.

The types of vessels affected by these regulations and their

phase-out schedule is, as follows:

1. Category 1—Commonly known as Pre-MARPOL

Tankers, consists of the following types of vessels:

a. Tankers of 20,000 dwt and over carrying crude oil,

fuel oil, heavy diesel oil, or lubricating oil as cargo.

b. Tankers of 30,000 dwt and over carrying other oils,

which do not comply with the requirements for protectively-located segregated ballast tanks.

The phase out schedule for Category 1 vessels is, as follows:

a. Vessels delivered on or before 5 April 1982—not allowed to trade after 5 April 2005.

b. Vessels delivered after 5 April 1982—not allowed to

trade after the anniversary date, in 2005, of their delivery
28 The Arctic Ocean

Pub. 180

date.

2. Category 2—Commonly known as MARPOL Tankers, consists of the following types of vessels:

a. Tankers of 20,000 dwt and over carrying crude oil,

fuel oil, heavy diesel oil, or lubricating oil as cargo, which

comply with the MARPOL requirements for protectivelylocated segregated ballast tanks.

b. Tankers of 30,000 dwt and over carrying other oils,

which comply with the MARPOL requirements for protectively-located segregated ballast tanks.

The phase out schedule for Category 2 vessels is, as follows:

a. 5 April 2005 for vessels delivered on 5 April 1977

or earlier. 

b. Anniversary date in 2005 for vessels delivered after

5 April 1977 but before 1 January 1978

c. Anniversary date in 2006 for vessels delivered in

1978 and 1979.

d. Anniversary date in 2007 for vessels delivered in

1980 and 1981.

e. Anniversary date in 2008 for vessels delivered in

1982.

f. Anniversary date in 2009 for vessels delivered in

1983.

g. Anniversary date in 2010 for vessels delivered in

1984 or later.

3. Category 3—Consists of tankers 5,000 dwt and over

but less than the tonnage specified for Category 1 and Category 2 vessels.

The phase out schedule for Category 3 vessels is, as follows:

a. 5 April 2005 for vessels delivered on 5 April 1977

or earlier. 

b. Anniversary date in 2005 for vessels delivered after

5 April 1977 but before 1 January 1978

c. Anniversary date in 2006 for vessels delivered in

1978 and 1979.

d. Anniversary date in 2007 for vessels delivered in

1980 and 1981.

e. Anniversary date in 2008 for vessels delivered in

1982.

f. Anniversary date in 2009 for vessels delivered in

1983.

g. Anniversary date in 2010 for vessels delivered in

1984 or later.

Single-hull tankers of 5,000 dwt and over are prohibited

from carrying heavy grade oil (HGO) after 5 April 2005. Single-hull tankers of 600 dwt and over but less than 5,000 dwt are

prohibited from carrying HGO after the anniversary of their

delivery date in 2008.

Ballast Water Management

International guidelines have been adopted by the IMO to

prevent the introduction of unwanted aquatic organisms and

pathogens from ships’ ballast water and sediment discharge into marine ecosystems. The guidelines include the retention of

ballast water onboard, ballast exchange at sea, ballast management aimed at preventing or minimizing the uptake of contaminated water or sediment, and the discharge of ballast ashore.

Particular attention is drawn to the hazards associated with ballast exchange at sea. 

Ship owners and agents are strongly advised to comply with

these guidelines, which were introduced under IMO Resolution A.868(20), titled 1997 Guidelines for the Control and

Management of Ships’ Ballast Water to Minimize the Transfer

of Harmful Aquatic Organisms and Pathogens.

In February 2004, a diplomatic conference adopted an International Convention for the Control and Management of Ships’

Ballast Water and Sediments. This Ballast Water Management

(BWM) Convention will come into force world wide after it has

been signed by 30 states, representing 35 per cent of the

world’s merchant shipping tonnage. 

Individual states are currently in the process of introducing

national legislation in accordance with the BMW Convention.

Upon implementation, this legislation will be applicable to

commercial vessels that carry out ballast water discharge within a state’s jurisdictional waters. 

Typical legislation requires that all ships intending to discharge ballast water within a state’s jurisdictional waters shall

conduct any exchange at least 200 miles from the coast and in

waters at least 200m deep. If this is not possible, the exchange

should be carried out as far as possible from the nearest land

and, in all cases, at least 50 miles from the coast. In cases

where the ship is unable to comply, ballast water must be maintained on board, and only a minimum amount may be authorized for discharge, with the prior authorization of the

appropriate national maritime authority. 

Ballast water management will be conducted in accordance

with a Ship’s BMW Plan. In addition, a Ballast Water Reporting Form may be required by the relevant authority as directed,

prior to the ETA. The Ship’s BWM Plan will be approved by

the flag administration or relevant classification society. 

Violations of the legislation will be sanctioned according to

national law, which can include warnings, fines, detentions, or

prohibition of the ship’s entry into a port or terminal. 

Regulations

European Union Expanded Inspection (EI) Notification

Under European Union (EU) Directive 2009/106/EC, the

European Union has introduced a mandatory reporting system

for vessels arriving at or departing from a port or anchorage in

the EU, as follows: 

1. Vessels eligible for an Expanded Inspection (EI)—The

master, operator, or agent of a vessel eligible for an EI shall

provide the port an advance notice of arrival 72 hours in advance. The following vessels are subject to an EI:

a. All vessels with a high risk profile.

b. All passenger vessels, oil tankers, gas tankers,

chemical tankers, and bulk carriers over 12 year old.

2. All other vessels—All other vessels bound for an EU

member state must send an advance notice 24 hours prior to

arrival. If the voyage from the previous port is less than 24

hours, the notification should be sent when the vessel departs

from the previous port. If the port-of-call is not known or is

changed during the voyage, the notification should be sent as

soon as the information becomes known.

These reports should be sent to the competent port authority

unless otherwise directed. Failure to submit the report is an offense and may subject the vessel to additional inspections. 

Further information can be obtained at the European Mari-
 The Arctic Ocean 29

Pub. 180

time Safety Agency Home Page. 

The participating EU countries are, as follows: 

1. * Belgium.

2. * Bulgaria.

3. * Cyprus.

4. Denmark.

5. * Estonia.

6. * Finland.

7. * France.

8. * Germany.

9. * Greece.

10. Iceland.

11. *Ireland.

12. Italy.

13. Latvia.

14. * Lithuania.

15. * Malta.

16. Netherlands.

17. * Norway.

18. * Poland.

19. Portugal (including the Azores and Madeira).

20. * Romania.

21. Slovenia.

22. Spain (including Islas Baleares, Islas Canarias, and

the enclaves of Cueta and Melilla in Morocco)

23. * Sweden.

24. * United Kingdom (including the Channel Islands,

Gibraltar, and the Isle of Man).

* These countries have more detailed reporting information.

For further information, see the Regulations section under the

indicated country. 

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR)

The NIR of the PMoU has introduced a mandatory reporting

system for vessels arriving at or departing from a port or anchorage within the Paris MoU region, as follows: 

1. Vessels eligible for an Expanded Inspection (EI)—The

master, operator, or agent of a vessel eligible for an EI shall

provide the port an advance notice of arrival 72 hours in advance. The following vessels are subject to an EI:

a. All vessels with a high risk profile.

b. All passenger vessels, oil tankers, gas tankers,

chemical tankers, and bulk carriers over 12 year old.

2. All other vessels—All other vessels bound for Paris

MoU member ports must send an advance notice 24 hours

prior to arrival. If the voyage from the previous port is less

than 24 hours, is not known, or is changed during the voyage, the notification should be sent as soon as the information becomes known.

These reports should be sent to the competent port authority

unless otherwise directed. Failure to submit the report may

subject the vessel to additional inspections. 

Further information can be obtained at the European Maritime Safety Agency Home Page. 

The participating Paris MoU countries are, as follows: 

1. Belgium.

2. Bulgaria.

3. Canada.

4. Croatia.

5. Cyprus.

6. Denmark.

7. Estonia.

8. Finland.

9. France.

10. Germany.

11. Greece.

12. Greenland.

13. Iceland.

14. Ireland.

15. Italy.

16. Latvia.

17. Lithuania.

18. Malta.

19. Netherlands.

20. Norway.

21. Poland.

22. Portugal (including the Azores and Madeira).

23. Romania.

24. Russia.

25. Slovenia.

26. Spain (including Islas Baleares, Islas Canarias, and

the enclaves of Cueta and Melilla in Morocco)

27. Sweden.

28. United Kingdom.

Routes

Recommended Routes

The Recommended Routes has within it routes to and from

ports and junction points in the Arctic Ocean, and where applicable, navigational notes on a particular passage. For the most

part these routes are as direct as safe navigation permits; in

some cases, divergences are made to avoid dangers to navigation or maximize/minimize the effects of a favorable/adverse

current.

The arrival or departure positions are generally anchorages

or pilot grounds. 

Navigation in Waters Adjacent to Russia

The latest Russian charts and publications give only sufficient information for navigation to the ports open to international trade. NGA Charts and Sailing Directions, as they are

corrected and revised, will in general only give the information

provided by Russia. Other navigational aids may exist and caution will be necessary to avoid the possibility of mistaken idenEuropean Maritime Safety Agency Home Page

http://www.emsa.eu

Choose: Implementation Activities—Ship Safety—

Port State Control—2009/106/EC

European Maritime Safety Agency Home Page

http://www.emsa.eu

Choose: Implementation Activities—Ship Safety—

Port State Control—2009/106/EC
30 The Arctic Ocean

Pub. 180

tification.

Atlantic to the Pacific (Northwest Passage)

Spans the North American Arctic from Davis Strait and Baffin Bay in the E to Bering Strait in the W, and has four potentially feasible routes. The E entrance or exit for all routes lies

through Lancaster Sound (74°15'N., 80°00'W.); the W entrance

or exit is in Amundsen Gulf (70°45'N., 125°00'W.).

In 1969, the first commercial ship, the S.S. Manhattan, a

large tanker displacing nearly 150,000 tons and specially reinforced for this purpose, traversed the Northwest Passage via

Lancaster Sound, Barrow Strait, Viscount Melville Sound,

Prince of Wales Strait, and Amundsen Gulf. Throughout this

voyage, a Canadian icebreaker was in constant attendance and

on numerous occasions was forced to free this larger ship.

An attempt was made to penetrate the length of M’Clure

Strait, but heavy ice beset the ship on several occasions, and

this attempt had to be abandoned in favor of the route through

Prince of Wales Strait.

Atlantic Routes to the Arctic Ocean

There are two practicable routes for surface vessels from the

Atlantic Ocean between Canada and Greenland to the Arctic

Ocean; both are restricted to icebreakers for short periods, normally in the latter part of August.

The first route lies through Nares Strait, which leads off the

N end of Baffin Bay.

The second route runs through Jones Sound, which opens off

the NW side of Baffin Bay, Norwegian Bay, Eureka Sound and

Nansen Sound; the two latter sounds form the channel between

Ellesmere Island and Axel Heiberg Island.

Inner Routes—West Coast of Greenland

Between Frederiksdal (60°00'N., 44°40'W.) and Kraulshavn

(74°07'N., 54°04'W.) there are sheltered inner routes through

the channels among the islands which fringe the W coast of

Greenland. Local knowledge is required to use these routes

which, in general, can be used by coastal vessels up to 40m in

length and 3.5m draft. Some parts are navigable by larger vessels while, in other places, they are restricted to small craft

only. Descriptions of those routes which have been surveyed

are given in Pub. 181, Sailing Directions (Enroute) Greenland

and Iceland.

Northern Sea Route

The Northern Sea Route passes out of the Barents Sea into

the Kara Sea by way of one of the four following routes:

1. Through Proliv Yugorskiy Shar—this strait lies between Ostrov Vaygach (70°N., 60°E.) and the mainland.

2. Through Proliv Karskiye Vorota—this strait separates

the N end of Ostrov Vaygach from Novaya Zemlya.

3. Through Proliv Matochskin Shar—this strait nearly divides Novaya Zemlya in half.

4. Around the N end of Novaya Zemlya.

This is a shipping lane that extends from Murmansk to the

Bering Strait along the entire Arctic seaboard of Russia. This

route is considered as also including extensions to Arkhangel’sk, in the White Sea (Beloye More), to various ports up the

navigable rivers flowing into the Arctic Ocean, and to Vladivostok via the Bering Strait. The Northern Sea Route is normally available to shipping from mid-July to the end of

October; the dates varying each year with the prevailing ice

conditions. The total distance along the extended route is about

5,800 miles and the passage between Vladivostok, at the E end,

and Arkhangel’sk and Murmansk, at the W end, usually takes

about 6 weeks.

Since 1980, it was reported that the route was kept open by

ice breakers for 100 to 120 days a year from late July to early

November, the dates varying each year depending on ice conditions. The objective is to open the route for the whole year and

this has been achieved to some extent at the W end. It is not expected that year-round navigation at the E end will be practicable before 1985. About 15 icebreakers were operating along

the route in 1980, three of them nuclear powered, but of these,

only five were at the E end.

Most vessels using the Northern Sea Route are ice-strengthened for navigation and are usually restricted to a maximum

draft of 7.6m; this is because, apart from anchorage limitations,

deeper draft vessels run the risk in unfavorable conditions of

being forced into shallow water, grounding, and being crushed

by the ice. Coal burning vessels of 1,500 to 2,500 tons are generally used locally along the route.

The Organization for the Administration of the Northern Sea

Routes was established for the purposes of ensuring the safety

of mariners and protecting from pollution the sea and the N

coast of Russia.

In January, 1973 a convoy of vessels, escorted by ice breakers, arrived in Murmansk from the estuary of Reka Yenisey, after a voyage of 17 days.

In 1979 and 1980, the Russian icebreaker fleet kept navigation open all the year round in the western section between

Murmansk (68°59'N., 33°04'W.) and Reka Yenisey (71°24'N.,

83°01'N.).

In view of the low visibility frequently experienced, radiobeacons are, in general, the most valuable form of navigational

aid along the northern sea route; however, insufficient reliable

information has been received to enable such aids to be included in NGA Charts and Publications. Up to date information

should be obtainable from the icebreaker pilotage service. In

1979, it was reported that automatic lights and radio beacons

were being installed on the N coast of Russia.

Icebreaker pilotage is available, on request, for the whole of

the Northern Sea Route. For the W part of the route, from the

W entrance to Kara sea to 125°E, pilotage is provided from

Gavan’ Dikson (73°30'N., 80°31'E.). Gavan’ Dickson is also

the headquarters of Navigation Service West. For the E part,

from 125°E to the Bering Strait, it is provided from Pevek

(69°45'N., 170°20'E.), the headquarters of Navigation Service

East.

Ice breaker pilotage is compulsory for all vessels using Proliv Borisa Vil’kitskogo or Proliv Shokal’ Skogo, between approximately 98° and 108°E, the precise limits depending on the

prevailing ice conditions.

Icebreaker pilotage is also compulsory for vessels passing

through Proliv Dmitriya Laptev (73°00'N., 142°00'E.) and Proliv Sannikova (74°30'N., 140°00'E.).

Icebreaker pilotage may be effected in one of the following

ways:

1. A pilot embarked in each ship.

2. Ships, with or without pilots on board, being led by an

icebreaker or ice strengthened vessel.
 The Arctic Ocean 31

Pub. 180

3. Guidance from a patrolling aircraft.

4. Instructions broadcast by radio.

The decision as to which method shall be employed on each

section of the route will be taken by Navigation Service West,

or East, or by the captain of the icebreaker. These authorities

will also issue instructions as to where the icebreaker or the pilot are to be met, and the route to be followed by ships proceeding independently.

Track of the Northern Sea Route

Vessels heading E from Nordkapp, Murmansk, or the White

Sea can pass either N or S of Ostrov Kolguyev. From Nordkapp

or Murmansk the N route is shorter; from the White Sea the S

route is less in distance, but passes close by the dangerous Koshki Ploskiye (Tonkiye Koshki), and also along the low Timanskiy Bereg, where foggy weather is common. Due to the ice

accumulation E of Ostrov Kolguyev, vessels may be forced to

take the S route along Timanskiy Bereg where there might be a

relatively ice-free channel available.

The optimum route depends on the time of the year, ice and

weather conditions, and experience of the master of the vessel.

Some vessels which have found the channel E of Ostrov

Kolguyev closed by ice have gone N, then approached Ostrov

Matveyev (69°28'N., 58°30'E.) and Ostrov Dolgiy and made

their way along the coast, where it is possible that there may also be a channel free from ice leading to Reka Pechora.

Vessels using Proliv Yugorskiy Shar are generally bound to

the Kara Sea, which, due to ice is rarely navigable earlier than

August. When there is generally no ice W of Proliv Yugorskiy

Shar; such vessels take the N route past Ostrov Kolguyev.

Vessels bound for Reka Pechora, because of the brief period

of navigation in Pechorskaya Guba, try to pass Ostrov

Kolguyev between the middle of June and the middle of July,

when the sea E of Ostrov Kolguyev is usually filled with ice;

these vessels take the S route along Timanskiy Bereg.

Generally, when bound for Pechorskaya Guba or Proliv Yugorskiy Shar from either Nordkapp or the White Sea, the S

route is recommended until August and the N route after August.

The waters and coasts E of Mys Kanin Nos have not been

closely examined and all usual precautions should be taken.

From Nordkapp or the White Sea, vessels intending to pass S

of Ostrov Kolguyev should make for Mys Kanin Nos in order

to check position, but take care to keep in depths of more than

40m due to the strong and variable currents off the N coast of

Poluostrov Kanin.

From a position 14 miles NNW of Mys Kanin Nos, steer

100° for position 68°44'N, 45°53'E, and then alter course to

103° to pass 12 miles S of Koshki Ploskiye. When 15 miles S

of the light structure at the E end of Koshki Ploskiye, steer

060° until in position 69°05'N, 52°40'E, keeping more than 10

miles off Timanskiy Bereg. Then, if bound for Pechorskaya

Guba, steer 090° for a position with Gulyayevskaya Koshka

No. 3 Light (68°54'N., 55°32'E.) bearing 174°, distance 10

miles. Vessels bound for Proliv Yugorskiy Shar head to pass 5

miles N of Ostrov Matveyev. When approaching Ostrov

Matveyev, caution is necessary to avoid being set S into the

passage between that island and Ostrov Dolgiy, or on to the latter island, and vessels should keep, if possible, in depths of not

less than 27m. If uncertain of the position in thick weather, or

at night in autumn, when in the vicinity of Ostrov Matveyev

and when in a depth of 18m or less, vessels should anchor immediately.

From Nordkapp or the White Sea, vessels intending to pass

N of Ostrov Kolguyev make for position 69°59'N, 48°12'E. If

heading for Pechorskaya Guba, steer 120°, which leads in

depths of more than 40m off the NE coast of Ostrov Kolguyev

to position 69°05'N, 52°40'E, given above, then continue as

previously directed. If proceeding to Proliv Yugorskiy Shar,

from the former position, steer to pass 5 miles N of Ostrov

Matveyev. See Pub. 183, Sailing Directions (Enroute) North

Coast of Russia for more information and directions.

Vessels bound for the Kara Sea

When approaching 32°E, vessels bound for Kara Sea must

apply for sailing directions by radio to the Chief of the Kara

Sea Navigation Service, located on Ostrov Dikson (73°30'N,

80°20'E.). Instructions will then be given for the vessel to proceed either through the straits S of Novaya Zemlya or pass N of

that island. In addition, information on ice conditions will be

provided, and whether the assistance of an icebreaker will be

required, together with the position of the icebreaker and the

position of the pilot vessel if proceeding through Proliv Yugorskiy Shar, along with the call signs of such vessels. Vessels

should then proceed as instructed, notifying the Kara Sea Navigation Service 24 hours before reaching either Proliv Yugorskiy Shar or the N point of Novaya Zemlya.

West Approach to the Kara Sea

Vessels approaching the Kara Sea from the W will have determined via radio from the Chief of the Kara Sea Navigation

Service, situated on Ostrov Dikson, which of the four possible

routes mentioned above is clear of ice. The vessel must give 24

hours notice of approach and must at the same time ask for further sailing instructions, and for recommendations regarding

the possibility of navigating Kara Sea either alone, or with icebreaker assistance; the vessel will then be informed as to where

to meet the pilot vessel or icebreaker and provided with the

code numbers of such vessels.

Vessels navigating the Kara Sea and Reka Yenisey, must

keep the authorities informed as to their positions through the

nearest radio station, Amderma or Dikson; the position, weather, and sea conditions must be reported twice each day at 0300

and 1500 (Moscow time). In the event of ice being encountered, the vessel’s position, and weather and sea condition,

must be reported immediately; a vessel in need of icebreaker

assistance must await instructions as to movements, and requests for such assistance must be made through Dikson radio

station.

The master of a vessel which requires icebreaker assistance

should bear in mind that the icebreaker can arrive at the position of the vessel within 48 hours of the request to the Chief of

the Kara Sea Navigation Service, but if in the opinion of the

Service the ice situation is not of emergency, a plane will be

sent to investigate the ice zone; the Service will then advise the

vessel as to how to proceed, without aid, to open water, or to

move to another area more favorable from the point of view of

ice conditions.

The above regulations also apply to vessels proposing to proceed W from Kara sea. Of the four above routes, the shortest

passage from Nordkapp (North Cape) to Ostrov Belyy is
32 The Arctic Ocean

Pub. 180

through Proliv Matochkin Shar, the next shortest through Proliv Karskiye Vorota, and the next through Proliv Yugorskiy

Shar. If proceeding to Obskaya Guba, the route N of Novaya

Zemlya is shorter than by Proliv Yugorskiy Shar, and if proceeding to the mouth of Reka Yenisey it is even shorter than

that by Proliv Karskiye Vorota.

Subject to the above general regulations, when approaching

Kara sea, the vessel should determine which of the straits is

clear of ice and steer for it. The Arkhangel’sk and Proliv Matochkin Shar radio stations transmit data of the ice observations

of the Kara Hydrometeorological Stations daily, to which will

be added, during the navigational season, particulars of the ice,

which will be communicated to vessels in Kara sea at the same.

Due to the limited range of visibility, the observations of the

Kara stations only give the ice conditions in their vicinity. If,

for example, Yugorskiy Shar and Vaygach report the absence

of ice in the straits and at sea on the horizon, this does not always signify that there is no ice at all near the straits; for the

edge of the ice may be from 15 to 20 miles from the entrance to

them, having been borne away by the tidal currents and the

wind. Therefore, before finally selecting the route for passing

into Kara sea, the observations of the stations for several days

previously should be studied. A sharp drop in the temperature

of the surface water at the stations with the wind blowing from

the sea; fog remaining on the horizon at sea; the prevalence of

winds from the direction in which the ice may be moving; all

this taken together may help to give a good idea of the ice conditions.

Should a vessel have no information concerning the ice except that sent by the radio stations, it should proceed to Proliv

Yugorskiy Shar or Proliv Karskiye Vorota, preferably the

former; if these straits are closed by ice or the ice is concentrated immediately E of them, it should proceed to Proliv Matochkin Shar, provided the latter is not ice bound or the observatory

cannot see any ice at sea.

If all the straits are clear of ice, but the state of the ice beyond is unknown, at the beginning of navigation it is best for

the vessel to make for the S straits, since the ice E of them is

usually weaker in structure and more passable than on the parallel of Proliv Matochkin Shar. The route through Proliv Karskiye Vorota should only be selected in preference to that

through Proliv Yugorskiy Shar when it is quite certain that

there is no ice farther E or that it is open and easy to pass

through; usually, if the ice remains NE of Proliv Yugorskiy

Shar, it is also E of Proliv Karskiye Vorota.

If the ice conditions in the SW part of the Kara Sea and E of

Proliv Matochkin Shar are unfavorable, it is sometimes possible and even easier to proceed round the N end of Novaya

Zemlya. There have been years when the routes through all the

straits or E of them, as well as round the N end of Novaya

Zemlya, have been closed by ice.

Should ice conditions in the SE part of the Barents Sea

hinder a vessel bound into Kara Sea and force her to await better conditions, there is no available anchorage affording shelter

from all winds. In such conditions, a vessel should either take

shelter under the lee side of Ostrov Kolguyev or run for temporary shelter in Guba Belyush’ya or Guba Chernaya, should

these not be closed by ice. It should be kept in mind that should

there be considerable quantities of ice in the E part of

Pechorskaya Guba, though the entrance to Guba Chernaya may

be clear of ice, a shift of wind S will send the ice into the entrance and may temporarily obstruct it. Shelter from easterly

winds can also be obtained in Bukhta Indiga. 

Proliv Yugorskiy Shar is marked by ranges and beacons and

navigation through it presents no great difficulty, but, for all

that, it requires great care. The channel is also buoyed, but the

buoys cannot be relied on. Due to the ice they may not be in

position or they may be carried away by it. Vessels are strongly

advised not to attempt the passage of the strait in fog, because

of the strong tidal currents.

Vessels proceeding to Proliv Yugorskiy Shar from the W are

usually subject to a N drift, and often in thick weather find

themselves N of the entrance to the strait, possibly off

Lyamchina Guba; sometimes also between Ostrov Matveyev

and Proliv Yugorskiy Shar a vessel may be subject to the effect

of strong irregular currents setting N and NNW at a rate of 4

knots. In this case the vessel may find herself off Ostrova Karpova, near one of which there is an outlying rock which from a

distance resembles a beacon. Occasionally, although such cases must be considered as exceptional, vessels during the 90

mile passage from Poluostrov Russkiy Zavorot to Ostrov

Matveyev have been carried 6 miles S.

Proliv Karskiye Vorota, being much wider and deeper than

Proliv Yugorskiy Shar, is not well marked; its shores are rugged and have numerous dangers extending off them, mainly

from the SE coast of Novaya Zemlya. Though many vessels

have passed safely through Proliv Karskiye Vorota, which

tends to show that there are no sunken dangers in the middle

part of it, this cannot be confirmed until it has been properly

examined. In case of fog, a fairly frequent occurrence, it is very

difficult to anchor in the strait because of the depth. Navigation

through Proliv Matochkin Shar presents no difficulties. In thick

weather both entrances are difficult to identify, and it is better

not to enter it in fog.

Although there is a greater probability of encountering heavy

and difficult ice in the passage N of Novaya Zemlya, and although it is only infrequently navigated by cargo vessels, there

are numerous cases of special vessels having used this route

and in some years they have not met with any ice; this proves

that the route presents no special difficulties to vessels built for

navigating in the ice.

A vessel using this route should make her landfall off the

prominent Poluostrov Admiralteystva, and then range the NW

coast of Novaya Zemlya, bearing in mind that icebergs from

the various glaciers on this coast may be encountered, especially N of Mys Nassau.

The course from Proliv Karskiye Vorota or Proliv Yugorskiy

Shar to NW of Ostrov Belyy depends upon the position of the

ice in the Kara Sea. If the sea is clear of ice, a course may be

steered from Proliv Karskiye Vorota direct to a position about

25 miles NW of Mys Ragozina (73°23'N., 70°00'E.), the NW

end of Ostrov Belyy, or from Proliv Yugorskiy Shar to about 55

miles W of Mys Skuratova, and then to about 25 miles NW of

Mys Ragozina. It is also recommended to steer from Proliv Yugorskiy Shar direct towards Mys Kharasovoy, and identify the

light beacon there, and then to proceed N, keeping from 10 to

20 miles off the western coasts of Poluostrov Yamal and Ostrov Belyy, avoiding the banks. If there is much ice in the Kara

Sea, it may be necessary to steer SE along the coast, keeping S

of the ice, and gradually turn N along the W coasts of Poluostrov Yamal and Ostrov Belyy.
 The Arctic Ocean 33

Pub. 180

Ostrov Belyy to Proliv Borisa Vil’Kitskogo or Proliv

Shokal’skogo

For a vessel proceeding from the vicinity of Ostrov Belyy to

the Laptev Sea by way of one of these straits, there is a choice

of two routes depending upon ice conditions. The first, or inshore route, is that ranging the mainland shore. The second, or

offshore route, passes W of Ostrov Sverdrup, then N in order to

make Ostrov Uedineniya, then E so as to pass between Ostrov

Kirova and Ostrov Voronina, and into either of the straits.

During N or W winds, the inshore route becomes hindered

by great concentrations of ice being pressed towards the coast

and the various islands near it. Under such conditions a vessel

may sometimes be able to proceed by taking advantage of the

loosened ice under the lee of islands, shoals or grounded ice.

This route requires great caution, due to the incomplete nature

of the surveys and to the possibility of the existence of uncharted dangers. For this reason a vessel should only proceed among

the various islands lying close off the mainland in case of absolute necessity and when ice conditions are easier among them

than farther offshore. In some years the fast ice remains during

the early part of the navigation season along the coast, and

even as late as the middle of the season in the various inlets.

The seaward limit of the fast ice may generally lie about the

18m contour.

During prolonged N winds it frequently happens that the

pressure of ice towards the coast is so heavy as to render passage near the coast very difficult or impossible until the wind

shifts S. In such cases a route farther offshore may be practicable, since there may be more open conditions under the lee of

the banks N of the 79°N.

From the Kara Sea to Laptev Sea

There are three possible routes from Kara Sea to Laptev Sea:

through Proliv Borisa Vil’kitskogo, through Proliv Shokal’

skogo, and N of Severnaya Zemlya. Of these three routes the

shortest, best marked, and best known is Proliv Borisa

Vil’kitskogo (78°00'N., 104°00'E.). Icebreaker assistance is

usually required during the early part of the navigation season.

The choice between Proliv Borisa Vil’kitskogo and Proliv

Shokal’skogo will depend mainly on the ice conditions in them

and in the Laptev Sea. An icebreaker has passed from the Kara

Sea N of Severnaya Zemlya and proceeded to the SW part of

the Laptev Sea. This route has not been in use by shipping.

Proliv Shokal’skogo can be navigated by vessels of virtually

any draft dependent only upon ice conditions in it and in the

Laptev Sea. In the early part of the navigation season, up to the

beginning, and sometimes even until the middle of September,

the ice is usually fairly dense along the E shores of Severnaya

Zemlya and Poluostrov Taymyrskiy; in some seasons this ice is

a serious obstacle to navigation.

In years when there are large amounts of ice its S boundary

may reach almost as far S as the coast in the vicinity of Khatangskiy Zaliv and Anabarskiy Zaliv. As this ice melts and

breaks up its S edge retreats N, sometimes fairly rapidly, and

considerable areas, in which the flows are sparse or which may

be completely clear of ice, may appear. In view of the fact that

the clearing of the ice in the N part of the Laptev Sea is produced by the effect of the warm outflow from the various rivers

and takes place from S to N, it may be assumed that the ice will

be least dense E of Proliv Borisa Vil’kitskogo than E of Proliv

Shokal’skogo. It should also be kept in mind that icebergs

abound in Proliv Shokal’skogo and constitute a serious danger

in thick weather. In spite of these remarks, ice conditions may

prove to be easier in Proliv Shokal’skogo than in Proliv Borisa

Vil’kitskogo.

The possibility of using the route N of Severnaya Zemlya

has been demonstrated by the icebreaker Sibiryakov, which

rounded Mys Molotova on August 15th, 1932, and proceeded

S to the NE coast of Poluostrov Taymyrskiy. The icebreaker

Sadko, when N of Mys Molotova in 1935, reported that there

was a clear passage into Laptev sea, though ice could be seen

on the E horizon.

Proliv Borisa Vil’kitskogo to Khatangskiy Zaliv

Should there be no ice in the Laptev Sea, a vessel proceeding

to Khatangskiy Zaliv and having passed through Proliv Borisa

Vil’kitskogo should steer to pass about 6 miles N of Ostrova

Komsomol’skoy Pravdy; it should then steer about 118° to pass

about 18 miles off the extremity of Poluostrov (Taymyr) Povorotnyy. When approaching Ostrov Andreya in thick weather,

soundings will afford some indication of the vessel’s distance

offshore. The vessel should continue on course 118° until on

the meridian of the E extremity of the northernmost of Ostrova

Petra (Pyotr Islands), when it should steer 142° for about 43

miles, and when on the parallel of the S extremity of the S of

Ostrova Petra, Ostrov Yuzhnyy, it should alter course to 180°

and proceed until it has passed the 4.6m patch reported to lie

about 13 miles ESE of Mys Vos’mogo Marta, when it may haul

W so as to identify Marii Pronchishcheva beacon. Then it

should steer to pass about 6 miles E of Ostrov Preobrazheniya,

which is an excellent landmark.

When pack ice is present in the Laptev Sea, vessels are usually assisted by an ice breaker; should it be possible for them to

proceed unescorted; directions as to choice of route will be given by the ice breaker.

Proliv Borisa Vil’kitskogo to Bukhta Tiksi

A vessel proceeding to Bukhta Tiksi, having passed about 6

miles NE of the NE end of Poluostrov (Taymyr) Povorotnyy,

should steer for position 76°51'N, 112°45'E, and then steer

ESE to a position 25 miles NE of Ostrov Sagyllakh Ary

(Kharyyalakh), which has a radio beacon on it, thus passing between the coastal shoals off the NE side of the Lena Delta and

the outlying dangers. A wreck, whose position is approximate,

has been charted in this vicinity.

Because of the low-lying land and fringing shoals of the delta of Reka Lena, it is impossible to fix a vessel’s position by

landmarks. Soundings are of little assistance, and celestial observations may be impossible or inaccurate because of weather

conditions. Careful attention to dead reckoning and frequent

current observations is necessary.

Non-tidal variations in sea level of about 3m, or in some cases as much as 5m, may occur in parts of the Laptev Sea and the

East Siberian Sea, including Proliv Dmitriya Lapteva and Proliv Sannikova; warnings of the onset of these variations are given in local forecasts.

Proliv Borisa Vil’Kitskogo to Proliv Dmitriya Lapteva

Vessels bound E via Proliv Dmitriya Lapteva should continue on the above ESE course up to 130°50'E, then change

course for the W entrance of the Strait. Several shoals have

been reported near this track and little is known of the depths;
34 The Arctic Ocean

Pub. 180

precautions are advised.

Proliv Borisa Vil’Kitskogo to Proliv Sannikova

Vessels bound E via Proliv Sannikova should pass N of Ostrov Semonovskiy (74°14'N., 133°12'E.). Caution is necessary

as the island has disappeared; Banka Semenovskaya, a shoal

with a depth of 1.8m, now exists in its place.

When at about 130°E, the depths will decrease rapidly from

about 29.3 to 40.2m, to about 11.9 to 20.1m. This decrease in

depths is more sharply defined N of 75°N than S of that parallel. The high coast of Ostrov Stolbovoy and the cliffs near the S

end of Ostrov Kotel’nyy are all good landmarks.

Having reached the meridian of Ostrov Stolbovoy, the depths

will increase to about 18.3 to 21.9m. Vessels have experienced

a northerly set of 40 miles on passage from Proliv Borisa

Vil’kitskogo to Proliv Sannikova, and have found themselves

near Ostrov Bel’kovskiy; this island is steep-to and soundings

give no warning of a vessel’s approach to it. Should a vessel,

having passed over the comparatively shallow depths N of Ostrov Semonovskiy, find that the depths increase to about

40.2m, this will probably be an indication that she is N of the

track. It should be kept in mind that isolated depths of 40.2 to

43.9m exist off the N end of Ostrov Stolbovoy, which is steep

to, so that extreme caution is necessary in thick or foggy

weather.

East Siberian Sea and Western Approaches

There are three possible routes from the Laptev Sea to the

East Siberian Sea; through Proliv Dmitriya Lapteva, through

Proliv Sannikova, or N of Novo Sibirskiye Otrova. Proliv Dmitriya Lapteva is available only for vessels drawing not more

than 6.7m.

Proliv Sannikova (74°30'N., 140°E.) can be used by vessels

of virtually any draft, but though its navigation from W to E is

comparatively easy, passage in the opposite direction is rendered difficult for vessels drawing more than 7.9m by the shallow nature of the W part of the East Siberian Sea, the depths

and currents in which are little known.

Vessels passing through Proliv Sannikova from E to W

should steer for position 73°40'N, 150°00'E. Then they should

steer to make good a WNW course until 142°E, when they

should steer to make good a W course and pass through the

strait along 74°30'N. It should be kept in mind that the strait

and its E approaches have not been closely examined, and isolated shoals or patches may exist. Should it not be possible to

determine the direction and rate of the current from astronomical observations, the vessel should anchor from time to time

and take observations of the current before proceeding further.

East Siberian Sea and Eastern Approaches

During the navigation season, the shipping route from Proliv

Longa (70°00”N., 180°00'.) W as far as Reka Kolyma

(69°30'N., 161°00'E.) is restricted by ice conditions to a shore

lead which is usually opened by offshore winds and narrowed

by onshore winds. Only temporary passages are formed along

the section of coast between Mys Billingsa and Mys Shmidta,

where ice conditions are most uncertain and the lead may be

closed completely. Vessels up to 1,500 dwt with a draft of not

over 4.5m, are reported to be the most suitable unstrengthened

types for this passage. Deeper draft vessels must be strengthened and may require icebreaker assistance for the most efficient passage. The W part of the East Siberian Sea, as far E as

the Reka Kolyma, is usually clear during the navigation season

S of a line from Ostrova Lyakhovskiye to Ostrova Medvezh’i.

Westbound vessels having arrived at a position about 30 mile

N of Mys Shelagskiy proceed to position 70°23'N, 169°04'E;

then the route recommended by the Russian Sailing Directions

is to head WSW to a position about 5 miles N of Mys Bol’shoy

Baranov which is a good mark on this section of coast. Then

vessels bound for the straits of Novosibirskiye Ostrova set a

course to pass NE of Ostrova Medvezh’i, keeping about 10

miles off the group. Vessels bound for Ostrov Chetyrekhstolbovoy NNW from a position 5 miles N of Mys Bol’shov Baranov.

Passage—The Chukchi Sea

Vessels passing through the E section of the Chukchi Sea

from the Bering Strait to the Beaufort Sea are recommended to

use the following directions:

From the Bering Strait, E of Fairway Rock, in position

65°38'N, 168°31'W, proceed to position 68°21'N, 167°18'W, W

of Point Hope. From W of Point Hope proceed to position

68°58'N, 166°40'W, NW of Cape Lisburne. From NW of Cape

Lisburne proceed to position 70°34'N, 162°25'W, NW of Icy

Cape. From NW of Icy Cape proceed to position 71°20'N,

156°55'W, W of Point Barrow.

Ice conditions may affect navigation N of Point Hope.

Bering Sea Coast Routes

This route is part of the Northwest Passage, which connects

the Pacific Ocean with the Atlantic Ocean N of the American

Continent. A through passage is rarely attempted by any one

vessel in a single season because of the shortness of the season

and unpredictability of ice conditions.

Southeast Coast of Siberia—Coastal Routes

Because of exceptionally unfavorable weather conditions,

caused by ice and long periods of fog, the Russian authorities

have instituted recommended one-way tracks, separated by as

much as 20 miles in places, for the use of shipping off the SE

coast of Siberia. Ships should follow the recommended tracks,

but if forced to deviate from them, should do so to starboard if

possible.

The tracks run through an extensive Russian exercise area off

the SE coast of Poluostrov Kamchatskiy and through a mined

area off Mys Shipunskiy. 

Vessels bound N to Provideniya (64°20'N., 173°25'W.)

should use the following track:

a. 50°45.0'N, 157°36.0'E.

b. 51°41.0'N, 158°51.0'E.

c. 53°00.0'N, 160°39.0'E.

d. 54°31.6'N, 162°49.0'E.

e. 59°45.0'N, 170°01.8'E.

f. 59°45.0'N, 171°04.5'E.

g. 61°52.5'N, 176°57.6'E.

h. 61°59.0'N, 179°24.0'E.

i. 64°05.0'N, 173°57.0'W.

j. and then continue into harbor as recommended. 

Vessels bound S from Provideniya should use the following

track:

a. 64°09.0'N, 174°03.5'W.

b. 62°08.0'N, 179°18.0'E.

c. 62°00.0'N, 176°36.6'E.
 The Arctic Ocean 35

Pub. 180

d. 59°50.0'N, 170°40.6'E.

e. 59°50.0'N, 169°31.0'E.

f. 58°52.0'N, 168°00.0'E.

g. 55°59.0'N, 163°50.0'E.

h. 54°34.0'N, 162°25.0'E.

i. 53°00.0'N, 160°25.0'E.

j. 51°47.0'N, 158°37.5'E.

k. 50°50.0'N, 157°20.0'E.

Northern Sea Route

To cover the recommended tracks of the S extension of the

Northern Sea Route along this coast, on the W side of the Bering Sea, there are marine radiobeacons with ranges exceeding

75 miles on all the salient points of the E coast of Poluostrov

Kamchatskiy. These beacons are grouped together with a beacon on Mys Mayachnyy (52°53'N., 158°42'E.), in the approach to Petropavlovsk. In addition, there is a radiobeacon

close E of Ust-Kamchatsk (56°13'N., 162°26'E.) and two radiobeacons on the W side of Zaliv Olyutorskiy, near Bukhta

Lavrova (60°20'N., 167°06'E.).

In the approach to Anadyr (64°44'N., 177°32'E.), there are

radiobeacons on Mys Barykova (63°03'N., 179°28'E.) and on

Kosa Russkaya Koshka (64°34'N., 178°33'E.).

Caution.—Caution is necessary as the radiobeacons and

other radio aids to navigation along the Arctic coast of Russia

between the Bering Strait and 90°E are reported unreliable.

Seas

The North Polar Sea

The North Polar Sea is partly covered with sea ice at all

times, the extent sea ice coverage range from about 10 to 90

per cent or 100 per cent depending on season and locality. One

year old ice is seldom more than 2.5m thick but rafted ice can

extend down to 12m or even more. After one winter sea ice has

lost its salt by a leaching process, and therefore when it melts it

dilutes the surface layer. The East Greenland and Canadian

current carry both sea ice and icebergs, the latter from the

Greenland ice cap, S to various latitudes but normally not farther than Newfoundland.

Although the Arctic is commonly thought to be largely ice

covered, less than two fifths of its land surface apparently supports permanent ice. The remainder is ice free either because of

relatively warm temperatures or scant snowfall. Glaciers are

formed when the annual accumulation of snow, rime, and other

forms of solid precipitation exceeds that of summer melting.

The excess snow is converted slowly into glacier ice, the rate

depending on the temperature and annual accumulation. In the

Arctic, where most glaciers have temperatures far below freezing point, the snow changes into ice slowly. In NW Greenland,

a hole 426m deep was made into the ice sheet without reaching

glacier ice. The hole showed over 800 annual snow layers,

from which it was possible to determine precipitation change

for the last eight centuries.

Offshore in the Arctic Ocean N of Alaska the movement of

ice indicates there is a large clockwise circulation of current.

The Barents Sea

The Barents Sea is bordered on the S by the coasts of N Norway and Russia, on the W and N by the archipelagos of Svalbard and Zemlya Frantsa Iosifa, respectively, and on the E by

Novaya Zemlya and Ostrov Vaygach. It adjoins the Norwegian

Sea between Norway and Svalbard, and the Kara Sea between

Zemlya Frantsa Iosifa and Novaya Zemlya.

The SW part of the Barents Sea is kept from freezing by the

comparatively warm water of the North Cape Current, thus

permitting year round navigation. The remainder of the sea is

encumbered with ice during part or all of the year.

The mainland coast of the Barents Sea is rocky and indented

by numerous fjords in the W, and is low in the E. The S part of

the Barents Sea cuts deeply inland to form a large body of water known as Beloye More (White Sea).

Barents Sea covers an area of 1,424,000 km2 with a volume

of 316,000 km3

. The greatest depths are in the W part of the

sea. At this location a trough with the greatest depth of 600m

(within the Barents Sea) enters the Norwegian Sea. The Barent

Sea is characterized by extensive shallow areas where banks

are crossed by gutters. The rugged bottom relief of the Barents

Sea has a significant effect on its hydrology.

The position of the Barents Sea in the high latitudes goes beyond the Polar circle, and its connection with the Atlantic

Ocean and Central Arctic Basin dictate the main climatic feature. The water circulation in the Barents Sea is generally

counterclockwise. Yet, inflows from the neighboring basins

and the rugged bottom relief cause a complicated system of

currents to be formed. The E part of Barents Sea is entirely on

the continental shelf. Depths vary from 100 to 350m with complicated bottom topography resulting from glacial action, producing many gentle rises and depressions. Bottom deposits at

depths less than 100m consist mainly of sand with some boulders, gravel and shell. As depths increase, mud begins to mix

with sand until, at maximum depth, mud predominates. In

some shallow flat areas mud may replace the sand. 

In the W, the sea is entered by the warm North Cape Current

and it divides into the N and coastal current. The N periphery

of the gyres is cold current. On merging, the cold current forms

the Medvezhinskoye Current which is directed E to W. Further

to the E, the North Cape Current falls into several legs.

The vertical structure of the Barents Sea waters is governed

by several factors; a well-developed autumn-winter convection,

inflow of Atlantic waters, wind mixing and summer warm-up.

The Atlantic waters have an effect on the SW part of the sea.

The temperature and salinity tend to change insignificantly

with depth in this part. The horizontal distribution of the surface water temperature is characterized by a decrease from SW

to NE. The highest salinity of 35‰ also occurs in the SW part

of the sea receiving the Atlantic waters where the seasonal

variations in salinity are clearly pronounced. In winter, the salinity across the sea rises to 35‰ except for the SE part in

which it remains at 32.5-33‰. In summer, the river water goes

far into the open sea and ice-melting makes surface water desalted even in the central and W parts.

The distribution of salinity with depths, as that of temperature, is not uniform across the sea. In summer, the desalted layer is 20 to 30m deep. At the lower boundary of the layer, a

salinity discontinuity is formed which disappears in winter. 

In winter, about 75 per cent of the Barents Sea is usually

covered with ice. The warm North Cape Current maintains a

temperature above 0°C throughout the year in the SW part of

the sea.

The entire S shore of the Barents Sea is bordered by a belt of

barren country known as the tundra, the chief characteristic of
36 The Arctic Ocean

Pub. 180

which is the absence of forest vegetation. The greater part of

the tundra is a gently undulating plain containing numerous

lakes, rivers, swamps, and bogs.

The Barents Sea is navigable up to 75°N and as far E as 50°E

by the middle of June. Towards the end of June the W coast of

Novaya Zemlya, between Gusinaya Zemlya (71°30'N.,

51°40'E.) and Poluostrov Admiralteystva (220 miles NNE), begins to clear of ice. The entire W coast of Novaya Zemlya is

ice-free in early July, when the whole Barents Sea S of 77°N is

navigable. 

In some years, the ice is so open that vessels may reach Zemlya Frantsa Iosifa, where the sea may be quite free of ice in August, while in other years the islands are quite inaccessible on

account of ice. Zemlya Frantsa Iosifa was once reached in

June, July, and August usually are most convenient for navigation, but navigation is not possible every year. On average, 50

per cent of the time a vessel has gotten through or the vessel

has been free of ice right up to the island. Southward of Zemlya Frantsa Iosifa, much heavy pack ice surrounds it and young

ice rapidly form in calm weather. Many of the narrower channels and fjords amongst the islands are perpetually ice-bound,

but the larger ones are generally free, at some period, every

season. 

The Beaufort Sea

The Beaufort Sea forms a part of the Arctic Ocean and is a

wedge shaped area bounded, on the S, by the N coasts of Alaska and Canada and, on the E, by the most westerly of the islands of the Canadian Arctic Archipelago.

The N limit of the Beaufort Sea is a line extended from Point

Barrow, the N point of Alaska, then leading to Lands End

(76°22'N., 122°36'W.) on Prince Patrick Island. 

The E limit is formed by the coast of Prince Patrick Island

from Lands End to Griffiths Point, then by a line leading to

Cape Prince Alfred, the NW extremity of Banks Island, continuing by the W coast of Banks Island to Cape Kellett. Again,

a line leading from Cape Kellett to Cape Bathurst (70° 35'N.,

128°01'W.) and continuing on to the mainland coast. 

Amundsen Gulf extends E from the SE side of the Beaufort

Sea. The deepest soundings obtained in the Beaufort Sea are in

its W part, where depths over 3,658m have been measured

about 130 miles N of the Alaskan coast. Further E the depths

decrease and reach to the maximum at the SE end of the Beaufort Sea. Along half way between Banks Island and the mainland coast, the depth is about 457m. Off the Alaskan coast the

continental shelf has an average width of about 30 miles and

shoal water, with depths of less than 11m, extends from 5 to 10

miles offshore. Further E along the Canadian coast, between

Herschel Island (69°35'N., 139°05'W.) and Cape Bathurst, a

relatively shallow coastal shelf, with depths of under 54m, extends from 50 to 70 miles offshore and most of this coast is

fringed with an extensive area of shoal water. To the W of

Banks Island, it was found that the continental shelf was about

100 miles in width.

In the Beaufort Sea, the bottom sediments are generally

poorly-sorted muds or sandy muds. On the continental shelf,

gravels are frequently found, but only sporadically on the upper continental slope and never on the lower slope or abyssal

plain. Towards the E, the sediments become relatively more

fine-grained and better-sorted, being affected by the delta activity of the Mackenzie River.

The earth’s magnetic field is disturbed by local anomalies at

many places on the SE side of the Alaska Peninsula and in the

off-lying islands; in the Aleutian Islands; and on the E side of

Poluostrov Kamchatskiy, all of which are areas of volcanic activity.

Local magnetic anomalies also exist in the vicinity of St.

George Island (56°36'N., 169°30'W.) and Bukhta Provideniya

(64°20'N., 173°30'W.).

Large anomalies occur more frequently in shallow water

near land and, in general, the effect diminishes rapidly with

distance. In some localities an anomaly has multiple sources

and the effect may be felt for many miles.

Details of the anomalies mentioned above are given later in

the text.

The Beaufort Sea is covered with vast expanses of first year

and multi year ice, 300 cm thick during most of the growth cycle. The first year ice is generally confined to an area within

100 miles of the N Alaskan coast. Some years it may extend

more than 200 miles from the coast. 

Activities related to the oil exploration and exploitation industry may be encountered in the coastal waters of the Beaufort Sea. Due to the continuing nature of the industry, mariners

are advised to obtain the latest information regarding the disposition of drilling ships and rigs and the location of artificial islands, whether under construction, completed or dissipating

after abandonment, before proceeding through this area. (See

appropriate appendix applicable to the country in the text.)

Beloye More (White Sea)

The shores of the White Sea are usually covered with snow

from November to May, inclusive, and the precipitous cliffs,

which are scarcely noticeable in summer, stand out boldly from

the white background; from June to October the shores appear

brown, and the outlines of objects are concealed in the general

dark mass, but the upper edge of the coast shows sharply. The

appearance of the shores also changes with the height of the

tide where the rise is considerable.

Timanskiy Bereg and the coast farther E, composed of sand

or sandy clay, are only slightly above sea level, and the land

has the character of a barren tundra, but at some distance inland

there are high, flat topped hills.

Ostrov Kolguyev, lying off Timanskiy Bereg, is moderately

high in its N part; it is either covered with peat or consists of

bare sand ridges, intersected by gullies and enclosing small

lakes or swamps. The S part of the island is low, flat, and composed of grass, bog, and peat.

The principal rivers are the Reka Onega, the Reka Severnaya

Dvina, and the Reka Mezen, which flow into the White Sea,

and the Reka Pechora, which into the Barents Sea.

The rivers flowing into the W side of the White Sea are generally mountain torrents and are not navigable, but those flowing into the E side are more or less navigable, and are of great

industrial importance to Arkhangel’skaya Oblast.

The Bering Sea

The Bering Sea, a part of the Pacific Ocean, lies between the

coasts of Alaska, Siberia, and N of the Aleutian Islands which

extend about 900 miles WSW from the SW extremity of the

Alaska Peninsula (54°50'N., 163°20'W.). The N limit of the sea

is recognized by a line drawn to join Cape York (65°24'N.,

167°30'W.) and Mys Kriguygun (Mys Krigugon), about 90
 The Arctic Ocean 37

Pub. 180

miles W. It is named after Captain Vitus Bering, having previously been called the Bobr Sea, the Kamchatka Sea, the Aluska

Sea, and the Aleut Sea. The Bering Strait leads from the N end

of the Bering Sea into the Chukchi Sea.

There are few off-lying below-water dangers in the Bering

Sea and along most of the W shore. There is also deep water

close in where the sandy shoals and spits extend; these places

are almost all steep-to. The tidal currents are mostly weak and,

in general, passage can safely be made along the W side by following the coast at distances at which the navigational marks

can be seen. On the E side there are extensive areas of shallow

water and conditions for navigation of Bering Sea as a whole

are often difficult because of the prevailing fog during the short

summer season, and strong winds which influence the currents

so that they are difficult to predict. In addition, as mentioned at

the relevant places in the text, parts of the sea are not adequately surveyed and in some places the charts are inaccurate. Taken

together all these factors, navigation in the region demands

particular care. 

The S portion of the ice covered area of the Bering Sea contains thin first year ice 30 to 71cm thick near the end of the

growth cycle. The N portion and immediate coastal areas N of

62°N attain medium first year growth 71 to 122cm.

In winter, much of the N part of Bering Sea is frozen over. In

spring the ice breaks up and its movements are then dictated by

the currents and winds. As the prevailing winds greatly affect

the currents, mariners wishing to push N early in the season

should be influenced by favorable movements. 

Spring is generally considered the best season for navigation, although only slightly better than summer; in spring,

winds have decreased from their winter maxima, the incidence

of fog has not reached its peak, ice is beginning to thaw and sea

conditions are as good as in any other season.

On the W side of the Bering Sea there are marine radiobeacons with ranges of 75 miles or more on all the salient points of

the E coast of Poluostrov Kamchatskiy. These are grouped and

together with a beacon on Mys Mayachnyy (52°53'N.,

158°42'E.), in the approach to Petropavlovsk, they cover the

recommended tracks of the S extension of the Northern Sea

Route along this coast.

In addition, there is a radiobeacon situated close E of UstKamchatsk (56°13'N., 162°26'E.) and two radiobeacons on the

W side of Zaliv Olyutorskiy, near Bukhta Lavrova (60°20'N.,

167°06'E.).

In the approach to Anadyr’ (64°44'N., 177°32'E.) there are

radiobeacons on Mys Barykova (63°03'N., 179°28'E.) and on

Kosa Russkaya Koshka (64°34'N., 178°33'E.).

On Mys Lesovskogo, in the entrance to Bukhta Provideniya,

an important stopping place for ships using the Northern Sea

Route, there is a radiobeacon with a range of 200 miles. This

beacon is grouped with another on Mys Chaplina (64°24'N.,

172°13'W.), which is the S of a number of radiobeacons situated on the salient points of the coast on the W side of the approach to, and in Bering Strait. There is also a radiobeacon on

the N end of Ostrov Ratmanova (65°50'N., 169°02'W.).

A number of radiobeacons are reported to transmit from positions on the NE coast of Siberia between the Bering Strait

and 178°E. Due to the prevailing low visibility they are considered to be important aids for vessels navigating the Northern

Sea Route. However, due to lack of reliable information, no details of those situated W of 170°W are given. 

Caution.—The radiobeacons on the W side of the Bering

Sea cannot be relied upon due to the possibility of changes being made without warning by the Russian authorities. 

The W side of the Bering Sea is likely to be clear of ice a little earlier than the E side, and a vessel following the edge of

the pack ice can reach Mys Navarin (62°15'N., 179°07'E.)

about the middle of May. Heavy ice formed in Anadyrskiy

Zaliv is met coming out of the gulf. The ice sets NE into the

channel between Mys Chaplina (64°24'N., 172°15'W.) and St.

Lawrence Island and then E onto the N side of the island. 

In exceptionally good seasons, there may be a clear lead

from Mys Navarin to Mys Chaplina or St. Lawrence Island as

early as the 15th of May; but after E winds flow, the ice may be

found heavily packed in this vicinity. In this event it is advisable to follow the line of the pack ice E and try the E side of the

sea. By so doing the ice edge will probably be found from 20 to

80 miles S of St. Matthew Island (60°20'N., 172°30'W.) and

leading E close to the W coast of Nunivak Island. From there it

should be possible to head N to St. Lawrence Island and along

the S side of it to find clear water in the channel. The intent

should be to get to the W of the island before the ice opens

from Mys Navarin to Mys Beringa (65°00'N., 175°55'W.). It is

useless to try to pass N of St. Lawrence Island, as the heavy ice

from Anadyrskiy Zaliv remains there much later than the ice

on the S side.

Along the N of St. Lawrence Island, ice clears much earlier than

on the W side of thr Bering Sea, and vessels reaching Mys Chaplina find the ice broken into large flows around which they can work

outside the fast ice as far as Mys Dezhneva (66°05'N., 169°38'W.). 

After the Bering Sea has cleared of ice, it is recommended

that vessels bound through Unimak Pass, the first ship channel

W of Alaska Peninsula, for ports in the NE part of the sea, proceed, as follows:

1. Unimak Pass to Norton Sound.—Proceed through

the following positions:

a. 54°36'N, 165°04'W (off Cape Sarichef).

b. 60°14'N, 168°04'W (W of Nunivak Island).

c. 63°00'N, 167°40'W (E of St. Lawrence Island).

d. 63°41'N, 165°18'W (entrance to Norton Sound).

Then, if bound for St. Michael on the S side of Norton

Sound, proceed through position 63°41'N, 162°21'W, N of

Stuart Island.

Vessels bound for Golovnin Bay and Nome, on the N side

of the sound, can proceed direct from the E of St. Lawrence

Island.

Small vessels for which Isanotski Strait (64°50'N.,

163°23'W), the first passage W of the Alaska Peninsula, is

suitable, can use a route farther E.

2. Unimak Pass to Port Clarence.—From E of St.

Lawrence Island proceed through the following positions:

a. 64°58'N, 167°40'W (E of King Island).

b. 65°19'N, 167°40'W (SW of Cape York).

c. 65°19'N, 166°51'W (off Point Spencer).

d. 65°17'N, 166°25'W (Port Clarence).

3. Unimak Pass to Bering Strait.—Proceed as above as

far as King Island. Then pass through position 64°58'N,

167°40'W, E of Fairway Rock, into the strait.

The Chukchi Sea

The Chukchi Sea, formerly called the Chukotskoe Sea, is a

part of the Arctic Ocean extending N from the Bering Sea be-
38 The Arctic Ocean

Pub. 180

tween the coasts of Alaska and Siberia as far as a line joining

Point Barrow (71°22'N., 156°23'W.) and the N side of Ostrov

Vrangelya, about 445 miles W.

There is a counterclockwise circulation of current in the

Chukchi Sea. In the Chukchi Sea the tidal currents are little

known, but they are considerable in some parts of it. During the

navigation season, streams of a semdiurnal character are strongest in the vicinity of Ostrov Vrangelya (71°10'N., 179°00'W.).

As the ice field develops across the sea, the tidal currents decrease in strength.

Vessels making a passage through the E part of Chukchi Sea

to Beaufort Sea are recommended to proceed, as follows:

a. 65°38'N, 168°31'W (E of Fairway Rock).

b. 68°21'N, 167°18'W (W of Point Hope).

c. 68°58'N, 166°40'W (NW of Cape Lisburne).

d. 70°34'N, 162°25'W (NW of Icy Cape).

e. 71°20'N, 156°55'W (W of Point Barrow).

Ice conditions may hamper navigation N of Point Hope. Passage through the W part of the Chukchi Sea is normally made

by the Northern Sea Route.

This route is part of the Northwest Passage, which connects

the Pacific Ocean with the Atlantic Ocean N of the American

Continent. A through passage is rarely attempted by any one

vessel in a single season because of the shortness of the season

and unpredictability of ice conditions.

North of the Bering Strait, in the Chukchi Sea, the ice cover

is medium and thick first-year growth (greater than 122cm)

during most of the growth cycle.

East Siberian Sea

The East Siberian Sea, lying between Ostrov Vrangelya

(72°N., 180°E.) and Novosibirskiye Ostrova, about 100 miles

NE, is a shallow basin that deepens gradually NE from gently

sloping shores. The depths along the shore and within the East

Siberian Sea vary considerably.

The W part of the sea, S of Novosibirskiye Ostrova, and the

waters along its S shore as far E as the approaches of the Reka

Kolyma are shallow with numerous shoals. 

The central and E parts of the the East Siberian Sea and the

waters adjacent to the coast are deeper and clear of known dangers. Except for Ostrova Medvezh’i, which lie N of the mouth

of the Reka Kolyma between about 19 miles NE and 58 miles

E of Mys Krestovyy, the islands off the coast are few and close

to shore. 

To the E of Novo Sibirskiye Ostrova, the shelf remains wide,

but the continental slope becomes less steep than that bordering the Laptevykh Sea. The East Siberian Sea is very shallow,

with depths of 10 to 20m in the W and 30 to 40m in the E. 

In shallow water, the seabed consists mainly of sandy silt

with pebbles and broken boulders. In deeper water, nearer the

shelf edge, mud predominates. 

In the W area of the East Siberian Sea, W of the Reka Kolyma (161°E.), ice conditions are practically always favorable

during the navigational period, unless a spell of onshore winds

drives the ice back towards the coast. The E area of the East Siberian Sea, E of the Reka Kolyma, is the most difficult part of

the Northern Sea Route, with the exception of the region of

Proliv Borisa Vil’kitskogo. 

The vegetation along the shores of the East Siberian Sea is

uniform but poor. Except where there are rocky outcrops, there

is the usual Arctic covering of tundra. The tundra is hummocky

and in places patchy; in most places it is marshy and is covered, sometimes fairly dense with grass. Creeping willows and

dwarf birches are found in a few places, and in the more elevated and drier parts there is reindeer moss. A variety of flowering

plants bloom during the short Arctic summer in places sheltered from the wind.

The Kara Sea

The Kara Sea is located on the E of the Novaya Zemlya, N of

the Polar circle. It is bounded on the S by the N coast of Siberia; on the W by Ostrov Vaygach, Novaya Zemlya, and a line

drawn from the NE extremity of Novaya Zemlya to the E extremity of Zemlya Frantsa Iosifa; on the E by a line drawn from

the E extremity of Zemlya Frantsa Iosifa to the N extremity of

Severnaya Zemlya; and on the E by the W coasts of Severnaya

Zemlya.

In addition to adjoining the Barents Sea between Novaya

Zemlya and Zemlya Frantsa Iosifa, the Kara Sea is connected

with it by Proliv Yugorskiy Shar, between the mainland and

Ostrov Vaygach; by Proliv Karskiye Vorota, between Ostrov

Vaygach and Novaya Zemlya; and by Proliv Matochkin Shar,

which divides Novaya Zemlya into two islands.

The E part of the Kara Sea is connected with the Laptev Sea

by Proliv Borisa Vil’kitskogo, Proliv Shokal’skogo, and Proliv

Krasnoy Armii. The greater part of the Kara Sea is covered with

ice throughout the year. The most favorable ice conditions during the navigation season are found in the region where the large

Siberian rivers, bringing comparatively warm water, flow into

the sea. Detailed exploration in the eastern part of the Kara Sea,

formerly rendered impracticable by the constant ice, has in recent years been facilitated by the use of icebreakers and aircraft.

A number of islands front the S shore of the Kara Sea, and several outlying islands are in the N and NE parts of the sea.

The sea covers an area of 993,000 km2, having a volume of

101,000 km3

. 

The Kara Sea has a diversified bottom relief; the average

depth is 113m with the greatest depth being 620m. Its S and E

parts are shallow, as 40 per cent of the area is less than 50m

deep. Only 2 per cent of the sea area is deeper than 500m. The

Kara shelf is divided N to S by two troughs, the St. Ann trough

and Voronin. Along the E coast there are the Novaya Zemlya

and Eastern-Novozemelal’sky troughs, with depths of 200 to

400m. The Kara Sea and the Barents Seas are connected by

Yugorsky Shar, Kara Gate, and the Matochkin Shar. In the N

part, the seas are connected by a broad passage between the

Npoint of Novaya Zemlya and Franz Josef Land. 

The Kara Sea is mostly shallow to medium depth and entirely on the continental shelf; in it are two areas of deeper water:

A deep (600m) N to S rift which starts at the N end of Novaya

Zemlya and runs N to the E of Zemlya Frantsa Iosifa; and the

Novaya Zemlya Trough (300 to 400m), which lies close E of

Novaya Zemlya. 

Elsewhere, the Kara Sea is occupied by a series of platforms

or broad terraces stepping down from the SE to N and W,

where the continental slope edge lies at about 200m. 

The seabed consists mainly of clay and mud in the shallower

areas, with mud predominating in the deeper waters. The counterclockwise current eddy favors the accumulation of mud at

shallow depth in the SW part of the sea. Shallow deposits near

river mouths are made up of sands and silty sands. 

Although the proximity of the Atlantic Ocean makes the cli-
 The Arctic Ocean 39

Pub. 180

matic conditions milder, the climate remains Arctic. The Atlatic effect, warm water develop air masses encountering the high

mountains of Novaya Zemya, as a result making the Kara Sea

climate more severe than that of the Barents Sea. The climatic

features of the Kara Sea (monsoon winter cooling and summer

warm-up) also influence the formation of hydrological conditions of the sea.

Runoff from the Ob and Yenisey rivers influences the Kara

Sea hydrology. The Kara Sea receives 1,290 km3 of river waters annually. The Ob river discharges 450 km3

 and the Yenisey

about 600 km3

. The Ob-Yenisey runoff causes a significant circulation in the Kara Sea.

On all the shores of the Kara Sea, the vegetation is poor and

of a characteristic Arctic nature. In most places there is a covering of tundra, but in parts of Novaya Zemlya there are outcrops of sedimentary slate; in the W part of Poluostrov

Taymyrskiy there are outcrops of gneisso-granite, and parts of

N Novaya Zemlya and of Severnaya Zemlya are covered by

glaciers. The tundra is lumpy and is covered with grass, which

is sometimes thick as, for instance, in Poluostrov Yamal. In

most places the tundra is marshy and in some places it is

patchy. Here and there the ground is covered with creeping willow or dwarf birches. Iceland moss is sometimes seen in the

higher, drier and sandy places. Many species of wild flowers

grow in places sheltered from the wind and bloom in masses

during the short Arctic summer. 

Huge flocks of geese migrate to breed during the summer in

the Kara Sea region. During the moulting season, which occurs

about the end of July or beginning of August, these birds are

unable to fly and are killed in large numbers. Besides geese

there are ducks (including the eider duck in Novaya Zemlya),

loons and several species of snipe and gulls. The arctic owl is a

resident. Eagles, gerfalcons and hawks are found on the mainland coast and on Ostrov Vaygach. Bird rookeries, some of

great extent, are found in many places along the W coasts of

Novaya Zemlya. 

The Laptev Sea

The Laptev Sea lies between Severnaya Zemlya and Novosibirskiye Ostrova and the continental coast continued S. It consists of a shallow basin, with shifting off lying shoals and

banks in the S part. The depths gradually increase to the N limit, which is the edge of the continental shelf extending SE from

the N end of Severnaya Zemlya. 

The meridian of 139°E has been designated by the government of Russia as an arbitrary boundary separating the NE part

of the Laptev Sea from the adjacent East Siberian Sea.

The SE part of the Laptev Sea is connected with the East Siberian Sea by Proliv Dmitriya Lapteva, Proliv Sannikova, and

Proliv Eterikan, which are the straits of Novosibirskiye Ostrova. The S continental shores of the Laptev Sea are mostly low

barren tundra indented by several large gulfs and bays into

which the principal rivers flow. 

The character of the continental shelf in the Laptev Sea differs markedly from that of the Kara Sea. Apart from some deep

troughs around Severnaya Zemlya, the shelf is very flat and, on

average, less than 75m in depth. Very shallow zones extend beyond the mouths of the large rivers. The shelf is narrow, seaward of Severnaya Zemlya, but widens to nearly 300m off the

NE coast of Siberia. The continental slope begins at 200m and

falls steeply to 1,000m. Bottom deposits in the shallower areas

are mainly sand and mud, but some pebbles and broken boulders can also be found. In deeper water the seabed consists entirely of mud. 

The low S shores of the sea are mostly composed of sand and

clay with layers of buried ice, and are subject to constant erosion. Hills and some rock occur along the N coast of Poluostrov Taymyr. Farther N, Severnaya Zemlya, the archipelago

comprising the NW boundary of the Laptev Sea, attains elevations of about 701m. The four main islands are ice capped and

mostly steep-to.

Only the W islands of the archipelago of Novosibirskiye Ostrova lie entirely within the limits of the Laptev Sea. These are

Ostrov Bel’kovskiy, Ostrov Stolbovoy, and Ostrov Semenovskiy.

The latter, consisting of sand, clay, and imbedded ice, is rapidly

eroding and may have disappeared entirely.

Navigation in the middle of the Laptev Sea is especially hazardous even when clear of ice because of the absence of seamarks, unknown permanent currents, irregular wind currents, and

shifting shoals and banks. Poor visibility, overcast sky, abnormal refraction, and mirage are prevalent during the navigation

season.

At the beginning of the navigational season, ice conditions

are more favorable in the E part of the sea and less favorable in

the W. The best conditions are found in the vicinity of the large

rivers. The worst conditions are found in the E approaches to

Proliv Borisa Vil’kitskogo and around Novo Sibirskiye Ostrova. 

Along the shores of Laptev Sea the vegetation is fairly uniform and, except where there are rocky outcrops, there is a

continuous but fairly narrow coastal belt of tundra. This tundra

is mostly covered with dense layer of moss or lichen and is often swampy; in places where it is sheltered from the wind it is

covered with grass, which is sometimes fairly thick, as, for instance, near the mouth of Reka Olenek. In some places there

are creeping willows and dwarf birches, and on the most sheltered slopes of the hills there are considerable areas covered

with several species of flowering plants. In Novo Sibirskiye

Ostrova the tundra is almost barren, but there are isolated

patches of several species of flowering plants. 

The Lincoln Sea

The Lincoln Sea is the name applied to that part of the Arctic

Ocean which lies off the NE end of Ellesmere Island and the

NW end of Greenland; it extends from Cape Columbia, the N

extremity of Ellesmere Island, on the W, to Kap Morris Jesup,

the N extremity of Greenland, on the E; on the S, it is bounded

by the coasts of Ellesmere Island and Greenland and by the N

entrance of Robeson Channel.

The Norwegian Sea

The Norwegian Sea flows over the continental shelf off the

Norwegian coast and has been eroded by the Norskerenna

(Norwegian Trench). A glacial trough which follows the S and

W coasts of Norway and terminates at the shelf edge in about

62°N. Norskerenna is between 25 and 50 miles wide and has a

maximum depth of 433m. The coast is indented with fjords,

which often extend many miles inland and attain depths far exceeding those of the adjacent sea.

The S boundary of the Norwegian Sea is the Wyville Thompson Ridge, extending from Scotland to Iceland and with an

extension between Iceland and east Greenland. In the deep wa-
40 The Arctic Ocean

Pub. 180

ters of Norske Havet or Norwegian Sea, the main bottom constituent consists of ooze, clay, very fine sand, or a mixture of

these materials.

On the continental shelf, which is narrow and deeply indented, rock predominates, overlaid with patches of sand and gravel. East of 25°E, mud is also present. Off the continental shelf,

the rock loses its dominance. In the west there is a narrow band

of sand and gravel, and sand, mud and gravel merging at about

500 to 1,000m into an area of fine muds and oozes which occupy the deeper waters of the Norwegian Sea. 

Along the parallel 72°N, where the slope is less steep, areas

of sand and mud predominate, gradually giving way to mud at

about 350m. 

Off the Norwegian coast, the continental shelf is of varying

width, from 100 miles in 65°N to 15 miles off Vesteralen, with

extensive areas more than 200m in depth. The shelf is characterized by a series of straths, outer banks, and islands. The

straths are broad, elongated depressions of glacial origin which

generally form a pattern parallel and perpendicular to the coast.

They cut deeply into the coast, are often deepest at their landward end, where they usually terminate in a sharp escarpment,

and are not evident in the slope region. The largest bank in the

area is Sklinnabanken (65°20'N., 10°15'E.), with a least depth

of 120m.

On either side of the trough and within the trough itself are

several banks, of which the more important are:

There is a marked variation in the character and distribution

of the bottom sediments, which is related to the diverse sources

of supply, conditions of deposition and bottom configuration.

Fine sand and mud are the basic constituents of the shelf sediments, with gravel and rock freely dispersed among them.

The coastal complex, which extends to the 100m depth contour, is extremely rocky with sand, stone and shingle edging

the rocky patches. In the deep incursions through the shelf and

in the deep waters of the fjords, the bottom is mainly one of

mud overlying either glacial sediments or the rock floor. 

Surface Temperatures

Surface temperatures in the Arctic Ocean system are always

low, seldom rising above 4°C or 5°C even at the height of summer. Wherever there is ice the temperatures are close to 0°C or

lower (seawater of salinity 34 parts per thousand freezes at

about -1.8°C). There is an area known as the “north water,” in

northern Baffin Bay or southern Smith Sound, which remains

unfrozen all winter, and in this region the summer temperatures

are often above 5°C. Hudson Bay, which in summer is subject

to considerable surface dilution from land drainage, can be as

warm as 10°C in its S part for a brief period.

Little Fisher Bank 56°55'N, 6°20'E.

Great Fisher Bank 56°45'N, 4°10'E.

Eigersundbank 57°45'N, 5°25'E.

Revet 58°05'N, 4°35'E.

Ling Bank 58°10'N, 2°30'E.

Coral Bank 58°30'N, 2°55'E.

Klondyke Bank 58°45'N, 3°10'E.

Kalsmedgrunnen 58°50'N, 5°20'E.

Bergen Bank 60°05'N, 2°00'E.

Viking Bank 60°35'N, 2°30'E.
41

Pub. 180

CANADA

General 41

Buoyage System 42

Cautions 43

Climatology 43

Currency 43

Currents 43

Geophysical Features 43

Government 49

Holidays 49

Ice 49

Industries 55

Languages 55

Magnetic Field 55

Meteorology 56

Navigational Information 56

Offshore Drilling 57

Pollution 57

Regulations 57

Search and Rescue 63

Ship Reporting System 63

Signals 63

Tides 64

Time Zone 64

U.S. Embassy 64

Appendix I—ECAREG/NORDREG Ship Reporting 

Requirements 65

Appendix II—Time Zones 73

General

The Dominion of Canada, the largest self-governing country

in the Commonwealth of Nations is a federal state, established

in 1867 by the British North America Act. Discovered by

Cabot in 1497, it was formed from the colonies originally settled by the French and British in the 17th century together with

lands owned by the Hudson’s Bay Company. The Dominion

was finally completed by the inclusion of Newfoundland in

1949.

The country now contains the whole of the North American

continent N of the border of the United States of America, excluding Alaska which is one of the United States of America

but including all of the islands, known as the Canadian Arctic

Archipelago, which lie between the Arctic Ocean, on the W,

and the median line with Greenland, on the E.

Within the Dominion, there are ten self-governing provinces

and three territories administered by the Federal Government,

which have a total area of about 3,852,000 square miles. The

following describes the Arctic Circle and conditions prevail

over Arctic Canada is very sparsely populated.

Of these, three quarters are Inuit (Eskimos) and a very small

number are North American Indians, the other native who are

found only around the S part of Hudson Bay; most live in small

settlements.

The islands of the Canadian Arctic Archipelago, some of

which are very large can be divided into three groups, as follows:

1. The Queen Elizabeth Islands, the N group, are separated from the other two groups by Parry Channel and from

Greenland by Nares Strait, down the middle of which runs

the boundary between Canada and Greenland.

2. The SE group comprises Baffin Island, Bylot Island,

and a number of smaller islands.

3. The SW group consists principally of Somerset Island

and Prince of Wales Island, situated N of the Boothia Peninsula; and, stretching away in a WNW direction from Boothia

Isthmus, King William Island, Victoria Island, and Banks Island.

The Northwest Territories evolved from “Rupert’s Land and

the Northwest Territory” where the Hudson’s Bay Company

had established trading posts which were acquired by Canada
42 Canada

Pub. 180

in 1869. Subsequently, all of the extensive lands between Manitoba and British Columbia were added and the Northwest Territories formally organized on the mainland in 1874.

The territories were completed with the transfer to Canada

by Great Britain of her sovereignty rights in the Canadian Arctic, although it was not until 1931 that Norway recognized

Canada’s title to the Sverdrup Islands. The history of the archipelago is largely the history of the search for a Northwest Passage. 

The Canadian Arctic regions include all the islands N of the

mainland generally referred to as the Canadian Arctic Archipelago and the mainland coast from Point Barrow, Alaska, E to

Melville Peninsula and the NW shores of Hudson Bay. The region is roughly triangular in shape, covering approximately 33

per cent of Canada, and the land masses within this vast territory can be divided into three main groups, as follows:

1. Eastern Block.—An area covering sea approaches

generally made through Davis Strait or Hudson Strait, and

along the NW shores of Hudson Bay, the Melville Peninsula,

the Boothia Peninsula, Baffin Island, Bylot Island,

Southampton Island, and Somerset Island. 

2. Western Block.—An area covering sea approaches

generally made through the Bering Strait and the Beaufort

Sea, or from the Mackenzie River; that includes the mainland coast from the vicinity of Point Barrow, Alaska to the E

shores of Peel Sound, Franklin Strait, James Ross Strait, and

Rae Strait; and also along the shores of Banks Island, Victoria Island, Prince of Wale Island, and King William Island. 

3. Northern Block.—Sea route to this area is possible

only in the E and S through Smith Sound, Jones Sound, or

Lancaster Sound and some of their tributary channels. The

passage also consists through the triangle groups N of Parry

Channel, collectively known as the Queen Elizabeth Islands. 

Buoyage System

The IALA Buoyage System (Region B) is in effect. See

Chart No. 1 for further IALA Buoyage System information.

Mariners are reminded that buoys in the arctic region are liable to disengage from their charted position by ice or inclement

weather. 

Aids to navigation in the Canadian Arctic are being fitted

with Automatic Identifications System (AIS) transponders to

enhance navigation safety in inclement weather. 

Adjacent to Canadian waters, the West Greenland Buoyage

System conforms to Region A of the IALA Buoyage System.

All newly-erected and restored beacons that require to be held

to port, with an ingoing direction, will be fitted with topmarks

in accordance with IALA rules. Hence, port beacons with red

can topmarks and beacons with a triangle point down can be

expected to be found. 

For complete details, consult The Canadian Aids to Navigation System, published by the Canadian Coast Guard and available from Canada Communication Group Publishing, Supply

and Services Canada, Ottawa, Ontario KIA 0S9. 

Canada—Tarium Niryutait Marine Protected Area
 Canada 43

Pub. 180

Cautions

Navigation Lights

Mariners are cautioned that colored lights and lights on

buoys in this region may be seen as white because of over icing, snow, or hoar frost, and that the visible range of lights can

be greatly reduced or disappear for the same reason. 

Marine Protected Area (MPA)

The Tarium Niryutait Marine Protected Area the first Canadian MPA established in the Arctic consists of three individual

areas known as Niaqunnaq, Okeevik, and Kittigaryuit. These

three areas cover about 525 square miles of the Mackenzie River delta and estuary in the Beaufort Sea. A primary reason for

the establishment of the MPA is to support the viability of a

healthy population of beluga whales who travel to this region

during the summer months. 

Special Purpose Buoys

Special purpose buoys, used in Canadian waters, do not have

lateral or cardinal significance. They may be a variety of

shapes of lighted and unlighted buoys. They may display yellow reflecting material. Except for the scientific (data collecting) buoy, all special purpose buoys may display a yellow

flashing light.

A hazard buoy marks an area of random hazards such as

shoals and rocks. It is white with an orange diamond on opposite sides and with an orange horizontal band above and below

the diamond; there is lettering or the hazard symbol inside the

diamond. If lighted, the light is flashing yellow, and may display yellow reflecting material.

Climatology

Information on current marine weather forecasts for latitudes

N of 60°N can be obtained from the following web site: 

Information on climate normals for selected locations in

Nunavet and the Northwest Territories can be obtained from

the following web site: 

Currency

The official unit of currency is the Canadian dollar, consisting of 100 cents.

Currents

The Arctic Ocean

The flow of water off North Greenland and the NW side of

the Canadian Arctic Archipelago is determined by a large

clockwise circulation centered in the Beaufort Sea. In the N of

this area the currents usually set S; elsewhere they set SW.

Their mean rate is said to be less than a knot. 

Due to the severity of the climate in the Arctic, the tidal and

offshore current observations are confined to the short summer

season when the greater part becomes ice-free. These observations are just sufficient to indicate that the currents form a pattern, at least in summer. The drift of pack ice and icebergs

suggests that the same general pattern may also prevail during

the winter.

Water from the Arctic Ocean enters the region through the

various channels within and around the Canadian Arctic Archipelago, when it finally emerges into Baffin Bay or Davis Strait.

Another main source of water is a relatively warm N current

off the W coast of Greenland (West Greenland Current) that

eventually rounds the head of Baffin Bay and sets S to SE off

the E coast of Baffin Island. As it does so, it is joined by the

water emerging from the archipelago. This S to SE current is

known as the Canadian Current. To the S of about 61°N it is

joined by an outflow from Hudson Strait, the combined flow

setting SE off the coast of Labrador where it is known as the

Labrador Current.

Since the flow of water is controlled by varying oceanographic and meteorological conditions both within and outside

the region, the currents may be expected to show a high degree

of variability both in direction and rate. This is particularly so

in the channels within the archipelago where they are greatly

influenced by the recently prevailing winds. Moreover, the runoff of fresh water from the land in spring and summer greatly

affects the currents within and near fiords and in the vicinity of

river mouths.

The offshore currents are sometimes influenced by tidal currents to attain considerable rates in some parts of the region. 

Canadian Arctic Archipelago

In general, the flow of water through the archipelago is from

the Arctic Ocean towards Baffin Bay. Where the channels are

aligned N to S the currents set S, and where they are orientated

W to E the currents set E; there are some exceptions to this

general rule. 

In Amundsen Gulf, there is a counterclockwise circulation,

with water entering the gulf from the Beaufort Sea and leaving

by means of a NE current in Prince of Wales Strait and an E set

into Dolphin and Union Strait. 

A counterclockwise pattern is also said to prevail in Viscount

Melville Sound; a branch from this circulation sets N into McDougall Sound. 

A SE set into M’Clintock Channel sends a recurved branch

N into Franklin Strait and Peel Sound. Although the flow is

generally E in Lancaster Sound and Jones Sound, a W current,

derived from the Canadian Current, runs along the N side of

each sound. 

The mean rates of these currents are probably less than a

knot except in parts of Nares Strait, where they may sometimes

run at 1 to 2 knots. The currents in the channels within the archipelago are greatly influenced by the winds; the rate of the

current may be temporarily increased or its direction may even

be reversed by recently prevailing strong winds.

Geophysical Features

The overall physical features and their pattern of land forms

Environment Canada Home Page

http://www.weatheroffice.gc.ca/canada_.html

Canada National Climate Archive Home Page

http://www.climate.weatheroffice.gc.ca/

climate_normals/indes_e.html
44 Canada

Pub. 180

across the vast extent of N Canada and the Arctic Archipelago

is defined by tundra and polar deserts.

The entire N coast of the mainland. except at the extreme E

end, is backed by an immense terrain with a low surface. The

greater part of which is composed of the Canadian Shield. The

shield dips towards the N and W, entirely surrounds and underlies a great depression forming Hudson Bay. It then extends N

into the archipelago, across most of Baffin Island, terminating

in the SE parts of Devon Island and Ellesmere Island.

On the mainland, except around the S part of Hudson Bay

which is very low-lying, most of the shield has general elevations of about 450m, but the country is rugged with numerous

hills and rocky exposures rising about 30 to 60m above the

general level. At the extreme E end of the mainland coast, in N

Labrador, the NE rim of the shield has been tilted up to form

snow and ice-covered mountains which stretch N, increasing in

Generalized Sea Surface Currents
 Canada 45

Pub. 180

elevation to over 1,500m along almost the whole of the W

shore of Davis Strait and Baffin Bay. Two great waterways

break through this mountainous rim to form Hudson Strait,

leading to Hudson Bay and Parry Channel, leading to the Arctic Ocean.

The lower W side of the shield, in the vicinity of Amundsen

Gulf, and the NW side, where its irregular boundary crosses

the S islands of the archipelago, are both gently overlapped by

sedimentary rocks, parts of which rise to local hills and plateaux. Farther W, these merge into the Arctic Coastal Plain

which borders the shores of the Arctic Ocean as far as the Canada/Alaska boundary, on the mainland, and Meighen Island

(80°00'N., 100°00'W.), on the NW side of the Arctic Archipelago.

The islands of the archipelago, from N of Parry Channel to

the N end of Ellesmere Island, are also composed of sedimentary rocks but are of a different nature; they are distinguished

by rolling terrain and plateaux along the N side of Parry Channel, giving way to folded plains with piercement domes in the

Sverdrup Basin, which occupies the central part, terminating in

snow and ice-covered mountains on Axel Heiberg Island and

Ellesmere Island in the far N.

The lowlands of the region are dominated by glacial deposits

left over from the Ice Age, although, in places, such deposits

are totally absent; this is particularly the case on the N islands

of the archipelago and around the Mackenzie River where they

are replaced by extensive outwash deposits. Many areas are

poorly drained, covered with lakes, pools and marshy ground;

the latter is found especially around the S part of Hudson Bay.

On the E and W sides of the bay, and the E side of Victoria Island in the S part of the archipelago, the glacial drift has been

patterned into ridges.

Except around the S part of Hudson Bay and on the S side of

the entrance to Hudson Strait in the vicinity of Ungava Bay, the

entire region just described is subject to continuous permafrost

where the ground is frozen up to 500m below the surface and

only thaws in summer to a depth of not more than 1m. Under

these conditions, even in places where the soil has not been removed by glaciation, agriculture is impossible and trees seldom grow; however, around the S parts of Hudson Bay and

Ungava Bay, particularly at the mouths of rivers, there is a belt

of inferior coniferous forest, giving way to smaller, stunted

growths. To the N of the tree line, on the mainland, the permafrost plains, called the “Barren Grounds” W of Hudson Bay,

are covered with tundra. In the archipelago, most of the islands

are bare, the ground locked in by ice for most of the year.

Glaciation is a feature of some coastal areas but, on the

mainland, is confined to a small mountainous area at the N end

of the Labrador Peninsula. It is also of strikingly small extent

in the archipelago where precipitation is too slight to cause a

permanent ice-covering of low ground. Glacier ice is significant on Baffin Island, N of Cumberland Sound, as a coastal

belt about 60 miles wide, dissected by numerous fiords. It increases N of Parry Channel where a dozen ice caps cover the E

part of Devon Island and about 33 per cent of Ellesmere Island

and Axel Heiberg Island. Some of these are situated on plateau,

while others are highland ice which almost bury underlying

mountains. To the W and SW of this main zone of glacier ice

there are small ice caps on Meighen Island and Melville Island.

Relatively few glaciers reach the sea.

Ice in the ground has produced some unique coastal features.

Towards the W end of the N coast of the mainland, in the vicinity of the otherwise low-lying and flat Mackenzie River delta,

irregular accumulations have resulted in the formation of large

numbers of “ice blisters” with pingos, which are conical or

rounded mud hillocks, on them; these are repeated offshore as

shoals. In other places, where the ice thaws and produces an

uneven settlement of the ground after drainage, lake basins

have formed with a characteristic shape depending on the dominant wind direction; examples of these are the countless elongated lakes which back the coasts of the Tuktoyaktuk

Peninsula, E of the Mackenzie River delta, and the circular

lakes of the Great Plain of the Koukdjuak which bounds the E

side of Foxe Basin. Along all of the coasts of the region, extensive glaciation during the Ice Age has produced numerous elevated marine features, principally raised beaches, formed by

the rebound of the earth’s crust after removal of the weight of

ice upon it and flooding by the sea. This process is still perceptible around Hudson Bay, on the E side of which the highest of

these features are to be found.

The drainage of that part of the great plateau E of Hudson

Bay is divided, the rivers flowing on the one hand to Hudson

Bay and Hudson Strait, and on the other to the Atlantic Ocean

and Saint Lawrence waterway.

Similarly, the drainage of the “Barren Grounds” is divided

between Hudson Bay and the Arctic Ocean. The headwaters of

some of these rivers lie in U.S. territory; of these, the largest is

Nelson River which is 1,600 miles long from its farthest source

in the Rocky Mountains. Along the course of the river there are

some important electrical power generating stations and water

is also drawn from it for irrigation. Hydroelectric power is also

generated on the Churchill River.

The largest and longest of all the rivers is the Mackenzie

River, which flows into the Arctic Ocean about 110 miles E of

the Canada/Alaska boundary; it is navigable by shallow-draft

vessels for long distances.Generally, the rivers of the region

and most of the streams start to flow after the winter freeze in

late May or in June; the flow then increases rapidly to a peak

within 1 or 2 weeks, decreasing almost as quickly to a low

stage for the remainder of the summer. On the mainland, the

annual runoff is about half the average of that for the whole

country and, in the Arctic Archipelago, about one third of the

average.

Eastern Block

The mainland section of the eastern block extends from the

vicinity of Chesterfield Inlet N to Bellot Strait and NE to Fury

and Hecla Strait. It is mostly an area of rugged Precarnbrian

rocks, vast stretches of which are heavily glaciated. Along the

low shores of Roes Welcome Sound, between Cape Fullerton

and Repulse Bay, this heavy cover of glacial drift has resulted

in a smooth and regular coast and has impounded the drainage

into a waterlogged pattern of shallow lakes and meandering

rivers. Muddy underwater flats extend a considerable distance

offshore. 

Baffin Island, the largest island in the Canadian Arctic Archipelago, ranks as the second largest island in the northern

hemisphere. Its area is 507,451 km2

. Bylot Island, 11,067 km2

in area, lies within the large bay at Baffin Island’s NE corner.

The highland zone along the east coast of Baffin Island extends inland only to about the heads of the major fiords, and

south of Cumberland Sound the terrain is upland in character
46 Canada

Pub. 180

The Canadian Arctic—Chartlet No. 1
Pub. 180The Canadian Arctic—Chartlet No. 2
48 Canada

Pub. 180

The Canadian Arctic—Chartlet No. 3
 Canada 49

Pub. 180

rather than truly mountainous. In the Hall Peninsula and the

Meta Incognita Peninsula, the land rises toward the east and

NE but the greatest elevations seldom exceed 900m. The rugged S and SW coasts of both peninsulas are generally below

300m in height, and are fringed by a maze of reefs, rocks, and

islands. The north and NE coasts are, by contrast, bold and precipitous, forming the impressive SW shore of Frobisher Bay

and the Davis Strait shore of the Hall Peninsula.

The mountainous zone extends NW from Cumberland

Sound, with the exception of thr Barnes Ice Cap, and contains

all the major ice fields and glaciers on Baffin Island and Bylot

Island. The largest and highest of these fields is the Penny Ice

Cap on the Cumberland Peninsula, rising to elevations of about

2,000m in the central area and with heights estimated at just

over 2,100m in its SE section. 

Between these ice fields, the entire E coast is distinguished

by precipitous peaks from 900 to 1,500m high. Some of these

rise almost sheer from the sea, and are surrounded by ice fields

and glaciers which, although less extensive than those of Bylot

Island and the Cumberland Peninsula, are nonetheless considerable and impressive. There are also small ice fields in the NE

parts of the Hall Peninsula and the Meta Incognita Peninsula. 

The area contains two outstanding major features. One is the

Barnes Ice Cap, located W of the mountain zone, with streams

draining east to the fiords between Clyde and Scott Inlets and

W to Foxe Basin N and S of Eqe Bay. The cap rises to about

1,100m and is a relic of the vast ice sheet which formerly covered the entire area. For miles around it is encircled by high

moraines and fields of glacial outwash. 

The gentle gradient continues offshore for considerable distances giving shallow coastal waters and low featureless coasts. For 10

to 30 miles inland these coasts are bordered by a distinctive belt of

waterlogged, marshy country, dotted with numberless shallow circular lakes and drained by a striking pattern of straight parallel

currents flowing at right angles to the coast.

Government

Canada is a confederation with a parliamentary democracy.

The country is divided into ten provinces and three territories.

Elizabeth II, recognized as the Chief of State, appoints a

Governor-General. The Governor-General appoints a Prime

Minister after Parliamentary elections are held. The bicameral

Parliament consists of a 105-member Senate, appointed by

Governor-General for 5-year terms, and a directly-elected 308-

member House of Commons, serving 5-year terms. 

The legal system is based on English common law, except in

the province of Quebec, where the legal system is based on

French civil law.

The capital is Ottawa.

Holidays

The following holidays are observed:

In addition, the Northwest Territories observe a General Holiday, declared by the Commissioner, usually on the first Monday in August. Similarly, the Yukon Territory has a general

holiday on Discovery Day, usually August 17, to celebrate the

discovery of gold in the Klondike. 

Ice

Ice (Summer Conditions)

Although the winter pattern remains fairly constant, breakup

in summer varies considerably from one year to the other. Certain areas clear regularly every summer, others are almost always severely congested; but the marginal, intervening area is

rather extensive and is very important to navigation.

In general, it can be stated that a narrow waterway, or one

studded with islets and shoals, is one where melting of the ice

depends upon air temperature and solar radiations. An example

of this is Coronation Gulf where little ice motion can occur. On

the other hand, in a broad, unrestricted waterway such as Parry

Channel, wind conditions are by far the most important factor

governing the timing and extent of break-up.

The main drift of ice in the Archipelago is to the S and E, but

this is the very broadest generalization based on mean winds

and average water currents and each channel and inlet has its

own peculiarities. A permanent offshore current flows S

through Nares Strait into Baffin Bay where it is joined by a minor drift from Jones Sound, and significantly, from currents in

Flag of Canada

January 1 New Year’s Day

Good Friday Variable

Easter Sunday Variable 

Easter Monday Variable

First Monday on or 

preceeding May 24

Victoria Day 

June 24 Quebec Day (Quebec only) 

July 1 Canada Day

August 4 Civic Holiday (except Quebec) 

First Monday in SeptemberLabor Day

Second Monday in 

October

Thanksgiving Day

November 11 Remembrance Day

December 25 Christmas Day

December 26 Boxing Day

Note.—Canadian holidays falling on a Saturday or

Sunday are observed the following Monday.
50 Canada

Pub. 180

Lancaster Sound and Melville Bay. The resulting Canadian

Current on the Baffin Island coast carries ice southward at

about 5 miles per day through Davis Strait and along the Labrador coast. In the Arctic Ocean, a general clockwise water

current (and ice drift) moves SW along the edge of the Archipelago toward Alaska. Weak branches of this current penetrate

through the Queen Elizabeth Islands waterways into Parry

Channel and then into Baffin Bay.

Since wind is a major factor influencing the extent of breakup in the broader waterways, it is apparent that favorable conditions in one area can result in very unfavorable conditions in

an adjacent waterway if all the neighboring ice is carried into

it. Such variations may or may not be temporary. Extensive

clearing of ice in one area during one year can lead to difficult

ice conditions in the same area the following year. Ice conditions in any one year will be a combination of different portions of such extremes.

Davis Strait and Baffin Bay

This large area is the main gateway to the Eastern Canadian

Arctic and as such its ice regime is extremely important to the

development and exploitation of that entire region. Water motion is one of several factors which must be considered in

studying the ice regime of an area. In general, its importance

can be said to vary with current strength. In this particular area

the currents not only vary in strength but also in temperature.

For instance, there is a relatively warm, N current along the

west Greenland coast; a cold, S current along the Baffin Island

coast; and a major polynya in Smith Sound at the north end of

Baffin Bay. These variables, combined with the physical geography of the surrounding terrain, exert a particularly strong effect on the nature, extent, and severity of the ice regime.

The warm current flowing N along the Greenland coast, although very weak, slows the ice formation in eastern Davis

Strait; this results in earlier break-up along the coast from Disko to Kap York and provides an early access route into the

“North Water” of Smith Sound and NW Baffin Bay. At the

same time the cold Canadian Current flowing southward along

the Baffin Island coast is relatively strong and results in early

ice formation, delayed break-up, and an extension of ice-covered waters far beyond the limits of Davis Strait.

The polynya in Smith Sound, which is commonly referred to

as the “North Water,” is maintained by N winds, water currents,

and an ice bridge in the northern part of the sound. Vertical

mixing of the warm and cold waters may also play a part. It recurs every year and is always present, although during calm periods in mid-winter it may be briefly covered by new or young

ice. Because it occurs every year, it is called a recurring polynya. 

As soon as air temperatures begin to rise in spring, this

polynya expands southward and soon extends into the major

area of Baffin Bay.

An opening in the ice at this time of year is important for

various reasons. It is a source of waves which assist in the

break-up of neighboring ice, and it provides an area into which

the adjoining ice can disperse where it will melt more rapidly.

Of even greater importance is the heat flow into the water

which occurs because clear skies are common during the Arctic spring and days are long. A water surface absorbs most of

the solar radiation reaching it, whereas an ice surface reflects

most of this energy. A polynya is a heat source, and a focus for

the disintegration of ice. 

Freeze-up in Baffin Bay is a lengthy process beginning in

mid-September in the NW sections. The growing ice cover

spreads southward across the approaches to Jones Sound during the last week of September, across the approaches to Lancaster Sound during the second week of October, and along the

Baffin Island coast across the approaches to Frobisher Bay by

the second week of November. The first permanent ice in

Melville Bay usually develops during the second week of October. A rapid seaward expansion of the ice cover occurs during the latter half of October and ice spreads to all but the west

coast of Greenland by the end of November. This lead along

the Greenland coast gradually retreats S to Upernavik in December and as far as Egedesminde by mid January. Only brief

intrusions of ice driven by onshore winds occur along the

Greenland coast from Egedesminde to Godthaab, though some

fast ice does form in bays, fiords, and inlets.

Although ice from East Greenland (commonly called

“storis”) rounds Cape Farewell each winter, it rarely moves

further north than 62°N and reaches Godthaab only once in 20

to 30 years. The maximum extent of this ice occurs in late

spring after the Baffin Bay ice has begun to retreat and the two

areas of ice never mingle.

The undisturbed ice cover in Baffin Bay can grow to 120 to

200cm during the winter in the N portions and 75 to 150cm in

the S, but the general southward drift of the offshore ice exerts

its influence making the floes somewhat thinner off Lancaster

Sound and thicker off Cape Dyer. Distortion of the floes in the

form of ridges and hummocks results from the varying winter

winds in the area.

Fast ice becomes well developed in the Kap York Upernavik

sector of Greenland, often reaching 15 to 20 miles wide in

Melville Bay. Despite the absence of offshore islands similar

growth also occurs on the Baffin Island coast because of the

frequency of winds having an onshore component. The width

of this shore-fast ice varies mainly between 8 and 19 miles

from Pond Inlet southward along the coast to Cape Dyer, except in Home Bay where it expands to 32 miles in places. Between Cape Dyer and Cape Mercy the shore-fast ice is much

narrower.

In spring the “North Water” begins to expand southward toward Kap York and Bylot Island as the rate of formation of

new ice decreases. At the same time, the warm current on the

Greenland coast begins to form a lead northward beyond Disko. These two open water areas join during the last week of July and for the remainder of the summer the ice is exposed to

wave action on three sides. While this is developing, it is normal to find a separation of the Baffin Bay and Davis Strait ice

beginning at Cape Dyer where tidal motion is strong.

During July and August, the ice usually melts more quickly

on the north Baffin Island coast than it does in the center of the

bay, because its retreat is aided by water motion and the fact

that the water coming from the north has been warmed by the

sun for several months. The remaining “Middle Ice” extends

from Cape Dyer and Home Bay northward to about 73°30'N in

early August, and is reduced to numerous offshore patches by

the end of the month. The ice in the Cape Mercy/Cape Dyer area also melts gradually during this period with very little southward drift past Cape Mercy.

Complete clearing of Baffin Bay does not occur every year,

but the floes remaining in late September are easily dispersed
 Canada 51

Pub. 180

by autumn storms, and are nearly always carried out of the bay

before the growing ice attains appreciable thickness. Also late

in the season, intrusions of old ice can occur through Smith

Sound into Baffin Bay. Patches of this ice can be carried into

the Devon and Bylot Islands area in October to become a constituent of the growing ice. Some old ice has also been known

to enter Baffin Bay from Lancaster Sound. The total area of

such intrusions would amount to only a small percentage of the

total ice cover. 

Another feature of Baffin Bay is that it is the birth place for

thousands of icebergs produced by Greenland and Ellesmere

Island glaciers.

Nares Strait

This northernmost waterway connecting Baffin Bay to the

Arctic Ocean contains some of the heaviest ice in the entire Archipelago. There is a general clockwise drift of ice in the North

American sector of the Arctic Ocean, and as a consequence,

onshore pressure is common along the N coasts of Greenland

and Ellesmere Island. A cold water current carries the severely

deformed ice of the Lincoln Sea into Nares Strait whenever the

ice is free to move, and often results in a drift of old ice into

Baffin Bay in the autumn. 

A recurring polynya, the “North Water,” occupies the S end

of Nares Strait, but because of the current and mean winds, its

influence is felt mainly in Baffin Bay. The N edge of this

polynya lies in the narrowest portion of Smith Sound at about

78°30'N. From Kane Basin to the Lincoln Sea, the strait is covered in winter with a solid non-moving layer of predominantly

old ice, cemented together by locally formed first-year ice. 

When melting begins in mid-June there is little change other

than puddling for about one month, but limited areas of open

water can appear at the head of some bays along the coast of

Ellesmere Island. 

Breakup develops in mid-July as the first-year floes become

rotten and permit the old floes to drift about in response to

winds and currents. The speed of the current changes as the

waterway varies in width, resulting in specific areas where dispersed ice is most common, Kennedy Channel being one such

area, and others where congested conditions develop easily.

Nevertheless, wind drift is the important factor which modified

ice motion, caused initially by the water current, can clear or

congest specific areas, create leads, or stop southward transport

of ice completely. The ice remains variable and mobile until

freeze-up but differs from the other channels in its higher proportion of old Ice. 

Freeze-up progresses slowly from early September, because

autumn storms are common in Baffin Bay resulting in N winds

in Nares Strait which thus prolong ice motion. Consolidation

of the ice cover occurs most frequently during January. 

Humboldt Gletscher, on the east side of Kane Basin, is an

important source of icebergs which tend to collect in major

groups awaiting favorable conditions before starting their

southward journey through Smith Sound. Ice islands or their

fragments can be carried into the waterway from the Arctic

Ocean and have been known to temporarily block all ice mo+

tion by becoming lodged against the islands in Kennedy

Channel. 

Ice (Winter Conditions)

Sea ice presents a severe hazard to shipping over the region

by late winter (March/April) when all but the extreme SE part

is usually ice-covered. However, the greater part becomes icefree by late summer (August/September) at which time the ice

is confined to the W and N parts of the archipelago and to the

oceanic area farther N. Changes in ice cover from one year to

another in the same month are also considerable, especially in

the channels within the archipelago.

Due to the relative narrowness of the channels, the ice becomes fast over the greater part of the Canadian Arctic Archipelago each winter; the exceptions are the Gulf of Boothia and

most of Lancaster Sound. 

Over the remainder of the region, outside the archipelago,

the fast ice is confined to a relatively narrow strip along most

coasts. The outer edge of the fast ice in the region cannot be

generally related to any given depth contour, as it can in other

regions where heavily-ridged old ice floes ground in relatively

shallow water forming anchor points for the ice to become fast. 

Although this process probably accounts for the position of

the fast ice edge to the N and NW of the archipelago, it clearly

cannot apply to the remainder of the pack ice zone where the

ice normally melts each summer. In these latter areas the fast

ice edge is usually located close inshore except where there are

off-lying islands, as on the E side of Hudson Bay; even here the

edge does not always extend from the mainland shore to the islands. 

In parts of Baffin Bay, notably Home Bay and Melville Bugt,

the fast ice edge is usually located over considerable depths,

sometimes 200m or more, away from any islands. In these areas icebergs grounded on banks far offshore probably account

for this abnormality.

In some areas the fast ice edge does not occupy the same approximate position every year. For example, fast ice sometimes

covers Lancaster Sound and occasionally the ice in Amundsen

Gulf does not become fast. This variability has a considerable

effect on the time of breakup at both ends of the Northwest

Passage. In the former case breakup may be delayed for almost

two months; whereas, break-up may occur about 2 months earlier than normal. The fast ice edge in M’Clure Strait is sometimes found at about 119°W; whereas, normally it occurs at

about 125°W.

The position of the fast ice edge varies, as its location probably depends on the winds during the early winter at the initial

stages of ice development. It is thought that light winds during

this period will allow the ice to become fast over the maximum

area; whereas, strong winds will tend to delay or even prevent

the process.

Hudson Bay and Hudson Strait

Although both areas are frozen over each winter, the ice always melts completely in summer, usually for a period of

about 3 months. Break-up does not normally begin until late

April when leads appear on the NW side of Hudson Bay and

the N side of Hudson Strait, although strong offshore winds

may temporarily open up leads off any coast in earlier months.

The process of break-up is slow and by late June the greater

parts of both areas are still ice-covered. Even thought long

stretches of the coastline in Hudson Bay are usually ice-free at

this time, the approaches to the bay are obstructed by close

pack ice. 

Open water appears on both the W and E sides of Hudson

Bay at the end of June.
52 Canada

Pub. 180

The greater part of melting in both the bay and the strait occur in July, and by the end of this month there is usually easy

access through Hudson Strait to any port in Hudson Bay; both

areas normally become completely ice-free by mid-August. In

a bad season an easy passage through Hudson Strait may not be

achieved until the end of August due to pack ice from Foxe Basin being driven across the W end of the strait by N winds. In

such a season final clearance in Hudson Bay does not occur until early September. 

The onset of the new ice season usually begins in early November in the NW part of Hudson Bay. By the end of that

month the N part of the bay and the W part of the strait are usually ice-covered. 

Davis Strait and Baffin Bay

The sea ice in Davis Strait is derived from two different

sources. The greater part, known locally in Greenland as the

“West Ice,” is formed within Baffin Bay and Davis Strait. The

remainder of the ice, known as the “East Ice” or “storis” is derived from off the E coast of Greenland; this ice rounds Kap

Farvel under the influence of the current to affect parts of the

area off the SW coast of Greenland. The “West Ice” usually

reaches its greatest extent in March and April when the whole

area, apart from the SE approaches to the Davis Strait, is icecovered. The ice edge lies much farther S on the W side of

Davis Strait than it does on the E. This is due to the disposition

of the cold and warm currents in the area. At this time of greatest extent (March/April) the maximum limit, which is associated with persistent NW winds, lies a considerable distance from

the mean, but the minimum limit, occurring when SE winds

prevail, lies only about 50 to 100 miles NW from the mean.

This restriction on the minimum limit is prob ably due to the

cold ice-bearing Canadian Current.

Small openings sometimes occur off the E coast of Baffin Island in March and April, mainly due to strong offshore winds,

while a small open water area, or polynya, usually forms at the

head of Baffin Bay at the end of April, although it may appear

temporarily in any earlier month. This polynya, known as the

“North Water,” forms at the flaw between the fast ice in Smith

Sound and the pack ice in Baffin Bay. Strong ENE winds, not

uncommon in winter, drive the pack ice away from the Greenland coast towards Ellesmere Island, where it is carried S by

the current. A lull in these winds allows the “North Water” to

freeze again until a further strengthening of the winds repeats

the clearance process. 

During the months of May to July, the ice edge in Davis

Strait retreats rapidly N and more slowly W, then trends to N to

S orientation in June and July, forming a wide lead off the

Greenland coast. This unusual configuration can only be attributed to the pattern of the currents in this area. However, the reduction in ice cover is not solely due to the NW retreat of the

ice edge in Davis Strait. Ironically, melting also occurs from

the N. As air temperatures rise in late winter, the refreezing of

the North Water” proceeds more slowly and as a result stretching begins to increase until, by late July there is usually a vast

area of open water in the NW part of Baffin Bay. The pack ice

between this open water and the wide lead off the coast of W

Greenland is often referred to as the “Middle Pack.” The

“North Water” usually links up early in August with the open

water farther S. A considerable degree of melting occurs during August and early September so that by mid-September, the

whole area is usually ice-free. In a light ice season, Baffin Bay

may become ice-free by late August, but in a severe season an

area of ice off the E coast of Baffin Island may persist throughout the summer.

Although new freezing usually begins in the N in September,

only the N part of Baffin Bay is ice-covered at the end of October. During November the ice edge advances SE at its maximum rate; thereafter the rate of advance slows up until the ice

edge reaches its greatest SE extent in March and April. In a severe, early winter season, associated with NW winds and the

persistence of some ice throughout the summer, pack ice may

cover most of Baffin Bay and a substantial part of Davis Strait

by the end of October, but in a light ice season, usually associated with SE winds, this position may not be reached until

about mid-November. 

The Storis or the East Ice usually rounds Kap Farvel during

April, although it may do so by late November in a severe ice

year, and recedes E of this cape early in August. It reaches its

greatest NW extent in April and May, when the NW limit normally lies about 150 miles from Kap Farvel. The orientation of

this tongue of ice varies from year to year. In some years it may

point towards W and in others more towards NW. The Storis is

usually widest in the SE where its width is normally 60 to 70

miles, and there is normally a lead along the coast extending as

far SE as Frederiksdal. In a severe year the Storis may extend

N to about 65°N off the W coast of Greenland in May, June

and July, but there its concentration is usually less than 5/10.

Again there is normally a wide lead along the coast, except in

the far SE, but onshore winds may close this lead from time to

time. The minimum limit from April to August lies E of Kap

Farvel. However, it would be wise to assume that even during a

light season some ice penetrates W of Kap Farvel during these

months, although it might be only in the form of a narrow

tongue lying parallel to the coast.

The maximum limit at the end of March appears to link the

“West Ice” with the Storis. This is a consequence of combining

the worst conditions from different years. In any one severe ice

season these two ice fields are unlikely to link together since

that result in maximum conditions for the “West Ice, mainly

NW winds, simultaneously produce minimum conditions for

the Storis and vice versa.

Ice (Canadian Arctic Waters)

The severity of the Canadian Arctic winter is such that even

unusual year to year variations in weather produce little change

in the total ice cover. Thus the yearly variations are measured

by means of the thickness of the ice rather than by its extent or

nature. But even here, the differences from season to season are

of minor importance. It is generally not significantly easier for

a vessel to penetrate 180cm of ice than 200cm. Yet in order to

reduce ice thicknesses from 200 to 180cm, daily temperatures

would have to range about 9°C above normal for three entire

months which is an appreciable variation. Therefore, the following description of winter ice conditions can be considered

relatively accurate for most winters, regardless of weather variations.

In general, ice begins to form in early September. The dates

vary from one year to another and one to another location, with

the earliest formation occurring adjacent to old ice, unmelted

floes, and in the northernmost shallow areas. Initial ice is very

weak and easily broken up, but as temperatures continue to fall
 Canada 53

Pub. 180

in September and October, it soon consolidates into a solid

non-moving sheet over the most of the channels. First year ice

grows to 45 to 90cm by the end of November, 90 to 150cm by

the end of January, and to 120 to 200cm by the end of March.

Maximum thicknesses occurring in mid-May reach the 150 to

225cm range in most areas.

Most of the channels in the Archipelago are solid and nonmoving ice during the winter, except for Lancaster Sound and

portions of Prince Regent Inlet and Gulf of Boothia where the

ice is in restricted motion. Tides, currents, and wind in combination keep the ice in motion throughout the Arctic Ocean,

Baffin Bay, Davis Strait, and Foxe Basin in the winter. In these

areas flaw leads, pressure ridges, and slightly dispersed ice can

develop at any time depending upon the wind regime. A major

polynya, the North Water, is always present in Smith Sound as

a result of ice motion. Limited polynyas can also develop as a

result of tidal currents in Hell Gate and Penny Strait, but these

have little relation to the overall winter regime. An extensive

polynya, called the “Cape Bathurst Polynya,” develops in most

years in Amundsen Gulf in spring as a result of the seasonal

wind direction. It does not form every year, however, and its location can vary significantly. It is not usually present during

winter months.

Ice Convoys

When ice conditions are severe, masters of ships may be requested to form their ships into convoy for escort by an icebreaker or icebreakers. 

Masters of ships being escorted should provide the master of

the icebreaker with the following information to give an approximate assessment of their vessel’s capabilities: 

1. Drafts forward and aft.

2. Displacement tonnage.

3. Open water speed.

4. Ice class, if any, and classification society.

5. Number of propellers.

6. Shaft horsepower.

7. Type of propulsion system.

Communication in Ice Convoys

It is essential that all vessels be equipped with radiotelephone transmitting and receiving facilities on the bridge. They

should be capable of working medium frequencies 2134 kHz,

2237 kHz, 2738 kHz, 2182 kHz, and very high frequencies

156.8 MHz and 156.3 MHz.

All ships under icebreaker escort should maintain a continuous radiotelephone watch on the bridge and all advice originating from the icebreaker should be acted upon immediately. 

For further details consult the Canadian Coast Guard publication Ice Navigation in Canadian Waters. The publication can

be viewed at the following web site: 

Ice Reconnaissance

Shore-based aircraft and ship-based helicopters carry out

regular ice reconnaissance throughout Arctic waters during the

break-up to freeze-up period which is normally May to November. During winter months these trained ice observers, aided by remote sensing equipment, conduct monthly Arctic ice

reconnaissance missions to monitor seasonal development.

Icebreaker Service

Masters are cautioned against attempting to save time by

forcing a passage under full power through ice-congested areas

unless the ice is in an obviously deteriorated condition. The indiscriminate use of full power in ice can inflict extensive damage to a vessel’s underwater shell and fittings.

Whenever conditions warrant, icebreaker escort or assistance

will be provided. However, vessels disregarding routing advice

or failing to advise the Ice Operations Office of their presence

in the area will have low priority for icebreaker assistance if

beset, unless safety of life is involved.

Ice operations support to vessels in the Northern Canada

Vessel Traffic Services (NORDREG) Zone is provided by the

Canadian Coast Guard. Icebreaker assistance, as well as ice information and ice routing, should be requested through NORDREG. Further information on NORDREG can be obtained in

Appendix I—ECAREG/NORDREG Reporting Requirements. 

Failure to follow the proper reporting procedures, by ships

unable to cope with prevailing ice conditions on their own, will

add to the difficulties of providing icebreakers and can lead to

serious delays.

International Ice Patrol

The International Ice Patrol (IIP) provides a service which

monitors the extent of the iceberg danger in the vicinity of the

Grand Banks of Newfoundland. This danger area is passed to

interested shipping as a broadcast Limit of All Known Ice (LAKI). In order to define this limit as accurately as possible, The

IIP uses reports from various sources. These include icebergs

detected by IIP and Canadian aircraft reconnaissance and reports from passing vessels. The path of reported icebergs since

sighting is predicted using the momentum balance for each target and the deterioration of each iceberg is estimated using

wave and sea surface temperature analyses from U.S. Navy

models. The IIP watchstanders attempt to correlate new sightings with prior observations through the process of resights.

Ice Advisories and Forecasts

The Canadian Coast Guard operates a service for the support

of vessels navigating in the ice-congested Canadian Arctic and

other ice-free N waters during the summer navigation season.

Access to this service can be obtained by calling NORDREG

CANADA. The support includes promulgation of up-to-date

information on ice conditions, advice on routes, icebreaker

support when available and considered necessary, and the organization of convoys when conditions dictate. NORDREG

CANADA can be contacted, as follows: 

1. Telephone: 867-979-5724 

867-979-5269

2. Facsimile: 867-979-4264 

3. Telex: 21-06315529NORDREG CANADA

4. E-mail: iqanordreg@innav.gc.ca

Vessels requesting such assistance shall provide the following details in addition to the information already provided in

their NORDREG Report: 

1. Draft (fore and aft).

2. Dispacement tonnage.

Ice Navigation in Canadian Waters

http://www.ccg-gcc.gc.ca/ice-gla/pdf/IceNav_e.PDF
54 Canada

Pub. 180

3. Open water speed.

4. Ice class and classification society.

5. Number of propellers.

6. Shaft horsepower.

7. Type of propulsion system.

The daily production of daily ice analysis charts and daily

ice hazard bulletins is the responsibility of the Canadian Ice

Service, Environment Canada, Ottawa. This ice information

service coordinates the data recorded during aircraft reconnaissance flights with satellite imagery. These and other inputs are

analyzed and used to develop both daily and weekly regional

ice analysis charts of current conditions. From these charts and

predicted meteorological parameters, plain language daily ice

hazard bulletins and 30-day ice forecast bulletins are also prepared. All these ice products are available on the web site of

the Canadian Ice Service. The mailing address for this office is:

The Canadian Ice Service

Environment Canada

Lasalle Academy

373 Sussex Drive

Block E, Third Floor

Ottawa, Ontario, KlA 0H3

Telephone: 800-767-2885

613-996-1550

Facsimile: 613-947-9160

E-mail: cis-scg.client@ec.gc.ca

Annual Counts of Icebergs Crossing 48°N Latitude (1912-95)
 Canada 55

Pub. 180

Web address: http://ice-glaces.ec.gc.ca

The plain language daily ice hazard bulletins referred to

above are broadcast by Canadian Coast Guard Radio Stations.

For details of stations broadcasting these reports, broadcast

times, frequencies used, and times of transmissions, consult the

Canadian Coast Guard publications Radio Aids for Marine

Navigation (Atlantic and Great Lakes) for the E part of the

Arctic and Radio Aids for Marine Navigation (Pacific) for the

W part of the Arctic.

Radio facsimile broadcasts of daily ice analysis charts are

sent by Station VFF Iqaluit for the E part of the Arctic, Hudson

Strait, and Labrador. Station VFR Resolute sends charts for the

central and W parts of the Arctic. For further details, see Pub.

117, Radio Navigational Aids. 

In distress, transmit the International Distress Call on 2182

kHz and/or 156.8 MHz (VHF channel 16). If transmission on

these frequencies is impossible, any other available frequency

on which to draw attention should be used. Any Coast Guard

Radio Station or vessel that hears a distress message will respond to inform the relevant RCC.

The transmission of a distress message may start an extensive sea and air search which sometimes continues for days in

hazardous weather. Therefore, in need of urgent assistance but

not in distress, vessels transmit the urgency signal on the frequencies described above. For further details concerning distress and urgency communications consult Pub. 117, Radio

Navigational Aids. 

Ice Regime Routing Messages

When the Arctic Ice Regime Shipping System is used, the

Arctic Shipping Pollution Prevention Regulations (ASPPR) require that an Ice Regime Routing Message be sent to NORDREG. (See Vessel Traffic Service for further information on

NORDREG.) This message can be brief; however, if the vessel’s route includes areas on ice analysis charts with ice concentrations that may have negative Ice Numerals, the message

should include additional pertinent information explaining the

voyage plan (e.g., expectations of changes in conditions and/or

other considerations). The message should be updated if the

plan and/or ice conditions change significantly.

The Ice Regime Routing Message should include:

1. Ship name.

2. Ship call sign and IMO number.

3. The ice strengthening of the ship (Type/CAC/Arctic

class, etc.).

4. Date and UTC time.

5. Ship’s current position, course, and speed.

6. Anticipated destination.

7. Intended route.

8. A listing of the ice regimes and their associated Ice

Numerals.

9. Source(s) of ice information.

10. Any other pertinent information or comments.

11. Name of any escorting vessel.

12. Name(s) of the Ice Navigator(s) on board.

When the Arctic Ice Regime Shipping System is used, in

accordance with the ASPPR, an After Action Report is to be

submitted. The report can be brief; however, in cases where

the voyage has involved difficulties or unexpected occurrences, it will be valuable to include additional information.

Unlike the routing message, the After Action Report is to be

sent to Transport Canada, as follows: 

Transport Canada

Prairies and Northern Region—Marine

344 Edmonton Srtreet

PO Box 8550

Winnipeg, Manitoba

R3C 0P6

Telephone: 204-983-7488

Facsimile: 204-984-8417

The After Action Report should include:

1. Ship name.

2. The ice strengthening of the ship (Type/CAC/Arctic

class, etc.).

3. A description of the actual route, including transit

speeds, the ice regimes encountered, and the Ice Numerals

for each.

4. Copies of the ice information used.

5. Escort information, if applicable.

a. Duration of the escort.

b. Ice regime under escort.

c. Characteristics of the track.

6. Weather conditions and visibility.

7. Any other important information.

Ice Navigators

Ice navigators are required on all tankers in Arctic waters

and on other ships in certain Arctic waters. Further information

can be found in the Arctic Shipping Pollution Prevention Regulations at the following web site: 

Industries

The main industries are transportation equipment, chemicals,

processed and unprocessed minerals, food products, wood and

paper products, fish products, and petroleum and natural gas. 

The main exports are motor vehicles and parts, industrial

machinery, aircraft, telecommunications equipment, chemicals, plastics, fertilizers, wood pulp, timber, crude oil, natural

gas, aluminum, and electricity. The main export-trading partners are the United States, the United Kingdom, and China. 

The main imports are machinery and equipment, motor vehicles and parts, crude oil, chemicals, electricity, and durable

consumer goods. The main import-trading partners are the

United States, China, and Mexico. 

Languages

English and French are the official languages.

Magnetic Field

Magnetic Variation and Local Anomalies

Most of the waters described in this publication are less than

1,000 miles from the North Magnetic Pole which, in 2000, was

situated in the Arctic Ocean NNW of Ellef Ringnes Island; it is

continuing to migrate NNW. Within this distance the magnetic

compass not only becomes progressively more sluggish and

Canada Department of Justice Home Page

http://laws.justice.gc.ca/en/index.html
56 Canada

Pub. 180

less reliable for navigation; but, in many areas, like Hudson

Bay, the magnetic variation also changes rapidly.

These adverse conditions may be accentuated by local magnetic anomalies which have been observed from time to time in

a number of places off the W coast of Greenland, in Hudson

Strait and Hudson Bay, the NW corner of Foxe Basin, the NW

part of Baffin Bay, the E part of Parry Channel and in Admiralty Inlet, in Amundsen Gulf and in Coronation Gulf.

Magnetic fields in the Canadian Arctic are few and locations

are uncertain. The isogonic curves close-in to merge and

change measurements rapidly within short distances. As a result, charted variations in the Arctic are unreliable.

Magnetic storms are another source that cause compass error

in the Arctic. Magnetic variation fluctuates constantly within

the hour. Diurnal changes of 10° in variations have been observed.

The influence of frictional error is another directive force

that cause the compass to dip. The frequency of combined disturbances decrease efficiency greatly, and become sluggish and

unreliable. For this reason the compass performs better in a

smooth sea free from ice than in an ice-infested area where its

equilibrium is frequently offset by the vessel’s impact on ice. 

Magnetic storms are often accompanied by the dawn of Aurora Borealis, cause fleeting disturbances. Magnetic storms affect the magnetism of a ship as well as that of the earth.

Changes in deviation as much as 45° have been reported during

severe magnetic storms, possibly a total error. 

Local magnetic disturbances occur when a mass of magnetic

ore, possibly a wreck that lies sufficiently close to, cause compass error. This error is seldom caused by visible land, but

more often by the ship passing over such masses of magnetic

ore lying in shallow waters. It occurs in certain known localities, usually noted on the charts. Whenever a ship passes over

an area of local magnetic disturbance, the position should be

fixed, and the facts reported as far as they can be ascertained.

Meteorology

Marine weather forecasts are available in English and French

from Environment Canada. 

Navigational Information

Radiobeacons

In the N part of Hudson Bay and in Hudson Strait, there are

several continuously operating marine or dual-purpose marine/

air radiobeacons. For details see Pub. 117, Radio Navigational

Aids. In addition, in the Canadian Arctic there are a number of

aeronautical radiobeacons. The dual-purpose marine/air radiobeacons operate in the 200 to 405 kHz band. They transmit a

continuous carrier which is modulated by a 1020 or 400 Hertz

tone. This tone is interrupted six times a minute for the transmission of a one, two or three letter identifier. 

North Warning System Beacons (NWSB) have been established for the Department of National Defence use and may be

used by the public when available, if necessary for safe navigation. The beacons are uncertified and unmonitored. The beacons are radio activated on 131.15 MHz, and provide

approximately 20 minutes of service, operating at 125 watts

power output. 

Diving Operations

The “Diver down” flag (red, with a diagonal white stripe

from the top of the hoist to the bottom of the fly) is commonly

used on floats, buoys, and by small vessels to indicate an area

where scuba diving or other diving activity is in progress. Other vessels should pass well clear of such areas and at a slow

speed. This flag is not a substitute for the Flag A required to be

displayed by vessels engaged in diving operations by Rule

27(e) of the 72 COLREGS. 

Hydrographic Charts

Attention is drawn to the Canadian charts and publications

regulations, an abbreviated description of which is given in the

Annual Summary of Admiralty Notices to Mariners. Many of

the present Canadian Arctic charts are based on aerial photography. There also are some charts where discrepancies of appreciable magnitude exists, such as in the charted positions of islands

in relation to the adjacent coast, and in distances between coastlines forming channels. In some places, prominent topographic

detail such as hills, mountains, and glaciers are incomplete or

lacking. Soundings on some charts are compiled from vessels

track and depth recorder, except where harbors and landing places have been systematically sounded. These depths have often

been obtained with difficulty. Although the depths obtained by

vessels en route are accurate while navigating through ice, their

positions may not be. 

Most of Canada’s Arctic waters have not been surveyed to

modern standards, except for Lancaster Sound, Barrow Strait,

the Beaufort Sea, Amundsen Gulf, and the approaches to settlements and some mining sites. Spot soundings through the

ice or reconnaissance track soundings are the only survey data

available in the Arctic. In the Beaufort Sea, a route through the

area with a large number of pingos has been surveyed in greater detail. 

Maritime Claims

The maritime territorial claims of Canada are, as follows:

Maritime Boundary Disputes

Managed maritime boundary disputes with the United States

at the following locations: 

1. Dixon Entrance (British Columbia/State of Alaska).

2. Strait of Juan de Fuca (Vancouver Island/State of

Washington).

Environment Canada Home Page

http://weatheroffice.cg.ca/marine/indes_e.html Territorial Sea * 12 miles.

Contiguous Zone 24 miles.

Fisheries or Economic 

Zone

200 miles.

Continental Shelf 200 miles or the Continental Margin.

* Claims straight baselines. All waters between Canadian

islands in the Arctic are claimed as internal waters. Hudson Bay is claimed as historic waters.
 Canada 57

Pub. 180

3. Beaufort Sea (Yukon Territory/State of Alaska).

4. Machias Seal Island (44°30'N., 67°06'W.) and North

Rock (New Brunswick/State of Maine).

Uncontested dispute with Denmark over the sovreignty of

Hans Island (80°49'N., 66°30'W.), located in Kennedy Channel

between Ellesmere Island and Greenland. 

It has been reported (2008) that Canada, Denmark, Greenland, Norway, Russia, and the United States have agreed to let

the United Nations rule on their overlapping territorial claims

in the coastal waters of the Arctic Ocean. Coastal states may

claim the sea bed beyond the normal 200-mile limit if the sea

bed is part of a continental shelf of shallower waters. For further information, see Arctic Ocean—Navigational Information—Maritime Boundary Disputes. 

It has been reported (2009) that the United Nations has concurred with Norway’s Arctic claim, which will eventually lead

to an expansion of Norwegian territory in the Arctic region. 

Canada, the United States, and other countries dispute the

status of the Northwest Passage. 

Offshore Drilling

Offshore Exploration

Oil, gas and mineral drilling and production rigs, whether

permanent or temporary, fixed or floating, may be encountered

in increasing numbers in Canadian Arctic and adjacent waters.

Pollution

Oil Pollution Damage

The International Convention on Civil Liability for Oil Pollution Damage 1992 (CLC) came into force on May 29, 1999

for Canada. All vessels covered by this convention are now required to carry a certificate showing that a contract of insurance or other security that satisfies the requirements of the

1992 CLC is in force with respect to the vessel. The area of application has now been extended to include voyages to offshore

terminals within the Exclusive Economic Zone (EEZ). This

means that some vessels previously exempt under the 1969

CLC may now be subject to the requirements for certification

under the 1992 CLC. A 1992 CLC certificate is required for all

ocean-going vessels carrying, in bulk as cargo, more than

2,000 tons of crude oil, fuel oil, heavy diesel oil, lubricating

oil, or any other persistent hydrocarbon mineral oil that enters

of leaves a port or offshore terminal within Canadian waters or

the Canadian EEZ. 

As of April 1995, Canadian Shipping Act amendments require that oil tankers of 150 grt, and all other vessels of 400 grt

trading in Canadian waters S of 60°N, enter into an arrangement with a certified response organization. 

Such vessels must also carry a declaration attesting to the existence of an arranged response also naming the ship’s insurer

and persons authorized to implement the vessel’s oil pollution

emergency plan and its clean up.

Under the amendments, any person or ship found discharging pollutants in Canadian water faces fines of up to $250,000

(Canadian dollars) and or 6 months imprisonment. Individuals

found guilty of a marine pollution related offense face fines of

up to $1 million (Canadian dollars), and/or 3 years imprisonment.

The Regulations for the Prevention of Pollution from Dangerous Chemicals expressly forbids the discharge of oil, oily

mixtures, noxious liquids, dry chemicals listed in Schedule 1 of

the regulations, sewage or sewage sludge, organotin compounds, or garbage in Canadian waters. Smoke pollution

caused by ships is also covered by the regulations. Penalties for

contravention of the regulations include fines of up to $1 million (Canadian dollars), and/or 3 years imprisonment. For further information, including mandatory documents, record

keeping, inspections, and exceptions, consult the “Regulations

by Title” section at the following website: 

All vessels operating in Canadian and adjacent waters are requested to report oil slicks or pollution of any type to the nearest Marine Communications and Traffic Services (MCTS)

Center. 

Vessels can also report spills to the nearest Canadian Coast

Guard 24/7 regional spill reporting telephone line (toll free), as

follows: 

1. Central and Arctic Region 1-800-265-0237

2. Maritime Region 1-800-565-1633

3. Newfoundland Region 1-800-563-9089

4. Quebec Region 1-800-363-4735

The report should include the following information:

1. Name of vessel.

2. Location of vessel.

3. Time of incident or sighting.

4. Location of pollution.

5. Extent and quantity of pollution, if known.

6. Name of source of pollution, including port of registry

for a vessel.

7. Any other relevant information.

Regulations

Marine Transport Security and 96-Hour Notification Prior

to Entering Canadian Waters

The Marine Transportation Security Regulations came into

force on July 1, 2004. These regulations address marine security levels, ship reporting responsibilities, and the responsibilities of the Canadian Government for the provision of

information to vessels pertaining to security.

 The entire text of the Canadian Marine Transportation Security Regulations and the Marine Transportation Security Act

can be found on the Transport Canada web site.

Application.—The Canadian Marine Transportation Security Regulations apply to vessels and marine facilities (ports) in

Canada and Canadian ships outside Canada engaged on voyages between a port in one country and a port in another country

and that:

1. Are more than 100 tons gross tonnage, other than a

towing vessel.

2. Carry more than 12 passengers

3. Are towing vessels engaged in towing a barge astern or

Canada Department of Justice Home Page

http://laws.justice.gc.ca/en/index.html

Transport Canada Home Page

http://www.tc.gc.ca
58 Canada

Pub. 180

alongside or pushing ahead, if the barge is carrying certain

dangerous cargoes means [dangerous goods], other than

products, substances, or organisms identified in Class 3, 4, 8

or 9 of the schedule to the Transportation of Dangerous

Goods Act, 1992, that are carried in bulk or in such a quantity as to require an emergency response assistance plan under section 7.1 of the Transportation of Dangerous Goods

Regulations.

The regulations do not apply to pleasure craft, fishing vessels, vessels without a crew that are in drydock, dismantled or

laid up vessels, or government vessels.

Maritime Security (MARSEC) Levels.—MARSEC levels

are based on the International Maritime Organization’s International Ship and Port Facility Security (ISPS) Code security levels and describe the levels of threat that necessitate that the

master of a vessel, the operator of a marine facility, or a port

administration (as defined in the Canadian Regulations) take

steps to reduce the likelihood of a marine transportation security incident.

MARSEC Levels are defined in the Marine Transportation

Security Regulations, as follows:

1. MARSEC Level 1—The level for which minimum security procedures are maintained at all times.

2. MARSEC Level 2—The level for which security procedures additional to those of MARSEC level 1 are maintained for a limited period as a result of heightened risk of a

security threat or security incident.

3. MARSEC Level 3—The level for which security procedures additional to those of MARSEC Level 1 and MARSEC Level 2 are maintained for a limited period when a

security threat or security incident is probable or imminent,

regardless of whether the specific target is identified.

MARSEC Level 1 has been in effect since July 1, 2004. A

vessel to which the regulations apply must operate under

MARSEC Level 1 at all times unless directed by the Minister

of Transport to increase to a higher MARSEC level.

The operator of a vessel shall, before the vessel enters a port

or interfaces with a marine facility, ensure that all procedures

are taken that are specified in the vessel security plan for compliance with the MARSEC level in effect for the port or marine

facility.

Vessel Responsibilities.—Any vessel that is operating at a

higher MARSEC level than that in effect in the port or marine

facility it is interfacing with, or is about to interface with, shall

report their MARSEC level to a Marine Communications and

Traffic Services (MCTS) Center of the Canadian Coast Guard.

MARSEC Reports shall include the following information:

1. Identification of the vessel (vessel’s name and radio

call sign).

2. Time and position of the vessel.

3. Destination of the vessel.

4. MARSEC level at which the vessel is operating.

If an MCTS Center advises that there is a change in the

MARSEC level affecting any port or other area within Canadian waters and a vessel cannot comply with the written procedures as outlined in the vessel security plan, the vessel must

notify an MCTS Center.

When at anchor or alongside a marine facility, if a vessel receives notice from a Port Administration or a marine facility

security officer that the MARSEC Level in the port or marine

facility in which the vessel is located or is about to enter or interface with is raised to a higher level, the master of a vessel

shall ensure that the vessel complies, without undue delay, before interfacing with the facility and no later than 12 hours after being notified of the higher level, with all procedures

specified in the vessel security plan for compliance with that

higher MARSEC level.

If the vessel is in a Canadian port, alongside or at an anchorage, it shall ensure that the local Port Authority or the marine

facility security officer who issued the notice is advised if the

vessel cannot comply with the higher MARSEC level that has

been implemented. 

If the vessel is a Canadian ship in the waters of a contracting

government, the vessel should communicate its MARSEC level information to the relevant maritime authority of that country. If the vessel is a Canadian ship in the waters of a noncontracting government, and the master has to use temporary

procedures or upgrade the vessel’s MARSEC level to maintain

the safety of the vessel, the master shall communicate this information to a Canadian MCTS Center.

Pre-arrival Information Report (PAIR).—The PAIR submission applies to vessels bound for Canadian waters, as follows:

1. SOLAS vessels of 500 gross tons or more.

2. SOLAS and non-SOLAS vessels carrying 12 passengers or more.

3. Non-SOLAS vessels over 100 gross tons (excluding

fishing vessels, pleasure craft, and government vessels).

4. Non-SOLAS vessels that are a towing vessel engaged

in towing a barge astern or alongside or pushing ahead, if the

barge is carrying certain dangerous cargo. 

The PAIR submission does not apply to vessels operating

solely on the Great Lakes or to the portions of a vessel’s voyage on the Great Lakes after pre-arrival information has been

given prior to its entrance into the St. Lawrence Seaway. 

The PAIR should be sent to one of the addresses below: 

1. Vessels planning to transit through Canadian territorial

waters or enter Canadian waters inbound to a Canadian port

on the W coast shall send a PAIR to the Canadian Coast

Guard Regional Marine Information Centre (RMIC) via one

of the following methods:

• E-mail: offshore@rmic.gc.ca

• Telex: 21-043-52586 CGTC VAS VCR

• Any Canadian Coast Guard MCTS Centre (free of

charge)

• Directly to CVTS Offshore by facsimile: 604-666-

8453

2. Vessels planning to transit through Canadian territorial

waters or enter Canadian waters inbound to a Canadian port

on the E coast, including a Canadian or American port in the

Great Lakes, shall send a PAIR to ECAREG Canada via one

of the following methods: 

St. John’s MCTS Center

Telex 21-016-4530 CCGTC SNF

Facsimile 709-772-5369

E-mail ecaregsnf@innav.gc.ca

Halifax MCTS Center 

Telex 21-019-22510 CCG MRHQ DRT
 Canada 59

Pub. 180

3. Vessels planning to transit through Canadian territorial

waters or enter Canadian waters inbound to a Canadian port

within the Canadian Arctic Zone shall send a PAIR to NORDREG Canada via one of the following methods: 

All pre-arrival information must be submitted 96 hours in

advance, except as follows:

1. If the duration of the segment of the voyage before entering Canadian waters is less than 96 hours but more than

24 hours, the PAIR shall be submitted at least 24 hours before entering Canadian waters.

2. If the duration of the segment of the voyage before entering Canadian waters is less than 24 hours, the PAIR shall

be submitted as soon as practicable before entering Canadian

waters but no later than the time of departure from the last

port of call.

All vessels are required to send their PAIR fully completed.

It is the responsibility of the master of the vessel to ensure that

all the information provided to Transport Canada is complete

and correct. Masters of vessels required to submit a PAIR who

fail to submit or submit incomplete or inaccurate information

subject their vessel to control actions such as, but not limited

to, inspection, detention, redirection, or expulsion from Canadian waters. Vessels can obtain a blank template of the 96-hour

PAIR by sending an e-mail to 96@tc.gc.ca.

The vessel’s PAIR shall include the following information: 

1. Vessel’s name.

2. Country of registry.

3. Name of vessel’s registered owner.

4. Name of vessel’s operator.

5. Name of vessel’s classification society.

6. Vessel’s international radio call sign.

7. Vessel’s International Ship Security Certificate, Canadian Vessel Security Certificate, or Ship Security Compliance Document number.

8. Vessel’s International Maritime Organization number, if it is a SOLAS ship.

9. Date of issuance, date of expiry, and name of the issuing body of its International Ship Security Certificate, Canadian Vessel Security Certificate, or Ship Security

Compliance Document.

10. Confirmation that the vessel has an approved vessel

security plan.

11. Vessel’s current MARSEC level.

12. A statement of when its last ten declarations of security were completed.

13. Details of any security threats to the vessel during the

last ten calls at marine facilities.

14. A statement as to whether the vessel consents to

tracking by the Canadian Government.

15. Details of any deficiencies in its security equipment

and systems, including the communication systems, and the

way in which the master of the vessel intends to rectify them.

16. Name of vessel’s agent and contact person and their

24-hour telephone and facsimile numbers, if applicable.

17. Name of vessel’s charterer, if applicable.

18. Vessel’s position and time at which it reached that

position.

19. Vessel’s course and speed.

20. Vessel’s destination and estimated time of arrival at

its destination.

21. Name of a contact person at the marine facility that it

will visit and their 24-hour telephone and facsimile numbers.

22. The following information in respect to each of the

last ten marine facilities visited:

a. Receiving facility (company dealt with). 

b. Marine facility visited (pier berthed at).

c. City and country.

d. Date and time of arrival.

e. Date and time of departure.

23. A general description of the cargo, including cargo

amount.

24. The presence and description of any dangerous substances or devices on board, if applicable.

All reasonable measures shall be taken whenever a change

occurs in the information previously provided in any PAIR to

the appropriate MCTS Center as soon as possible. 

The vessel security officer shall ensure that all security

threats and security incidents are reported and recorded in accordance with the Marine Transportation Security Regulations.

When underway or at anchor in an uncontrolled anchorage, reports shall be made to an MCTS Center. When alongside or at

anchor in a controlled anchorage, reports shall be made to the

Port Administration and appropriate law enforcement. When

the vessel is in a Vessel Traffic Services Zone, the vessel shall

report to the MCTS Center.

If the master of a vessel is required to institute temporary

procedures in response to a security threat, the master shall ensure, as soon as possible, that a report is made, as follows:

1. If the vessel is in Canadian waters, to the nearest

MCTS Center.

2. If the vessel is a Canadian ship in the waters of a contracting government, to the relevant maritime authority of

that government and an MCTS Center (ECAREG Canada on

the East Coast or the Regional Marine Information Center

(RMIC) on the Canadian West Coast).

3. If the vessel is a Canadian ship in other waters, to an

MCTS Center.

MCTS Center Responsibilities.—When the MARSEC level increases from the normal MARSEC Level 1, the MCTS

Centers will issue a broadcast informing vessels of the increase

to either MARSEC Level 2 or MARSEC Level 3. Once the

MARSEC level decreases, the MCTS Centers will issue a

broadcast informing vessels of the downgrade in MARSEC

levels.

In VTS zones, the MCTS Centers often play a role in regulating vessels at anchor on behalf of port authorities. Therefore

MCTS Centers will be involved in informing ships or port auFacsimile 902-426-4483

E-mail hlxecareg1@innav.gc.ca

Iqaluit MCTS Center

Telex 21-063-15529 NORDREG CDA

Facsimile 867-979-4264 

E-mail iqanordreg@innav.gc.ca

Note.—The Iqaluit MCTS Center is open only 

during the navigation season (approximately midJune to the end of November). 
60 Canada

Pub. 180

thorities about the MARSEC levels at port facilities or of the

vessel.

Ship Security Alert System.—If the security of a vessel is

under threat or in any way compromised, the master or other

competent authority on board may activate the Ship Security

Alert System, a system that transmits an automated message

from vessel to shore. This message identifies the vessel and

provides position information. When a security alert is received by a Canadian Maritime Rescue Coordination Center,

the appropriate shore authorities will be notified.

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR)

The NIR of the PMoU has introduced a mandatory reporting

system for vessels arriving at or departing from a port or anchorage in the Paris MoU region. 

For further information, see Arcticc Ocean—Regulations—Paris Memorandum of Understanding on Port State

Control (PMoU) New Inspection Regime (NIR). 

Reporting of Marine Occurrences

The Transportation Safety Board (TSB) requires that the person responsible for the ship (e.g. owner, operator, charterer,

master, pilot, crew member), in Canadian waters, or a Canadian ship in any waters, report a marine occurrence (accident or

incident) as soon as possible and by the quickest means available. 

Information is to be reported to the TSB; this can also be accomplished by reporting via a marine radio station, a Marine

Communications and Traffic Services Center, a VTS station, a

marine radio station operated by the St. Lawrence Seaway

Management Corpoeration, or a Canadian harbor radio station. 

The occurrence shall also be reported, in writing, within 30

days following the occurrence, by completing form TSB 1808/

0602 (Report of a Marine Occurrence/Hazardous Occurrence

Report). The form can be obtained through the TSB or Marine

Safety offices or can be downloaded from the TSB web site: 

The completed form should be mailed to the addresses mentioned in the shaded portion of the form. The original of the

TSB form is to be forwarded to the appropriate regional office

or to the TSB, as follows: 

Transportation Safety Board of Canada

200 Promenade du Portage

4th Floor, Place du Centre

Gatineau, Quebec, Canada

K1A 1K8

Telephone: 819-720-5540

Facsimile: 819-953-1583

Listening Watch

All vessels in Canadian waters should maintain a continuous

listening watch on VHF channel 16, unless in the area of a

VTS system, when the watch should be maintained on the appropriate designated frequency. The watch should commence

15 minutes prior to departing the berth. 

Practices and Procedures for Public Ports

Transport Canada, pursuant to Section 76 of the Canada Marine Act, has instituted practices and procedures to be followed

by all ships entering, berthing, departing, maneuvering, or anchoring in the waters of all public ports. These practices and

procedures, which have been developed for the purposes of

promoting safe and efficient navigation and environmental protection within the limits of public ports, can be accessed

through the Internet at the following web address:

Transport Canada Marine Acts and Regulations

Further information on Marine Acts and Regulations issued

by Transport Canada can be found at the website below.

Chart and Publications Regulations

Extracts from the Canadian regulations are quoted below:

1. These regulations may be cited as the Chart and Nautical

Publications Regulations, 1995.

. 6.1 Subject to subsection 6.3, the person-in-charge of the

navigation of a ship in waters under Canadian jurisdiction

shall use, in respect of each area to be navigated by the ship,

the most recent edition of:

(a) the reference catalog i.e., Catalogue of Nautical

Charts and Related Publications.

(b) the annual edition of the Notices to Mariners, published by the Department of Fisheries and Oceans.

(c) the following publications, namely:

(i) sailing directions, published by the Canadian

Hydrographic Service.

(ii) tide and current tables, published by the Canadian Hydrographic Service.

(iii) lists of lights, buoys, and fog signals, published

by the Department of Fisheries and Oceans.

(iv) where the ship is required to be fitted with radio

equipment pursuant to any Act of Parliament or of a

foreign jurisdiction, the Radio Aids to Marine Navigation, published by the Department of Fisheries and

Oceans

(d) the documents and publications listed in the Schedule of Documents and Publications.

6.3 The documents and publications referred to in paragraphs 6.1(c) and (d) may be substituted for similar documents and publications issued by the government of another

country, if the information contained in them that is necessary

for the safe navigation of a ship in the area in which a ship is

to be navigated is as complete, accurate, intelligible, and upto-date as the information contained in the documents and

publications referred to in those provisions. 

7. The master of a ship shall ensure that the charts, documents, and publications required by these regulations are, before being used for navigation, correct and up-to-date, based

Transportation Safety Board Home Page

http://www.tsb.gc.ca

Practices and Procedures for Public Ports

http://www.tc.gc.ca/eng/programs/ports/practproc195.htm

Transport Canada Marine Acts and Regulations

http://www.tc.gc.ca/eng/acts-regulations/actsmarine.htm
 Canada 61

Pub. 180

on information that is contained in the Notices to Mariners,

Notices to Shipping, or Radio Navigational Warnings.

Schedule of Documents and Publications

1. Ice Navigation in Canadian Waters, published by the Department of Transport, where the ship is making a voyage during which ice may be encountered.

2. Table of Life-Saving Signals, published by the International Maritime Organization and reprinted by the Department

of Transport, where the ship is making a foreign voyage, a

home-trade voyage, Class I, II, or III, or an inland voyage,

Class I.

3. The Merchant Ship Search and Rescue Manual (MERSAR), published by the International Maritime Organization,

where the ship is making a foreign voyage or a home-trade

voyage, Class I or II.

4. Where the ship is required to be fitted with radio equipment and is making a foreign voyage or a home-trade voyage,

Class I or II, the following publications, published by the International Maritime Organization and reprinted by the Department of Transport:

(a) the International Code of Signals

(b) the Standard Marine Navigational Vocabulary

Conservation of Marine Mammals

The Federal Department of Fisheries and Oceans ensures the

protection and conservation of marine mammals in Canadian

waters. Harassing whales changes or interferes with their behavior, forces them away from their habitat at critical times in

their annual reproduction and feeding cycles, and may cause

them injury.

The Marine Mammal Regulations of the Fisheries Act

(R.S.C., 1985, c.F.-14. Amended 1993) prohibit any form of

harassment of cetaceans, including repeated attempts to pursue, disperse, or herd whales and any repeated intentional act

of negligence resulting in disruption of their normal behavior.

Individuals who contravene the Marine Mammal Regulations

are guilty of an offense and liable to a fine not exceeding

$500,000 and twenty four (24) months imprisonment (Fisheries Act sec. 78).

The following are general guidelines for dealing with marine

mammals:

1. Do not hunt, chase, follow, disperse, drive, herd, or encircle whales.

2. Avoid any sudden changes of course or speed.

3. Avoid heading directly toward a whale.

4. If in an area known to be frequented by whales, be on

the lookout to avoid collisions.

5. Travel parallel to whales’ direction of travel.

6. The whales may come close to you; if they do, do not

chase them. These animals may be calves that approach

while their mothers are submerged feeding. Keep clear of the

tail.

7. If you are operating a sailing vessel with an auxiliary

motor, leave it in idle or turn on the echo sounder to signal

your presence.

8. If it is impossible to detour around a whale or group of

whales, slow down immediately and wait until you are more

than 400m away before resuming speed.

Quarantine Reporting Requirements

In the following circumstances only, the person in charge of

a vessel shall, by radio, at least 24 hours prior to the vessel’s

ETA at its port of destination, notify the quarantine officer at

the quarantine station for that port of the occurrence, as listed

in the table titled Quarantine Stations, when one of the following occurs: 

1. A member of the crew or a passenger on board the vessel exhibits one or more of these symptoms:

• Fever or chills (profuse sweating, unusually flushed

or pale skin, shivering).

• Rash.

• Stiff neck.

• Confusion or disorientation.

• Bruising or bleeding without injury.

• Yellowing of skin or eyes.

• Profuse watery or bloody stools.

• Cough, difficulty breathing, and/or sore throats.

• Severe headache.

• Colored sputum (yellow, green, brown) or sputum

containing blood.

• Death.

2. The person in charge of the vessel is, during the period

of 4 weeks preceding the ETA of the vessel or since the last

submission of a declaration of health (as required by Section

16 of the Quarantine Act), whichever is lesser, aware of any

instance of illness among the crew or passengers that is suspected to be communicable in nature and may lead to the

spread of the disease.

3. The vessel has, within 60 days of its ETA in Canada,

been in a country that, in the opinion of the quarantine officer is infected or suspected of being infected with a communicable disease.

4. A certificate establishing that the vessel has been deratted or exempted from deratting procedures has expired or

is about to expire.

At the same time, the person is charge of a vessel shall, by

radio, provide the quarantine officer with the following information: 

• Vessel name and nationality.

• The ports called at during the vessel’s voyage.

• The nature of the cargo on board the vessel.

• Number of crew members.

Quarantine Stations

Entry Point

Quarantine 

Station 

Location

Telephone Facsimile

Contact 

Number (24 

hours)

Nova Scotia, Prince Edward Island, New Brunswick, Newfoundland, or Labrador Halifax 1-902-873-7656 1-902-873-7657 1-902-873-7659
62 Canada

Pub. 180

• Number of passengers.

• Port of destination of the vessel and the name of the

vessel’s owner or, if the owner is not in Canada, the name

of the vessel’s agent in Canada.

• The condition of all persons on board the vessel and

details of any death or illness occurring during the voyage.

• Whether the body of any person is being carried on

the vessel.

• The ETA of the vessel at its port of destination.

• The date and place of issuance of any de-ratting certificate or de-ratting exemption certificate applicable to the

vessel.

When the circumstances outlined in paragraphs 1 through 4

require vessels bound for any St. Lawrence River or Great

Lakes port to notify the quarantine officer, this should preferably be done 48 hours prior to arriving in Quebec City or, if not

proceeding past Quebec City, 48 hours prior to arrival at the

destination. To ensure prompt and efficient service, messages

should be sent through an E coast MCTS Center. 

The person in charge of a vessel who wishes to change the

port of destination after receiving instructions from the quarantine officer shall notify the quarantine officer of the change and

request new instructions. 

Ship Sanitation Certificate Program

Health Canada protects public health by ensuring that international vessels stopping in Canada are free of contamination

and infection which could introduce communicable diseases.

Vessels engaged in international trade are required to obtain a

Ship Sanitation Control Certificate or a Ship Sanitation Control

Exemption Certificate every 6 months. For further information,

a free copy of the Ship Sanitation Certificate Program Inspection Policy and Procedure Manual can be requested by e-mail

(phb_bsp@hc-sc.gc.ca). 

Inspections can be requested, as follows: 

1. Facsimile: 514-283-4317

2. E-mail: giles.chartrand@hc-sc.gc.ca

janice.valliere@hc-sc.gc.ca

Asian Gypsy Moth High Risk Period

The Asian Gypsy Moth High Risk Period in Canada is in effect from March 1 until October 15. Vessels that have called at

high-risk ports in Russia, Japan, China, and Korea from June to

December of the previous year will not be permitted to enter

Canada unless they possess a Phytosanitary Certificate or are

inspected at the entrance to Canadian waters. If signs of Gypsy

Moths are found during the inspection, the vessel will be rejected and not allowed to enter Canadian waters during the

High Risk Period. For a listing of high risk ports in Asia, see

the table titled Asian Gypsy Moth High Risk Ports. 

Quebec Montreal

1-514-633-3024

1-514-633-3031 1-514-229-2561

1-514-633-3015

Ontario (W of Kingston) or Nunavut Toronto 1-905-612-5397 1-905-612-7987 1-416-315-5039

Eastern Ontario Ottawa 1-613-949-2050 1-613-949-1566 1-613-949-1565

British Colombia or Yukon Territories Vancouver 1-604-666-2499 1-604-666-4947 1-604-317-1720

Alberta, Saskatchewan, Manitoba, or North West 

Territories Calgary 1-403-221-3068 1-403-250-9271 1-403-221-3067

Quarantine Stations

Entry Point

Quarantine 

Station 

Location

Telephone Facsimile

Contact 

Number (24 

hours)

Asian Gypsy Moth High Risk Ports

Country High Risk Ports

Russia Kosmina Nadhotka Olga Plastun Posyet Russkiy Island

Japan

Aicha Akita Aomori Chiba Ehime Fukui

Fukuoka Fukushima Hachinohe Hakodate Hannan Horoshima

Hokkaido Hyogo Ibaraki Ishikawa Kagaw Kagoshima

Kanagawa Kobe Kochi Kumamoto Kyoto Mie

Miyagi Miyazaki Niigata Oita Okayama Ooita

Osaka Otaru Saga Sakarta Shimane Shimuzu

Tokushima tokyo Tomakomai Tottori Toyama Wakyama

Yamagata Yamaguchi

China All ports in northern China, including all ports N of Shanghai
 Canada 63

Pub. 180

Search and Rescue

The Canadian Armed Forces are responsible for coordinating all Search and Rescue (SAR) activities in Canada, including Canadian waters and the high seas off the coasts of Canada.

A Joint Rescue Coordination Center (JRCC) are situated in the

Canadian Forces base at Halifax, Nova Scotia to coordinate activities in the region. The JRCC is the headquarters of a coordinated network of agencies trained and responsible to search for

and aid vessels in distress. There are Canadian Coast Guard officers at the JRCC who are on continuous watch to arrange the

response to marine SAR incidents.

Maritime Rescue Coordination Subcenters (MRSC) are

maintained at St. John’s, Newfoundland and Quebec City.

These centers function as subcenters of the above-mentioned

JRCC. MRSC St. John’s will coordinate the necessary response measures during marine SAR incidents in the waters off

the coasts of Newfoundland and Labrador. MRSC Quebec will

similarly respond to SAR incidents in the waters off the province of Quebec.

All distress situations and requests for assistance should be

directed to the appropriate MRSC or JRCC via the nearest Canadian Coast Guard Radio Station, Vessel Traffic System Center, or by any other available means. The JRCC and the MRSCs

can be contacted, as follows: 

1. JRCC Halifax

a. Telephone: 1-902-427-8200

b. Facsimile: 1-902-427-2114

2. MRSC St. John’s

a. Telephone: 1-709-772-5151

b. Facsimile: 1-709-772-2597

c. E-mail: mrscsj@sarnet.dnd.ca

3. MRSC Quebec City

a. Telephone: 1-418-648-3599

b. Facsimile: 1-418-648-3614

c. E-mail: mrscqbc@dfo-mpo.gc.ca

All Canadian government ships and aircraft are available for

search and rescue duties when required, as are all Canadian

registered ships in accordance with the Canada Shipping Act. 

In addition, the Canadian Coast Guard operates a number of

specialized vessels whose prime mission is search and rescue.

Ship Reporting System

AMVER Reporting

Vessels proceeding on an offshore voyage of more than 24

hours’ duration which will take them outside VHF and MF radio coverage areas are encouraged to participate in the Automated Mutual-assistance Vessel Rescue System (AMVER).

Participation is compulsory for all Canadian vessels and all

non-Canadian vessels engaged in coastal trading in Canada. Of

this group, the following vessels are exempted:

1. Fishing vessels engaged in fishing.

2. Ships operated by the Canadian government on law enforcement duties.

3. Vessels whose voyages will be within the waters of an

Arctic Shipping Safety Control Zone, Hudson Bay, James

Bay, or Ungava Bay.

4. Vessels in other waters provided their voyages are

within VHF or MF radio coverage areas.

Messages should be addressed to “AMVER Vancouver” or

“AMVER Halifax.” They may be sent through any Canadian

Marine Communications and Traffic Services Center (MCTS)

which accepts AMVER messages or through a Canadian Coast

Guard vessel.

EACAREG/NORDREG

The purpose of this section is to describe the ship reporting

procedures to be followed by vessels when within or intending

to enter the waters of Eastern Canada or Arctic Canada to

which the Arctic Waters Pollution Prevention Act applies. The

two systems are, as follows:

1. ECAREG.—The Eastern Canada VTS Zone (ECAREG) consists of Canadian waters on the E coast of Canada S

of the parallel of 60°N latitude and in the St. Lawrence River

E of the meridian of 66°W longitude, except the waters within Ungava Bay and the waters within the VTS Zones referred

to in the Vessel Traffic Services Zones Regulations.

2. NORDREG.—The Arctic Canada VTS Zone (NORDREG) includes those waters of Ungava Bay, Hudson Bay,

and James Bay S of the parallel of 60°N latitude and the waters to which the Arctic Waters Pollution Prevention Act apply. It excludes MacKenzie Bay and Kugmallit Bay S of the

parallel of 70°N latitude and E of the meridian of 139°W

longitude.

Further information on both ECAREG and NORDREG can

be found in Appendix I.

Signals

Mariners are informed that, if it is necessary for the Department of National Defense to take control of certain Canadian

ports, signals will be displayed from a conspicuous position at

or near the ports concerned or by an Examination or Traffic

Control Vessel, as given in the table titled Canada—Port

Control Signals. These lights described above will be carried

in addition to the ordinary navigation lights of Examination

Vessels.

Masters of vessels are warned that should they approach the

entrance to a port which is being controlled by the Department

of National Defense they should not enter a declared Dangerous Area or approach boom defenses without permission, nor

should they anchor or stop in a dangerous area or prohibited

anchorage unless instructed to do so. 

Masters are advised therefore to communicate with any government or port authority vessel found patrolling in the area to

Korea All ports in Korea

Asian Gypsy Moth High Risk Ports

Country High Risk Ports
64 Canada

Pub. 180

ascertain the recommended approach route to the port.

In certain circumstances, it may be necessary to take special

measures to examine, or to establish the identity of, vessels desiring to enter ports and to control their entry. This is the function of the Examination Service, whose officers will be afloat

in Examination Vessels or Traffic Control Vessels. 

These vessels will wear the distinguishing flags of the Examination Service. The examination service special flag consists

of a red and white center with a blue border, and the national

flag of Canada.

Canadian signal regulations are subject to frequent additions

and changes. U.S. Notice of Mariners No. 1 for the current year

should be consulted.

Tides

The character and range of the tide vary greatly over the area

covered by this publication. In general, it can be said that the

theoretical semi-diurnal tide at the North Pole is zero; from this

it can be expected that the range of the tide decreases as latitude increases.

This is largely true except that, in Kane Basin (79°30'N.,

70°00'W.), the mean spring range reaches maximum of about

3.5m; to the N of this, however, the range decreases rapidly.

Elsewhere on the W coast of Greenland, the tide is mainly

semi-diurnal, the mean spring range being between 2 and 3m.

The greatest ranges are found in Ungava Bay, at the head of

which the mean spring range is nearly 12m. In Hudson Strait

the range varies between about 4 and 9m; in Hudson Bay it is

between 2 and 4m, and in Foxe Channel it is about 5.5m. In all

these areas the character of the tide is predominantly semi-diurnal. Farther N, in the Canadian Arctic Archipelago, the diurnal tide becomes more apparent, although it never completely

predominates; in these areas the range decreases and seldom

exceeds 1.5m. To the W of Boothia Peninsula and Prince of

Wales Island it is less than 1m.

Tidal currents in the area vary considerably, depending on

local conditions; details are given in the appropriate places in

the text.

Information on tides for latitudes N of 60°N can be obtained

from the following web site: 

Time Zone

The Canadian Arctic is covered by multiple Time Zones. Information is given in Appendix II in the accompanying table titled Canada—Time Zones.

U.S. Embassy

The U.S. Embassy is situated at 490 Sussex Drive, Ottawa,

Ontario.

The mailing address is P.O. Box 866, Station B, Ottawa, Ottawa K1P 5T1. 

Canada—Port Control Signals

Meaning Day signal Night signal

Entry 

prohibited

Three red 

balls, vertically 

displayed

Three flashing red 

lights vertically displayed and visible all 

around the horizon

Entry 

permitted —

Three green lights 

vertically displayed 

and visible all around 

the horizon

Movement 

within a port 

or anchorage prohibitedBlue flag

One green light between two red lights 

vertically displayed 

and visible all around 

the horizon

Canadian Hydrographic Service Tides, Currents, 

and Water Levels Home Page

http://www.waterlevels.gc.ca/english/Canada.shtml

U. S. Embassy Canada Home Page

http://canada.usembassy.gov
 Canada 65

Pub. 180

Appendix I—ECAREG/NORDREG Ship Reporting Requirements

The purpose of this appendix is to describe the ship reporting

procedures to be followed by vessels when within or intending

to enter the waters of Eastern Canada or Arctic Canada to

which the Arctic Waters Pollution Prevention Act applies.

Responsibilities

There is no intention on the part of the Canadian Coast

Guard to attempt to navigate or maneuver ships from a shore

station and nothing in this publication overrides the authority

of the master for the safe navigation of the ship. Information

passed to the master is intended to assist in the safe conduct of

the ship.

A Marine Communications and Traffic Services (MCTS)

Officer may, under specific circumstances:

1. Direct the master, pilot, or person in charge of the deck

watch of the vessel to provide any pertinent information in

respect of that vessel that may be specified in the direction.

2. Direct the vessel to use any radio frequencies in communications with coast stations or other vessels that may be

specified in the direction.

3. Direct the vessel, at the time, between the times or before or after any event that may be specified in the direction

to:

a. Leave a VTS Zone.

b. Leave or refrain from entering any area within a

VTS Zone that may be specified in the direction.

c. Proceed to or remain at any location within a VTS

Zone that may be specified in the direction.

A vessel, as well as the master, pilot, or person in charge of

the deck watch of the vessel, shall comply with a direction given to it or them by the MCTS Officer. Notwithstanding, the

master, pilot, or person in charge of the deck watch of the vessel may take any action that may be required to ensure the safety of life, the ship, or any other ship. 

The master of a ship shall ensure that before the ship enters a

VTS Zone the ship’s radio equipment is capable of receiving

and transmitting radio communications on the appropriate VTS

sector frequency.

Traffic Clearance

A Traffic Clearance is an authorization for a ship to proceed

subject to such conditions as may be included in the authorization. The Traffic Clearance is predicated upon ship report information and known waterway/traffic conditions. A traffic

clearance does not eliminate the need for other authorizations

required by legislation or by-laws. 

Should any factor upon which the clearance is predicated alter to the detriment of safe navigation, the clearance may be delayed or other conditions may be attached to the clearance.

A traffic clearance is required prior to:

1. Entering a VTS Zone.

2. Commencing a departure maneuver.

3. Commencing a maneuver that may be detrimental to

safe navigation.

4. Proceeding after being stranded, stopped due to breakdown of main propulsion machinery or steering gear, or having been involved in a collision.

Communications

Radiotelephone procedures used in communicating with an

MCTS center are those specified by the International Telecommunications Union in the Manual for Use by the Maritime Mobile and Maritime Mobile Satellite Services.

A continuous listening watch shall be maintained on the appropriate VTS sector frequency on radio equipment located:

1. At any place on board the ship, where the ship is at anchor or moored to a buoy.

2. In the vicinity of the ship’s conning space, where the

ship is underway.

The continuous listening watch may be suspended if an

MCTS officer directs the ship to communicate with coast stations and/or other ship stations on a different VHF radio frequency.

All times given in VHF reports should be in local time and in

accordance with the 24-hour clock system.

Navigation safety calls on the designated VTS sector frequencies should be kept to the minimum consistent with the

safety requirement of the situation.

Communication Difficulties.—Where a ship, for any reason

other than shipboard radio equipment failure, is unable to obtain the required Traffic Clearance or after receiving a Traffic

Clearance, is unable to maintain direct communication with the

appropriate MCTS Center, the master may nevertheless proceed along the route, but shall take all reasonable measures to

communicate with the appropriate MCTS Center as soon as

possible and obtain the specified clearance. 

Shipboard Radio Equipment Malfunction.—In the event of a

shipboard radio equipment failure where the ship is unable to

obtain the required Traffic Clearance or, after receiving a Traffic Clearance, is unable to maintain direct communication with

the appropriate MCTS Center, the vessel shall:

1. If it is in a port where repairs can be made, remain in

the port until the vessel is able to establish communications

in accordance with the Canada Shipping Act 2001, Part 5,

Section 6(a). 

2. If it is not in a port where repairs can be made, proceed

to the nearest reasonably safe port or anchorage on its route

and remain their until the vessel is able to establish communications in accordance with the Canada Shipping Act 2001,

Part 5, Section 6(b). 

Zone Descriptions

Eastern Canada.—The Eastern Canada VTS Zone (ECAREG) consists of Canadian waters on the E coast of Canada S of

the parallel of 60°N latitude and in the St. Lawrence River E of

the meridian of 66°W longitude, except the waters within Ungava Bay and the waters within the VTS Zones referred to in

the Vessel Traffic Services Zones Regulations.

Northern Canada.—The Northern Canada VTS Zone

(NORDREG) consists of: 

1. The Shipping Safety Control Zones prescribed by the

Shipping Safety Control Zones Order. The Shipping Safety

Control Zones cover Canada’s N waters within the area enclosed by the parallel of 60°N, the meridian of 141°W, and

the outer limit of the Exclusive Economic Zone; however,

where the boundary between Canada and Greenland is less

than 200 nautical miles from the baseline of the territorial
66 Canada

Pub. 180

sea of Canada, the international boundary shall be substituted for that outer limit.

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.

7. The waters of the Moose River from James Bay to

Moosonee.

Local Zones.—East Coast VTS Local Zones have been established for traffic to St. John’s, Placentia Bay, Port aux

Basques, the Strait of Belle Isle, the Strait of Canso, Halifax,

Northumberland Strait, the Bay of Fundy, and St. Lawrence

Waterway. Further information can be found in Pub. 145, Sailing Directions (Enroute) Nova Scotia and the St. Lawrence

River or Pub. 146, Sailing Directions (Enroute) Newfoundland,

Labrador, and Hudson Bay, as appropriate. 

Zone Application

Eastern Canada VTS Zone (ECAREG).—With respect to

ECAREG, in which participation is mandatory, the Eastern

Canada Vessel Traffic Services Zone Regulations apply in respect of:

1. Every ship of 500 gross tons or more.

2. Every ship that is engaged in towing or pushing a vessel, where the combined tonnage of that ship and the vessel

being towed or pushed amounts to 500 gross tons or more. 

3. Every ship carrying a pollutant or dangerous goods, or

engaged in towing or pushing a vessel carrying a pollutant or

dangerous goods as prescribed in the following:

a. Oil Pollution Prevention Regulations.

b. Pollutant Substances Regulations.

c. Dangerous Goods Shipping Regulations.

d. International Maritime Dangerous Goods (IMDG)

Code.

e. Dangerous Chemicals and Noxious Liquid Substances Regulations.

Northern Canada VTS Zone (NORDREG).—With respect to

the Northern Canada VTS Zone (NORDREG), the Northern

Canada Vessel Traffic Services Zone Regulations apply to the

following classes of vessels: 

1. Vessels of 300 gross tons and over.

2. Vessels engaged in towing or pushing another vessel, if

the combined gross tonnage of the vessel and the vessel being towed is 500 gross tons and over.

3. Vessels carrying, as cargo, pollutant or dangerous cargo, or are engaged in towing or pushing a vessel that is carrying, as cargo, pollutant or dangerous cargo.

Participation is mandatory. 

Local VTS Zones.—With respect to the VTS Zones specified

in the Vessel Traffic Services Zones Regulations, these regulations apply in respect of:

1. Every ship 20m or more in length.

2. Every ship engaged in towing or pushing any vessel or

object, other than fishing gear, where:

a. The combined length of the ship and any vessel or

object towed or pushed by the ship is 45m or more. 

b. The length of the vessel or object being towed or

pushed by the ship is 20m or more in length.

With respect to the VTS Zones specified in the Vessel Traffic

Services Zones Regulations, these regulations do not apply in

respect of:

1. A ship engaged in towing or pushing any vessel or object within a log booming ground.

2. A pleasure yacht that is less than 30m in length.

3. A fishing vessel that is less than 24m in length and not

more than 150 gross tons.

Reporting Requirements

Pre-arrival Information Report (PAIR).—The Canadian

Maritime Transportation Security Regulations require a Pre-arrival Information Report (PAIR) to be filed prior to entry into

Canadian waters. Message format and contact information can

be found in Regulations. 

Change in information.—A report shall be made whenever a

significant change occurs in the information previously provided in any report made pursuant to the Eastern Canada Vessel

Traffic Services Zone Regulations or the Vessel Traffic Services

Zones Regulations except where the report was made when departing from a VTS Zone. 

Non-routine reports.—Pursuant to the Eastern Canada Vessel Traffic Services Zone Regulations or the Vessel Traffic Services Zones Regulations, a report indicating the vessel’s name,

position, and a description of the incident shall be made prior

to the vessel proceeding, as soon as the master becomes aware

of any of the following conditions:

1. The occurrence on board the ship of any fire.

2. The involvement of the ship in a collision, grounding,

or striking.

3. Any defect in the ship’s hull, main propulsion systems, steering systems, radars, compasses, radio equipment,

anchors, or cables.

4. Any discharge or probable discharge of a pollutant

from the ship into the water.

5. Another ship in apparent difficulty.

6. Any obstruction to navigation.

7. Any aid to navigation that is functioning improperly,

damaged, out of position, or missing.

8. The presence of any pollutant in the water.

9. The presence of a ship that may impede the movement of other ships.

10. Any ice and weather conditions that are detrimental to

safe navigation.

Note.—Items 6, 7, and 8 are not required if the information

has been previously promulgated by a Notice to Shipping.

Mariners are encouraged to provide, on a voluntary basis,

any information pertaining to charts and publications which

may not be on board so that arrangements can be made to embark the necessary items.

ECAREG/NORDREG Information Requirements

ECAREG/NORDREG zone reports shall be communicated

either directly to ECAREG/NORDREG or to the nearest Canadian Coast Guard MCTS Center. All times given in ECAREG/

NORDREG zone reports shall be in Coordinated Universal

Time (UTC). 

Depending upon the reporting requirements, the following

information may be required to be reported: 
 Canada 67

Pub. 180

1. The name of the ship.

2. The radio call sign of the ship.

3. The name of the master of the ship.

4. The position of the ship.

5. The time the ship arrived at the position.

6. The course of the ship, if any.

7. The speed of the ship, if any.

8. The prevailing weather conditions (including ice, if

applicable).

9. The estimated time that the ship will enter the Eastern

Canada VTS Zone or the Arctic Canada VTS Zone. 

10. The estimated time the ship will depart the berth.

11. The destination of the ship.

12. The ETA of the ship at the destination.

13. The route the ship intends to take through the Eastern

Canada VTS Zone or the Arctic Canada VTS Zone to arrive

at the destination. 

14. The name of the last port of call of the ship.

15. The draft of the ship.

16. Any dangerous cargo, listed by class, or pollutant, that

is carried on board the ship or vessel being towed or pushed

by the ship.

17. Revoked.

18. Any defect in the ship’s hull, main propulsion machinery, steering system, radars, compasses, radio equipment, anchors, or cables.

19. Any discharge, or threat of discharge, of a pollutant

from the ship into the water, and any damage to the ship that

may result in the discharge of a pollutant from the ship into

the water.

20. The name of the Canadian or United States agent of

the ship.

21. The date of expiration of a certificate referred to in

Article VII of the International Convention on Civil Liability

for Oil Pollution Damage, 1969/1992; the International Oil

Pollution Prevention Certificate; the International Pollution

Prevention Certificate for the Carriage of Noxious Liquid

Substances in Bulk; the Certificate of Fitness; the Certificate

of Compliance; the ISM Safety Management Certificate; the

ISM Document of Compliance; and the International Convention on Civil Liability for Bunker Oil Pollution Damage,

2001 Certificate (known as the Bunkers Convention Certificate), if any, issued to the ship. 

Search and Rescue authorities have requested that ships

entering Canadian waters for the first time answer the following question; this information is only required to be supplied once and updated when the situation changes.

Is your vessel EPIRB equipped? If not, please supply the

following information:

1. Number of crew and passengers.

2. Number of lifeboats and life rafts plus make and capacity.

3. Color of hull and superstructure.

4. Distinctive features.

ECAREG Zone Reports

Prior to Entering the Zone.—A report containing all the required information listed under ECAREG/NORDREG Information Requirements,except Item 10, shall be made 24 hours

prior to entering the zone, or as soon as practicable where the

estimated time of arrival of the ship at the zone is less than 24

hours after the time the ship departed from the last port of call.

This report is not required where:

1. The ship is on a voyage between two ports within the

zone, and

2. The ship is entering the zone directly from the Arctic

Canada Traffic Zone, and is in possession of a valid NORDREG Clearance.

Entering at a Zone Boundary.—A report consisting of Items

1, 2, 4, 8, and 9 from the information listed under ECAREG/

NORDREG Information Requirements shall be made immediately before the ship crosses the Zone Boundary when entering the VTS Zone.

This report is not required when entering directly from a Local VTS Zone.

Arrival at a Berth.—A report consisting of Items 1 and 2

from the information listed under ECAREG/NORDREG Information Requirements, as well as the port of arrival and the

time of arrival, shall be made on arrival of the ship at a berth.

Departing a Berth.—A report containing all the required information listed under ECAREG/NORDREG Information

Requirements, except Item 9, shall be made 2 hours before a

ship departs a berth.

A traffic clearance to depart a berth is valid for 1 hour from

estimated time of departure. Where a traffic clearance to depart

a berth has expired because of a revised time of departure, a

new traffic clearance is required. In this case, the report need

only contain the ship’s name, call sign, position and revised

time of departure

This report is not required where the ship is proceeding to

another berth in the same port.

Exiting the Zone.—A report consisting of Items 1, 2, 4, and 8

from the information listed under ECAREG/NORDREG Information Requirements shall be made immediately before

the ship crosses the seaward boundary of the VTS Zone.

In a case where exiting a VTS Zone coincides with entering

a Local VTS Zone, this report is not required. The Local VTS

Zone reporting requirements procedures shall be followed.

NORDREG Zone Reports

NORDREG reports shall be addressed to NORDREG CANADA and communicated either directly to NORDREG CANADA or to the nearest Canadian Coast Guard MCTS Center. The

master of the ship shall ensure that these reports are made in

accordance with the stated requirements.

Every report shall begin with the term NORDREG and be

followed by whichever of the following two letters corresponds

to the report: 

1. SP—Sailing Plan Report.

2. PR—Position Report.

3. FR—Final Report.

4. DR—Deviation Report.

Sailing Plan (SP) reports shall be sent, as follows: 

1. Prior to Entering the NORDREG Zone.—A Sailing

Plan report shall be provided 24 hours prior to entering the

NORDREG Zone or as soon as possible after leaving a port

that is less than 24 hours from the NORDREG Zone. This

ensures that vessels are not delayed in obtaining a clearance

from the MCTS and enables the MCTS to assess current

conditions and prepare relevant safety information for the

vessel.

Vessels must obtain a clearance from the MCTS before en-
68 Canada

Pub. 180

tering the NORDREG Zone.

The information required for this report is given in the column labeled SP1 in the tabled titled NORDREG—Message

Formats.

2. Departing a Berth or Anchorage.—A Sailing Plan report shall be provided at least 1 hour but not more than 2

hours prior to departing from a berth within the NORDREG

Zone, unless the vessel is moving to another berth in the

same port.

The information required for this report is given in the column labeled SP2 in the tabled titled NORDREG—Message

Formats.

3. Getting Underway After an Incident.—A Sailing Plan

report shall be provided immediately before a vessel gets underway within the NORDREG Zone if the vessel has been

stranded, has stopped as a result of a breakdown in the main

propulsion systems or steering systems, or has been involved

in a collision.

The information required for this report is given in the column labeled SP3 in the tabled titled NORDREG—Message

Formats.

Position Reports (PR) shall be sent, as follows: 

1. Entering at the NORDREG Zone boundary.—A Position Report shall be provided immediately after a vessel enters the NORDREG Zone.

The information required for this report is given in the column labeled PR1 in the tabled titled NORDREG—Message

Formats.

2. Daily Report.—A Position Report shall be provided

daily at 1600 UTC unless the vessel is transmitting LRIT information.

The information required for this report is given in the column labeled PR2 in the tabled titled NORDREG—Message

Formats.

3. Other situations.—A Position Report shall be provided

as soon as feasible after a vessel’s master becomes aware of

any of the following:

a. Another vessel in apparant difficulty.

b. Any obstruction to navigation.

c. Any aid to navigation that is not functioning properly or is damaged, out of position, or missing.

d. Any ice or weather conditions that are hazardous to

safe navigation.

e. Any pollutant in the water.

The information required for this report is given in the column labeled PR3 in the tabled titled NORDREG—Message

Formats.

Final Reports (FR) shall be sent, as follows: 

1. When the vessel arrives at a berth in the NORDREG

Zone.

2. Immediately before a vessel exits the NORDREG

Zone.

Deviation Reports (DR) shall be sent, as follows: 

1. When a vessel’s position varies significantly from the

position that was expected based on the SP.

2. When a vessel’s intended voyage changes from the SP.

ECAREG/NORDREG Reporting Contacts

See the accompanying table titled ECAREG/NORDREG—

Contact Reporting Information.

Local VTS Zone Reports

With respect to Local VTS Zones as specified in the Vessel

Traffic Services Zone Regulations, the master of a ship shall report to the MCTS Officer in accordance with the regulations

described below.

NORDREG—Message Formats

Identifier Content SP1 SP2 SP3 PR1 PR2 PR3 FR DR

A

Vessel name, flag, call sign (if applicable), IMO

number (if applicable), and MMSI number (if applicable).

XXXX X XXX

B

Date and time (UTC)—date and time of report (6

digits followed by a Z (day of month is 2 digits;

hour and minutes ia 4 digits))

XXXX X X X

C

Vessel position by latitude and longitude—latitude

is a 4-digit group in degrees and minutes with N or

S; longitude is a 5-digit group in degrees and minutes W

X1 X1 X1 X1 X1 X1 X1

D

Vessel position by geographical place name. If the

vessel is not at a known place, use the name of a

known place followed by the vessel’s true bearing

(3-digit group) and distance in nautical miles from

that place.

E Course—true heading (a 3-digit group) X X X X O

F Speed in knots (a 2-digit group) X X X X O

G Port of departure (name of last port of call) X O
 Canada 69

Pub. 180

H

Date/time/position of entry into the NORDREG

Zone or departure from a berth within the NORDREG Zone (date and time as expressed in B; position as expressed in C or D) 

XX O

I Destination and ETA (as expressed in B) X X X O

K

Date/time/position of departure from the NORDREG Zone or arrival at a berth within the NORDREG Zone (date and time as expressed in B;

position as expressed in C or D) 

X O

L Vessel’s intended route (a brief description of the 

intended route through the NORDREG Zone) XXX O

O Draft in meters and centimeters (a 4-digit group) X2 X3 X3 O

P

Cargo—A brief description of the vessel’s cargo

and the cargo of any vessel being towed or pushed.

The description must include:

1. The class and quantity of all dangerous

cargo.

2. The technical name and quantity of a pollutants.

X X3 X3 O

Q

Defects, damages, and deficiencies, as well as circumstances adversely affecting the vessel’s normal

navigation (brief details)

X2 X3 X3 O

S Weather and ice (brief description of prevailing

weather and ice conditions) X X3 X3 XXX O

T

Name and contact information, as follows:

1. In the case of a Canadian vessel—the vessel’s authorized representative.

2. In the case of a foreign vessel—the vessel’s Canadian or American agent or owner.

3. In the case of a pleasure craft that is not a

Canadian vessel—the pleasure craft’s owner.

X2 X3 X3 O

W Persons on board (state number of persons on

board) X X3 X3 O

X Additional information X4 X3, 4 X3, 4 X5

KEY

X Required information.

X1 Either format may be used.

X2 This information is not required for vessels entering directly from the ECAREG Zone.

X3 Not required if the corresponding information has not changed since the previous Sailing Plan report.

X4

The following details should be included:

1. The total amount of oil on board that is for use as fuel or carried as cargo, expressed as cubic meters.

2. If the vessel’s owner or master holds an Arctic Pollution Prevention Certificate in respect of the vessel, give

the certificate’s expiration date and the name of the issuing authority.

3. The vessel’s ice class, if applicable, and the name of the classification society that assigned the ice class.

4. If the vessel is getting underway after having been stranded, stopped as a result of a breakdown in the main

propulsion or steering system, or involved in a collision, give a brief description of the applicable incident.

NORDREG—Message Formats

Identifier Content SP1 SP2 SP3 PR1 PR2 PR3 FR DR
70 Canada

Pub. 180

Information Required.—Depending on the reporting requirements, the following information may be required to be reported:

1. The name of the ship.

2. The radio call sign of the ship.

3. The position of the ship.

4. Estimated time that the ship will enter the VTS Zone.

5. The destination of the ship.

6. Estimated time the ship will arrive at its destination.

7. Whether any pollutant or dangerous goods cargo is

carried on board the ship or any vessel or object being towed

or pushed by the ship.

8. The estimated time that the ship will depart the berth.

9. The estimated time at which the ship will next arrive at

a location requiring a report.

Entering a Zone.—At least 15 minutes before a ship intends

to enter a zone, a report shall be made specifying the information contained in Items 1, 2, 3, 4, 5, 6, and 7 above.

Ships in possession of a valid Traffic Clearance are not required to provide this report.

Arriving at a Calling-In-Point (CIP).—When a ship arrives

at a CIP, a report shall be made specifying the information contained in Items 1, 3, and 9 above.

Arriving at a Berth.—As soon as practicable after a ship arrives at a berth, a report shall be made specifying the information contained in Items 1 and 3 above.

Departure Maneuvers.—A departure maneuver is defined as

an operation during which a vessel leaves a berth and gets safely underway. Immediately before commencing a departure maneuver, a report shall be made specifying the information

contained in Items 1, 2, 3, 5, 6, 7, and 8 above.

Immediately after completing a departure maneuver, a report

shall be made specifying the information contained in Items 1,

2, and 9 above.

Maneuvers.—A Traffic Clearance is required 15 minutes prior to commencing any maneuver, such as: 

1. A compass adjustment.

2. The calibration and servicing of navigational aids.

3. A sea trial.

4. A dredging operation.

5. The laying, picking up, and servicing of submarine cables.

6. Any other maneuver that may be detrimental to safe

navigation.

The request for Traffic Clearance should include the information contained in Items 1 and 3 above, as well as a description of the intended maneuver. As soon as practicable after the

maneuver is completed, a report describing the maneuver just

completed shall be made. 

Variations

Ferries and other vessels on a regularly scheduled voyage

may be exempted from making routine reports. Formal variations to reporting procedures will be granted only where alternate arrangement to provide essential information are made

and where the equivalent procedure or practice is deemed to be

as safe as that required in the regulations. 

Formal variations may be obtained by submitting a written

request to the appropriate Regional MCTS Superintendent, Canadian Coast Guard.

In circumstances other than those described above, informal

variations may be granted from time to time on a one time only

basis by an MCTS Officer where the procedure or practice requested is deemed to be as safe as that required in the regulations.

X5

A brief description if any of the following items occur:

1. Another vessel in apparant difficulty.

2. Any obstruction to navigation.

3. Any aid to navigation that is not functioning properly or is damaged, out of position, or missing.

4. Any ice or weather conditions that are hazardous to safe navigation.

5. Any pollutant in the water.

O Information to be included only if corresponding information has changed since the last report.

NORDREG—Message Formats

Identifier Content SP1 SP2 SP3 PR1 PR2 PR3 FR DR

ECAREG/NORDREG Contact Reporting Information 

Contact Telephone Facsimile Telex E-mail

ECAREG

St. John’s MCTS Center

P.O. Box 5667

St. John’s NL A1C 5X1

709-772-2083 709-772-5369 21-016-4530 CCGTC SNF ecaregsnf@innav.gc.ca

Halifax MCTS Center

P.O. Box 1000

Dartmouth NS B2Y 3Z8

902-426-4956 902-426-4483 21-019-22510 CCG MRHQ DRT hlxecareg1@innav.gc.ca
 Canada 71

Pub. 180

Riviere au Renard MCTS 

Center

P.O. Box 100

Riviere au Renard QC 

G4X 1S0

418-269-3843 418-269-5514 — rarecareg@innav.gc.ca

NORDREG

Iqaluit MCTS Center *

P.O. Box 189

Iqaluit NU X0A 0H0

867-979-5724 867-979-4264 21-063-15529 NORDREG CDA iqanordreg@innav.gc.ca

Inuvik MCTS Center ** 867-777-2667 867-777-2851 — vfa@dfo-mpo.gc.ca

* Operational from mid-June until mid-November. At other times, contact St. John’s MCTS Center. 

** Operational from mid-May until late-October. 

ECAREG/NORDREG Contact Reporting Information 

Contact Telephone Facsimile Telex E-mail
 Canada 73

Pub. 180

Appendix II—Time Zones

Courtesy of National Research Council of Canada

Canada—Standard Time Zones

Canada—Time Zones

Location Standard Time Daylight Savings Time

Eastern Zone—Eastern Northwest Territories, Ottawa, eastern 

Ontario, western Quebec, and 

Anticosti W of longitude 63°W

ROMEO (+5)

QUEBEC (+4)

Observed from the second Sunday

in March until the first Sunday in

November.

Eastern Zone—Nunavet and 

western Ontario ROMEO (+5) Not observed.

Central Zone—Manitoba, central Northwest Territories, Cambridge Bay, and Kugluktuk/

Coppermine

SIERRA (+6)

ROMEO (+5)

Observed from the second Sunday

in March until the first Sunday in

November.

Central Zone—Saskatchewan SIERRA (+6) Not observed.

Mountain Zone—Mountain 

Northwest Territories and AlbertaTANGO (+7)

SIERRA (+6)

Observed from the second Sunday

in March until the first Sunday in

November.

Pacific Zone—Yukon Territory 

and western Northwest TerritoriesUNIFORM (+8)

TANGO (+7)

Observed from the second Sunday

in March until the first Sunday in

November.
74 Canada

Pub. 180

Courtesy of National Research Council of Canada

Canada—Daylight Savings Time Zones
75

Pub. 180

GREENLAND

General 76

Buoyage System 76

Currency 76

Currents 76

Geophysical Features 76

Government 78

Holidays 78

Ice 78

Industries 81

Languages 81

Meteorology 81

Navigational Information 82

Offshore Drilling 83

Pilotage 83
76 Greenland

Pub. 180

Regulations 83

Search and Rescue 83

Ship Reporting System 83

Tides 85

Time Zone 85

U.S. Embassy 85

Appendix—GREENPOS/COASTAL CONTROL 

(KYSTKONTROL) 87

General

Greenland, the world’s largest island, is known nationally as

Gronland. It lies on the American continental shelf between

59°45'N and 83°40'N, and along 10°50'W and 73°00'W. The

country of Greenland has a total area of 840,000 square miles,

of which more than 80 per cent are ice-covered. 

Buoyage System

The IALA Buoyage System (Region A) is in effect. See

Chart No. 1 for further IALA Buoyage System information.

From 1990, all newly-erected and restored beacons which

are required to be held to port in an incoming direction, will be

fitted with topmarks in accordance with IALA rules. Hence,

port beacons with red can topmarks and beacons with a triangle

point down can be expected. 

In marking of inner routes of Greenland, a lateral system of

beacon towers is used along the coast. The beacon towers are

about 5m in height and normally fitted with triangular topmarks. Most beacons are painted red and stand in a yellow barrel; some are painted yellow, but all are charted in red on

Danish charts. 

For the purpose of marking the terms “starboard-hand” and

“port-hand” denote, respectively, the side on the right or left

hand of the mariner when proceeding N along the coast, regardless of whether the route runs for a short distance in an E

or W direction, and into harbor. 

Starboard-hand beacons are triangular, point up. 

Port-hand beacons are triangular, point down. 

Waverider lighted buoys (special/spherical) may be encountered within the vicinity of Greenland and should be given a

wide berth. 

Caution is necessary as colored lights may appear white due

to icing, snow, or hoar frost; the range of visibility may also be

greatly reduced or disappear in these conditions.

Currency

The official unit of currency is the Danish kroner, consisting

of 100 ore.

Currents

In the S, the West Greenland Current runs at a considerable

rate, especially close in to the coast. It is noted that this current

runs stronger in September than it does in June, when its mean

rate is not less than 3 knots close inshore and a few miles farther offshore it runs 1 to 2 knots. To the N of 62°N the mean

rate is reduced to less than knot. The Canadian Current usually

runs at about 0.5 to 1 knot as far as Cape Dyer; to the S of it the

current runs at 0.5 knot or less.

Geophysical Features

The icecap that covers the interior of Greenland is the largest

single ice sheet in the N hemisphere. The sheet is 3,350m thick

and lies on the rock floor at slightly below sea level. The icecap

has two domes or foci of growth, both lying E of the center line

of the island; one at 65°N that rises to a height above 2,400m,

and the other at 75°N that rises to about 3,050m. Greenland

can be divided into two natural regions: the interior, which is

covered by an ice cap, and the coasts. 

East Coast of Greenland

The E coast is indented and includes the longest fjord in the

world. The coast is fringed with islets and islands of varying size

and by a border of ice-free land of varying width that affords

scanty opportunity for the maintenance of life of any kind. 

The musk ox is found in certain parts, and the seal frequents

the fjords in season, but both animal and vegetable life are

comparatively scarce due to ice. The E coast of Greenland is

less accessible than the W coast. 

In this ragged coastline with its many deep fjords, the wind

is strongly affected by local topography, and different winds

may be blowing at places only a short distance apart. The funneling of the wind through a steep fjord may produce winds

much stronger than the general air flow, while other adjacent

fjords provide good shelter and lighter winds. 

Local wind flow in the region is the downslope katabatic

wind that develops from the drainage of cold air from the

Greenland ice cap into the fjords and out to sea. This effect in

the winter produces the most frequency of gales in the fjords,

in the nature of a cold air avalanche. 

Observations made at the head of a small fjord about 30

miles from Ammassalik, where a wind of 112 knots that blew

away the anemometer cup and reached hurricane force for 11

days during October to April, was observed. 

Most gales develop around midnight. The temperature

changes 2°C in most cases; but when foehn winds cross the ice

cap, the temperature can change 10°C. 

The wind chill hazard is severe in these storms. In the case of

the downslope katabatic gales, there is usually little warning

from the barometer readings, but clouds of snow blowing on

the edge of ice cap usually indicate that the gale is raging shortly before it reaches the lower level of the fjord. 

South Coast of Greenland

During the months of October to April, at Torgilsbu in S

Greenland, gales (force 9) are reported to last 4 to 7 days; they

last 2 days or less during May to September. 

Sastrugi (sharp and irregular waves formed by persistent

winds on a snow surface) is predominantly E along most of the

N coast of Peary Land, although there are local winds in the

valleys. 

West Coast of Greenland

The W coastal region remains with an almost continuous icefree belt, varying in width from about 1 mile to over 100 miles.

Much of the coast is fringed with islands, mountainous and

high, in places to a height of over 2,000m, that obscure all view

of the ice cap from coastal waters. Raised beaches occur along

the coast, but in recent times Greenland has been sinking, by as

much as 10mm a year at Godhavn.
 Greenland 77

Pub. 180

General Surface Water Circulation
78 Greenland

Pub. 180

Between Kap Farvel, at the S end of the W coast, the average

width of the ice-free belt is about 50 miles and consists of islands, promontories, and mountains penetrated by deep fjords.

Conditions vary considerably in different localities and are described later in the text.

In the ice-free belt farther N, it is much narrower; around the

shores of Melville Bugt, the coast is a nearly continuous wall

of ice within which occasional steep rocky summits or nunataks protrude.

Farther N between Kap York (75°55'N., 66°25'W.) and the

Humboldt Gletscher, the largest of the Greenland glaciers, the

ice cap lies some distance from the coast and only through the

larger valleys do glaciers push down to the sea.

The Humboldt Gletscher marks a change in the character of

the coast. South of it mostly consists of gneiss, which is usually

covered by sand and limestone, forming plateaus with escarpments. Beyond the Humboldt Gletscher, the NW coast of

Greenland is mostly steep stratified cliffs, forming the outer

edge of a broad belt of plateau that borders the icecap. Only occasional narrow valleys cut in between the plateau, and through

these long, almost horizontal valleys, glaciers stretch down to

the coast where, in many places, they merge imperceptibly

with the sea ice.

Government

Greenland is a self-governing overseas administrative division of Denmark. The country is divided into four municipalities and two unincorporated areas. 

Greenland achieved Home Rule in 1979, while remaining

within the framework of the unity of the Danish Realm. The

country is governed by a Prime Minister elected by the Parliament. The unicameral Parliament consists of 31 directly-elected members, through a system of proportional representation,

serving 4-year terms.

The legal system is Danish law.

The capital is Nuuk (Godthab).

Holidays

The following holidays are observed:

Ice

Ice Patrol Narsarsuaq

Ice Patrol Narsarsuaq, an air-reconnaissance service, is located at Narsarsuaq Airport (61°10'N., 45°25'W.) and can be

contacted, as follows; 

1. Telephone: 299-665244

2. Facsimile: 299-665247

3. E-mail: isc@greennet.gl

Ice Charts

Vessels in Greenland waters may receive Facsimile Ice

Charts from the Narssarssuaq Ice Center (61°10'N., 44°26'W.)

at: 

Note.—Urgent requests for information may be processed

outside these hours.

Current ice charts of Greenland waters may be requested 24

hours by telefax from the Ice Center as, follows:

Current ice charts can also be obtained from the following

web site: 

Ice Reconnaissance

Ice reconnaissance flights are carried out in the FrederikFlag of Greenland

January 1 New Year’s Day

January 6 Epiphany

Holy Thursday Variable

Good Friday Variable

Easter Sunday Variable

Easter Monday Variable

April 16 Queen’s Birthday

General Prayer Day Fourth Friday following Good Friday

May 1 Labor Day

Ascension Day Variable

June 5 Constitution Day

June 21 National Day

Whitsunday Variable

Whitmonday Variable

December 24 Christmas Eve

December 25 Christmas Day

December 26 Boxing Day

December 31 New Year’s Eve

Telephone: 299-665244 (from 0800-1200 

and 1300-1600 LT)

Chart 1 (Kap Farvel and inner waters) 299-665344 

Chart 2 (E or W coast of Greenland) 299-665247

Danish Meteorological Institute Home Page

http://www.dmi.dk/dmi/en/gronland/iskort.htm
 Greenland 79

Pub. 180

shab, Kap Farvel, and Tingmiarmiut areas; further information

is contained in Pub. 117, Radio Navigational Aids.

Ships may establish communication with aircraft on ice reconnaissance or search duty. Request for instructions can be

made from the nearest coast radio station. 

The Danish Meteorological Institute transmits facsimile ice

charts for Greenland waters. See Pub. 117, Radio Navigational

Aids for further information. 

Sea Ice

Sea ice presents serious hazard to navigation over much of

the area covered by this publication throughout the year. Small

or large icebergs may be encountered along the Greenland

coast at any time. Seasonal variations do not influence iceberg

movements, except to trap icebergs in pack ice.

The whole E coast of Greenland is ice-bound for the greater

part of the average yea,; although the coast S of 70°N is usually

almost ice-free in August and September. The coasts of Svalbard and Jan Mayen are usually ice-bound each winter, but the

coasts of Iceland remain ice-free throughout the average year,

except for the formation of ice in rivers and at the heads of

some fjords. In severe seasons, ice reaches the N and E coasts

of Iceland, closing Denmark Strait.

The East Greenland Current brings vast quantities of ice and

cold water out of the Arctic basin, and accounts for the presence of ice off the E coast of Greenland over the greater part of

the year; whereas, the relatively-warm Norwegian Atlantic

Current, of Gulf Stream origin, prevents the formation of ice

over the greater part of the Norwegian Sea and the S portion of

the Barents Sea. Thus, the limits of the sea ice lie much farther

S off the E coast of Greenland than elsewhere.

At the time of maximum extent the S progress of the ice

flows, carried by wind and current, is more or less in balance

with the degree of melting at the ice edge. Thereafter, as air and

sea temperature rise, the ice edge steadily retreats due to the increased rate of melting at progressively higher latitudes,

though in many areas wind and current will tend to carry the

melting ice flows S. 

Ice (Monthly Limits)

The ice limits is the demarcation at any given time between

the open sea and sea ice of any kind, whether fast or drifting.

The use of all data, were it available, would probably mean that

the maximum and minimum limits would lie up to 30 miles beyond those shown in the graphics, at least in some areas.

The width of the zone between the maximum and minimum

limits on each graphic indicates the degree of variability between conditions in a severe and a light ice season in the same

month. The severity of the ice season is due to the result of the

winds. When winds cross the ice edge for several weeks, the

ice edge moves steadily seaward; whereas, when winds cross

over the water toward the ice edge, the ice retreats to its minimum position. This pattern follows everywhere except lesser in

the region off the SE coast of Greenland, and off the W coast of

Spitsbergen. This is due to upwelling, the presence of relatively

warm deep currents which converge against the cold ice-bearing current in these areas. 

Any ice flows driven out over these warm currents by winds

off the ice would melt fairly quickly. The width of the transition belt between ice-free conditions and an almost complete

cover of sea ice depends on the winds and the season of the

year. Winds off the ice tend to produce a gradual transition,

whereas winds to the ice produce a compact ice edge. Over

most of the area the mean wind directions are in most months

roughly parallel to the ice edge, so the transition belt is usually

only a few miles wide, perhaps less than 10 miles; however, in

places it may exceed 50 miles. Seasonal melting also affects

the width of the transition zone, and in general, it is greatest in

July and August, when its width may span several hundred

miles.

Ice (Monthly Distribution)

During September and October, sea ice usually reaches its

least extent shortly after the end of August. At this time, a

tongue of ice is carried S in the East Greenland Current off the

Greenland coast as far as 71°N, while the coast is usually almost ice-free from wind effect openings of polynyas. Therefore, navigation in this area should be avoided. If a sea breeze

is expected then the ice can beset unexpectedly.

The remaining coasts in the area, except for the far NE of

Svalbard, are ice-free. In a light ice year, the minimum limit

lies considerably farther N, but it must be remembered that this

is an average estimation of minimum ice limit; and in a light

ice year only parts of the E coast of Greenland N of about latitude 74°30'N may expected to be accessible. 

In a severe winter year, the ice maximum limit encloses the

E coast of Greenland almost as far as Kap Farvel; it also encloses the N and most of the E, including the coasts of Svalbard. The maximum limit of ice lies farther SE than the area S

of 65°N, leading up to 100 miles farther S at 25°E in the Barents Sea.

During October, the ice edge advances S in all longitudes,

making its greatest advance within the East Greenland Current

and in the East Spitsbergen Current. In a severe year, almost

the whole E coast of Greenland is enclosed by the maximum

limit at this time. This maximum limit almost reaches Jan

Mayen and, though it is held back N of 79°N at about 6°E, it

encloses the coasts of Svalbard as it plunges S to Bjornoya. In a

light ice year, the E coast of Greenland S of about 68°N, and

the whole of Svalbard, are almost ice-free. 

In November, the greatest advance of the ice edge in all longitudes occurs, presumably due to the extensive cooling of the

sea surface to its freezing temperature. In the average year almost the whole E coast of Greenland is enclosed by the ice

edge by the end of this month; Jan Mayen and much of the

coastline of Spitsbergen are also enclosed. A noteworthy feature in the shape of the ice edge at this time is the first indication of a bulge to the NE of Jan Mayen. This bulge, the Jan

Mayen Ice Tongue (Jan Mayen Odden), is largely due to the

freezing of the cold water in the Jan Mayen Current.

In a severe season, at the end of November, the Denmark

Strait is almost closed and the Jan Mayen Ice Tongue extends

well E of the Greenwich meridian. In the Barents Sea in such a

year, the maximum limit lies S of Bjornoya, though the warmer

waters of the West Spitsbergen Current hold it back at about

79°N in along 6°E. In a light season the ice is much less extensive over the Greenland Sea and the Barents Sea, and the coast

of Greenland S of about 67.5°N, Jan Mayen, and the whole of

Svalbard are all almost ice-free. 

From December to March, the ice edge advances only slowly

over the greater part of the area. The ice edge usually reaches

its greatest extent in February and March. The S limit off East
80 Greenland

Pub. 180

Greenland gradually reaches Kap Farvel during January, and at

the end of February lies about 20 miles S of the cape. In the

Barents Sea, the ice edge reaches Bjornoya in December. From

November to March, the position of the ice edge in the area S

of Denmark Strait shows little change; this is largely due to the

containing effect of the warm Irminger Current. Much of Svalbard is icebound by late December and the whole archipelago

is enclosed by early January. 

The Jan Mayen Ice Tongue extends E to reach its greatest extent in February. A noteworthy feature is the development of

North Bay, a bight on the N flank of the Jan Mayen Ice Tongue.

During March, North Bay usually extends SW, presumably due

to the fact that the NNE winds which have prevailed during the

earlier winter months are much stronger in March 

By late March, the ice edge has advanced to within about 20

miles of the NW tip of Iceland, and lies about 30 miles SE of

Jan Mayen.

Ice conditions from December to March show a high degree

of variability between a light and a heavy year over the greater

part of the area, except for the region SW of the Denmark

Strait, where the maximum and minimum limits are separated

by only 50 to 100 miles. Elsewhere, they are separated by up to

about 300 miles.

In a severe season, the ice edge may lie up to 100 miles S of

Kap Farvel, up to 80 miles SE of Jan Mayen, and up to 60 miles

S of Bjornoya. Though this maximum limit may approach the N

coast of Iceland as early as December, it does not effectively

close Denmark Strait until March. The Jan Mayen Ice Tongue

extends E to about 10°E at the end of March in a severe winter

year. Since its developments involve a prolonged period of W

winds, that will simultaneously cause the ice edge S of Spitsbergen to retreat E, the large north-reaching bight in the ice edge

centered about 7°E is unlikely to become cut off. In the W part

of the Barents Sea during a severe ice season the ice edge is located between 73.5° and 74.5°N from December to February.

Though the E coast of Greenland, except for the extreme S,

remains icebound even in a light season, the ice edge in such a

season is located in the NW half of Denmark Strait and well

NW from Jan Mayen throughout the period December to

March. This minimum lies N of the N coast of Svalbard, as far

as 20°E; the whole of the W coast and much of the S coast are

also ice-free. Though this limit lies well N of Bjornoya, it encloses Hopen throughout the period.

From early April, the ice edge gradually retreats N in the average year, reaching its minimum extent in most longitudes in

early September. The rate of retreat is greater over the Greenland Sea W of about 5°W and in the Barents Sea than it is elsewhere. From April to July the average rate is about 40 miles

per month, and in the Barents Sea about 60 miles per month;

the mean rates are much less in August.

There is little movement of the ice edge SW of the Denmark

Strait from early April to late June; the total retreat in the average season varies between 20 and 60 miles in this period. Over

most of the region W of Svalbard and N of 75°N, the total ice

edge retreat is only about 60 miles between early April and early September.

By early August, in the average season, the extent of ice cover over the Greenland Sea has been greatly reduced, but a relatively narrow belt of ice still encloses the whole E coast of

Greenland S to and beyond Kap Farvel. During August the S

portion of this narrow belt usually melts.

Drift ice in the Greenland Sea usually clears Jan Mayen late

in April; at this time a small part of the NW coast of Spitsbergen is usually almost ice-free, but it is late May before most of

the W coast becomes accessible. By late August, close to the

time of minimum extent, the whole of Spitsbergen is usually

almost ice-free.

By late August, the E coast of Greenland is accessible up to

about 74°N, apart from the area S of Kap Brewster. However,

because the ice is not far away, fresh E to SE winds can cause it

to close rapidly on the coast N of Scoresby Sund. Scoresby

Sund usually becomes almost ice-free by mid-July and remains

so till early October.

Shore leads, sometimes extending hundreds of miles, may

open up off the coast of Greenland in almost any month when

offshore winds prevail, while winds with an onshore component will rapidly close up these leads; the momentum of the ice

is such that only riding on the ice would prevent destruction.

An interesting feature of the summer break-up pattern is the

polynya that usually develops off the NE coast of Greenland. In

the average year it first appears in May, during which month

the NNE winds of winter are replaced by the NW winds which

persist till August. The polynya usually reaches its greatest size

by late June or July, and usually closes up entirely in September.

The foregoing paragraphs describe the summer break-up in

the average year, but there are considerable departures from the

mean condition in severe and light summer ice seasons, except

in the region SW of Denmark Strait, where the variability is

much reduced.

In a severe ice season, the maximum limit encloses the E

coast of Greenland throughout the summer, except for the extreme S from August to October. Denmark Strait may remain

closed till late July; the remainder of the N coast of Iceland,

and parts of the E coast, may be affected by sea ice till early

June. Jan Mayen may remain icebound till mid-August and the

W coast of Spitsbergen may not become ice-free till late July;

Hopen and the E coast of Svalbard may not become accessible

till mid-August. The N coast of Spitsbergen, the whole of Nordaustlandet, and the E parts of Barentsoya and Edgeoya remain

within the maximum limit throughout a severe summer season.

In a light season, parts of the E coast of Greenland may become ice-free by late May. By late July the minimum limit lies

in about 76°N off the E coast of Greenland. Though this limit

is shown lying N of Bjornoya and NW of Jan Mayen in each

month, this should not be interpreted as meaning that both islands have been ice-free throughout a complete year. In fact, at

each island large quantities of sea ice have appeared for at least

a few weeks each year.

Ice Development

The zone between the ice edge at the time of maximum and

minimum extent is representative of the area in which the ice

melts more or less completely in the average summer. If the occurrence of ice in this zone in the following winter were due

solely to freezing of the sea surface there, then this area would

become covered by first-year or younger forms of ice. That this

is not so is due to the action of wind, current, and polar gyre

(rotation of the Polar Ice Cap), which brings vast quantities of

multi-year ice out of the polar basin. This effect is most marked

in those parts affected by S currents, such as the East Greenland Current, the East Spitsbergen Current, and the Bear Island
 Greenland 81

Pub. 180

Current. In this zone, all stages of development may occur. 

New to young ice will usually predominate at the ice edge,

the ice flows gradually thickening with increasing distance

from the edge to become first-year ice. Except in the body of

the East Greenland Current, first-year ice predominates over

the Greenland Sea by the end of winter, though old ice flows

also occur with increasing frequency as the E flank of the East

Greenland Current is approached. Within this current, old ice

predominates; each winter and spring many old ice flows,

known locally as Storis, are carried S to round Kap Farvel.

Old ice predominates N of the ice edge at the time of minimum extent, though the whole range of younger stages from

new ice to first-year ice will also occur due to the re-freezing of

small open water areas which are continuously formed by the

differential movement of the ice flows constituting the pack

ice.

In the Norwegian Sea and the W part of the Barents Sea, in

areas in which the ice usually melts in summer, the predominant stage of development in winter is first-year ice, but some

old ice flows will be found within and near to the East Spitsbergen Current and the Bear Island Current.

Icebergs (Distribution)

The chief source of icebergs in the area covered by this publication are the glaciers on the E coast of Greenland, which collectively produce enormous quantities of icebergs. Most are

carried S in the East Greenland Current, some surviving the

journey to round Kap Farvel, while some are carried towards

the N and NE coasts of Iceland by the East Iceland Current.

The largest numbers will be found close-in to the coast of

Greenland; the frequency of icebergs decreasing to a few on

the E flank of the East Greenland Current, which may perhaps

be considered the average limit of icebergs. There is no record

of icebergs having been carried SE or E in the Jan Mayen Current. Some icebergs which have originated from Spitsbergen

and Zemlya Frantsa Iosifa are carried SW in the East Spitsbergen Current and the Bear Island Current towards Bjornoya, especially during the period May to October.

In general, this limit moves SE from September to April and

then retreats till August, except on the SE side of the Denmark

Strait, where it is held at about 65°N by the Irminger Current

throughout the year. During April, when the monthly maximum limit reaches an extreme position, it is located about 400

miles SE of Kap Farvel. There is insufficient data to define limits to the N of the Denmark Strait, but icebergs, sometimes

grounded, are observed off the N and NE coasts of Iceland.

Glacier debris, consisting of growlers and small pieces of land

ice, is sometimes carried out of the fjords by the currents in late

summer, when the S part of the E coast of Greenland is free of

sea ice, in sufficient quantities to hamper the progress along the

coast of small vessels.

Industries

The principal industries are fishing and fish processing

(mainly shrimp and halibut), mining (gold, niobium, tantalite,

uranium, iron, and diamonds), handicrafts, hides and skins, and

small shipyards. 

The main exports are fish, fish products, and metals. The

main export-trading partners are Denmark, Japan, China, and

Sweden. 

The main imports are machinery and transport equipment,

manufactured goods, food, and petroleum products. The main

import-trading partners are Denmark and Sweden. 

Languages

Both Danish and Greenlandic are used; Greenlandic in the

written form is a recent introduction. 

Meteorology

Fog and Visibility

Fog is a serious hazard to navigation in most of this region,

especially on routes exposed to winds between the SW and SE.

Maximum frequency over the open sea occurs during the period June to September and may persist for several days in some

parts. The fog is often dense with visibility reduced to a few

meters.

Large variations in the fog pattern occur along the Greenland

coast. Reports on the route from Godthab to Upernavik indicate an average frequency of about 12 days per month during

May to August. 

Marked improvement in visibility usually gives welcome relief on the lee side of headlands and all areas sheltered from

onshore winds.

Falling or drifting snow is a frequent cause of bad visibility

especially in the N parts of the region. Considerable amounts

of fine powdery snow may be raised by even moderate winds.

Land radiation fog may develop in valleys near the coast during the early weeks of the navigation season and in the autumn,

but this hazard seldom occurs during the summer months. 

Exceptionally good visibility is often reported and mountain

ranges may be visible at a distance of 100 miles or more. On

the other hand, it may be difficult to recognize landmarks at

short distances when the ground is covered with deep snow.

On the coast of Greenland, S of 75°N, there is a maximum of

fog in summer, but farther N there is a more even distribution. 

Generally, going from the mouth to the head of a fjord, the

frequency of fog decreases rapidly. The seasonal variation is

also different, and in winter, when fog is infrequent at the

mouth of a fjord, it will usually be more frequent near the head,

because of the radiation fog called “frost smoke.” 

In summer, fog is often brought on to the coast by onshore

winds and may on occasions last for several days. Summer sea

fog is common and often persistent N of a line from S Greenland to N of Norway, including Icelandic waters. Maximum

frequency occurs in July. It may occur in form of either maritime or continental air mass. The ice edge is a particularly foggy zone and a belt of fog on the horizon may indicate the ice

edge. The highest frequencies of fog occur near the cold East

Greenland Current, the cold East Spitsbergen Current of the

Barents Sea, and the cold East Iceland Current, with SW

winds.

Shipping may be held up for weeks during spells of fog near

Jan Mayen and Bjornoya. About 20 per cent of observations report fog N of Iceland in early summer.

Winter fog hazard is much less frequent over most of the area. The worst affected region is the strip of cold water along

the ice edge during E to SE winds. The N part of the Norwegian Sea is also shrouded in fog at times in light winds of Atlantic origin.
82 Greenland

Pub. 180

The clearance of sea fog in these high latitudes usually depends on a change of air supply or an increase in wind speed. 

The development of land (radiation) fog rarely causes any

serious hazard in this region. Patchy fog affects ports in the

Barents Sea at times. Some fog may develop at the heads of

fjords and in sheltered valleys in Iceland during winter nights.

Radiation fog is almost unknown in Greenland. 

Gale force winds are reported to frequent Jan Mayen and

Spitsbergen. Condensation occurs when very cold air passes

over much warmer water (a difference of 10°C is required).

These criteria exist with air coming directly off the Greenland

Ice Cap. The fjords of Iceland and Svalbard are also affected at

times. Sea smoke is usually patchy and shallow, but sometimes

dense. It may extend above mast height in parts of the fjords

and restrict the movement of shipping. A change of wind and/

or a sharp rise of temperature will clear the fog. 

Visibility is generally very good away from the fog areas, except when affected by precipitation and very low clouds. Periods of poor visibility are common in snow storms, but only 5

per cent of observations give visibility below fog limits in

moderate rain, drizzle, or showers. 

Reports of mirage and displays of Aurora Borealis are quite

common in this region, especially in the N.

Pressure

The lowest average pressure occurs off SW Iceland throughout the year and is where the Icelandic Low is centered. Even

so, the pressure varies considerably over short periods and occasional extensions of the Arctic anticyclone across the area

will cause a substantial increase of pressure for a short period. 

The greatest day to day variations occur off Iceland in winter

as depressions and troughs move in and out of the area. Pressure may fall to between 920 and 930 mb at the center of a

deep low, and maximum values of 1050mb or over are registered when an anticyclone becomes dominant. 

Depressions are most frequent to the S and W of Iceland and

over a wide belt of the Norwegian Sea from Iceland to the Barents Sea; their tracks over the area are extremely variable and

often erratic. 

Two main tracks predominate, one running N and the other S

of Iceland. Only a few pass directly across Iceland. These

tracks are derived from the average movement of a large number of depressions. Each individual low will travel at varying

speeds and directions at different times depending on the general pressure contours over a large area. 

A number of depressions on a track farther S of Iceland often

recurve NW and remain off the SW of Iceland for several days.

South of the Greenland Sea is the spawning area where it favors the birth of new depressions.

Many depressions reaching the area from the W Atlantic acquire fresh vigor in this region. In other instances a new depression will develop on the trailing front of a depression

which has moved up Davis Strait and become a vigorous system.

The large temperature difference between the air from the S

and the cold air from Greenland is most favorable for cyclonic

development off Kap Farvel. An occasional depression will

cross central Greenland from the NW and then continue to

move E or SE.

Navigational Information

Enroute Volume

Pub. 181, Sailing Directions (Enroute) Greenland and Iceland.

Maritime Claims

The maritime territorial claims of Greenland are, as follows:

Maritime Boundary Disputes

Uncontested dispute with Canada over the sovreignty of

Hans Island (80°49'N., 66°30'W.), located in Kennedy Channel

between Greenland and Ellesmere Island (Canada). 

It has been reported (2008) that Canada, Denmark, Greenland, Norway, Russia, and the United States have agreed to let

the United Nations rule on their overlapping territorial claims

in the coastal waters of the Arctic Ocean. Coastal states may

claim the sea bed beyond the normal 200-mile limit if the sea

bed is part of a continental shelf of shallower waters. For further information, see Arctic Ocean—Navigational Information—Maritime Boundary Disputes. 

It has been reported (2009) that the United Nations has concurred with Norway’s Arctic claim, which will eventually lead

to an expansion of Norwegian territory in the Arctic region. 

Nautical Charts

Charts are mainly constructed from Danish surveys. Mariners requiring to enter the sounds or fjords of East Greenland

are advised to obtain the appropriate Danish Charts.

Place Names

In 1988, the majority of the place names in West Greenland

had been changed to Inuit (Eskimo) names; the same applies to

Arctic Canada, but less extensively. Former names may still be

found on charts for some time. 

Territorial Sea * 3 miles. 

Contiguous Zone 24 miles.

Fisheries or Economic 

Zone

200 miles.

Continental Shelf 200 miles or the Limit of 

Exploitation.

* Claims straight baselines. Advance permission or notification for innocent passage of warships in the territorial

sea only required for more than three warships at once. 

Obsolete name New name

Egedesminde Aaslaat

Jakobshavn Ilulissat

Ivigtut Ivittuut

Faeringehavn Kangerluarsoruseq

Gronnedal Kanggilinnguit

Sukkertoppen Maniitsoq

Narssaq Narsaq
 Greenland 83

Pub. 180

Offshore Drilling

Offshore Exploration

Oil, gas, and mineral drilling and production rigs, whether

permanent or temporary, fixed or floating, may be encountered

in increasing numbers in Greenland waters.

Pilotage

Pilotage in Greenland is not compulsory but is advisable.

There is no official pilotage but the port authority of each port

will assist when required.

Regulations

General

No visitors are allowed to enter the country without special

permission from the Danish Government. 

Non-Danish vessels do not have access to the harbors of W

Greenland unless a special permit is granted by the Danish

Government. 

Vessels sailing under Danish flag can only apply for special

permission to engage in commercial whaling, sealing, fishing,

or hunting.

All vessels arriving at ports in Greenland should give 24

hour notice of their ETA to the port authority.

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR)

The NIR of the PMoU has introduced a mandatory reporting

system for vessels arriving at or departing from a port or anchorage in the Paris MoU region. 

For further information, see Arctic Ocean—Regulations—

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR). 

Quarantine

Special harbor regulations exist in all Greenland ports; copies can be obtained from the harbor authorities. 

Before sailing for Greenland, a vessel must obtain a Health

Certificate at the port of departure from an authorized medical

practitioner stating that at the time of departure, no dangerous

or infectious disease was found or detected in the port or its

surroundings, and none on board had a venereal or other infectious disease, in an infectious stage.

The Health Certificate is valid only if it bears the stamp and

signature of the Danish consul or vice-consulate situated within the jurisdiction of the port of departure. 

On arrival in Greenland, the master must immediately report

to the Port Authority and present the Health Certificate. 

The Health Certificate may also be issued by a doctor in the

first port of call in Greenland. 

Fishing

Commercial fishing is prohibited inside 12 miles from the

baselines, fixed as the basis for measuring the fishing limit;

however, with the exception to persons residing in Greenland,

or persons having businesses established in Greenland, and

persons who have permanent connection with the Greenland

community. 

Fishing vessels entering the above mentioned area of sea

without the right to fish must have all working gear stowed inboard and head in the direction of exiting the area. 

Reporting of Pollution

In Greenland waters, Danish regulations require ship masters

and managers of oil rigs to immediately report any incident

caused, or suspect to cause, oil spillage or any other type of

pollution. The report should include all details that might be of

use to the environmental agency. 

Search and Rescue

The responsibility for conducting search and rescue operations is divided between: 

1. GLK/MRCC Gronnedal.

2. Air Rescue Coordination Center (ARCC) Sonderstrom.

3. Chief Constable in Greenland.

MRCC Gronnedal can be contacted, as follows: 

1. Telephone: 299-691911

2. Facsimile: 299-691949

3. E-mail: iscomgl@glk.gl

mrcc@glk.gl

Rescue craft are stationed at Nanortalik (60°09'N.,

45°17'W.), Julianehab (60°43'N., 46°02'W.), Sukkertoppen

(65°25'N., 52°54'W.), and Holsteinsborg (66°56'N., 53°41'W.).

Ship Reporting System

Two mandatory ship reporting systems have been established

for the safety of shipping in Greenland waters and to assist in

the coordination of search and rescue efforts.

GREENPOS

GREENPOS is for all vessels on a voyage to or from Greenland ports and places of call. The reporting area is the area covered by the Exclusive Economic Zone of Greenland (200

miles).

Ships on Atlantic voyages can remain in the GREENPOS

system when on passage between ports in Greenland by agreement with the Island Commander Greenland.

The Island Commander Greenland (GLK)/MRCC Gronnedal is the responsible authority for the radio reporting systems

and for initiating and carrying out maritime search and rescue

operations in Greenland waters outside local areas, with the

police being the responsible authority in local areas, 

Frederiksdal Narsaq Kujalleq

Godthab Nuuk

Frederikshab Paamiut

Thule Qaanaaq

Julianehab Qaqortoq

Christianshab Qasigiannguit

Godhavn Qeqertarsuag

Holsteinborg Sisimiut

Umanak Uummannaq

Obsolete name New name
84 Greenland

Pub. 180

Island Commander Greenland (GLK) is responsible for

monitoring the voyage from the time of receiving the first Sailing Plan (SP) until the time of receiving the Final Report (FR).

GREENPOS messages should be addressed to Island Commander Greenland (GLK)/MRCC Gronnedal via the nearest

coast radio station (Ammassalik or Aasiaat), as follows: 

1. Telephone: 299-691911

2. Facsimile: 299-691949

3. Telex: 581-433116710 (INMARSAT-C)

4. E-mail: iscomgl@greennet.gl

If a report from a participating vessel is not received and it is

not possible to establish communications with the vessel, or an

emergency is reported, MRCC Gronnedal is responsible for

initiating search and rescue action, including the involvement

of other participating vessels known to be in that particular area.

There are four types of GREENPOS report, as follows:

1. Sailing Plan (SP).—The SP contains the basic information needed to enter the vessel into GREENPOS. The report should be made when the vessel enters the GREENPOS

area from sea, upon final departure from a port in Greenland,

or when a ship not subject to compulsory reporting wishes to

participate in the system.

2. Position Report (PR).—The PR should be sent four

times daily, as follows:

a. 0000-0030 UTC.

b. 0600-0630 UTC.

c. 1200-1230 UTC.

d. 1800-1830 UTC.

3. Deviation Report (DR).—The DR should be sent

when the vessel’s position differs significantly from the position which would have been predicted from previous reports.

4. Final Report (FR).—The FR should be sent upon

leaving the reporting area, on arrival at its destination in

Greenland, or when a ship not subject to compulsory reporting wishes to leave the system.

The first line of a GREENPOS message is one of the following:

Telegrams prefixed as above are sent free of charge and as

carrying the priority URGENT.

See the Appendix for more information on the format of

GREENPOS messages.

Coastal Control (KYSTKONTROL)

Coastal Control (KYSTKONTROL) is used by all vessels of

20 gross tons and over, as well as all fishing vessels, on a coastal voyage between Greenland ports and places of call. 

Ships on Atlantic voyages can remain in the GREENPOS

system when on passage between ports in Greenland by agreement with the Island Commander Greenland.

The Island Commander Greenland (GLK)/MRCC Gronnedal is the responsible authority for the radio reporting systems

and for initiating and carrying out maritime search and rescue

operations in Greenland waters outside local areas, with the

police being the responsible authority in local areas.

For the purpose of transmitting Coastal Control (KYSTKONTROL) messages, Greenland waters have been divided

into three Ship Control Areas, each based on a Coast Radio

Station, which can be contacted through facsimile, e-mail, and

INMARSAT-C. The limits of these areas, as well as available

contact information, are, as follows: 

1. Coast Radio Station Ammassalik—East coast of

Greenland. The station can be contacted, as follows:

a. Call sign: Ammassalik Radio

b. Telephone: 299-982455

c. Facsimile: 299-981719

d. E-mail: ozl@tele.gl

2. Coast Radio Station Aasiaat—West coast of Greenland

N of latitude 61°31'N. The station can be contacted, as follows:

a. Call sign: Aasiaat Radio

b. Telephone: 299-893126

c. Facsimile: 299-892777

d. E-mail: oyr@tele.gl

All reports should be addressed to the appropriate Coast Radio Station situated in the same control area as the destination.

This Coast Radio Station is responsible for monitoring the voyage from the time of receiving the first Sailing Plan (SP) until

the time of receiving the Final Report (FR).

If a report from a participating vessel is not received and it is

not possible for the coast radio station to establish communications with the vessel, or an emergency is reported, the police of

the port of destination shall be informed. Local police are responsible for initiating search and rescue action, including the

involvement of other participating vessels known to be in that

particular area.

There are four types of Coastal Control (KYSTKONTROL)

reports, as follows:

1. Sailing Plan (SP).—The SP is sent as a first report upon departure.

2. Position Report (PR).—If the voyage will be over 24

hours in duration, and the vessel is equipped with a radio, a

PR will be sent at least once every 24 hours to the Coast Radio Station to which the SP was addressed.

3. Deviation Report (DR).—A DR will be sent to the

Coast Radio Station to which the SP was addressed, as follows:

a. If there are any changes to the information given in

the SP.

b. If the arrival time increases by more than 1 hour.

4. Final Report (FR).—The FR is sent to the Coast Radio Station to which the SP was addressed immediately upon

arrival at the vessel’s destination.

The first line of a Coastal Control (KYSTKONTROL) message is one of the following:

Type of Report Format

SP GREENPOS/SP//

PR GREENPOS/PR//

DR GREENPOS/DR//

FR GREENPOS/FR//

Type of 

Report

Format

SP COASTAL CONTROL/SP//

PR COASTAL CONTROL/PR//

DR COASTAL CONTROL/DR//
 Greenland 85

Pub. 180

Telegrams prefixed as above are sent free of charge and as

carrying the priority URGENT.

See the Appendix for more information on the format of

Coastal Control (KYSTKONTROL) messages.

Tides

On the E coast of Greenland, the time of the tide gets progressively later to the N and the range decreases from about

2.5m at Kap Farvel to about 1m at Danmarkshavn.

Farther N, little is known about the tides, but at Kap Morris

Jesup, the range is about 0.2m.

Time Zone

The Time Zone description is PAPA (+3). Daylight Savings

Time (OSCAR (+2)) is maintained from the last Saturday in

March until the last Saturday in October. 

The following areas maintain a different local time:

1. Pituffik maintains QUEBEC (+4). Daylight Savings

Time (PAPA (+3)) is maintained from the second Sunday in

March until the first Sunday in November. 

2. Ittoqqortoormiit and Nerlerit Inaat maintain NOVEMBER (+1). Daylight Savings Time (ZULU (UTC)) is maintained from the last Sunday in March until the last Sunday in

October. 

U.S. Embassy

There is no U.S. diplomatic representation. Greenland is a

self-governing overseas administrative division of Denmark.

FR COASTAL CONTROL/FR//

Type of 

Report

Format
 Greenland 87

Pub. 180

Appendix—GREENPOS/COASTAL CONTROL (KYSTKONTROL)

Message Reporting Format

NOTES

1. Expressed as a six-digit group, DDHHMM, using

UTC, where DD is the date (from 00 to 31), HH is the hour

(from 00 to 23) and MM is minutes (from 00 to 59), followed by Z.

2. Latitude is expressed as a four-digit group, DDMM,

where DD is degrees (from 00 to 90) and MM is minutes

(from 00 to 59), followed by N or S. Longitude is expressed

as a five-digit group, DDDMM, where DDD is degrees

(from 000 to 179) and MM is minutes (from 00 to 59), followed by E or W. 

3. Name of place or true bearing (three digits) and distance in nautical miles (quote the word “distance”) from an

unambiguous known place name. 

4. Either Line C or Line D may be used.

5. Expressed as a three-digit group.

6. Expressed as a two-digit group.

7. COASTAL CONTROL—This information is required

only in the Position Report. 

8. COASTAL CONTROL—Time used is local time and

expressed in format contined in Note 1. 

9. An abbreviated statement of planned route, e.g.:

present position—great circle route to 100 miles S of Kap

Farvel.

10. Details of any defects affecting ship’s safety, e.g.: radar or VHF disabled.

11. Abbreviated details of weather conditions at time of

report and ice conditions since last report, e.g.: SW5, ice

edge seen from 6100N 03905W—state if ice not seen.

12. COASTAL CONTROL—This information is not required.

13. For Sailing Plan, number of persons on board (e.g.

POB 16). May also add other relevant information affecting

safety of own or other vessels.

Format Sailing 

Plan

Position 

Report

Deviation 

Report

Final 

Report Remarks

A/Vessel name/call sign// R R R R

B/Date and time of report// R R R R See Notes 1 and 8. 

C/Position by latitude/longitude// R R R R See Notes 2 and 4.

D/Position by geographic location// See Notes 3 and 4.

E/True course// R R See Notes 5 and 7.

F/Speed in knots// R R See Notes 6 and 7.

I/Destination and ETA// R See Note 8.

L/Planned passage// R See Note 9.

Q/Defects or limitations// See Note 10.

S/Weather and ice conditions// R R R R See Notes 11 and 12. 

X/Up to 65 characters of amplifying comments// R O O O See Note 13.

KEY

R Required

O Optional
89

Pub. 180

ICELAND

General 89

Buoyage System 89

Cautions 90

Currency 90

Currents 90

Fishing Areas 90

Government 91

Holidays 91

Ice 91

Industries 93

Languages 93

Magnetic Field 93

Maritime Environment 93

Meteorology 94

Navigational Information 94

Pollution 94

Regulations 95

Routes 96

Search and Rescue 96

Ship Reporting System 97

Tides 98

Time Zone 98

Traffic Separation Schemes 98

U.S. Embassy 98

General

Iceland, the national name of which is Island, lies between

62°23'N and 66°33'N, and 13°28'W and 24°32'W. The shortest

distances between the coast of Iceland and selected places are,

as follows:

1. East Greenland—150 miles.

2. Norway—550 miles.

3. The Faeroe Islands—250 miles.

The total area of Iceland is about 39,758 square miles. Iceland is the most sparsely-inhabited country in Europe; over 60

per cent is uninhabited and likely to remain so, as it contains a

large area of ice, lava, and sand. The country lies just S of the

Arctic Circle, and in the most N districts the sun is visible

above the horizon all day for about 2.5 weeks in the month of

June. 

Buoyage System

The IALA Buoyage System (Region A) is in effect within

Icelandic waters. See Chart No. 1 for further IALA Buoyage

System information.

Waverider lighted buoys (special/spherical) may be encountered within the vicinity of Iceland and should be given a wide

berth. 

Beacons indicating danger areas or other closed areas carry

topmarks painted black and yellow in bands; front, triangle

point up, rear triangle point down. 

Beacons indicating submarine pipelines carry yellow diamond topmarks, front and rear. 

Range and anchorage beacons carry triangular topmarks,

point up on the front, point down on the rear; they also may exhibit lights and be fitted with light reflectors.

Submarine cables are indicated by beacons standing close to

the positions at which they are landed, and indicating the direction in which they are laid. The posts are painted with red and

white bands; the rear topmark is a red disc with a white border

above a white diamond with a red border, and the front topmark is a red disc with a white border. When in line, the top-
90 Iceland

Pub. 180

marks appear as a white diamond between two red discs,

disposed vertically. 

Caution is necessary as colored lights may appear white due

to icing, snow, or hoar frost; the range of visibility may also be

greatly reduced or disappear in these conditions. 

Cautions

Areas to be Avoided

Three IMO-adopted Areas to be Avoided have been established off the SW coast of Iceland in the approaches to Reykjavik to reduce the risk of pollution in environmentally-sensitive

areas and to enhance overall maritime samety in the area.

These regulations apply to all vessels of 500 gross tons and

over excpet for fishing vessels, warships, naval auxiliary vessels, and coast guard vessels; these vessels, however, are encouraged to avoid these areas. These areas are located, as

follows: 

1. Eastern Area to be Avoided.—Located off the S and

SW coasts of Iceland and bounded by the coast and lines

joining the following positions: 

a. 63°24'07.8''N, 19°07'49.8''W. (Dyrholaey Light)

b. 63°10'00.0''N, 20°38'00.0''W.

c. 63°40'54.0''N, 22°40'12.0''W.

d. 63°45'48.0''N, 22°44'24.0''W.

e. 63°47'00.0''N, 22°47'36.0''W.

f. 63°48'00.0''N, 22°48'24.0''W.

g. 63°49'12.0''N, 22°47'18.0''W.

h. 64°01'42.0''N, 22°58'18.0''W.

i. 64°07'12.0''N, 22°47'30.0''W. 

j. 64°07'12.0''N, 22°41'24.0''W.

k. 64°04'55.2''N, 22°41'24.0''W. (Garoskagi Light)

This area may be transited by vessels calling at ports located within the area. Vessels less than 5,000 gross tons on voyages between Icelandic ports and not carrying dangerous or

noxious cargo in bulk or in cargo tanks may transit the area S

of latitude 63°45'N.

Beginning on 1 June, 2011 the following additional restrictions will apply:

1. Vessels up to 20,000 gross tons, en route to or from

Faxafloi Bay, which carry neither dangerous cargo nor noxious material in bulk or cargo tanks and, may transit the Eastern Area to be Avoided S of latitude 63°45'N. When sailing

such vessels within the area, navigating officers should take

utmost precaution and take special notice of weather and sea

state forecasts in onshore wind conditions.

2. Passenger vessels of any size may only transit the area

during the period 1 May to 1 October. When sailing such

vessels within the area, navigating officers should take utmost precaution and take special notice of weather and sea

state forecasts in onshore wind conditions.

3. Western Area to be Avoided.—Located off the SW

coast of Iceland and bounded by lines joining the following

positions: 

a. 63°39.7'N, 22°46.7'W.

b. 63°59.1'N, 23°03.5'W.

c. 63°42.0'N, 23°37.0'W.

d. 63°32.0'N, 23°29.5'W.

4. Sydra-Hraun Bank Area to be Avoided.—Located N

of the Reykjanes Peninsula and bounded by lines joining the

following positions: 

a. 64°10.3'N, 22°29.0'W.

b. 64°10.3'N, 22°20.0'W.

c. 64°12.0'N, 22°17.5'W.

d. 64°14.2'N, 22°20.0'W.

e. 64°14.2'N, 22°29.0'W.

f. 64°12.0'N, 22°31.0'W.

Currency

The official unit of currency is the krona, consisting of 100

aurar.

Currents

Tidal Currents

The resultant current around Iceland is the combination of

the tidal current and the offshore current.

The tidal currents have an apparently circular movement

around Iceland; the current which precedes the tidal wave runs

clockwise, and that which follows it runs counterclockwise. As

described later, the current flows clockwise round the entire

coast of Iceland, and neutralizes or at least greatly diminishes

the opposing tidal current. Thus it is always quicker to navigate

around the island in a clockwise direction. 

In Icelandic waters, the tidal currents do not run with the regularity to be expected, for example, on the coasts of England,

since Iceland lies in the middle of an ocean where storms can

influence great masses of water. Furthermore, the island is of

considerable size, the mountains frequently form meteorological boundaries, and it may happen that a storm on the S coast

coincides with a calm on the N coast; or it may blow very hard

out of a fjord while there is a dead calm just outside the entrance. Such circumstances cause irregularity in the behavior of

the tidal currents.

On the coast, and in the fjords, the tidal currents turn at about

the time of high and low water. At sea, they turn at different

times; off Vestmannaeyjar the tidal current turns about 1 hour

before high water on the coast; off Faxafloi, at the same time as

high water; and then round the island the time of the turn gets

later, increasing gradually to 1, 2, and 3 hours after high water

on the coast. As a result, tidal currents on the coast and off the

coast may run in the same direction during one part of the tidal

cycle, and in opposite directions during another part. 

In the coastal areas where tidal current counteracts at a fjord

entrance, it forces into the fjord along the upstream side, and

runs out along the downstream side.

As usual, the highest rates occur with spring tides, and they

are 3 or 4 times stronger than those of neap tides. Off salient

points, or where the current is restricted by islands or shoals,

the rate may be as much as 5 to 7 knots at springs. As the distance from such places is increased, the rate falls rapidly to 2 to

3 knots. The maximum rate off the open coast, where there are

no obstructions, is about 3 knots. 

Fishing Areas

Spring trawling begins off the S coast of Iceland; during this

time long-line and net fishing takes place off the SW coast. 

In autumn the trawlers are found around Horn (66°25'N.,

22°23'W.), moving in the winter past Langanes to the E coast,

and keeping S of the ice.
 Iceland 91

Pub. 180

Government

Iceland is a republic. The country is divided into eight regions.

Iceland is governed by a directly-elected President who

serves a 4-year term. The Prime Minister is appointed by the

President. The Cabinet is appointed by the Prime Minister and

approved by the Parliament. The unicameral Parliament consists of 63 directly-elected members serving 4-year terms. 

The legal system is based on Danish law.

The capital is Reykjavik.

Holidays

The following holidays are observed:

Ice

Ice Distribution 

September and October

Over the area covered by this region, sea ice usually reaches

its least extent shortly after the end of August. At this time a

tongue of ice, carried S in the East Greenland Current, still persists off the Greenland coast as far as 71°N, though the coast itself is usually almost ice-free from wind effect opening

polynya. Therefore, navigation in this area should not be attempted if sea breezes are expected, as the ice, through wind

friction, can compact quickly.

The remaining coasts in the area, except for the far NE of

Svalbard, are ice-free. In a light ice year, the minimum limit

lies considerably farther N; but, it must be remembered that

this is a composite minimum limit, and in a light ice year, only

parts of the E coast of Greenland N of about 74.5°N may be expected to be reasonably accessible. In a severe year the maximum limit encloses the E coast of Greenland almost as far as

Kap Farvel; it also encloses the N and most of the E coasts of

Svalbard. Earlier diagrams show the maximum limit lying farther SE than the maximum limit shown on the ice limit diagram over the area S of 65°N, and up to 100 miles farther S at

25°E in Barents Sea.

During October the ice edge advances S in all longitudes,

making its greatest advance within the East Greenland Current

and in the East Spitsbergen Current. In a severe year almost the

whole E coast of Greenland is enclosed by the maximum limit

at this time. This maximum limit almost reaches Jan Mayen

and, though it is held back N of 79°N at about 6°E, it encloses

the coasts of Svalbard as it plunges S to Bjornoya. In a light ice

year, the E coast of Greenland S of 68°N, and the whole of

Svalbard, are almost ice-free.

November

The greatest advance of the ice edge in all longitudes occurs

in November, presumably due to the extensive cooling of the

sea surface to its freezing temperature. In the average year, almost the whole E coast of Greenland is enclosed by the ice

edge by the end of November; Jan Mayen and much of the

coastline of Spitsbergen are also enclosed. A noteworthy feature in the shape of the ice edge at this time is the first indication of a bulge to the NE of Jan Mayen. This bulge, the Jan

Mayen Ice Tongue, known as the Jan Mayen Odden, is largely

due to the freezing of the cold water in the Jan Mayen Current. 

In a severe season, at the end of November, the Denmark

Strait is almost closed and the Jan Mayen Ice Tongue extends

well E of the Greenwich Meridian. In the Barents Sea, in such

a year, the maximum limit lies S of Bjornoya.

December to March

From December to March, the ice edge advances slowly over

the greater part of the area. The ice edge usually reaches its

greatest extent in February and March. The S limit off East

Greenland usually reaches Kap Farvel during January, and at

the end of February lies about 20 miles S of the cape. In Barents Sea the ice edge reaches Bjornoya in December. From November to March the position of the ice edge in the area S of

Denmark Strait shows little change; this is largely due to the

containing effect of the warm the Irminger Current.

Much of Svalbard is icebound by late December and the

whole archipelago is enclosed by early January. 

Jan Mayen Ice Tongue extends E to reach its greatest extent

in February. A noteworthy feature is the development of North

Bay, a bight on the N flank of Jan Mayen Ice Tongue. During

March, North Bay usually extends SW, presumably due, directFlag of Iceland

January 1 New Year’s Day

Maundy Thursday Variable

Good Friday Variable

Easter Saturday Variable

Easter Monday Variable

First Day of Summer First Thursday on or after 

April 19 

May 1 International Labor Day

Ascension Day Variable

Whitsunday Variable 

Whitmonday Variable

June 17 Independence Day

First Monday in August Icelandic Bank Holiday

December 24 Christmas Eve (half day)

December 25 Christmas Day

December 26 Boxing Day

December 31 New Year’s Eve (half day)
92 Iceland

Pub. 180

ly and indirectly to the fact that the NNE winds which have

prevailed during the earlier winter months are much stronger in

March. By late March the ice edge has advanced to within

about 20 miles of the NW tip of Iceland, and lies about 30

miles SE of Jan Mayen. 

Ice conditions from December to March show a high degree

of variability between a light and a heavy year over the greater

part of the area, except for the region SW of Denmark Strait,

where the maximum and minimum limits are separated by only

50 to 100 miles; elsewhere they are separated by up to about

300 miles. 

In a severe season the ice edge may lie up to 100 miles S of

Kap Farvel, up to 80 miles SE of Jan Mayen, and up to 60

miles S of Bjornoya. Though this maximum limit may approach the N coast of Iceland as early as December, it does not

effectively close Denmark Strait until March. Jan Mayen Ice

Tongue extends E to about 10°E, at the end of March, in a

heavy ice year. Since its development is associated with a prolonged period of W winds, which will simultaneously cause

the ice edge S of Spitsbergen to retreat E, the large north-reaching bight in the ice edge centered about 7°E is unlikely to become cut off. In the W part of Barents Sea, during a severe ice

season, the ice edge is located between 73.5° and 74.5°N from

December to February. 

Though the E coast of Greenland, except for the extreme S,

remains icebound even in a light season, the ice edge in such a

season is located in the NW half of Denmark Strait and well

NW from Jan Mayen throughout the period December to

March. This minimum lies N of the N coast of Svalbard, as far

as 20°E; the whole of the W coast and much of the S coast are

also ice-free. Though this limit lies well N of Bjornoya, it encloses Hopen throughout the period. 

April to August

From early April the ice edge gradually retreats N in the average year, reaching its minimum extent in most longitudes in

early September. The rate of retreat is greater over Greenland

Sea W of about 5°W and in Barents Sea than it is elsewhere.

From April to July the average rate is about 40 miles per

month, and in Barents Sea about 60 miles per month; the mean

rates are much less in August. There is little movement of the

ice edge SW of Denmark Strait from early April to late June;

the total retreat in the average season varies between 20 and 60

miles in this period. Over most of the region W of Svalbard and

N of 75°N, the total ice edge retreat is only about 60 miles between early April and early September. 

By early August, in the average season, the extent of ice cover over Greenland Sea has been greatly reduced, but a relatively narrow belt of ice still encloses the whole E coast of

Greenland S to and beyond Kap Farvel. During August the S

portion of this narrow belt usually melts.

Drift ice in Greenland Sea usually clears Jan Mayen late in

April; at this time a small part of the NW coast of Spitsbergen

is usually almost ice-free, but it is late May before most of the

W coast becomes accessible. 

By late August, close to the time of minimum extent, the

whole of Spitsbergen is usually almost ice-free. By late August

the E coast of Greenland is accessible up to about latitude

74°N, apart from the area S of Kap Brewster. However, because the ice is not far away, fresh E to SE winds can cause it to

close rapidly the coast N of Scoresby Sund. Scoresby Sund

usually becomes almost ice-free by mid-July and remains so

till early October. 

Shore leads, sometimes extending hundreds of miles, may

open up off the coast of Greenland in almost any month when

offshore winds prevail, while winds with an onshore component will rapidly close up these leads, and the momentum of

the ice is such that only riding on the ice would prevent destruction. 

An interesting feature of the summer break-up pattern is the

polynya which usually develops off the NE coast of Greenland.

In the average year it first appears in May, during which month

the NNE winds of winter are replaced by the NW winds which

persist till August. 

The polynya usually reaches its greatest size by late June or

July, and usually closes up entirely in September. 

The foregoing paragraphs describe the summer break-up in

the average year, but there are considerable departures from the

mean condition in severe and light summer ice seasons, except

in the region SW of Denmark Strait, where the variability is

much reduced. 

In a severe ice season the maximum limit encloses the E

coast of Greenland throughout the summer, except for the extreme S from August to October. Denmark Strait may remain

closed till late July; the remainder of the N coast of Iceland,

and parts of the E coast, may be affected by sea ice till early

June. Jan Mayen may remain icebound till mid-August and the

W coast of Spitsbergen may not become ice-free till late July;

Hopen and the E coast of Svalbard may not become accessible

till mid-August. The N coast of Spitsbergen, the whole of Nordaustlandet, and the E parts of Barentsoya and Edgeya remain

within the maximum limit throughout a severe summer season.

In a light season, parts of the E coast of Greenland may become ice-free by late May. By late July the minimum limit lies

in about 76°N off the E coast of Greenland. Though this limit

is shown lying N of Bjornoya and NW of Jan Mayen in each

month, this should not be interpreted as meaning that both islands have been ice-free throughout a complete year. In fact, at

each island large quantities of sea ice have appeared for at least

a few weeks each year.

The glaciers on the E coast of Greenland, which collectively

produce enormous quantities of icebergs, are carried S in the

East Greenland Current, some surviving the journey to round

Kap Farvel, while some are carried towards the N and NE

coasts of Iceland by the East Iceland Current. The largest numbers will be found close in to the coast of Greenland, the frequency of icebergs decreasing to become few on the E flank of

the East Greenland Current, which may perhaps be considered

the average limit of icebergs; there is no record of icebergs

having been carried SE or E in the Jan Mayen Current. Some

icebergs which have originated from Spitsbergen and Zemlya

Frantsa Iosifa are carried SW in the East Spitsbergen Current

and the Bear Island Current towards Bjornoya, especially during the period of May to October.

In general, ice limit moves SE from September to April and

then retreats till August, except on the SE side of Denmark

Strait, where it is held at about 65°30'N by the Irminger Current throughout the year. During April, when the monthly maximum limit reaches an extreme position, it is located about 400

miles SE of Kap Farvel. There is insufficient data to define limits to the N of the Denmark Strait, but icebergs, sometimes

grounded, are not infrequently observed off the N and NE
 Iceland 93

Pub. 180

coasts of Iceland

Glacier debris, consisting of growlers and small pieces of

land ice, is sometimes carried out of the fjords by the currents

in late summer, when the S part of the E coast of Greenland is

free of sea ice, in sufficient quantities to hamper the progress

along the coast for small vessels.

Ice Limits

Sea ice presents a serious hazard to navigation over much of

the area. It should also be borne in mind that small, possibly

large, icebergs may be encountered along the Greenland coast

at any time. Seasonal variations do not influence iceberg movements, except to trap icebergs in pack ice. 

The whole E coast of Greenland is icebound for the greater

part of the average year, though the coast S of 70°N is usually

almost ice-free in August and September. The coasts of Svalbard and Jan Mayen are usually icebound each winter, but the

coasts of Iceland remain ice-free throughout the average year,

except for the formation of ice in rivers and at the heads of

some fjords. In severe seasons, ice reaches the N and E coasts

of Iceland, thereby closing Denmark Strait.

The East Greenland Current brings vast quantities of ice and

cold water out of the Arctic basin, and accounts for the presence of ice off the E coast of Greenland over the greater part of

the year; whereas, the relatively-warm Norwegian Atlantic

Current, of Gulf Stream origin, prevents the formation of ice

over the greater part of Norwegian Sea and the S portion of

Barents Sea. Thus the limits of the sea ice lie much farther S

off the E coast of Greenland than elsewhere.

At the time of maximum extent, the S progress of the ice

floes, carried by wind and current, is more or less in balance

with the degree of melting at the ice edge. Thereafter, as air and

sea temperature rise, the ice edge steadily retreats due to the increased rate of melting at progressively higher latitudes,

though in many areas wind and current will tend to carry the

melting ice floes S. 

The ice edge is the demarcation at any given time between

the open sea and sea ice of any kind, whether fast or drifting.

The severity of the ice season is due, to a very large extent, to

the winds. When winds having a major component across the

ice edge prevail for a week, or even more effectively for several

weeks, the ice edge moves steadily seaward; whereas, when

winds blowing off the water onto the ice prevail, the edge retreats towards or even to its minimum position. Any ice floes

driven out over these warm currents by winds off the ice usually melt fairly quickly. It should be noted that since the factors

which contribute towards heavy or light ice conditions are unlikely to prevail over the whole area at the same time, it is highly improbable that the maximum or minimum conditions will

occur over the whole area in any one year. 

The width of the transition belt between ice-free conditions

and an almost complete cover of sea ice depends on the winds

and on the season of the year. Winds off the ice tend to produce

a gradual transition, whereas winds blowing onto the ice produce a compact ice edge. Over most of the area the mean wind

directions are in most months roughly parallel to the ice edge,

so the transition belt is usually only a few miles wide, perhaps

less than 10 miles, though in places it may exceed 50 miles.

Seasonal melting also affects the width of the transition zone,

and in general, it is greatest in July and August, when its width

may be several hundred miles. 

Ice Reconnaissance

Ice reconnaissance operations are carried out by air in the

Frederikshab-Kap Farvel-Tingmiarmiut area. In addition, during the navigable season, ice air-reconnaissance (ISRECCO) is

carried out from Mestersvig (72°12'N., 24°04'W.) for the benefit of ships bound for the coast between Ammassalik and Danmarkshavn. 

Vessels can establish communication with aircraft on ice-reconnaissance or search duty. The Danish Meteorological Institute transmits facsimile transmissions of ice charts for

Greenland waters. For details see Pub. 117, Radio Navigational

Aids. 

Industries

The main industies are fishing and fish processing, aluminum smelting, ferrosilicon production, geothermal power, and

tourism. 

The main exports are fish and fish products, aluminum, animal products, ferrosilicon, and diatomite. The main exporttrading partners are the Netherlands, the United Kingdom, Germany, Norway, and Spain. 

The main imports are machinery and equipment, petroleum

products, foodstuffs, and textiles. The main import-trading

partners are Norway, the Netherlands, Germany, Sweden, Denmark, the United States, and China. 

Languages

Islenzka (Icelandic) is the official language.

Magnetic Field

Magnetic Anomalies

Reports were received of two cases in which the permanent

magnetism of the vessel was temporarily affected as the disturbance continued. In the first case, the disturbance lasted for

some hours; and in the second, it lasted for several days. Strong

disturbances were noted in the vicinity of Iceland, in the areas

where the depths were as much as 135m. 

Maritime Environment

The North Atlantic Ocean washes the S and W coasts of Iceland, and the E coast of Greenland as far N as Kap Nansen.

Greenland Sea and Norwegian Sea, divided by a line joining

the S end of Spitsbergen, Jan Mayen, and the E extremity of

Iceland, lie between the E coast of Greenland, N of Kap Nansen on the W, Spitsbergen on the NE, and Norway on the SE; together they form a basin in the greater part of which the depths

are over 1,800m.

This basin is separated from the North Atlantic Ocean by a

ridge over which the depths are less than 550m, and on which

lie the Faeroes and Iceland. On the E, depths between Norway

and Spitsbergen are less than 360m, but to the N, Greenland

Sea is connected to the Arctic Ocean by Lena Trough, in which

the depths are between 180m and 3,600m. There is also a narrow gully between the Faeroes and Scotland, with depths of

over 1,000m.

Vesterisgrunnen (73°30'N., 9°10'W.) is a seamount with a

least depth is 123m.
94 Iceland

Pub. 180

The positions, coastline, hydrography, and topography on

some Iceland charts are inaccurate in places; the charts must be

used with caution. The heights of lights given on the charts of

Iceland coasts, in Pub. 115, Lists of Lights, and in this publication are approximate only. When entering or leaving Icelandic

ports, except the port of Reykjavik, larger-scale Icelandic

charts should be used.

Denmark Strait separates Iceland from Greenland; the general depths are between 180 and 540m. A depth of 110m was reported almost in the middle of the strait (65°53'N., 29°40'W.).

Around the coast of Iceland, sand is the most common material, forming an almost continuous belt around the island. Interspersed over the sand are patches of shell, gravel and mud, with

rock occasionally fronting the coast. There would appear to be

no general pattern to the distribution of the sediment except

that there is a decrease in grain size with the increase in the

depth of water. Across the entrances to the fjords, mixtures of

sand and gravel are frequently found, but within the fjords mud

and silt form the bottom, with little evidence of coarser materials.

The nature of the seabed varies considerably with the depth

of water. Along the coast of East Greenland, coarse material

deposits alternate with areas of rock stripped bare by grounding ice, and the whole of this coastal belt is bounded by a mixture of mud and sand. In the deep oceanic waters to the S and N

of Iceland, ooze or very soft mud is generally widespread, but

notable areas of coarser materials occur. In the neighborhood

of the mid-oceanic ridge, rock, sand and gravel are found. Similar coarse debris transported by icebergs are found dispersed

over the ooze. In the shallow approaches to Barents Sea, the

ooze is replaced by mixtures of mud, sand, gravel, and shell. 

The surface waters are influenced to a depth of about 300m by

two contrasting water masses; warm saline water of Gulf Stream

origin, and cold fresh waters from the Polar Basin. The Gulf

Stream waters are distributed by the North Atlantic Current system to become widespread to the S of Iceland and along the E

sector of the area. The polar waters are transported S by the icebearing East Greenland Current and bifurcate to the N of Iceland. At the boundary of the two water masses is the Polar Front,

a transition zone where the warm water tends to overlie the denser cold water, resulting in sharp negative temperature/depth and

salinity/depth gradients. The values at 1.75 and 1.76 are for the

surface or under ice. Variations of salinity and density will be

found at the ice edge due to the melting ice. 

For an explanation of density as applied to seawater, see Pub.

9, American Practical Navigator (Bowditch). In winter, values

of between 1.02750 gm/cm3 to 1.02775 gm/cm3

 in the E of the

area, a value of 1.02725 m/cm3 in the S of the area, and values

between 1.02725 gm/cm3 and 1.02775 gm/cm3 in the N are observed. The density decreases towards the E coast of Greenland, with a minimum value of 1.02575 gm/cm3

 in the N.

There is an area of more dense water S of Svalbard, with values

greater than 1.02800 gm/cm3. In summer, the values are

1.02675 gm/cm3 to 1.02700 gm/cm3

 in the E, 1.02675 gm/cm3

in the S and less than 1.02450 gm/cm3 in the N of the area. At

the Greenland coast the density decreases to less than 1.02500

gm/cm3

. 

Meteorology

Twenty-four hour shipping forecasts are available in Icelandic and English from the Icelandic Meteorological Office. 

Weather and sea state forecasts are available in Icelandic and

English from the Icelandic Maritime Administration. 

Navigational Information

Enroute Volume

Pub. 181, Sailing Directions (Enroute) Greenland and Iceland.

Maritime Claims

The maritime territorial claims of Iceland are, as follows:

Maritime Boundary Disputes

Dispute with Denmark over the Faroe Islands’ fisheries median boundary of 200 miles. 

Pollution

The Icelandic Coast Guard is the authority responsible for

receiving reports of maritime pollution for the Environmental

and Food Agency of Iceland, which will initiate the response to

counter pollution. Vessels navigating within the Icelandic Exclusive Economic Zone are requested to report pollution incidents and oil slicks whenever sighted. The reports are to be

sent to the nearest Icelandic Coast Guard Radio Station. Reports can also be made to the Icelandic Coast Guard Maritime

Traffic Service, which can be contacted, as follows: 

1. Telephone: 354-5452100 (24 hours)

2. Facsimile: 354-5452001

3. E-mail: vms@lhg.is

Reports can be given according to the Shipboard Oil Pollution Emergency Plan or any oil pollution report form. Whenever possible, the following information should be sent: 

1. Time and date of observation.

2. Location of pollution (in latitude and longitude).

3. Amount of oil spilled (length and width of oil slick).

4. Oil type and description (rainbow colors, silver sheen,

or brown colors).

5. Weather conditions (wave height, wind speed, and

wind direction).

6. Pollution source (name and type of vessel, as well as

course and speed).

Icelandic Meteorological Office Home Page

http://www.vedur.is

Icelandic Maritime Administration Home Page

http://www.sigling.is

Territorial Sea * 12 miles.

Fisheries or Economic 

Zone

200 miles.

Continental Shelf 200 miles or the Continental Margin.

* Claims straight baselines. 
 Iceland 95

Pub. 180

7. Vessels in distress and risk of pollution.

Pollution Prevention Reporting Scheme

Vessels carrying cargo consisting of oil or hazardous material are required to send a report to the Icelandic Coast Guard

Maritime Traffic Service when navigating within the Icelandic

Pollution Prevention Zone. This area coincides with Iceland’s

Exclusive Economic Zone. The report will include the following information: 

1. Quantity and type of cargo.

2. A 6-hour notice of entry into, or departure from, the

zone, as appropriate, with position.

3. While in the zone, the vessel’s position, course, and

speed should be sent every 6 hours.

4. A 3-hour notice of arrival at, or departure from, an Icelandic port or harbor, as appropriate.

Regulations

Fisheries Regulations

Fishery protection vessels constantly cruise in Icelandic waters. 

Offenders against the fishery laws are subject to heavy fines

and imprisonment. In Iceland, the eiderduck is protected by

law, particulars of which are exhibited at the offices of the Police Superintendents. 

European Union Expanded Inspection (EI) Notification

Under European Union (EU) Directive 2009/106/EC, the

European Union has introduced a mandatory reporting system

for vessels arriving at or departing from a port or anchorage in

the EU.

The reports shall be submitted, as follows: 

For further information, see Arctic Ocean—Regulations—

European Union Expanded Inspection (EI) Notification. 

Quarantine and Port Entry Clearance

Quarantine regulations are strictly enforced and should be

understood before a vessel leaves the last port-of-call for Iceland. If a clean bill of health is not obtainable, vessels are quarantined and may request to the port health authority for reexamination. 

Vessels bound for Iceland from a foreign port should proceed

to one of the following ports for port entry clearance: 

All vessels, after clearing for port entry, may load and/or unload without further permission, and a clearance on departure

may also be requested at the following ports: 

Permission must be obtained from the Customs Authorities

to land or load at other places. 

Incident Reporting

Vessels navigating within Iceland’s Exclusive Economic

Zone must immediately report the following to the Maritime

Traffic Service: 

1. Any incident or accident affecting the safety of the

Mail Maritime Traffic Service

Skogarhlid 14

103 Reykjavik

Telephone 354-545-2100

Facsimile 354-545-2001

E-mail sar@lhg.is

Akranes 64°19'N, 22°05'W.

Akureyri 65°45'N, 18°05'W.

Eskifjordhur 65°04'N, 14°00'W.

Hafnarfjordhur 64°04'N, 22°00'W.

Husavik 66°03'N, 17°21'W.

Isafjordhur 65°50'N, 22°28'W.

Keflavik 64°00'N, 22°33'W.

Neskaupstadhur 65°09'N, 13°41'W.

Patreksfjordhur 65°36'N, 24°01'W.

Reykjavik 64°09'N, 29°56'W.

Seydhisfjordhur 64°15'N, 13°55'W.

Siglufjordhur 66°09'N, 18°52'W.

Blonduos 65°40'N, 20°18'W.

Bolungarvik 66°10'N, 23°14'W.

Borgarnes 64°32'N, 21°56'W.

Djupivogur 64°40'N, 14°15'W.

Faskrudhsfjordhur 64°54'N, 13°38'W.

Flateyri 66°03'N, 23°31'W.

Hofn 64°16'N, 15°13'W.

Holmavik 65°44'N, 21°41'W.

Hvammstangi 65°24'N, 20°57'W.

Isafjordhur 65°50'N, 22°28'W.

Olafsfjordhur 66°05'N, 18°39'W.

Olafsvik 64°54'N, 23°43'W.

Patreksfjordhur 65°36'N, 24°01'W.

Raufarhofn 66°27'N, 15°57'W.

Reydharfjordhur 64°56'N, 13°41'W.

Saudharkrokur 65°45'N, 19°39'W.

Seydhisfjordhur 64°15'N, 13°55'W.

Siglufjordhur 66°09'N, 18°52'W.

Stykkisholmur 65°05'N, 22°44'W.

Sudhureyri 65°37'N, 23°51'W.

Thingeyri 65°52'N, 23°29'W.

Thorlakshofn 63°51'N, 21°22'W.

Vopnafjordhur 65°45'N, 14°49'W.
96 Iceland

Pub. 180

ship or which compromises shipping safety.

2. Any situation that is liable to lead to pollution, either at

sea or on shore.

3. The sighting of the slick of polluting material, drifting

containers, or drifting packages.

Reports shall include the following information: 

1. Vessel identity.

2. Vessel position.

3. Port of departure.

4. Vessel destination.

5. Address from which information may be obtained

about dangerous or polluting cargo on board.

6. Number of persons on board.

7. Details of the incident.

The Maritime Traffic Service can be contacted, as follows: 

1. Telephone: 354-545-2100

2. Facsimile: 354-545-2001

3. E-mail: sar@lhg.is

Routes

Vessels bound for the W coast of Iceland from Europe are

advised to steer for Dyrholaey (63°24'N., 19°08'W.) or Vestmannaejar, 30 miles W. The practice of keeping a distance

from the S coast of Iceland cannot be overemphasized. 

Vessels bound for the E coast should attempt to make a landfall between Gerpir (65°05'N., 13°30'W.) and Glettinganes, 25

miles N; there are many prominent landmarks in this coastal

stretch, free from off-lying dangers. 

Vessels bound for the S fjords along the E coast, can make a

landfall in the vicinity of Vestrahorn (64°16'N., 14°57'W.) or

Eystrahorn, 15 miles NE, but fogs suspend frequently. If fog is

encountered anywhere on the E coast, off the S part of Iceland,

vessels should keep outside the charted 200m curve, unless the

ship’s position is certain. 

Drift ice may be encountered off the E coast; with strong N

winds, drift ice may also be encountered S of 66°N on the W

coast. Due to upwelling, no ice forms on the S or W coasts. 

Vessels bound for the N coast of Iceland should avoid rounding Langanes (66°23'N., 14°32'W.) without first making a

landfall, or until soundings indicate it is safe. 

When the fishing and commercial vessels begin to arrive off

the E coast during mid-March, the coast is occasionally

blocked with ice; keep out to seaward to avoid being beset into

ice breaking off land; alternatively, head for Berufjordhur

(64°41'N., 14°15'W.). 

If the N coast of Iceland is blocked, the ice will be met at

Langanes. Any attempt to sail round it to the N can be devastating, leaving no alternative but to keep to sea or at anchor at

Berufjordhur. An attempt to seek a port farther N must be

avoided as ice closes the port of Langanes. Subsequently, vessels suffer damage, even those waiting in Vopnafjordhur. 

Vessels bound for the midwest coast from the S, should navigate around the S and W coast and make the approach from

the W. As the ice drifts E, this course has often been successful,

and the advantage is that if the way to Horn is blocked, a secure

anchorage can be found in one of the W ports. 

Later in the year, when the ice does not form and become a

compact mass, entering the ice has been successful near Langanes after a day of difficult navigation. Open waters are found

especially on the W coast where ice may leave a narrow channel between it and the shore. However, experience is required

for such maneuvers, as entering the ice entails the risk of being

crushed, and using a shore lead may result in being driven

ashore. With a prospect of S and W winds and spring tides, it

appears less risky to go through an open water channel between the shore and the ice, rather than entering the ice, even if

it is moderately open. 

Search and Rescue

The Icelandic Coast Guard (ICG) is responsible for search

and rescue operations and coordination for the Icelandic Maritime Search and Rescue Region. The ICG operates the Maritime Rescue Coordination Center (MRCC) Reykjavik at the

Icelandic Maritime Traffic Service (IMTS), a joint ICG operations, maritime, and vessel monitoring center. 

The ICG and MRCC Reykjavik can be contacted, as follows: 

1. Telephone: 354-545-2100 (operations)

354-511-3333 (emergency)

2. Facsimile: 354-545-2001

3. E-mail: sar@icg.is

reyrad@icg.is

A network of coast radio stations, which are remotely controlled from the IMTS, maintains a continuous listening watch

on international distress frequencies. 

Ice-SAR

Ice-SAR, formed by the merger of the National Life Saving

Association and the Association of Icelandic Rescue Teams, is

responsible for search and rescue operations along the coast

and in the surrounding waters. Their rescue teams are trained,

well equipped, thoroughly conversant with local conditions,

and equipped with modern telecommunications, large fourwheel drive vehicles, motor sledges, motor lifeboats, permanently-inflated dinghies, and other suitable rescue equipment.

In 2009, appoximately 80 all-weather lifeboats, rigid inflatable

boats, and inflatable boats were stationed around the Icelandic

coast at 58 rescue stations. 

All-weather lifeboats or rigid hull inflatable lifeboats are

permanently stationed at the following locations: 

1. Akranes. *

2. Arskogssandur.

3. Bardastrund.

4. Bolungarvik. *

5. Borgarnes.

6. Drangsnes.

7. Grindavik. *

8. Grundarfjordhur.

9. Hafnarfjordhur. *

10. Hofn. *

11. Hrisey.

12. Husavik. *

13. Hvammstangi.

14. Isafjordhur. *

15. Keflavik. *

16. Kopavogur.

17. Nordfjordur. *

18. Patreksfjordhur. *

19. Raufarhofn.

20. Reykjavik. *

21. Sandgerdhi.
 Iceland 97

Pub. 180

22. Seydhisfjordhur.

23. Siglufjordhur. *

24. Skagastrond. *

25. Snaefellsbaer. *

26. Sudhureyri.

27. Thingeyri .

28. Thorshofn.

29. Vestmannaeyjar. *

30. Vopnapfjordur. *

* These stations are also supported by an inflatable inshore

lifeboat. 

An additional 28 stations are equipped with an inflatable inshore lifeboat only 

Coastal refuge huts, now erected and maintained by IceSAR, first came into practice after a German trawler stranded

on Skeidhararsan during January 1903; the crew got safely

ashore, only to suffer great privations, from which three men

died before finally reaching a farm house after 11 days. As a

result, the German Consul at Reykjavik, at his own expense,

caused a hut to be built and provisioned at Kalfafellsmelar.

This facilitated to a second German trawler that stranded, and

the crew were rescued by the local farmers.

Shelters are not designed to meet any particular type of

structure. On the sands of the S coast they are built on stilts, approximately 1m above ground level, so as to allow sand to be

blown under them instead of piling up against their sides.

Shelters on the N sides of Vestfirdhir are similarly raised, to

prevent them from being snowed under.

All shelters are identifiable by the Ice-SAR sign, and are

painted in international orange color. They are stocked with all

the necessary survival equipment such as blankets, food, first

aid kit, heating and cooking equipment, lights, and useful information. All shelters, except those at Brunavik (65°32.0'N.,

13° 42.0'W.) and Lagey (66°17.7'N., 17°07.1'W.), are equipped

with a VHF radio. The shelters at Austurfjorutangi (64°

14.3'N., 15°10.0'W.) and Fjallaskagi (66°00.5'N., 23°48.0'W.)

are equipped with telephones. 

The following table gives the location of the coastal refuge

huts around the Icelandic coast.

Ship Reporting System

Iceland Ship Reporting System

All vessels en route to a port in Iceland must report to the

Icelandic Coast Guard (ICG) at least 24 hours before entering

port. Fishing vessels should report their position 6 hours before

entering the Icelandic Exclusive Economic Zone (IEZ) and every 12 hours while inside the IEZ. The information required in

the report is, as follows: 

1. Vessel name, IMO registration number, and call sign.

2. Nationality.

3. Vessel type.

4. Date of transmission (6 digits—day of month (2 digits), month (2 digits), and year (2 digits)).

5. Time of transmission in UTC (4 digits—hour (2 digits) and minutes (2 digits)).

6. Current position—latitude (4 digits followed by N)

and longitude (5 digits followed by E/W).

7. Last port of call.

8. Destination (port in Iceland).

9. ETA at first port in Iceland (date and time as expressed in 4 and 5 above).

10. Other ports of call in Iceland.

11. Port of departure in Iceland.

12. ETD from last port in Iceland (date and time as expressed in 4 and 5 above).

13. Destination after Iceland.

14. Agent in Iceland.

15. Crew/passenger list in this order:

a. Nationality.

b. Last name.

c. First name.

d. Date of birth.

Location Position

Alvidhruhamrar 63°27.3'N, 18°18.4'W

Austurfjorutangi 64°14.3'N, 15°10.0'W

Bardsvik 66°20.1'N, 22°14.9'W

Brunavik 65°32.0'N, 13°42.0'W

Dritvik 64°45.2'N, 23°55.0'W

Faxasker 63°27.7'N, 20°14.4'W

Fjallaskagi 66°00.5'N, 23°48.0'W

Fljotavik 66°27.1'N, 22°55.6'W

Furufjordhur 66°15.9'N, 22°14.2'W

Hedinsfjordhur 66°08.3'N, 18°45.8'W

Hlodhuvik 66°25.3'N, 22°38.9'W

Hornvik 66°25.6'N, 22°29.7'W

Hrafnsfjordhur 66°16.1'N, 22°22.3'W

Hvanndalir 66°09.3'N, 18°39.7'W

Ingolfshofdhi 63°48.2'N, 16°38.4'W

Keflavik (Briedhafjordhur) 65°30.6'N, 24°14.6'W

Krossadalur 65°42.0'N, 24°04.0'W

Lagey 66°17.7'N, 17°07.1'W

Latravik 66°23.6'N, 23°02.2'W

Sandeyri 66°09.1'N, 22°50.8'W

Sandvik 65°05.4'N, 13°33.3'W

Saebol 66°20.7'N, 23°06.2'W

Seley 64°59.0'N, 13°31.0'W

Skalar 66°19.7'N, 14°45.8'W

Skalavik 66°11.0'N, 23°29.0'W

Skaldbjarnarvik 66°14.5'N, 21°57.4W

Slettaeyri 66°18.0'N, 22°59.8'W

Stigalid 66°12.0'N, 23°24.0'W

Sudurfjorur 64°13.8'N, 15°11.5'W

Veidhyleysufjordhur 65°55.8'N, 21°26.3W

Location Position
98 Iceland

Pub. 180

e. Sex.

f. Passport number.

g. Rank (if crew member).

Every change in the crew list or the passenger list should be

reported to the Icelandic Coast Guard. 

Fishing vessels bound for Iceland should give the following

information: 

1. Total catch on board, by type.

2. Estimated date, time, and position when sailing into

the IEZ.

3. Former fishing area.

4. Services needed in Iceland.

All vessels shall confirm departure time at least 6 hours before leaving last port in Iceland. 

Reports can be sent to the ICG, as follows: 

1. Telephone: 354-545-2100

354-511-3333 (emergency) 

2. Telex: 581-425101519 (INMARSAT-C)

3. E-mail: sar@lhg.is

4. Coast radio stations.

Note.—Telefax transmissions of the required information to

the ICG will not be accepted.

The reporting form may also be obtained at the Icelandic

Coast Guard web site: http://www.lhg.is.

Ship Reporting—SafeSeaNet (SSN)

Iceland participates in the European electronic reporting system SafeSeaNet (SSN), which may be used by any vessel. Vessels bound for ports in Iceland should report through the SSN

system at least 24 hours prior to arrival at the Iceland 12-mile

territorial limit.

Reports will fulfill all Icelandic reporting requirements, including customs, immigration, health, maritime safety, and environmental concerns. An SSN account should be obtained

from the following web site: 

SafeSeaNet (SSN) is operated by the Maritime Traffic Service and can be contacted, as follows: 

1. Telephone: 354-545-2100

2. Facsimile: 354-545-2001

3. E-mail: sar@lhg.is

The following vessels are required to make this notification

prior to arrival at or departure from Icelandic ports: 

1. All vessel greater than 300 gross tons.

2. Fishing vessels, traditional vessels, and recreational

vessels greater than 45m long.

3. Vessels carring more than 5,000 tons of bunkers.

4. All vessels carrying dangerous cargo.

5. Vessels carrying hazardous cargo arriving from a port

outside the European Union or a European Free Trade Area

state.

Reports must be made at least 24 hours prior to arrival. If the

voyage is less than 24 hours, the report must be made no later

than the time of departure from the previous port. If the next

port is not known or is changed during the voyage, the report

should be made as soon as this information is available. 

Vessels carrying hazardous cargo or more than 5,000 tons of

bunkers shall also notify SSN prior to departure. 

Off the Southwest Coast of Iceland (TRANSREP)

TRANSREP is a mandatory ship reporting system covering

the Eastern Area to be Avoided. The following vessels are required to participate in TRANSREP:

1. Vessels calling at ports located within the Eastern Area

to be Avoided.

2. Vessels of less than 5,000 gross tons permitted to transit the Eastern Area to be Avoided S of latitude 63°45'N,

when engaged on voyages between Icelandic ports and not

carrying dangerous or noxious cargo in bulk or in cargo

tanks, are required to participate in TRANSREP. 

Beginning on June 1, 2011 the following vessels will also be

required to participate in TRANSREP: 

1. Vessels up to 20,000 gross tons, en route to or from

Faxafloi Bay, which carry neither dangerous cargo nor noxious material in bulk or cargo tanks and which may transit

the Eastern Area to be Avoided S of latitude 63°45'N.

2. Passenger vessels of any size, which may only transit

the inner route (Hullid Passage) and the Eastern Area to be

Avoided during the period 1 May to 1 October. 

Further information on TRANSREP can be found in Pub.

181, Sailing Directions (Enroute) Greenland and Iceland. 

Information on the Eastern Area to be Avoided can be found

in Cautions. 

Tides

The tides are mainly semi-diurnal. In Iceland, the time of the

tide progresses clockwise round the island. The ranges vary between 3 to 4m at the W end and about 1.5m at the E end.

Time Zone

The Time Zone description is ZULU (UTC). Daylight Savings Time is not observed.

Traffic Separation Schemes

Traffic Separation Schemes (TSS) off Iceland are, as follows: 

1. Southwest of Reykjanes Peninsula. (IMO)

2. Northwest of Gardskagi Point. (IMO)

U.S. Embassy

The U.S. Embassy is situated at Laufasvegur 21, Reykjavik.

The mailing addresses are, as follows:

1. Iceland address—

Laufasvegur 21

101 Reykjavik

2. U. S. address— 

5640 Reykjavik Place

Washington, DC (20521-5640)

Icelandic Ship Notifications Home Page

http://www.safeseanet.is

U. S. Embassy Iceland Home Page 

http://iceland.usembassy.gov
99

Pub. 180

NORWAY

General 100

Buoyage System 100

Cautions 101

Currency 101

Firing Areas 101

Fishing Areas 104

Government 106

Holidays 107

Ice 107

Industries 107

Languages 107

Meteorology 107

Navigational Information 107

Offshore Islands 108
100 Norway

Pub. 180

Pilotage 110

Pollution 111

Regulations 112

Routes 114

Search and Rescue 114

Ship Reporting System 115

Signals 117

Submarine Operating Areas 117

Tides 117

Time Zone 117

Traffic Separation Schemes 117

U.S. Embassy 117

Vessel Traffic Service 118

Appendix I—Laws and Regulations Appertaining to 

Navigation 121

Appendix II—Regulations on Prescribed Channels for 

Foreign Non-military Vessels in Norwegian Territorial 

Waters 125

Appendix III—Norway Economic Exploitation Zone 127

General

Norway (Norge) is located in the W and N parts of the Scandinavian peninsula in NW Europe. It is bordered on the E by

Sweden, Finland, and Russia; on the N by the Arctic Ocean; on

the W by the North Sea; and on the S by the Skagerrak. 

The climate along the S coast of Norway, because of the influence of the North Atlantic Current, has very mild weather

for such high latitudes and the harbors are ice free. 

The terrain is glaciated in character, being of mostly high

plateaus and rugged mountains over fertile valleys. The coastline is deeply indented by fjords. 

Buoyage System

The IALA Buoyage System (Region A) is in effect. See

Chart No. 1 for further IALA Buoyage System information.

Mariners are cautioned that few buoys in Norwegian waters

carry the topmark as prescribed for the IALA Buoyage System

(Region A).

Fixed marks placed on the coast close to the fairway consist

of beacons, perches, iron pillars, and wood or stone structures.

They are usually fitted with arms indicating the fairway, or

when a vessel may pass on either side, with two arms, one on

each side. 

Iron perches and posts may, for the sake of increased visibility, be furnished with topmarks. Marks exposed to the sea carry

neither arms nor topmarks.

Due to the large number of fixed marks, mariners are warned

that at any one time some of them will be damaged. In particular, iron beacons may become twisted and their arms point in

the wrong direction. Defects, or any need for inspection which

may be observed when passing, should be reported.

In channels where ice is expected, topmarks are removed in

autumn and replaced in the spring. Buoyage is removed for the

winter in channels prone to freezing.

Waverider lighted buoys (special/spherical) may be encountered within the vicinity of Svalbard and should be given a

wide berth. 

Oceanographic instruments may be moored off the coast of

Norway and are usually marked, although they may not be

charted. Mariners are requested to give floating aids as wide a

berth as possible.

Floating marks are removed for the winter in channels where

seasonal freeze always takes place. Mariners are advised to

give a wide berth to these floating aids (buoys and spars) due to

continued damage caused by vessels and ice conditions, and

any irregularity discovered relating to the lights and buoyage

system should be reported to the National Coordinator of Navigational Aids, as follows:

1. Telephone: 22-422331

2. Facsimile: 22-410491 (24 hours)

3. E-mail: navco@kystverket.no

In many places along the coast, fixed yellow or white lights

have been established on pillars to mark protruding points and

sounds along channels. Such lights are referred to as “indirect

lighting.” 

Bridge Markings.—Many bridges may be lighted in accordance with the IALA markings for fixed bridges over navigational waters. The prescribed navigational markings are, as

follows:

1. Red and green lights mark the lateral limits of the

bridge.

2. White lights indicate the center of the bridge span.

3. Floodlights illuminate the bridge pillars in or adjacent

to the channel.

4. A racon indicates the best transit under the bridge. 

Examples of Norwegian Fixed Marks
 Norway 101

Pub. 180

Cautions

Navigation off the Norwegian coast is difficult and requires

great caution. The outlying islands and harbors are also difficult to access; yet, there are nearly always deep-water channels

between the rocks. These channels are often very intricate, but

they are often well marked by buoys and beacons and pilots are

usually available. Generally, depth soundings are of little use in

making the coast of Norway. 

The movement of swell over this area is mainly from the SW,

moderate, with periods of heavier swell in winter. In summer,

the dominant swell is light or moderate from NW or N. Waves

may be unusually long over the N sector during W winds. Prolonged N or NE gales between Norway and the Shetland Isles

cause stormy seas and heavy swell. Similar conditions prevail

off SW Norway when a deep “low” develops in Skagerrak.

Hazardous conditions, with confused sea and swell, are liable

to develop near the centers of vigorous depressions. The approaches to the numerous fjords at the more exposed points are

particularly disturbed in stormy weather, and sudden changes

of wind may increase the hazards.

The sea breaks in heavy gales over ground with depths of up

to 37m; especially if the swell comes from the direction of

greater depth. A danger may often be detected by noticing a

number of sea birds, particularly gulls, near the surface as they

gather over shoals to catch small fish.

Stattlandett (62°12'N., 5°00'E.) is known as an exposed and

dangerous area, where winds from SW to N raise heavy seas.

The ebb current, running at a rate of 2 to 4 knots, shortens the

swell and causes heavy tumbling seas. the waters around Haugsholmen (62°11'N., 5°23'E.) and Stalrevet (62°13'N., 5°11'E.)

are known as particularly rough areas. Vessels passing through

this area can obtain a 2-day wind/wave warning forecast table,

in Norwegian, from the Norwegian Meteorological Institute

(DNMI) at the following web site:

During the summer months, navigation is facilitated by the

long hours of daylight. In winter, the nights are proportionately

long, cloudy, and the landmarks are often obscured by snowstorms and are indistinguishable by their uniform covering of

snow which often renders hazardous and dangerous situations

along the coast. 

In conjunction with the establishment of GMDSS (Global

Maritime Distress and Safety System), numerous medium frequency radiobeacons situated around the coast of Norway have

been discontinued.

Scientific research cruises are conducted within Norwegian

jurisdiction of the Greenland Sea and the Norwegian Sea. Recording equipment, consisting of an anchor and a submerged

float at a depth of about 50m, may be deployed. These devices

are not marked on the surface and vessels are advised to consult Norwegian Notices to Mariners for details on the mooring

positions.

Currency

The official unit of currency is the krone, consisting of 100

ore.

Firing Areas

Vestlandet Naval District

END202—An area bounded by lines joining the following

positions:

a. 60°09'58''N, 4°04'54''E.

b. 60°09'58''N, 4°34'54''E.

c. 59°54'58''N, 4°34'54''E.

d. 59°54'58''N, 4°04'54''E.

e. 60°09'58''N, 4°04'54''E.

END203—An area bounded by lines joining the following

positions:

a. 60°09'58''N, 4°34'54''E.

b. 60°09'58''N, 4°56'54''E.

c. 59°54'58''N, 4°56'54''E.

d. 59°54'58''N, 4°34'54''E.

e. 60°09'58''N, 4°34'54''E. 

END204—An area bounded by lines joining the following

positions:

a. 59°52'58''N, 4°26'54''E.

b. 59°52'58''N, 4°56'54''E.

c. 59°39'58''N, 4°56'54''E.

d. 59°39'58''N, 4°26'54''E.

e. 59°52'58''N, 4°26'54''E.

END205—An area bounded by lines joining the following

positions: 

a. 60°08.0'N, 4°00.0'E.

b. 60°08.0'N, 4°52.0'E.

c. 59°55.0'N, 4°52.0'E.

d. 59°55.0'N, 4°00.0'E.

END206—An area bounded by lines joining the following

positions: 

a. 60°08.0'N, 4°52.0'E.

b. 60°03.0'N, 5°02.0'E.

c. 59°55.0'N, 5°04.0'E.

d. 59°55.0'N, 4°52.0'E.

END207—An area bounded by lines joining the following

positions: 

a. 59°55.0'N, 4°00.0'E.

b. 59°55.0'N, 4°52.0'E.

c. 59°38.0'N, 4°52.0'E.

d. 59°38.0'N, 4°00.0'E.

END208—An area bounded by lines joining the following

positions: 

a. 59°55.0'N, 4°52.0'E.

b. 59°55.0'N, 5°04.0'E.

c. 59°45.0'N, 5°04.0'E.

d. 59°38.0'N, 4°52.0'E.

END259—An area bounded by lines joining the following

positions:

a. 59°54'58''N, 4°26'54''E.

b. 59°54'58''N, 5°04'54''E.

c. 59°50'58''N, 5°04'54''E.

d. 59°48'58''N, 4°56'54''E.

e. 59°52'58''N, 4°56'54''E.

f. 59°52'58''N, 4°26'54''E.

g. 59°54'58''N, 4°26'54''E.

Stolmen—An area bounded by lines joining the following

positions:

Stattlandett Wind/Wave Forecasts

http://met.no/varsel/maritim/stad/stad.html
102 Norway

Pub. 180

a. 60°01.3'N, 5°01.3'E.

b. 60°02.9'N, 5°01.3'E.

c. 60°05.0'N, 4°57.0'E.

d. 59°59.0'N, 4°57.0'E.

Range V11—An area bounded by lines joining the following positions: 

a. 60°09.7'N, 5°10.3'E.

b. 60°07.8'N, 5°01.0'E.

c. 60°09.8'N, 4°59.4'E.

d. 60°13.3'N, 5°11.0'E.

e. 60°13.3'N, 5°16.3'E.

f. 60°07.8'N, 5°22.0'E.

g. 60°02.8'N, 5°21.8'E.

h. 60°02.5'N, 5°18.3'E.

Range V12—An area bounded by lines joining the following positions: 

a. 60°32.0'N, 4°04.8'E.

b. 60°40.5'N, 4°04.7'E.

c. 60°44.8'N, 4°04.0'E.

d. 60°38.2'N, 4°04.0'E.

e. 60°32.8'N, 4°04.0'E.

Rogaland Naval District

Range R1—An area bounded by lines joining the following

positions: 

a. 59°09.0'N, 5°10.0'E.

b. 59°09.0'N, 5°22.5'E.

c. 59°03.0'N, 5°22.5'E.

d. 59°03.0'N, 5°10.0'E.

Range R2—An area bounded by lines joining the following

positions: 

a. 59°09.0'N, 5°21.0'E.

b. 59°09.0'N, 5°34.5'E.

c. 59°05.0'N, 5°34.5'E.

d. 59°05.0'N, 5°21.0'E.

Range R256—An area bounded by lines joining the following positions: 

a. 59°06.0'N, 4°48.0'E.

b. 58°34.0'N, 4°48.0'E.

c. 58°48.0'N, 5°33.2'E.

d. 58°53.7'N, 5°33.2'E.

Range R257—An area bounded by lines joining the following positions: 

a. 58°48.0'N, 5°33.2'E.

b. 58°53.7'N, 5°33.2'E.

c. 59°02.3'N, 5°02.0'E.

d. 58°38.3'N, 5°02.0'E.

Range R258—An area bounded by lines joining the following positions: 

a. 58°48.0'N, 5°33.2'E.

b. 58°53.7'N, 5°33.2'E.

c. 58°57.5'N, 5°19.3'E.

d. 58°50.5'N, 5°10.5'E.

e. 58°44.5'N, 5°21.8'E.

Range R6—An area bounded by lines joining the following

positions: 

a. 59°05.1'N, 5°35.8'E.

b. 59°05.8'N, 5°33.0'E.

c. 58°59.4'N, 5°24.3'E.

d. 58°58.9'N, 5°32.8'E.

Range R7—An area bounded by lines joining the following

positions: 

a. 59°02.9'N, 5°36.8'E.

b. 59°07.0'N, 5°33.5'E.

c. 59°00.3'N, 5°28.4'E.

d. 59°02.2'N, 5°31.7'E.

Range R8—An area bounded by lines joining the following

positions: 

a. 58°59.4'N, 5°42.2'E.

b. 58°59.4'N, 5°42.9'E.

c. 59°02.9'N, 5°36.8'E.

d. 59°02.4'N, 5°34.6'E.

Range R9—An area bounded by lines joining the following

positions: 

a. 59°02.3'N, 5°39.5'E.

b. 59°02.3'N, 5°45.0'E.

c. 58°59.4'N, 5°45.0'E.

d. 58°59.4'N, 5°39.5'E.

Bombing and Artillery Ranges (Air Force)

END251 (Rott/Flatholmen)—A circle with a radius of 1.1

miles centered on position 58°57.2'N, 5°30.2'E combined with

the small arc of a circle (bearing 303° to 343° from the center

of the circle), with a radius of 3.3 miles, centered on position

58°57.2'N, 5°30.2'E. 

END252 (Sola/Revtangen)—An area bounded by lines joining the following positions: 

a. 58°41.0'N, 5°24.0'E.

b. 58°49.0'N, 5°24.0'E.

c. 58°49.0'N, 5°36.0'E.

d. 58°41.0'N, 5°36.0'E.

END253 (Utsira)—An area bounded by lines joining the following positions: 

a. 59°19.0'N, 4°30.0'E.

b. 59°33.0'N, 4°42.0'E.

c. 59°47.0'N, 3°27.0'E.

d. 59°33.0'N, 3°17.0'E.

END254 (Revtangen)—The small arc of a circle (bearing

225° to 295° from the center of the circle), with a radius of 7.6

miles, centered on position 58°45.5'N, 5°30.3'E. 

END256 (Vigdel I)—An area bounded by lines joining the

following positions: 

a. 59°06.0'N, 4°48.0'E.

b. 58°53.0'N, 5°33.2'E.

c. 58°48.0'N, 5°33.2'E.

d. 58°34.0'N, 4°48.0'E.

END257 (Vigdel II)—An area bounded by lines joining the

following positions: 

a. 59°02.3'N, 5°02.0'E.

b. 58°53.7'N, 5°33.2'E.

c. 58°48.0'N, 5°33.2'E.

d. 58°38.3'N, 5°02.0'E.

END258 (Vigdel III)—An area bounded by lines joining the

following positions: 

a. 58°57.5'N, 5°19.3'E.

b. 58°53.7'N, 5°33.2'E.

c. 58°48.0'N, 5°33.2'E.

d. 58°44.5'N, 5°21.8'E.

e. 58°50.5'N, 5°10.5'E.

END352 (Halten)—An area bounded by lines joining the

following positions: 

a. 64°51'00.0”'N, 9°48'32.4''E.
 Norway 103

Pub. 180

b. 64°39'00.0”'N, 10°19'32.4''E.

c. 64°13'00.0''N, 9°27'32.4''E.

d. 64°24'00.0''N, 8°56'32.4''E.

END353 (Halten)—A circle with a radius of 1.1 miles centered on position 64°20'00.0''N, 9°24'32.4''E combined with

the small arc of a circle (bearing 330° to 030° from the center

of the circle), with a radius of 3.3 miles, centered on position

64°20'00.0''N, 9°24'32.4''E. 

END355 (Vagan)—The small arc of a circle (bearing 278° to

027° from the center of the circle), with a radius of 7.6 miles,

centered on position 63°49'26.4''N, 9°38'29.4''E. 

END356 (Tarva)—A circle with a radius of 0.3 mile centered on position 63°47'17.4''N, 9°22'14.4''E combined with

the small arc of a circle (bearing 326° to 000° from the center

of the circle), with a radius of 3.3 miles, centered on position

63°47'17.4''N, 9°22'14.4''E. 

END455 (Sveinsgrunnen)—An area bounded by lines joining the following positions: 

a. 69°59.0'N, 15°38.0'E.

b. 69°46.0'N, 16°15.0'E.

c. 69°18.0'N, 14°55.0'E.

d. 69°31.0'N, 14°18.0'E.

END458 (Andoya)—A danger area with a radius of 3.3

miles centered on position 69°14.6'N, 16°19.5'E consisting of

the small arc of a circle bearing 040° to 080° from the center of

the circle. 

END459 (Andoya)—A danger area with a radius of 7.55

miles centered on position 69°17.9'N, 16°08.9'E consisting of

the small arc of a circle bearing 020° to 130° from the center of

the circle. 

Bombing and Firing Areas (Navy)

Zone 1—An area bounded by lines joining the following positions: 

a. 64°01.0'N, 8°53.0'E.

b. 64°02.0'N, 9°03.0'E.

c. 63°58.0'N, 9°05.0'E.

d. 63°52.0'N, 9°23.0'E.

e. 63°47.0'N, 9°02.0'E.

f. 63°56.0'N, 8°58.0'E.

Zone T11—An area bounded by lines joining the following

positions: 

a. 63°41.0'N, 9°30.0'E.

b. 63°41.0'N, 9°52.0'E.

c. 63°36.0'N, 9°52.0'E.

d. 63°36.0'N, 9°30.0'E.

Zone T12—An area bounded by lines joining the following

positions: 

a. 63°39.0'N, 9°17.0'E.

b. 63°39.0'N, 9°34.0'E.

c. 63°32.0'N, 9°34.0'E.

d. 63°32.0'N, 9°17.0'E.

Zone T13—An area bounded by lines joining the following

positions: 

a. 63°48.0'N, 9°20.0'E.

b. 63°48.0'N, 9°46.0'E.

c. 63°42.0'N, 9°46.0'E.

d. 63°41.0'N, 9°20.0'E.

Zone T14—An area bounded by lines joining the following

positions: 

a. 63°38.0'N, 9°19.0'E.

b. 63°38.0'N, 9°21.0'E.

c. 63°53.0'N, 9°21.0'E.

d. 63°50.0'N, 9°00.0'E.

e. 63°45.0'N, 9°53.0'E.

Zone T15—An area bounded by lines joining the following

positions: 

a. 63°42.0'N, 9°05.0'E.

b. 63°52.0'N, 8°55.0'E.

c. 63°56.0'N, 9°04.0'E.

d. 63°47.0'N, 9°20.0'E.

e. 63°41.0'N, 9°17.0'E.

Non-permanent Firing Areas 

The following firing areas are only activated as needed. Information on the use of these areas is announced in Norwegian

Notice to Mariners, NAVAREA warnings, or on NAVTEX.

1. END460 (Andfjorden)—An area bounded by lines

joining the following positions: 

a. 69°01.7'N, 15°52.5'E.

b. 69°07.9'N, 16°04.1'E.

c. 69°08.1'N, 16°18.1'E.

d. 68°55.0'N, 16°15.6'E.

e. 68°57.9'N, 15°54.7'E.

2. END461 (Andfjorden)—An area bounded by lines

joining the following positions: 

a. 69°13.3'N, 16°53.6'E.

b. 69°03.4'N, 16°48.0'E.

c. 69°06.0'N, 16°18.0'E.

d. 69°15.9'N, 16°23.1'E.

3. END462 (Vagsfjorden)—An area bounded by lines

joining the following positions: 

a. 68°57.0'N, 16°46.3'E.

b. 68°55.4'N, 17°07.0'E.

c. 68°43.9'N, 16°48.0'E.

d. 68°46.3'N, 16°37.1'E.

e. 68°52.2'N, 16°35.2'E.

4. END465 (Vestfjorden)—An area bounded by lines

joining the following positions:

a. 68°23.0'N, 15°51.9'E.

b. 68°23.2'N, 16°08.9'E.

c. 68°12.1'N, 15°51.9'E.

d. 68°15.0'N, 15°30.9'E.

5. END466 (Malangen)—An area bounded by lines

joining the following positions: 

a. 69°29.7'N, 18°27.0'E.

b. 69°27.3'N, 18°08.2'E.

c. 69°29.3'N, 18°04.4'E.

d. 69°31.7'N, 18°22.1'E.

6. END467 (Malangen)—An area bounded by lines

joining the following positions: 

a. 69°29.3'N, 18°04.4'E.

b. 69°35.4'N, 17°51.4'E.

c. 69°36.3'N, 17°58.8'E.

d. 69°31.7'N, 18°11.6'E.

7. END468 (North of Senja)—An area bounded by lines

joining the following positions: 

a. 69°37.2'N, 17°28.5'E.

b. 69°47.2'N, 17°10.0'E.

c. 69°40.5'N, 16°39.5'E.

d. 69°30.5'N, 16°57.5'E.

8. END469 (North of Senja)—An area bounded by lines
104 Norway

Pub. 180

joining the following positions: 

a. 69°43.8'N, 17°59.0'E.

b. 69°54.0'N, 17°40.0'E.

c. 69°47.2'N, 17°10.0'E.

d. 69°37.2'N, 17°28.5'E.

9. N1 (Vestfjorden)—An area bounded by lines joining

the following positions: 

a. 68°14.3'N, 15°17.7'E.

b. Arstein-Skjervoya.

c. Skrova Light.

d. 68°06.0'N, 14°55.0'E.

10. N2 (Vestfjorden)—An area bounded by lines joining

the following positions: 

a. 67°30.0'N, 13°28.0'E.

b. 67°40.5'N, 13°53.0'E.

c. 67°47.0'N, 13°33.5'E.

d. 67°36.0'N, 13°09.0'E.

11. N3 (Vestfjorden)—An area bounded by lines joining

the following positions: 

a. 67°18.5'N, 13°08.2'E.

b. 67°36.0'N, 13°08.2'E.

c. 67°30.0'N, 13°37.6'E.

d. 67°25.0'N, 12°52.0'E.

12. N4 (Andfjorden)—An area bounded by lines joining

the following positions: 

a. 69°13.3'N, 16°08.2'E.

b. 69°15.0'N, 16°08.2'E.

c. 69°13.3'N, 16°37.6'E.

d. 69°22.6'N, 16°52.0'E.

13. N7 (North of Vannoya)—An area bounded by lines

joining the following positions: 

a. 70°28.8'N, 19°57.0'E.

b. 70°37.3'N, 19°42.0'E.

c. 70°30.0'N, 18°54.0'E.

d. 70°21.3'N, 19°41.0'E.

14. N11 (Between Bodo and Landego)—An area bounded by lines joining the following positions: 

a. 67°24.2'N, 14°27.0'E.

b. 67°20.0'N, 14°32.0'E.

c. 67°17.4'N, 14°16.0'E.

d. 67°20.9'N, 14°10.9'E.

15. N15 (Vagsfjorden)—An area bounded by lines joining the following positions: 

a. 68°57.2'N, 17°09.0'E.

b. 68°57.2'N, 16°46.2'E.

c. 69°02.6'N, 16°34.2'E.

d. 69°02.6'N, 16°56.7'E.

16. N19 (Grotsundet)—An area bounded by lines joining

the following positions: 

a. 69°43.9'N, 19°05.6'E.

b. 69°47.0'N, 19°05.6'E.

c. 69°49.6'N, 19°24.0'E.

d. 69°46.6'N, 19°24.0'E.

17. N20 (Ullsfjorden)—An area bounded by lines joining

the following positions: 

a. 69°46.9'N, 19°53.3'E.

b. 69°38.3'N, 19°48.9'E.

c. 69°39.5'N, 19°40.1'E.

d. 69°48.3'N, 19°44.5'E.

Rocket Firing Areas

Rocket firings occasionally take place from the Andoya

Rocket Range (69°17.6'N., 16°01.3'E.). 

Fishing Areas

Fisheries

Fishing is throughout the year with seasonal concentrations

in various localities. A considerable part of fishing occurs in

coastal and fjord waters, but in the 1960s a greater part extended seaward. Seasonal concentrations are most marked in coastal waters where large gatherings of vessels are seen with much

fishing gear. Other vessels should pass through these areas with

care and avoid congested fishing harbors. Fishing grounds on

the edge of the continental shelf are mentioned below in the accompanying tables titled Banks and Fishing Grounds N of

Storegga, Deeps and Banks on the Continental Shelf, Banks

and Fishing Grounds SW of Egga (66°00'N, 6°00'E), and

Banks on Storegga (62°50'N, 4°30'E). 

Winter herring fishery, known as the “large and spring herring fishery,” takes place by day and at night from January to

March along the coast from Kristiansund to the N. 

Banks and Fishing Grounds N of Storegga

Name Position Remarks

Nordegga 63°27'N, 5°40'E Depth of 270m; fine sand

Perjohanneset 63°35'N, 5°38'E Depths of 600 to 800m; sand and 

clay

Nyegga 63°15'N, 5°53'E Depths 250m; sand

Storneset 63°45'N, 5°35'E Depths of 400 to 600m; sand and 

clay

Deeps and Banks on the Continental Shelf

Name Position Remarks

Stadhavet 62°12'N, 4°40'E Depths of 100 to 200m.

Sildestobotnen 62°17'N, 5°05'E Depths of 40 to 100m.

Nylandsbotnen 62°21'N, 5°05'E Depths of 100 to 200m.
 Norway 105

Pub. 180

Breidsunddjupet 62°32'N, 5°24'E Depths of 200 to 300m.

Mebotnen 62°38'N, 5°30'E Depths of 70 to 100m.

Stordjupet 62°38'N, 5°40'E Depth of 215m.

Langgrunnssoyla 62°44'N, 5°07'E Depths of 110 to 140m.

Langgrynna 62°52'N, 5°25'E Depths of 90 to 100m.

Fjortoftgrynna 62°53'N, 5°57'E Depths of 100 to 150m.

Onadjupet 63°04'N, 6°07'E Depths of 100 to 180m.

Onaskallen 63°10'N, 6°07'E Depths of 100 to 150m.

Onagrunnen 63°14'N, 6°04'E Depths of 100 to 150m.

Buagrunnen 63°07'N, 6°32'E Depths of 50 to 100m.

Froyabanken 63°47'N, 7°25'E Depths of 160 to 200m.

Haltenbanken 64°44'N, 8°50'E Depths of 100 to 200m.

Caution.—The depths on Froyabanken and Haltenbanken are considered

to give limited warning of approach to the coast. 

Banks and Fishing Grounds SW of Egga (66°00'N, 6°00'E)

Name Position Remarks

Aktivneset 62°30'N, 3°40'E Uniform depths of 185m; sand

and stones.

Korallneset 62°45'N, 4°10'E

Depths of 320 to 450m; irregular

bottom, with coral, avoided by

fishermen.

Svatangane 62°50'N., 5°00'E Seldom used for fishing.

Gnausen 62°44'N., 4°54'E Seldom used.

Banks on Storegga (62°50'N, 4°30'E)

Name Position Remarks

Sormannseset 63°03'N, 5°10'E

On the line with Hildrehesten

(62°34'N., 6°24'E.) touching the

W edge of Hararnsoy, bearing

130°; fishing is in depths of 170

to 470m; uneven bottom partly

rock.

Brattegga 63°05'N, 5°17'E

On a line with Hildrehesten open

N of Mannen, bearing 135°; sand

and shingle; fishing is in depths

of 170 to 470m.

Fjortoftneset 63°07'N, 5°18'E

About 3 miles NW of Remma on

a line with Bjorlagstinden, touching the SW edge of Bergsnakken,

bearing 135°; sand and stones,

with clay in the deeper parts; fishing is in depths of 170 to 470m.

Kalvhola 63°08'N, 5°25'E

The S part of Bukta, on a line

with Bjorlagstinden, touching

Bergsnakken, bearing 138°.

Deeps and Banks on the Continental Shelf

Name Position Remarks
106 Norway

Pub. 180

Purse nets, also known as ring nets, are marked by floats and

are laid from the starboard side. The vessel then circles and

usually occupies a considerable area; there may be a workboat

with a towline up to 90m long. A purse-net vessel exhibits, in

addition to the lights prescribed by COLREGS 72, two yellow

lights disposed vertically and flashing alternately. The “fat and

small herring fishery” is carried on throughout the year, mostly

by purse net as already described. 

Mackerel fisheries may be encountered along the coast from

the end of April until late summer, by drift net, purse net, or

trolling. Drift nets, as long as 2 miles, are set at sundown and

hauled early in the morning. They are marked by floats, and the

end of the net lengths are marked by buoys with flags and

lights.

Drift net vessels often illuminate the net lengths with a

searchlight. 

Coal-fish and tunny fisheries take place off the coast from

May until autumn. Purse nets are used and may extend up to

150m. Cod fishery takes place off the coast from Stattlandet to

Nordkapp in the N of Norway. The main area is near the Lofoten Islands, but concentrations of vessels may be met in other

areas, such as Borgundfjorden or off Vikna. 

Trawling is prohibited within 12 miles of Norwegian coastal

baselines, except when trawling for shrimp or crayfish. When

working in pairs at night, each trawler uses a searchlight

trained in the direction of the other vessel. 

The area or location of the larger fishing fleets are announced every day over the national radio network, immediately after the news transmittal at 1230. 

Shark and cod fishing takes place on Spitsbergen Bank

(75°00'N., 20°00'E.).

Norwegian fishery protection vessels, when on duty, exhibit

a fixed blue light from the highest masthead. 

Drift Net Fishing

Drift net fishing takes place from May to September. The

fish are concentrated in the area from W of Maloy to SW of Utsira (59°18'N., 4°53'E.) and from NW of Egersund (58°27'N.,

6°00'E.) to Oslo Fjord. 

Mackerel fishing usually takes place from 7 to 30 miles offshore. The mackerel nets usually run parallel to the coast and

stretch from 1 to 3 miles. 

Salmon fishing area marks from the baseline out to 4 to 5

miles offshore, and the nets are usually placed at right angles to

the coast stretching from 0.5 to 1 mile long. 

The nets are marked by lighted buoys with flag and radar reflector at each end. Mariners can normally make radio contact

with fishing fleets. 

Marine Farms

Marine farms are common along the coasts of Norway. They

change positions frequently and are usually not charted. Marine farms may be marked by lighted or unlighted buoys and/or

beacons. Mariners are advised to exercise caution in the vicinity of these structures as their moorings can extend more than 1

mile from the structure itself. Fishing with 100m or navigating

within 20m of marine farms is prohibited. 

Government

Norway is a constitutional monarchy. The country is divided

into 19 counties. 

Norway is governed by a King, in conjunction with a Prime

Minister and the cabinet, who are appointed by the King with

the approval of the Storting. The unicameral Storting consists

of 169 members, directly elected according to a system of proportional representation, for 4-year terms. 

The legal system is based on a mixture of customary law,

civil law, and common law traditions.

The capital is Oslo.

Skallen 63°12'N, 5°18'E Depth of 320m; sand.

Skateneset 63°14'N, 5°24'E

The N part of Bukta, on the line

with Bjorlagstinden touching the

N edge of Skulen, bearing 142°;

sand and stones; fishing is in

depths of 185 to 560m.

Steinmaren 63°18'N, 5°30'E Fishing is in depths of 185 to

560m.

Kalvhola 63°23'N, 5°41'E

On the line with Hildrehesten,

touching the W edge of Skulen,

bearing 158°; fishing is in depths

of 185 to 560m.

Banks on Storegga (62°50'N, 4°30'E)

Name Position Remarks

Flag of Norway
 Norway 107

Pub. 180

Holidays

The following holidays are observed:

Ice

Norwegian Ice Service

The Norwegian Ice Service is administered by the Norwegian Coastal Administration, whose main task is to inform vessels about the prevailing ice situation. This service covers the

fairways, harbors, and coastal routes along the coast from the

Swedish border to Kristiansand, including Oslofjord. 

Ice reports are available on the Internet between December 1

and March 31, as follows: 

The Norwegian Ice Service can also be contacted, as follows: 

1. Telephone: 47-07847

47-37019759

47-37019725

47-91741522 (mobile)

47-90077605 (mobile)

2. Facsimile: 47-37019701

3. E-mail: ismelding@kystverket.no

4. Web site: http://www.kystverket.no

The Norwegian Ice Service does not provide icebreaker assistance to and from Norwegian ports. Certain harbors provide

their own ice-breaking service; the harbor authorities should be

contacted for details of relevant information. 

Industries

The main industries are petroleum and gas production, food

processing, shipbuilding, pulp and paper products, metals,

chemicals, timber, mining, textiles, and fishing. 

The main exports are petroleum and petroleum products,

machinery and equipment, metals, chemicals, ships, and fish.

The main export-trading partners are the United Kingdom,

Germany, the Netherlands, France, Sweden, and the United

States. 

The main imports are machinery and equipment, chemicals,

metals, and foodstuffs. The main import-trading partners are

Sweden, Germany, China, Denmark, the United States, and the

United Kingdom. 

Languages

Norwegian is the official language. There are small areas of

Lapp and Finnish-speaking minorities.

Meteorology

Internet Weather Services

The Norwegian Meteorological Institute (DNMI) prepares

weather warnings for the coast and harbor areas and warnings

on tides along the coast. Maritime forecasts available in English on the Internet are listed below: 

Marine weather forecasts for the North Atlantic Ocean are

available in Norwegian and English from the Norwegian Meteorological Institute and the Norwegian Broadcasting Corporation (http://www.yr.no). 

Navigational Information

Enroute Volume 

Pub. 182, Sailing Directions (Enroute) North Coast of Norway.

Maritime Claims

The maritime territorial claims of Norway are, as follows:

January 1 New Year’s Day

Palm Sunday Variable

Holy Thursday Variable

Good Friday Variable

Easter Sunday Variable

Easter Monday Variable

May 1 Norwegian Labor Day

May 17 Norwegian Constitution

Day

Ascension Day Variable

Whitsunday Variable

Whitmonday Variable

December 24 Christmas Eve (half 

day)

December 25 Christmas Day

December 26 Second Christmas Day

December 31 New Year’s Eve (half 

day)

Norwegian Ice Service Ice Reports

http://www.kystverket.no

Shipping Forecasts for the North Sea 

and the Norwegian Sea

http://met.no/english/maritime/index.html

Forecasts for Norwegian Coastal Waters

http://met.no/english/maritime/coast.html

Territorial Sea * 12 miles.

Contiguous Zone ** 24 miles.

Fisheries or Economic 

Zone

200 miles.

Continental Shelf 200 miles or the Continental Margin.

* Claims straight baselines. 

** Does not apply to Jan Mayen and Svalbard.
108 Norway

Pub. 180

Maritime Boundary Disputes

Dispute with Russia over maritime limits in the Barents Sea

and Russia’s fishing rights beyond the territorial limits of Svalbard within the Svalbard Treaty zone. An agreement was

reached in September 2010 concerning the alignment of the

EEZ boundaries in this area; the agreement is pending ratification by the national assemblies of both nations. 

It has been reported (2008) that Canada, Denmark, Greenland, Norway, Russia, and the United States have agreed to let

the United Nations rule on their overlapping territorial claims

in the coastal waters of the Arctic Ocean. Coastal states may

claim the sea bed beyond the normal 200-mile limit if the sea

bed is part of a continental shelf of shallower waters. For further information, see Arctic Ocean—Navigational Information—Maritime Boundary Disputes. 

It has been reported (2009) that the United Nations has concurred with Norway’s Arctic claim, which will eventually lead

to an expansion of Norwegian territory in the Arctic region. 

Offshore Islands

Jan Mayen

Jan Mayen is a bleak, desolate, and mountainous island lying

300 miles NNE of Iceland. It is formed of volcanic origin and

is partly covered by glaciers. The total area of the island is 380

sq. km. Beerenberg, its tallest peak, attains a height of 2,277m. 

Volcanic activity had been dormant, but reactivated in September 1970. The island was possibly discovered in 1608. It

was rediscovered time and again and renamed. Its present

name derives from the Dutch whaling captain Jan Jacobszoon

May, who indisputably discovered the island in 1614. It was

uninhabited, but occasionally visited by seal hunters and trappers until 1921, when Norway established a radio and meteorological station. 

On 8 May 1929, Jan Mayen was officially proclaimed and

was incorporated in the Kingdom of Norway. Its relation to

Norway was finally settled by law on 27 February 1930.

Svalbard 

Svalbard is an archipelago located between 10° and 35°E

and between 74° and 81°N. The main islands are Spitsbergen,

Nordaustlandet, Edgeoya, Barentsoya, Prins Karls Forland,

Bjornoya, Hopen, Kong Karls Land, and Kvitoya. The Arctic

climate is tempered by mild winds from the Atlantic. The archipelago was probably discovered by Norsemen in 1194 and

rediscovered by the Dutch navigator Barents in 1596.

In the 17th century, whale hunting gave rise to rival Dutch,

British, and Danish-Norwegian claims to sovereignty. In the

18th century the whale hunting ended, and the issue of the sovereignty of Svalbard lost its significance, but was again raised

in the 20th century with the discovery and exploitation of coal

fields. 

A treaty was signed on 9 February 1920 in Paris recognizing

Norway’s sovereignty over the archipelago. On 14 August

1925, the archipelago was officially incorporated in Norway.

There are two Norwegian and two Russian mining camps.

There are research and radio stations, and an airport near Longyearbyen (Svalbard Lufthavn).

Spitsbergen Bank, with Bjornoya located near its S end, has

depths of less than 200m extending from 30 miles S of the island for 225 miles to the NNE; fishing vessels are engaged on

the bank, fishing for cod and shark.

Except in the vicinity of Bjornoya, the bank has not been

completely surveyed. At a distance of 50 miles NE and 43

Jan Mayen miles N of the island, depths of 22 and 18m have been recordSvalbard
 Norway 109

Pub. 180

Norway—Pilotage and Reporting
110 Norway

Pub. 180

ed. Depths of less than 37m lie in the area between and around

those two soundings.

Pilotage

Pilotage regulations apply, with minor exemptions, to all

coastal waters within the baseline The baseline consists of a

straight line drawn from one outermost point to the next along

the entire Norwegian coast.

State Pilotage is controlled by the Ministry of Fisheries. Although pilotage is a function of State Pilots (Statslos), certain

vessels are allowed to use company employed “line” pilots

(rutelos). 

Pilot vessels have the word LOS on the bow; the letters are

black and are on a white background. 

Pilotage procedures are, as follows:

1. Pilotage is compulsory for the following vessels when

en route in sea routes inside the baseline: 

a. Vessels over 500 gross tons, as stated in the vessel’s

international certificate of registered tonnage pursuant to

the 1969 International Convention on Tonnage Measurement.

b. Vessels pushing or towing one or more objects exceeding a total length of 50m.

c. Vessels, irrespective of size, carrying particularly

hazardous and/or polluting bulk cargo.

d. Vessels over 100 gross tons, with a single hull, and

vessels exceeding 300 gross tons, with a double hull, that

are carrying hazardous and/or polluting cargo. 

e. Nuclear-powered vessels.

f. Vessels with a maximum length of 24m or more, not

holding a valid international certificate of registered tonnage pursuant to the 1969 Convention on Tonnage Measurement.

2. Vessels should send requests for pilots 24 hours prior

to arrival, and confirming at least 5 hours in advance, preferably using the Safe Sea Net (described in Ship Reporting

System), or to the appropriate Pilot Booking Center, all of

which operate 24 hours, as described in the accompanying

table titled Norway—Pilot Booking Centers. Requests

should include:

a. Vessel name.

b. Call sign.

c. Nationality.

d. LOA, beam, and gross tonnage.

e. Draft.

f. Nature of cargo.

g. Destination.

h. Purpose of call.

i. ETA at pilot boarding area, or ETD from harbor.

j. Whether one or two pilots are required.

k. Vessel’s IMO number (if any).

l. Crew and passengers (Master’s name and nationality, size of crew, etc.).

m. Cargo and bunker fuel (UN number and quantity of

hazardous or polluting cargo, type and quantity of bunker

fuel, etc.).

n. Details of passage (last port of call, next port of call,

etc.).

o. Details related to pilotage requests and pilotage exemption certificates (PECs).

p. Agent or operator (the Norwegian contact).

q. Shipping company (name and address).

3. Each pilot station should be notified on VHF 2 hours

before ETA or ETD. 

4. Duty pilots are located at all pilot offices and undertake outward pilotage, through (transit) pilotage, and coastal

pilotage.

5. Inquiries about compulsory pilotage, pilotage exemption certificates (PECs), pilotage service dues, and transitional arrangements should be sent to the appropriate Pilot

Booking Center.

6. Indreleia (Coastal Fairways).—Pilotage is compulsory.

Vessels should send requests for pilots 24 hours in advance

using the Safe Sea Net (described in Ship Reporting System)

or to the appropriate Pilot Booking Center stating the following:

a. ETA.

b. Draft.

c. Gross tonnage.

d. Destination.

e. How far pilotage is required.

Norway—Pilot Booking Centers 

Center Area Telephone Facsimile E-mail VHF 

channel

Lodingen

West coast of 

Norway N of 

65°08'N to the 

Russian border

47-76-986810 47-76-986820 pilot.lodingen@kystverket.no 13 and 16

Kvitsoy

West coast of 

Norway S of 

65°08'N to W 

of Egersund

47-51-735397

47-51-735398 47-51-735391 pilot.kvitsoy@kystverket.no 13 and 16

Horten 

South coast of 

Norway from 

W of Egersund 

to the Swedish 

border

47-33-034970 47-33-034999 pilot.horten@kystverket.no 13 and 16 
 Norway 111

Pub. 180

7. Pilot vessels may be contacted on VHF channel 13. 

8. Between June 15 and August 20, a pleasure craft escort

service is available and can be arranged through the Lifeboat

Service by telephone or VHF. Emergency situations and assistance to distressed vessels can affect the lifeboats ability

to meet its escort service commitments. Thick fog and bad

weather can also be a hindrance. For information on the escort service, weather conditions, requests for assistance, contact the Lifeboat Service on VHF channel 16 or, as follows: 

Vessels are required to contact the pilot station 2 hours prior

to arrival at the pilot boarding position on VHF channel 16. 

Pollution 

Pollution Reporting Procedures

Vessels navigating in Norwegian coastal waters are requested to report pollution incidents and oil slicks whenever sighted.

The reports are to be sent to any Norwegian coast radio station.

Reports on pollution or the risk of pollution can be forwarded directly to the Norwegian Coastal Administration’s department for emergency response at any time by telephone: 47-33-

03-4800.

The reports can be given according to the Shipboard Oil

Emergency Plan or any oil pollution report form.

Whenever possible, the following information should be included: 

1. Time and date of observation.

2. Vessel name, nationality, position, call sign, and MMSI number.

3. Type of vessel, size (in tons), and P and I assurance.

4. Type and amount of cargo and fuel on board

5. Port of dwparture and port of destination.

6. Location of pollution (latitude and longitude).

7. Estimated amount of product which has or may leak

(length and width of oil slick).

8. Oil type and description (rainbow colors/silver sheen

or brown colors).

9. Weather conditions (wave height, wind speed, and

wind direction).

10. Pollution source (name and type of vessel, course, and

speed).

11. Vessel in distress and risk of pollution (is your vessel

or are other vessels in a distress situation, such as engine

failure, grounding, fire, etc? Give details.).

12. Contact information (INMARSAT and/or Iridiun

numbers).

Norwegian Ballast Water Management Regulations

Effective from January 1, 2010, all ships, regardless of flag,

will be required to exchange, treat, or deliver to a shore reception facility all ballast water taken up outside the following areas: 

1. The Barents Sea.

2. The Norwegian Sea.

3. The North Sea.

4. The Irish Sea.

5. The Bay of Biscay and the surrounding Iberian Peninsula.

6. The N part of the Atlantic Ocean.

This will also apply to ballast water taken up in one of the

above-mentioned areas and to be discharged in another. The requirements will apply when calling at Norwegian ports and

when operating in Norwegian territorial waters. 

Ballast is to be exchanged in waters at least 200m deep and

200 miles from the nearest land. If this is not possible, ballast

is to be exchanged in waters 200m deep and not less than 50

miles from land. Ships are not required to deviate from their intended voyage to meet this requirement. 

If a ship cannot exchange ballast in the required depths or at

the required distance from land, it must be exchanged in one of

the three designated exchange zones off the Norwegian coast,

as follows: 

1. Ballast Exchange Area No. 1—An area bounded by

lines joining the following positions:

a. 67°02'N, 9°52'E.

b. 67°25'N, 9°40'E.

c. 67°51'N, 9°52'E.

d. 68°13'N, 10°43'E.

e. 68°45'N, 11°22'E.

f. 68°54'N, 11°58'E.

g. 69°16'N, 12°32'E.

h. 69°38'N, 13°24'E.

i. 69°59'N, 14°29'E.

j. 70°12'N, 15°36'E.

k. 70°54'N, 17°11'E.

l. 70°12'N, 17°24'E.

m. 69°52'N, 16°47'E.

n. 69°41'N, 16°44'E.

o. 69°31'N, 15°43'E.

p. 69°14'N, 14°46'E.

q. 68°51'N, 13°53'E.

r. 68°28'N, 13°51'E.

s. 68°18'N, 12°41'E.

t. 68°01'N, 12°71'E.

u. 67°49'N, 12°09'E.

v. 67°35'N, 11°25'E.

w. 67°24'N, 11°18'E.

x. 66°52'N, 11°23'E.

2. Ballast Exchange Area No. 2—An area bounded by

lines joining the following positions:

a. 62°35'N, 4°13'E.

b. 62°41'N, 3°34'E.

c. 63°16'N, 4°40'E.

d. 63°43'N, 5°55'E.

e. 64°28'N, 6°59'E.

f. 64°43'N, 7°43'E.

g. 65°12'N, 8°41'E.

h. 67°02'N, 9°52'E.

i. 66°52'N, 11°23'E.

j. 66°26'N, 10°56'E.

k. 65°43'N, 10°28'E.

l. 64°59'N, 9°43'E.

m. 64°28'N, 8°45'E.

Telephone: 47-67-577777

Facsimile: 47-67-577750

E-mail: post@nssr.no

Web site: http://www.nssr.no
112 Norway

Pub. 180

n. 64°10'N, 7°49'E.

o. 63°29'N, 6°48'E.

p. 63°18'N, 6°26'E.

q. 63°17'N, 5°26'E.

3. Ballast Exchange Area No. 3—An area bounded by

lines joining the following positions:

a. 57°44'N, 2°53'E.

b. 60°27'N, 3°06'E.

c. 60°59'N, 2°46'E.

d. 61°47'N, 2°51'E.

e. 62°41'N, 3°35'E.

f. 62°26'N, 4°53'E.

g. 61°40'N, 4°07'E.

h. 61°01'N, 4°06'E.

i. 59°39'N, 4°41'E.

j. 59°16'N, 4°27'E.

k. 58°58'N, 4°58'E.

l. 58°14'N, 5°40'E.

m. 57°49'N, 4°49'E.

Ballast need not be exchanged if the master reasonably decides that doing so would threaten the safety or stability of the

ship, its crew, or its passengers because of adverse weather,

ship design, equipment failure, or any other extraordinary condition. 

Ballast which has been treated with a ballast water treatment

system approved in accordance with IMO standards need not

be exchanged. 

Ships are required to have on board an approved ballast water management plan in accordance with the IMO standards.

Ships should also have and maintain a ballast water record

book. 

Low-sulphur Fuel

Vessels alongside any quay in Norwegian ports must not use

fuel oil with a sulphur content greater than 0.1% by volume.

All changes of fuel must be logged. 

Regulations

Entry Regulations

See Appendix I, Appendix II, and Appendix III for details of

regulations concerning the entry into and passage through Norwegian Territorial Waters in peacetime of foreign non-military

vessels. Vessels should contact the appropriate naval operations center for permission to enter Norwegian waters and

when passing specified reporting points in the fairway. All notifications in connection with entry and sailing in Norwegian

Territorial Waters are to be routed through a Norwegian Coast

Radio Station who will distribute the information to the appropriate Norwegian authorities.

European Union Expanded Inspection (EI) Notification

Under European Union (EU) Directive 2009/106/EC, the

European Union has introduced a mandatory reporting system

for vessels arriving at or departing from a port or anchorage in

the EU. The reports shall be submitted electronically through

the following web site: 

For further information, see Arctic Ocean—Regulations—

European Union Expanded Inspection (EI) Notification. 

Regulations for Norwegian Internal Waters

The following regulations apply to internal Norwegian waters and differ from the rules in the International Regulations

for Preventing Collisions at Sea (1972):

1. A vessel towing floating timber, oil containers, plastic

hoses, etc. carries a white lantern with an additional white

lantern for every 100m of tow, or, by day, a black flag or

rectangular black shape.

2. Marking of Objects Other Than Vessels.—Dracons,

herring and fish locknets, etc., lying wholly or partly submerged and under tow shall have a raft or float in tow. To

mark the after end of the tow, the raft or the float shall exhibit an all around white light or a diamond shape.

Power cables and similar constructions being kept afloat

by means of floats, etc., and which while being extended

across waters, may result in blocking or restrictions of the

general traffic, shall be marked by lights prescribed in Rule

24(g). The floats shall be light reflective.

3. Dredges show the lights and shapes prescribed by the

International Regulations except that only one shape is displayed by day. In fog, the sound signal for a vessel at anchor

is followed by: 

a. At least six single strokes of the bell if the dredge is

to be passed as if it were a red spar buoy.

b. At least six double strokes of the bell if the dredge is

to be passed as if it were a green spar buoy.

4. Patrol Vessels—Channel Closure.—A vessel patrolling for the purpose of warning approaching shipping of the

temporary closure or restriction of a channel will show:

a. By day—International flag U.

b. By night—one green light above two red lights disposed vertically.

c. The vessel may transmit the letter U (..-) in the Morse code by light or signal.

5. Bend in Channel.—A power-driven vessel approaching a bend in the channel must sound a 10 second blast when

0.5 mile short of the bend. On hearing this signal a meeting

vessel must wait.

6. Narrow Passage.—A power driven-vessel approaching a passage so narrow that meeting vessels cannot pass

must sound at least 5 short blasts. On hearing this signal a

meeting vessel must wait.

7. Speed Limits.—Speed is limited to 5 knots when less

than 100m from the shore, boat harbors, anchored boats, etc.

and within 50m of bathing places. Public bathing places are

marked by buoys (orange with orange spherical topmark)

and passing inside these is prohibited.

8. Cable ferries or chain ferries carry a ball and three red

lights, disposed in a triangle apex up. 

Tanker Routing

Norwegian authorities recommend that laden tankers of

40,000 dwt and over, when navigating off the coast of Norway,

keep seaward of a line joining the following positions: 

a. 57°46.2'N, 7°00.0'E. (S of Lindesnes)

b. 57°54.3'N, 6°21.5'E.

c. 58°16.1'N, 5°35.7'E.

d. 58°30.8'N, 5°12.2'E. (SE end of the TSS off Larens

SafeSeaNet Home Page

http://www.shiprep.no
 Norway 113

Pub. 180

Rev)

e. 58°32.9'N, 4°57.1'E. (SW end of the TSS off Larens

Rev)

f. 59°10.7'N, 4°27.5'E.

g. 60°49.2'N, 4°08.1'E. (W of Holmengra)

By keeping seaward of this line, tankers will maintain a distance of 12 to 20 miles from the shore. 

Lights for Large Vessels at Anchor

Vessels 92m in length and above when at anchor in Norwegian inland waters, shall in addition to the anchor lights show

one white light screened to show from right ahead to right

astern, on each side of the vessel midway between the forward

and after anchor lights, at such a height that all three lights are

in a straight line, decreasing in height toward the stern.

Lifeboat Drills

Lifeboat drills involving the lowering of boats is not permitted when vessels are underway in Norwegian territorial waters.

Harbor drills are allowed with local police permission.

Seaplane Harbors

The following information has been extracted from the regulations:

1. The alighting and taking-off of aircraft must in no way

be impeded or endangered.

2. No vessel shall pass within 50m of any moored or stationary aircraft, and must pass at such reduced speed that no

damage may be caused by wash.

3. All vessels in the vicinity of alighting or taking-off areas shall keep a sharp lookout for a patrol boat and promptly

obey any order received from such boat.

4. When seaplanes are operating, a black and yellow

checkered flag or ball will be displayed ashore at the administrative buildings, and a patrol boat will be on duty; this signal indicates that the flying area is closed to shipping.

During this period, vessels and small craft should not approach the patrol boat within a distance of 200m, even if they

are outside the operating area.

The patrol boat is easily recognizable by its black and yellow checkered hull; it displays a flag or ball with similar colors and may call the attention of a vessel by siren or green

and red visual signals and, at night, by flares. Light signals

shown by the patrol boat are given in the accompanying table

titled Light Signals—Patrol Boat.

During the part of the year when flying operations take

place, a number of notice boards are established within the seaplane harbors, in such a position as to be easily visible to all

craft underway within the limits of the operating area. 

The notice boards warn vessels to reduce speed and to follow

the instructions of the patrol boat and are inscribed. 

Local Speed Restrictions

When a vessel carrying a red ball in the rigging is lying

moored at any of the lighted structures, or is loading or discharging gas containers at any piers or jetties, powered vessels

passing must not proceed at a greater speed than 5 knots for a

distance of 100m on either side of the moored vessel.

Oil Fields and Installations Surveillance Service

Statoil Marin VTS performs a radar surveillance service for

the oil fields and installations listed in the table titled Oil

Fields and Installations. All vessels heading within the 500m

Safety Zone surrounding these installations must contact Statoil Marin VTS at least 1 hour prior to doing so, using the VHF

channel listed (or by telephone, where stated) in the able titled

Oil Fields and Installations. 

Vessels must state their name and call sign. In order to take

into account maritime operations and safe navigation, vessels

may be asked to alter course.

This service may also be contacted, as follows:

1. Call sign: Statoil Marin VTS

2. Telephone: 47-55-143276 

47-55-143277

3. E-mail: smarin@statoil.com

Light Signals—Patrol Boat

Signal Meaning

Fixed red Stop immediately and wait.

Flashing red

You are in a prohibited area;

proceed clear on reverse course,

or in the direction indicated by

visual signals.

Fixed green All clear, continue on your

course.

Flashing green The area is clear and open to

shipping.

Oil Fields and Installations

Oil field/installation Position VHF 

channel

Heidrun 65°19.5'N, 7°19.0'E 9

DSL 2 65°20.6'N, 7°21.8'E 9

DSL 1 65°19.2'N, 7°22.7'E 9

Asgard A 65°03.5'N, 6°43.4'E 6

Asgard B 65°06.6'N, 6°47.4'E 6

Asgard C 65°07.8'N, 6°51.9'E 6

Kristin 64°59.6'N, 6°33.0'E 6

Njord A 64°16.2'N, 7°12.0'E Telephone

Njord B 64°16.3'N, 7°15.1'E Telephone

Draugen 64°21.2'N, 7°46.8'E 68

Draugen Lasteboye 64°20.8'N, 7°50.3'E 68

Snorre B 61°31.5'N, 2°12.5'E 10

Snorre A 61°26.9'N, 2°08.5'E 9

Visund 61°22.2'N, 2°27.4'E 10

Statfjord A 61°15.3'N, 1°51.1'E 9

Statfjord B 61°12.4'N, 1°49.8'E 9

Light Signals—Patrol Boat

Signal Meaning
114 Norway

Pub. 180

Routes

Jan Mayen

The choice of selecting a preferred route results from examination of the charts and of the surface temperature of Greenland and Norwegian Seas. Sea ice usually affects the island

from mid-November to mid-April, but in severe seasons from

late October to early August, if not continuously. It is generally

best to approach Jan Mayen from the SE. 

From the North Sea a course may be shaped N, or a little W

of N, so as to keep in temperate waters for as long as possible.

When Beerenberg (71°06'N., 8°10'W.) bears NW, steer for it. 

From Iceland, steer E until out of the East Greenland Current, then turn, keeping in waters of a temperature of over 4°C. 

From the coast of Norway, a direct course may be set without passing N of 71°N. 

Spitsbergen

If a vessel is bound for Bellsund (77°35'N., 1°00'E.) or Isfjorden, 30 miles farther N, shape course for the S extremity of

Prins Karls Forland, passing about 40 miles W of Bjornoya

(74°27'N., 19°00'E.). 

When vessels are bound for Kongsfjorden, the ice will usually be cleared by passing outside Prins Karls Forland, except

from December to May. In early summer the drift ice may be

encountered near the latitude of Bjornoya; always alter course

W to clear it. Keep W of the ice, a careful lookout from the

aloft for ice-blink may save time, as wide and deep bights in

the ice leading towards the land often afford no access to it.

Bellsund or Isfjorden may be approached from abreast their entrances, but allow for a N current of about 2 knots. If the entrances are obstructed by ice it may be possible, in calm

weather, to enter by a lane but great caution is required. A sudden wind may arise, close the lane, and nip the vessel. Many

vessels have been beset or have damaged their propellers under

these conditions. 

Search and Rescue

The Norwegian Rescue Services for sea, air, and land are regarded as one organization under the common heading of lifesaving service. The sea rescue service combines a number of

public and private institutions, coordinated through the police,

who have general responsibility and authority for the saving of

lives. Among these institutions are the pilotage, light, and harbor authorities; civil defense and fishery organizations; and the

Norwegian Lifeboat Society (Norwegian Society for Rescue of

Shipwrecked Mariners). The Norwegian Naval Defense Force

has vessels in readiness for distress calls at all times. 

The Norwegian Sea Rescue Society operates a fleet of over

30 rescue vessels of various sizes and a chain of rescue stations

along the coast. The vessels have an operational radius of 400

to 5,000 miles and are fitted with VHF, SSB, and mobile telephone communications. The vessels have white hulls and suStatfjord C 61°17.8'N, 1°54.0'E 9

OLS A 61°15.3'N, 1°51.1'E 9

OLS B 61°13.4'N, 1°50.1'E 9

SPMC 61°16.8'N, 1°52.9'E 9

Gullfaks A 61°10.6'N, 2°11.3'E 9

Gullfaks B 61°12.2'N, 2°12.1'E 9

Gullfaks C 61°12.9'N, 2°16.3'E 9

SPM 1 61°11.5'N, 2°09.1'E 9

SPM 2 61°10.0'N, 2°13.7'E 9

Kvitebjorn 61°04.8'N, 2°30.1'E 9

Huldra 61°51.3'N, 2°39.1'E 71

Veslefrikk A/B 60°47.0'N, 2°54.0'E 71

Troll A 60°38.7'N, 3°43.7'E 68

Troll B 60°46.0'N, 3°30.0'E 10

Troll C 60°53.0'N, 3°36.0'E 10

Oseberg East 60°42.0'N, 2°56.1'E 10

Oseberg C 60°36.5'N, 2°46.4'E 10

Oseberg Center 60°29.4'N, 2°49.5'E 10

Oseberg South 60°23.5'N, 2°47.7'E 10

Brage 60°32.5'N, 3°02.7'E 10

Heimdal 59°34.5'N, 2°13.6'E 9

Grane 59°09.9'N, 2°29.1'E 15

Volve Navion Saga 58°27.7'N, 1°54.5'E 14

Volve Maersk Inspirer 58°26.5'N, 1°53.2'E 14

Sleipner A 58°22.0'N, 1°54.3'E 14

Sleipner B 58°25.0'N, 1°42.9'E 14

Draupner 58°11.0'N, 2°28.0'E 17

Transocean Arctic Telephone

Aker Spitzbergen Telephone

Bideford Dolphin Telephone

Deepsea Bergen Telephone

Ocean Vanguard Telephone

Polar Pioneer Telephone

Transocean Telephone

Transocean Searcher Telephone

Scarabeo 5 Telephone

West Alpha Telephone

Deepsea Atlantic Telephone

West Venture Telephone

Oil Fields and Installations

Oil field/installation Position VHF 

channel

West Epsilon Telephone

Oil Fields and Installations

Oil field/installation Position VHF 

channel
 Norway 115

Pub. 180

perstructures, with a wide red band along the deck. The sides

of the superstructure are marked with a red Maltese cross in a

blue ring, placed inside a red-edged rectangle with the initials

SSSR. About 20 of the rescue stations are operated year round,

with the remaining stations operating during the fishing and

pleasure-boating season. These rescue boats are located, as follows: 

1. Farsund (58°06.0'N., 6°49.0'E.).

2. Egersund (58°27.0'N., 6°00.0'E.).

3. Tananger (58°56.0'N., 5°34.8'E.).

4. Haugesund (59°25.0'N., 5°15.5'E.).

5. Langevgden (59°36.5'N., 5°14.0'E.).

6. Kleppesto (60°24.4'N., 5°13.6'E.).

7. Floro (61°36.0'N., 5°02.0'E.).

8. Maloy (61°56.0'N., 5°07.0'E.).

9. Fosnavag (62°21.0'N., 5°38.0'E.).

10. Alesund (62°28.0'N., 6°10.0'E.).

11. Bud (62°54.0'N., 6°55.0'E.).

12. Kristiansund (63°07.0'N., 7°44.0'E.).

13. Smola (Veidholmen) (63°31.0'N., 7°57.0'E.).

14. Mausundvaer (63°52.0'N., 8°40.0'E.).

15. Trondheim (63°26.0'N., 10°24.0'E.).

16. Rorvik (64°52.0'N., 11°14.0'E.).

17. Stokkvagen (66°20.4'N., 13°00.2'E.).

18. Husoyhamn (66°30.1'N., 12°06.0'E.).

19. Bodo (67°17.1'N., 14°21.9'E.).

20. Gleda (67°30.4'N., 12°04.1'E.).

21. Sorlandsvagen (67°39.4'N., 12°42.6'E.) on Vaeroy.

22. Napp (68°07.9'N., 13°26.8'E.).

23. Svolvaer (68°13.9'N., 14°34.3'E.).

24. Bo i Vesteralen (68°37.2'N., 14°27.5'E.).

25. Myre (68°54.8'N., 15°04.2'E.).

26. Myre (68°51.0'N., 16°18.0'E.).

27. Andenes (69°19.0'N., 16°08.0'E.).

28. Senjahopen (69°30.0'N., 17°30.0'E.).

29. Tromvik (69°46.0'N., 18°24.0'E.).

30. Vannvag (70°04.0'N., 20°00.0'E.).

31. Sorvaer (70°38.0'N., 21°59.0'E.).

32. Havoysund (71°00.0'N., 24°40.0'E.).

33. Honningsvad (70°59.0'N., 25°59.0'E.).

34. Mehamn (71°03.0'N., 27°51.0'E.).

35. Batsfjord (70°38.0'N., 29°44.0'E.).

36. Vardo (70°23.0'N., 31°06.0'E.).

Norwegian Chart Q6356 shows the location of coastguard

stations, lifeboat stations, coast radio stations, and other details

of the search and rescue organization in British and North European waters.

A fleet of about 50 vessels is run by the pilotage authority;

many of these vessels operate within a radius of 175 to 360

miles. Vessels are equipped for rescue missions. Many shore

pilot stations maintain a listening watch on VHF channel 16.

Other vessels, such as those used for harbor works and buoy

maintenance, as well as fishing vessels and merchant vessels,

can be called upon for rescue service.

The Norwegian Air Force has ten Sea King helicopters, with

an operating radius of 220 miles, available for search and rescue duty. The helicopters are based at Stavanger (Sola), Olandet, Bodo, and Banak. Long-range transport and maritime

aircraft can be called on for more extensive searches and for

the dropping of rescue equipment.

A civilian helicopter, with a range of 150 miles, is based at

Svalbard.

The Joint Rescue Coordination Centers (JRCC) are located,

as follows:

1. SSR South Norway (Stavanger)—South of 65°N.

2. SSR North Norway (Bodo)—North of 65°N.

These centers receive all distress calls and assign the appropriate local rescue center to each incident. The JRCCs can be

contacted, as follows: 

1. JRCC Stavanger

a. Telephone: 47-515-17000

b. Facsimile: 47-516-52334

c. E-mail: operations@jrcc-stavanger.no

2. JRCC Bodo

a. Telephone: 47-755-59000

47-755-59300

b. Facsimile: 47-755-24200

c. E-mail: operations@jrcc-bodoe.no

A network of coast radio stations maintains a continuous listening watch for distress traffic on 2182 kHz, 2187.5 kHz,

VHF channel 16, and VHF channel 70. 

On Bjornoya (Bear Island), Bjornoya Coast Radio Station

(LJB), which is remotely controlled from Bodo Coast Radio

Station (LGP), maintains a continuous listening watch for distress traffic on 2182 kHz, 2187.5 kHz, VHF channel 16, and

VHF channel 70. Search and rescue operations are coordinated

by JRCC Bodo. 

On Jan Mayen, Jan Mayen Coast Radio Station (LMJ),

which is remotely controlled from Bodo Coast Radio Station

(LGP), maintains a continuous listening watch for distress traffic on 2182 kHz, 2187.5 kHz, and VHF channel 16. Search and

rescue operations within 4 miles of Jan Mayen are coordinated

by JRCC Bodo; the resposibility for all other incidents is assumed by MRCC Oceanic, Iceland. 

On Svalbard, Svalbard Coast Radio Station (LGS) maintains

a continuous listening watch for distress traffic on 2182 kHz,

2187.5 kHz, and VHF channel 16. Search and rescue operations within 4 miles of Svalbard are coordinated by JRCC

Bodo; the responsibility for all other incidents is assumed by

MRCC Reykjavik, Iceland. 

Ship Reporting System

Ship Reporting—SafeSeaNet (SSN)

SeaSafeNet (SSN) is the mandatory reporting system of the

Norwegian Coastal Administration (NCA). The system is

based on the requirement contained in EU Directive 2002/59/

EC and implemented by Norwegian legislation. 

Participation.—The regulations apply to the following vessels arriving in and departing from Norwegian ports: 

1. All vessels 300 gross tons and over.

2. All vessels carrying dangerous or polluting cargo, regardless of vessel size.

3. Fishing vessels, traditional ships, and recreational craft

with a length overall of 45m and over.

The SSN requires notification of fuel amounts in excess of

300 tons. 

Exemptions.—The following vessels are exempt from the

regulations: 

1. Warships.

2. Vessels owned or operated by an EC member state and

used for non-commercial public service. 
116 Norway

Pub. 180

Access.—To access the SSN, vessels must contact Brevik

Control to obtain registration. Contact can be made, as follows: 

1. Telephone: 47-35-572625 

2. E-mail: vts.grenland@kystverket.no 

3. Web site: http://www.kystverket.no

If internet access is not available, vessels should contact SSN

via its agent, a vessel operator, or via the Telenor Networks

Maritime Radio. The Telenor Networks Maritime Radio can be

contacted, as follows: 

1. Telephone: 47-120

2. Web site: http://www.maritimradio.no/kontakt.htm

Arrival notification.—Prior to arrival at a Norwegian port,

vessels should send notification to the NCA via their web site,

which are listed below, as follows: 

1. At least 24 hours prior to arrival.

2. At the departure port if the voyage time is less than 24

hours.

3. If the port of call is unknown or is changed during the

voyage, as soon as the information is available.

Departure notification.—The operator, agent, or master of

a vessel, regardless of size, carrying dangerous or polluting

cargo and leaving a port in Norway, shall, at the latest, at the

moment of departure, notify the NCA through the SSN. 

Pilotage request.—When a request for pilotage is sent, the

vessel’s arrival notification will automatically be generated. 

Svalbard Reporting System

The following vessels are required to report to NOR VTS

when within the territorial waters (12 miles) of Svalbard: 

1. Passenger vessels.

2. Vessels of 24m loa and greater.

Vessels are required to send position reports by telephone,

facsimile, or e-mail to NOR VTS, as follows: 

1. On entering or depating the territorial waters of Svalbard.

2. When arriving or departing a harbor or jetty.

3. When anchoring or leaving an anchorage.

4. Every 12 hours when the vessel is underway within the

area.

The report must contain the following information: 

1. Vessel name and call sign.

2. Vessel position in degrees, minutes, and decimal minutes

3. Time of report.

4. Vessel’s planned sailing route.

NOR VTS can be contacted, as follows: 

1. Call sign: NOR VTS

2. Frequency: VHF channel 16

3. Telephone: 47-78-989901

4. Facsimile: 47-78-989899

5. E-mail: nor.vts@kystverket.no

Traffic Reporting—Entry into or passage through Norwegian Territorial Waters (NTW)

The following definitions apply to this section:

1. Baseline—Straight lines joining the outermost points

of the entire coast of Norway.

2. Norwegian Internal Waters (NIW)—All waters inside

the baseline.

3. Norwegian Territorial Waters (NTW)—All waters

within the territorial limits of Norway extending 12 miles

seaward from the baseline.

All foreign non-military vessels are to keep Norwegian Authorities informed when sailing in Norwegian Territorial Waters (NTW). This is to be done by sending an Arrival

Notification and a Reporting Point Notification through Safe

SeaNet (SSN), the nearest Norwegian Coast Radio Station

(CRS), or directly to the Coastal Surveillance Center (CSC)

Bodo, as follows: 

1. Operations (all notifications and reporting): 

a. Telephone: 47-75-536299

b. Facsimile: 47-75-536354

c. E-mail: csc@reitan.mil.no

2. Shift Leader (all enquiries, applications, requests for

dispensations or shelter, and information about stopping/anchoring in Norwegian Territorial Waters): 

a. Telephone: 47-51-536298

b. Facsimile: 47-51-536354

c. E-mail: csc@reitan.mil.no

Arrival Notification.—The Arrival Notification should be

sent at least 24 hours in advance of entering Norwegian Internal Waters (NIW). In need for dispensation to enter NIW earlier than 24 hours, vessels should contact the Norwegian

Authorities through SafeSeaNet (SSN), a CRS, or by telephone

at the above numbers. Vessels from the EU and EEA shall forward the Arrival Notification as early as possible and not later

than when crossing into NTW; such notifications may be made

in written or oral form. Messages without a valid AAIC will

not be accepted by a CRS.

The Arrival Notification shall contain the following: 

1. Vessel name.

2. Call sign.

3. AAIC (Accounting Authority Identification Code).

4. IMO identity.

5. MMSI number.

6. Flag (nationality).

7. Type of vessel.

8. Type, quantity, and UN number of cargo.

9. LOA (feet or meters), beam (feet or meters), draft

(feet or meters), and tonnage (gross tons).

10. Last non-Norwegian port/place and country. 

11. Next non-Norwegian port/place and country. 

12. Date, time (UTC), and position on entering Norwegian baseline.

13. Date, time (UTC), and position on leaving Norwegian

baseline.

14. Port (name, ETA, ETD, and purpose).

15. Norwegian agent’s name, address, and telephone

number.

16. Vessel’s communication numbers (INMARSAT or

telephone number).

17. Master’s name and nationality.

Vessels calling at more than one port of call within Norwegian Territorial Waters should repeat the above details of 14

and 15 for the additional ports.

If changes of more than 4 hours to the ETA/ETD given in the

http://www.shiprep.no

http://www.kystverket.no/?aid=9030959
 Norway 117

Pub. 180

original Advance Notification occur, an updated Arrival Notification shall be sent to the Norwegian authorities as soon as

possible.

Reporting Point Notification.—This should be sent when

crossing the Norwegian baseline upon entering and leaving

NIW, and when passing the Reporting Points, listed below. Reporting Point Notifications without a valid AAIC will not be

accepted by a CRS.

The Reporting Point Notification shall contain the following:

1. Vessel name.

2. Call sign.

3. AAIC (Accounting Authority Identification Code).

4. IMO identity.

5. MMSI number.

6. Flag (nationality).

7. Current position (latitude/longitude).

8. Destination.

9. Master’s name and nationality.

Stopping or anchoring.—Stopping or anchoring by vessels

passing through NTW is only permitted, as follows:

1. Actions incidental to ordinary navigation.

2. Force majeure.

3. Distress.

4. Assisting persons, ships, or aircraft in danger or distress.

If a vessel makes a temporary stop or remains stationary, the

Norwegian Authorities must be notified.

Signals

Special signals for navigating in Norwegian internal waters,

large vessels at anchor, and seaplane harbors can be found under Regualations, 

Submarine Operating Areas

Norwegian submarines may be met underway on the surface,

at night, in channels within the skerries. At night, they show an

amber quick flashing light showing about 90 flashes every

minute.

Submarines which are entirely submerged or showing only

their periscopes are required to keep clear of all surface vessels. Surface vessels must keep a sharp lookout and exercise

caution.

Tides

At Jan Mayen and Bjornoya, the tidal range is about 1.1m. In

Svalbard, the tidal range varies between l and 1.5m.

Time Zone

The Time Zone description, including Jan Mayen and Svalbard, is ALFA (-1). Daylight Savings Time (BRAVO (-2)) is

maintained from the last Sunday in March until the last Sunday

in October. 

Traffic Separation Schemes 

Traffic Separation Schemes (TSS) in Norway are, as follows:

1. North and West Coasts

a. Off Vardo (IMO). 

a. Off Makkaur (Government of Norway). 

b. Off Nordkinn (Government of Norway). 

c. Off Slettnes (IMO). 

d. Off Nordkapp (Government of Norway). 

e. Off Soroya (IMO). 

f. Off Torsvag (IMO). 

g. Off Afdenes (IMO). 

h. Off Rost(1) (IMO). 

i. Off Rost(2) (IMO). 

j. Off Feistein (IMO). This TSS will be disestablished

on 1 June 2011. 

2. South Coast

a. Oslo Fjord—East of Fuglehuk (Government of Norway).

b. Oslo Fjord—East of Bastoy (Government of Norway).

c. Oslo Fjord—West of Jeloya (Government of Norway).

d. Oslo Fjord—West of Nesoddtangen (Government of

Norway).

The following new Traffic Separation Schemes off the coasts

of Norway will become effective on 1 June 2011: 

1. North and West Coasts

a. Off Runde (IMO).

b. Off Stad (IMO).

c. Off Sotra (IMO).

d. Off Utsira (IMO).

It should be noted that these new schemes will be joined

by Recommended Routes.

2. South Coast

a. Off Egersund (IMO).

b. Off Farsund (IMO).

c. Off Ryvingen (IMO).

d. Off Lillesand (IMO).

e. Off Risor (IMO).

It should be noted that these new schemes will be joined

by Recommended Routes.

U.S. Embassy

The U.S. Embassy is situated at Henrik Ibsens gate 48, Oslo. 

The mailing addresses are, as follows:

1. Norway address—

Henrik Ibsens gate 48 

Reporting Points

No. Name Reporting Line

1 Kvitsoy Latitude 59°05'N

2 Stadt Latitude 62°10'N

3 Rorvik Latitude 64°52'N

4 Landegode Latitude 67°27'N

5 Tromso Latitude 69°41'N

6 Honningsvag Longitude 26°00'E

Passing the 

baseline

When entering or 

leaving NTW
118 Norway

Pub. 180

0244 Oslo

2. U. S. address—

PSC 69, Box 1000

APO AE 09707

Vessel Traffic Service

Vessel Traffic Services are located, as follows:

1. NOR VTS (Vardo)1 (68°23'N., 18°39'E.). 

2. Fedje (60°46'N., 4°45'E.). 1

3. Kvitsoy (59°10'N., 5°11'E.). 1

4. Grenland (Brevik) (59°04'N., 9°36'E.). 2

5. Oslofjorden (Horten) (59°27'N., 10°46'E.). 2

1

 For further information, see Pub. 182, Sailing Directions

(Enroute) North Coast of Norway. 2

 For further information, see Pub. 193 (Sailing Directions

(Enroute) Skaggerak and Kattegat.

Vessel Traffic Centers—General Requirements

Communication, Language Requirements, and Duty to

Listen In.—Within an area that is covered by a traffic center,

all communication between the center and vessels must take

place by VHF radiotelephone using the channels decreed by

the Coastal Directorate. Military vessels on official service can

communicate with the center by mobile phone if this is necessary in order for the vessel to be able to carry out the task. 

Vessels required to obtain permission to use the coastal waters and which are en route or at anchor must listen in continuously on the traffic center’s working channel. 

The crew on the bridge of a vessel that is underway in an area that is covered by a traffic center must be able to communicate effectively in a Scandinavian language or in English if the

vessel is not using a pilot. 

Requirement for Permission from the Traffic Center.—

Permission is required from the traffic center before: 

1. Sailing into an area that is covered by the traffic center.

2. Starting to move in an area that is covered by the traffic center.

3. Wanting to make changes to their voyage in relation to

what was decided by or agreed with the center. This also applies to stops en route.

4. Anchoring.

The permission mentioned in No. 1 and No. 2 above must be

obtained in good time, and at least 1 hour before the vessel arrives in waters covered by the center, or leaves a quay, anchorage, etc. in the same waters. For vessels in Category 1 or

Category 2 (vessels with liquid hazardous and/or polluting cargo in bulk) the deadline is at least 6 hours. Should there be a

need to put extraordinary safety measures into effect or extraordinary planning linked to the vessel’s using the waters, the

deadline is at least 24 hours in both waters, whatever the type

of vessel. 

The permissions described No. 3 and No. 4 above are not required if it is necessary for reasons of safety to stop or alter the

voyage and there is no time to obtain permission. In such cases

the traffic center must be told as soon as possible. 

Vessels that sail to a fixed timetable where the crossing is

less than 1 hour do not need to obtain permission if the traffic

center has received the timetable and the vessel is delayed by

not more than 5 minutes in relation to the timetable. However

the vessel must report in just before it sails into the area that is

covered by the traffic center and just before it leaves the quay

in the same area. The traffic center can decide that vessels may

not leave the quay without permission from the traffic center. 

Tugs that are assisting another vessel do not need to obtain

permission for the part of the voyage where assistance is used

unless the traffic center decides otherwise. 

How to Apply for Permission.—If possible applications

should be made via VHF radiotelephone. If the vessel cannot

reach the center via the VHF radiotelephone, application can

be made by telephone or facsimile. In special cases the traffic

center may decide that an application must be submitted in

writing and in some cases what the applications must contain. 

The following information must always be given in the application: 

1. Vessel’s international call sign and name.

2. Vessel’s position when the application is sent.

3. Planned voyage and ports of call.

4. If the vessel is outside the area covered by the center—

the ETA to the outer boundary for the area and the ETA to

the harbor, mooring, or anchorage.

5. If the vessel is inside the area covered by the center—

the ETD.

In addition to the above, the traffic center may require information about the following: 

1. Type of vessel, including whether it has a single or

double hull.

2. Vessel’s nationality and port of registration.

3. Name and address of the ship’s owner and any shipping company.

4. Name and address of the ship’s captain.

5. Name, address, and telephone number of the vessel’s

shipbroker/agent in Norway, if applicable.

6. Vessel’s IMO number.

7. Vessel’s telephone and facsimile number.

8. Vessel’s maximum length, beam, draft, and height

above water.

9. Vessel’s actual draught and height above water.

10. Vessel’s gross tonnage.

11. Vessel’s maximum speed in knots.

12. Type of maneuvering equipment the ship has (e.g.

side propellers and rudders).

13. Vessel’s total engine power for propulsion.

14. Number of passengers on board.

15. Vessel’s cargo, type, and quantity.

16. Expected time within the area covered by the traffic

center.

17. Other conditions that the traffic center may require

and which are significant for safety in harbors, waters and/or

for traffic organization.

Information described above and which applies to conditions

that are not variable (e.g. the type and size of the vessel) should

be sent unsolicited in writing or be given when ordering a pilot

if there is reason to believe that the center does not already

have such information. 

Permission.—Permission from the traffic center is only valid in relation to this directive and does not replace permits that

U. S. Embassy Norway Home Page 

http://norway.usembassy.gov
 Norway 119

Pub. 180

are required by other laws or directives. 

A permit is contingent upon the vessel satisfying the requirements that are laid down in this directive in order to be able to

use the waters in question. The traffic center is not responsible

for checking that these requirements have been met. 

Where reasons for safety or effective traffic flow make it

necessary, the traffic center can: 

1. Refuse to grant permission as described in Requirement for Permission from the Traffic Center. This refusal

can only be given with effect for the next 48 hours.

2. Set conditions for the permit, including requiring the

vessel to use a tug.

3. Withdrawing the permit or setting new conditions for a

given permit.

Additional Reporting Requirements.—The traffic center

must be informed as soon as possible when any of the following occurs: 

1. The vessel sails into the area covered by the center.

2. The vessel starts to move within the area covered by

the center.

3. The vessel has moored or anchored.

4. The vessel suffers an accident.

5. The vessel has made changes to its voyage in relation

to what was decided by or agreed with the center and it has

not been possible to obtain permission (See Requirement

for Permission from the Traffic Center). This also applies

to anchoring and other stops en route.

Tugs are not required to report according to No. 1, No. 2,

No. 3, and No. 5 above as long as they are assisting another

vessel, unless the traffic center decides otherwise. 

Duty to Provide Information.—Vessels that find themselves within an area that is covered by a traffic center must,

upon demand from the traffic center, provide the information

listed in How to Apply for Permission. 
 Norway 121

Pub. 180

Appendix I—Laws and Regulations Appertaining to Navigation

Regulations concerning foreign non-military vessels entering and making passage through Norwegian territorial waters in 

peacetime.—Laid down by Royal Decree and put forward by Ministry of Defense.

Introductory Provisions

Section 1.—These regulations only apply when Norway and

the State whose flag the vessel is entitled to fly are at peace, or

until contingency measures have been implemented. 

Section 2.—The regulations do not apply to Norwegian territorial waters off Svalbard, Jan Mayen or dependencies unless

otherwise prescribed by statute. 

Section 3.—For the purpose of these regulations, foreign,

non-military vessel means any foreign vessel, or Norwegian

vessel the master of which is a foreign national, to which current Norwegian regulations concerning the admission of foreign warships and military aircraft to Norwegian territorial

waters in peacetime do not apply. 

In these regulations, foreign, non-military vessel also means

equipment belonging to the vessel (lifeboats, landing craft, aircraft, etc.). 

Section 4.—Nuclear-powered vessels are subject to special

licensing pursuant to section 4 of Act No. 28 of 12 May 1972.

Vessels carrying nuclear substances are required to hold a permit pursuant to section 5 of the said Act. 

Section 5.—Sections 13, 15, and 16 of these regulations apply subject to any restrictions established by agreements with

foreign States. 

Section 6.—Pleasure craft carrying foreign nationals who

are required to hold a visa shall be subject to the regulations

concerning the admission of foreigners to the Kingdom and

their stay there pursuant to sections 83 and 111 of the Crown

Prince Regent’s Decree of 21 December 1990 Number 1028. 

Pleasure craft over 24m in length or 50 grt shall use prescribed sea lanes and are required to give notification pursuant

to section 17 and may be ordered to report pursuant to section

19. 

Pleasure craft are otherwise exempted from the restrictions

set out in Sections 16, 17, 18, and 19.

Section 7.—Norwegian territorial waters and sea limits:

(a) For the purpose of these regulations, baselines means

straight lines drawn between the base points.

(b) For the purpose of these regulations, Norwegian territorial waters means all waters within the territorial limit. 

(c) For the purpose of these regulations, internal waters

means all waters that lie within the baselines.

(d) For the purpose of these regulations, the territorial sea

means the waters between the baselines and the territorial limit.

Section 8.—Responsibility of the shipmaster.—Masters of

all foreign, non-military vessels are required to familiarize

themselves with the substance of these regulations before entering Norwegian territorial waters.

Section 9.—Norwegian authorities.—For the purpose of

these regulations, the Norwegian authorities means the Ministry of Defense or whosoever the Ministry so authorizes. All inquiries, notifications, reports, applications for clearance etc, to

the Norwegian authorities shall be directed to Headquarters

Defense Command North Norway (Hq DEFCOMNON) for

vessels in positions north of 65°N and to Headquarters Defense

Command South Norway (Hq DEFCOMSONOR) for vessels

in positions south of 65°N and shall be submitted in Nor,wegian, Danish, Swedish, or English.

Section 10.—Innocent passage through the territorial

sea.—Innocent passage through the territorial sea is permitted

for foreign non-military vessels. Innocent passage means navigation through the territorial sea, either in transit or for the purpose of proceeding to or from Norwegian internal waters or

ports.

Stopping or anchoring while passing through the territorial

sea is only permitted when such action is incidental to ordinary

navigation or is rendered necessary by force majeure or distress or for the purpose of rendering assistance to persons,

ships or aircraft which are in danger of distress. 

Section 11.—Any vessel in innocent passage through the

territorial sea which for reasons set forth in Section 10, second

paragraph, must make a temporary stop or remain stationary or

enter Norwegian internal waters or call at a Norwegian port facility, shall notify the Norwegian authorities without undue delay.

Section 12.—Admission of foreign non-military vessels to

Norwegian internal waters.—Foreign non-military vessels to

which the list in Section 13 does not apply may, subject to the

restrictions set out in Section 16, enter Norwegian internal waters without obtaining written permission in advance.

Foreign non-military vessels maybe refused admission to

Norwegian internal waters when special grounds make this

necessary. Such special grounds exist when inter alia fishing

vessels plan to enter these waters in connection with fishing or

bringing ashore a catch as set out in Section 8, first paragraph,

of Act No. 19 of 17 June 1966. 

Section 13.—Admission to Norwegian internal waters is

permitted for the following foreign non-military vessels only

when written permission has been granted in advance by the

Norwegian authorities: 

a. Research vessels. 

b. Seismic vessels and other vessels carrying equipment

used for surveying and charting the sea bed. 

c. Factory ships, repair ships and expedition vessels. 

d. Vessels for special purposes, including floating and

mobile oil platforms, tugboats, dredges, icebreakers and

floating cranes, unless entry into Norwegian internal waters

is necessary due to a binding agreement with a Norwegian

company which requires the vessel to call at a Norwegian

port facility.

e. Non-military government ships and stand-by and support vessels for naval units. 

f. Vessels specified in Section 4 of these regulations. 

g. Vessels carrying aircraft. 

In cases of doubt, the Norwegian authorities will decide whether a foreign, non-military vessel is subject to this provision. 

Section 14.—The vessels specified in Section 13 b, c, d, and

g may be granted admission into Norwegian internal waters

without a prior written application in order to be repaired or

laid up in a Norwegian port provided a binding agreement with
122 Norway

Pub. 180

a Norwegian company exists. In such cases, deviations may be

made from the deadlines referred to in Section 15. The Norwegian authorities shall be notified of such admission as soon as

possible.

Foreign non-military vessels which are obliged to seek a port

of refuge for the reasons specified in Section 10, second paragraph, may enter Norwegian internal waters without a prior

written application. 

Section 15.—A written application for permission to enter

Norwegian internal waters under Section 13a, b, c, d, e, and g

shall have reached the Norwegian authorities at the latest 7

days before entry is expected to take place. Applications under

section 13f shall have reached the Norwegian authorities at the

latest 14 days before entry is expected to take place. All applications shall contain the information specified in section 17

and any other information deemed to be of importance in connection with the planned entry.

Not withstanding these regulations, the Norwegian authorities may require information from foreign non-military vessels

which is considered to be of relevance to the planned entry, including information about catches carried on board and, if the

catch is to be delivered in Norway, fishing activities within

Norwegian fishery jurisdiction in which the vessel has been engaged.

Section 16.—Entry, passage, and notification requirement

when navigating through Norwegian internal waters.—For

foreign, non-military vessels, entry into and passage through Norwegian internal waters is restricted to the following activities: 

a. Navigation to and from Norwegian ports in connection

with loading, unloading, restocking, bunkering, carrying out

necessary repairs or carrying out binding agreements with

Norwegian interests. Laytime in a Norwegian port shall be

limited to the necessary length of time as dictated by the purpose of the call at the port. 

b. Navigation in transit via specified sea lanes when the

vessel’s mission makes this necessary. 

c. Navigation in order to seek a port of refuge. 

Stopping or anchoring while passing through internal waters

is only permitted when such action is incidental to ordinary

navigation or is rendered necessary by force majeure or distress or for the purpose of rendering assistance to persons,

ships or aircraft which are in danger or distress. If the vessel

makes a temporary stop or remains stationary, the Norwegian

authorities shall be notified without undue delay. 

Section 17.—Masters of all foreign non-military vessels over

24m in length or 50 gross tons who intend to navigate their vessel into Norwegian internal waters are required to give notification of such entry and shall notify the Norwegian authorities at

the latest 24 hours in advance. Such notification may be made in

written or oral form and shall contain: 

a. Vessel’s IMO identification number, if any.

b. Vessel’s nationality, name, international radio call sign

(distinctive letters), and any mobile or satellite telephone

numbers.

c. Type of vessel, cargo, draft, and size in gross tons.

d. Purpose of the entry including any information about

the entry as specified in Section 14 of these regulations.

e. Specification in latitude and longitude of the point

where the vessel intends to cross the Norwegian baseline

when entering and leaving. 

f. Intended ports-of-call with specification of times of arrival and departure. 

g. Norwegian contact (agent, operator, ship owner, etc). 

The Norwegian authorities shall be informed without delay

of any changes in the submitted plan of navigation.

Passenger and car ferries in regular service to and from Norwegian ports are excepted from the notification requirement

provided an approved navigation plan has been forwarded to

the Norwegian authorities at the latest 14 days before the service is put into operation. The Norwegian authorities are to be

informed if the navigation plan is withdrawn or if major changes are introduced. 

The vessels specified in Section 13 are required to give notification as described above irrespective of their length or size.

Section 18.—Sea Lanes and Reporting Points in Norwegian internal waters.—When navigating through Norwegian

internal waters, foreign non-military vessels shall only use

those sea lanes prescribed by the Ministry of Defense. 

Section 19.—Foreign non-military vessels shall report to the

Norwegian authorities when entering and leaving Norwegian

internal waters and when passing specified geographical positions in the sea lane. Such reports shall include the vessel’s

name, call sign, destination, and estimated time of passing the

next reporting point or of arrival at the vessel’s next port of

call. The reporting points are determined by the Ministry of

Defense. 

Section 20.—Foreign non-military vessels which are obliged

to enter Norwegian internal waters due to force majeure or distress or to provide assistance to persons, ships, or aircraft that

are in danger are excempted from the above provisions concerning the requirement to report and the use of sea lanes. Such

vessels shall nevertheless and by the fastest possible means

contact the Norwegian authorities for specific instructions regarding anchoring or continued navigation.

Section 21.—Vessels stopping in Norwegian territorial

waters.—No registrations or measurements other than those

necessary for safe navigation are permitted without special permission from the Norwegian authorities. 

Section 22.—It is prohibited for all persons on board foreign

non-military vessels to make maps or sketched maps of ports,

waters, airfields, or seaplane ports of the Kingdom. It is also

prohibited to make maps, sketches of maps, take photographs,

or record descriptions of Norwegian military facilities or

equipment. 

Section 23.—Foreign non-military vessels shall fly their national flag at all times while navigating through Norwegian territorial waters. When the vessel is at anchor or moored, the flag

shall be hoisted during the day. 

Section 24.—Officers on Norwegian warships or guard

ships and other officers in the Norwegian Armed Forces may

inspect any foreign non-military vessel, including its documents, cargo, equipment, and any persons on board. The master of the vessel under inspection shall provide any assistance

necessary to facilitate the inspection, including placing the vessel’s communications equipment at the disposal of the inspecting officers free of charge. The master shall provide on request

any information which is of interest to the Norwegian authorities and is under obligation to comply with instructions regarding the remainder of the voyage. 

Section 25.—The master and crew of a foreign non-military

vessel shall comply with current Norwegian legislation including regulations concerning the environment, health, customs,
 Norway 123

Pub. 180

use of pilot, traffic, ports, foreign nationals, and rules of conduct. Norwegian regulations governing the use of communications equipment shall be complied with.

Section 26.—Should the master or crew of a foreign nonmilitary vessel fail to comply with the laws and regulations laid

down for the presence and navigation of vessels in Norwegian

territorial waters, the Norwegian authorities may order the vessel to leave Norwegian territorial waters immediately or within

a specified reasonable period of time. The vessel may also be

brought to the nearest police authority to be charged and prosecuted. 

Section 27.—Unless otherwise prescribed by statute, infringement of these regulations is punishable by fines or by imprisonment for a term not exceeding 3 months pursuant to

Section 418, Subsection 2, of Act No. 10 of 22 May 1902.

Section 28.—Concluding provisions.—The Ministry of

Defense or whosoever the Ministry so authorizes may grant exemption from these regulations and may issue further provisions for the supplementation and implementation of these

regulations. 

Section 29.—These regulations enter into force on 1 May

1995.
 Norway 125

Pub. 180

Appendix II—Regulations on Prescribed Channels for Foreign Non-military Vessels in Norwegian Territorial Waters

Decreed by the Ministry of Defense 4 May 1995 in accordance with Royal Resolution of 23 December 1994 No. 1130 on foreign 

non-military vessels calling at and traveling in Norwegian territorial waters during peacetime

Prescribed Channels 

1. Foreign non-military vessels shall follow prescribed channels which are summarized in the Coast Directorate’s fairway

system. 

2. Foreign non-military vessels wishing to call at places

which are not directly connected to the prescribed channels

shall follow prescribed channels as far as possible and then

take the shortest safe channel in or out. Where a prescribed

channel cannot be followed as in the previous sentence, a vessel shall cross the baseline at a point which allows the shortest

safe channel in or out between the baseline and the port of call,

and the vessel shall follow that channel. 

3. Foreign non-military vessels which, after entering Norwegian internal waters, have a need to follow channels other than

those described in Paragraphs 1 and 2 above, can obtain special

permission from the Norwegian authorities (i.e. Headquarters

Defense Command North Norway/South Norway) to follow

these channels as long as there is a state pilot on board. In areas

regulated by traffic centers, the appropriate pilot master at the

traffic center can give dispensation as necessary.

Reporting Points 

4. When passing in or out of the Norwegian internal waters

and when passing defined geographical points in channels, foreign non-military vessels shall report to the Norwegian authorities. The report shall contain the vessel’s name, call sign, and

port of call, along with the time for passing the next reporting

point in a channel or the next harbor.

5. The reporting points are defined, as follows:

Headquarters Defense Command

South Norway

Kvitsoy (Rogaland)

Statt (More and Romsdal)

Rorvik (Nord Trondelag)

North Norway

Landego (Nordland)

Tromso (Troms)

Honningsvag (Finnmark)
 Norway 127

Pub. 180

Appendix III—Norway Economic Exploitation Zone

By act No. 91 of 17 December 1976 and Royal Decree of 17 December 1976, of which the following are extracts, the Norwegian

authorities established, from 1 January 1977, an Economic Exploitation Zone, the outer limits of which are set at a distance of 200

nautical miles from the appropriate baselines but not so as to extend beyond the Continental Shelf Boundaries of other States.

The establishment of the Zone does not affect the rights of navigation through or flight over the waters in question.

Except as provided in agreements with other States and in regulations concerning fisheries, aliens may not engage in fishing or

hunting within the Zone.

Regulations concerning the protection of the environment, scientific research, artificial installations and port facilities, cables and

pipelines, and the exploitation of the Zone for any economic purpose, may be issued.
129

Pub. 180

RUSSIA

General 129

Buoyage System 129

Cautions 129

Currency 130

Fishing Areas 130

Government 130

Holidays 130

Ice 130

Industries 135

Languages 136

Magnetic Field 136

Mined Areas 136

Navigational Information 136

Offshore Drilling 137

Pilotage 137

Pollution 137

Regulations 137

Restricted Areas 138

Routes 139

Search and Rescue 140

Ship Reporting System 140

Signals 140

Submarine Operating Areas 142

Time Zone 143

Traffic Separation Schemes 143

U.S. Embassy 143

Vessel Traffic Service 143

Appendix I—Russian Federation Regulated Areas 145

Appendix II—Former Mined Areas 155

Appendix III—Barents Sea and Beloye More (White Sea) 

Reporting System 159

Appendix IV—Time Zones 161

General

Russia is located in Northern Asia and borders the Arctic

Ocean between Europe and the North Pacific Ocean. 

The climate varies from steppes in the S to humid continental in much of the European part. The polar North has tundra

and Siberia is subarctic. Winters are cool along the Black Sea

to frigid in Siberia. The S shores of the Arctic Ocean are

fringed by a belt of barren country, sometimes steep, rocky, and

descending in more or less abrupt cliffs to the sea, but more often sloping down gently in mud banks and sand hills; this belt

is known as the tundra.

The Ural Mountains extend approximately along the meridian of 60° E from the Arctic Ocean nearly to the Caspian Sea

and roughly separate Russia in Europe from Siberia.

The Obdorsk or Northern Urals, which begin within a few

miles of the head of Karskaya Guba (69°18'N., 64°59'E.) and

extend SW as far as the 64th parallel, form a distinct range,

stony and craggy, sloping steeply SE and gently towards the

marshes of European Russia.

The major rivers flowing into the Arctic Ocean are the Ob,

the Yenisey, the Pyasina, the Lena, the Yana, the Indigirka, and

the Kolyma.

Passage along the rivers forms the principal access from the

Arctic coast to the hinterland during the navigational season. 

Buoyage System

IALA Maritime Buoyage System (Region A) is in effect. See

Chart No. 1 for further IALA Buoyage System information.

Temporary markings indicating areas prohibited for navigation, anchoring and fishing, and naval exercise areas, will be

broadcast by marine radio and published in the weekly notice.

Lights in this area are normally exhibited only during the

navigation season, although they are exhibited during the winter when icebreakers are working.

Floating navigational aids are laid at the beginning of the

navigation season, when the sea is ice free, and are removed at

the end of the season with the first appearance of ice. In some

cases, lighted buoys may be replaced with spar buoys for the

duration of the winter. Mariners should not fully rely on floating aids, especially during the ice season, stormy weather, and

when summer aids are being replaced by winter aids.

Cautions

Protection zones have been established extending 100m on
130 Russia

Pub. 180

each side of all pipelines in Russian waters. Anchoring, trailing

an anchor, trawling, dredging, or any operation which could

endanger a pipeline is prohibited within these zones. The same

restrictions apply within 0.25 mile on each side of the seabed

cables.

Because of insufficient information, it is not possible to ensure that NGA charts and publications, covering the coasts of

Russia and adjacent waters, are up to date concerning new dangers or changes to navigational aids or warnings and mariners

are therefore cautioned to exercise additional care when navigating these waters.

Currency

The official unit of currency is the ruble, consisting of 100

kopeks. 

Fishing Areas

Significant commercial fishing activity occurs in the S portion of the Barents Sea. Caution is necessary, however, to not

confuse floating marks left by fisherman for floating navigational aids. 

Government

Russia is a federation. The country is divided into 83 various

administrative entities. 

Russia is governed by a directly-elected President serving a

maximum of two consecutive 4-year terms; the term of office

will be increased to 6 years following the 2012 elections. The

bicameral Federal Assembly is composed of the 168-member

appointed Council of the Federation (upper chamber), serving

4-year terms, and the 450-member State Duma (lower chamber), elected on the basis of proportional representation from

party lists winning at least 7 per cent of the vote, serving 4-year

terms. 

The legal system is based on civil law.

The capital is Moscow.

Holidays

The following holidays are observed:

Ice

Icebreakers

Russian icebreakers are maintained to assist vessels in the

navigation of territorial waters during the ice season. The

movements and positions of the icebreakers are reported daily

by radio. 

The following are extracts from Russian regulations concerning assistance from icebreakers: 

1. Requests for icebreakers to conduct vessels through

ice must be made, in harbor, to the port director, and at sea to

the master of the icebreaker. 

2. Every vessel to be conducted must have on board sufficient fuel and provisions, timber, quick-setting cement,

plaster, mats etc.; the ship’s pumps and radio must also be in

working order. If these conditions are not met and also if the

vessel does not have valid certificates of seaworthiness, the

port director or, if at sea, the master of the icebreaker, has the

right to decline to assist the vessel. 

3. Every vessel requiring the assistance of an icebreaker

must await the arrival of the latter before entering the ice.

The time, number and order of vessels following through the

ice, or the time if only one vessel is going, is determined by

the port director, or if at sea, by the master of the icebreaker.

4. Masters of vessels following an icebreaker through

ice must act in accordance with the orders of the master of

the icebreaker, with respect of their movements, to ensure

the quickest and safest passage through the ice. 

5. Vessels following an icebreaker may not overtake one

another. The distance between ships must be maintained as

accurately as possible. 

6. Vessels following an icebreaker must be ready to go

full speed astern immediately. When a vessel gathers sternway, the rudder must be set amidships. 

7. Vessels being towed through ice must not use their engines for going ahead without a definite order from the master of the icebreaker. They must at all times be ready to cast

off the tow on instructions from the master of the icebreaker,

and also to go full speed astern. 

8. The order of vessels to follow the icebreaker usually

is warship, mail and/or passenger ships, cargo vessels with

priority freight, and then the remaining vessels depending on

their time of arrival at the ice edge, or readiness to leave harbor. 

Flag of Russia

January 1 New Year’s Day

January 2 Second New Year’s Day 

January 7 Russian Orthodox Christmas

February 23 Defenders’ Day

March 8 International Women’s Day

May 1 and 2 Spring and Labor Holiday

May 9 Victory Day

June 12 Independence Day

November 4 Reconciliation Day

December 12 Constitution Day

Note.—Holidays falling on a Saturday or Sunday

are usually celebrated the following Monday. 
Pub. 180 General Surface Current Circulation
 Pub. 180

Ice Conditions—April to August
Pub. 180Mean Sea Surface Temperature (°C)—August
 Pub. 180

Ice Conditions—September to March
 Russia 135

Pub. 180

9. If a vessel in ice sustains damage or begins to leak, the

master must immediately take measures to deal with the

damage and, at the same time, radio the captain of the icebreaker.

10. In the event of damage to a vessel following an icebreaker, the damaged vessel must make the distress signals

prescribed by the International Code of Signals. 

11. Vessels following an icebreaker must be guided by the

signals contained in the International Code of Signals, which

may be made by RT, visually, by whistle or on the siren. Except for the signals “Be ready to take (or cast off) tow line,”

they must be repeated by each ship in turn, beginning with

the one nearest the icebreaker or vessel making the signal. 

12. When it is necessary to make an emergency alteration

of course of the convoy, orders by radio must be repeated by

the appropriate sound signals. 

13. The instructions of the icebreaker, given by these signals, must be obeyed immediately by the vessels addressed.

If the orders of the master of the icebreaker are not carried

out by the master of a vessel under escort, the master of the

icebreaker has the right to refuse to escort the latter vessel

any farther until his instructions have been executed. 

14. Neither the icebreaker, nor the owner of the icebreaker, nor the charterer, is responsible for damage or loss liable

to be caused to the vessel conducted, while being escorted

through the ice. 

15. Merchant vessels of all flags can use the services of

the icebreakers without charges from the port authorities for: 

(i) Escort from the edge of the ice into port.

(ii) From the port to sea.

(iii) Within the limits of the port.

(iv) The towrope when its use is deemed necessary by

the master of the icebreaker. 

The service offered for mooring of ships for loading and

unloading operations, bunkering, docking, etc, is done for

payment.

16. The master of every vessel which requires the assistance of an icebreaker for passing through ice must declare

his readiness to comply with these regulations. The master of

the vessel following an icebreaker must at all times be certain of his own position. 

Ice-worthiness

Russian ship classification rules in force in 1977 distinguished six classes of ice-worthiness. In ascending order, they

were: 

L4, L3, L2, Ll—cleared for navigation astern of an icebreaker in various conditions in the Black Sea, the Arctic

Ocean, and the White Sea. 

UL—cleared for navigation astern of an icebreaker as well

as independent navigation in ice cakes in Arctic seas, or in

other regions with similar ice conditions during the navigational period. 

ULA—cleared for navigation astern of an icebreaker, as

well as independent navigation in small floes in Arctic and

Antarctic seas during the whole navigational period in continuous ice up to 0.5m thick. 

Apart from icebreakers, which have their own classification,

only ships in the classes UL and ULA are cleared for the

Northern Sea Route. 

Industries

The main industries include mining (coal, oil, gas, chemicals, and metals), machine building (from rolling mills to highperformance aircraft and space vehicles), defense industries

(including radar, missile production, and advanced electronic

components), shipbuilding, road and rail transportation equipment, communications equipment, agricultural machinery and

tractors, construction equipment, electric power generating and

Arctic Coast of Northern Russia
136 Russia

Pub. 180

transmitting equipment, medical and scientific instruments,

consumer durable goods, textiles, foodstuffs, and handicrafts. 

The main exports are petroleum and petroleum products,

natural gas, grain, wood and wood products, metals, chemicals,

and a wide variety of civiliam and military products. The main

export-trading partners are the Netherlands, Italy, Germany,

and China. 

The main imports are vehicles, machinery and equipment,

plasicss, medicines, iron and steel, consumer goods, meats,

fruits and nuts, and semi-finished metal products. The main

import-trading partners are Germany, China, Ukraine, Italy,

and the United States. 

Languages

Russian is the official language.

Magnetic Field

Magnetic Variation

Due to high latitudes, the horizontal component of the

earth’s magnetic field is very small throughout this area. The

effects of both local magnetic anomalies and of magnetic

storms therefore create a much greater deflection of the compass needle compared to lower latitudes.

Additionally, the area lies in or near the region of maximum

auroral frequency where there is a high level of magnetic disturbance. During a severe magnetic storm, the resultant deflection of the compass may amount to several tens of degrees.

In the Kara sea the average number of days per month on

which the range of the deflection of the compass needle due to

magnetic storms may reach a value of 4° may amount to ten. In

the Laptev Sea, severe magnetic storms occur on not more than

4 or 5 days per month, but deflections of as much as 4° may occur on as many as 10 days per month. In the East Siberian Sea,

deflections of up to about 4° may occur on about 10 to 12 days

per month.

The magnetic variation in these regions also undergoes a diurnal fluctuation reaching its maximum about 0600 and 1800,

and its minimum about 1100 and 2300. Under normal magnetic conditions the range of these fluctuations is about 11' at Proliv Matochkin Shar, 16' at Ostrov Dikson, 70' on a line between

Mys Chelyuskina and Mys Anisiy, Ostrov Kotel’nyy, and 20'

off the Lena delta. A report of larger fluctuations was observed

at Bukhta Ledyanaya.

It should be noted that the value of the magnetic variation

changes rapidly from E to W, and that, as far as can be ascertained from the incomplete observations so far obtained, this

change is by no means uniform in many places.

Magnetic observatories have been established at Proliv Matochkin Shar, Ostrov Dikson, and Mys Chelyuskina, and these

will supply information regarding alterations in the earth’s

magnetic field on demand by radio.

During the navigational season, the Dikson radio station

broadcasts information regarding the state of the earth’s magnetic field; these broadcasts are primarily intended for the use

of vessels bound between Proliv Yugorskiy Shar or Proliv Matochkin Shar and Ostrov Dikson, but they will give an indication of the occurrence of magnetic storms.

Mined Areas

Mines laid during World War II (1939-45) have not been

swept in some areas. It is now considered that there is no risk

involved to surface navigation from the mines; however, the

risk of danger still exists to ships anchoring, trawling, or conducting sea bed operations. Uncharted wrecks and shoals may

also be present in these waters. For details of the mined areas,

see Appendix II. 

Navigational Information

Enroute Volume 

Pub. 183, Sailing Directions (Enroute) North Coast of Russia.

Maritime Claims

The maritime territorial claims of Russia are, as follows:

Maritime Boundary Disputes

Dispute with Norway over maritime limits in the Barents Sea

and Russia’s fishing rights beyond the territorial limits of Svalbard within the Svalbard Treaty zone. An agreement was

reached in September 2010 concerning the alignment of the

EEZ boundaries in this area; the agreement is pending ratification by the national assemblies of both nations 

It has been reported (2008) that Canada, Denmark, Greenland, Norway, Russia, and the United States have agreed to let

the United Nations rule on their overlapping territorial claims

in the coastal waters of the Arctic Ocean. Coastal states may

claim the sea bed beyond the normal 200-mile limit if the sea

bed is part of a continental shelf of shallower waters. For further information, see Arctic Ocean—Navigational Information—Maritime Boundary Disputes. 

It has been reported (2009) that the United Nations has concurred with Norway’s Arctic claim, which will eventually lead

to an expansion of Norwegian territory in the Arctic region. 

Dispute with China over alluvial islands at the confluence of

the Amur River and the Ussuri River, as well as a small island

on the Argun River. 

Dispute with Japan over the islands of Etorofu, Kunashiri,

Shikotan, and the Habomai Group, known in Japan as the

“Northern Territories” and in Russia as the “Southern Kurils.”

These islands were occupied by the Soviet Union in 1945, are

now administered by Russia, and are claimed by Japan. 

The maritime boundary with Ukraine through the Sea of

Azov and Kerchenskiy Proliv (Kerch Strait) remains unresolved despite a 2003 framework agreement and ongoing disTerritorial Sea * 12 miles.

Contiguous Zone 24 miles. 

Fisheries or Economic 

Zone

200 miles.

Continental Shelf 200 miles or the Continental Margin. 

* Claims straight baselines. In a joint statement with

Ukraine, declared that the Sea of Azov and Kerchenskiy

Proliv (Kerch Strait) are historic internal waters of the two

states. 
 Russia 137

Pub. 180

cussions. 

The maritime boundary with Georgia is unresolved. 

The maritime boundary between Estonia and Russia is subject to negotiations. 

Navigable Season (Russian Arctic)

Since large clearings in the ice are usually not found in June,

the W part of the Kara Sea is navigable towards the end of June

with an icebreaker assisting. In July, navigation through ice is

possible without icebreaker s in the S part of the Kara Sea. The

sea becomes accessible for navigation on the average period

between the beginning of August to the end of September. During a mild weather year this period may last a few weeks longer. In most favorable years the sea is navigable from the end of

July to the middle of October. On the other hand, prevailing

NW winds can keep the E part of the Kara Sea icebound in

June, July, and August. 

During winters, vessels assisted by icebreakers have reached

the oil and gas installation on Poluostrov Yamal on the E shore

of the Kara Sea. Year-round operation, through the Kara Sea to

Dudinka on Reka Yenisey, has been possible.

Offshore Drilling

Offshore oil and gas production activities have increased in

the southern Barents Sea. It has been reported (2010) that production from the Prirazlomnoya Oil Field (69°30'N., 57°30'E.)

will commence in 2011 and that production from the Shtokmanskoye Gas Field (74°10'N., 40°50'E.) will commence in

2013. 

Pilotage

Pilotage is compulsory for entry to and departure from all

Russian ports and for mooring and casting off. Pilots should be

ordered through their agent 12 hours in advance and confirmed

4 hours prior to arrival, unless otherwise stated by individual

ports.

Pilotage requirements are uniform for all foreign flag vessels

but come under the purview of local pilotage laws. Pilotage requirements may therefore vary from port to port. In the majority of ports, entry and departure of vessels take place around the

clock. In some ports, pilotage is carried out with the aid of

tugs. In others, shore radar and radio direction-finding stations

are used.

Icebreaker pilotage is available, on request, for the entire

Northern Sea Route and is provided, as follows: 

1. West part of the route from the W entrance to the Kara

Sea to longitude 125°E—from the Western Headquarters of

the Navigation Service at Dikson.

2. East part of the route from longitude 125°E to the Bering Strait—from the Eastern Headquarters of the Navigation

Service at Pevek.

Pilotage is compulsory for all vessels navigating in Proliv

Yugorskiy Shar (69°40'N., 60°30'E.), Proliv Vilkitskogo

(78°00'N., 103°00'E.), Proliv Shokalskogo (79°00'N.,

101°00'E.), and between the approximate latitudes of 98°E to

108°E, with the precise limits depending on the prevailing ice

conditions. 

Pilotage may be effected by one of the following methods: 

1. A pilot embarked on each vessel.

2. Vessels with or without a pilot on board, being led by

an icebreaker or an ice-strengthened vessel.

3. Guidance from a patrolling aircraft.

4. Instructuions broadcast by radio.

The decision as to which methods of pilotage will be employed on each section of the route with be made by either the

Western Navigation Service, the Eastern Navigation Service,

or the master of the icebreaker. 

Pollution

Russian regulations prohibit the discharge of oil, oil products, and any other substance or refuse hazardous to human

health or to the living resources of the sea. Severe penalties are

imposed upon the violators within the territorial and internal

waters of Russia.

Failure to inform the nearest Russian authority of accidental

or emergency discharge of such substances within the territorial and internal waters of Russia and failure to note the occurrence in the ship’s log carry severe penalties.

Russian merchant vessels and civil aircraft are instructed to

inform Russian authorities of witnessed infringements of the

Russian regulations and of the international regulations.

Within the territorial and internal waters of Russia, vessels

suspected of infringing the regulations are liable to be stopped,

boarded, and inspected. If an infringement has taken place

within those waters, the vessel is liable to be detained. 

Regulations

General

Access to Russian ports by any foreign vessel is subject to

compliance with applicable laws and regulations of the government of Russia and local municipal and port authorities in the

areas wherein they have their jurisdiction.

Vessels should send their ETA via their agent 12 days, 96

hours, and 12 hours in advance. Oil, gas, and chemical tankers

should, however, confirm their ETA 14 days, 72 hours, and 12

hours before arrival. 

In addition, masters must indicate that the vessel has certification guaranteeing civil responsibility for damage from oil

pollution. 

The following information is required by the Port Authority:

1. Name and flag of vessel.

2. Port of departure (last port of call).

3. Vessel’s draft at bow and stern.

4. Maximum length of vessel. 

5. Number of passengers. 

6. Cargo capacity of vessel, volume of hold, measurements, etc.

7. Name and quantity of cargo and its distribution by hold

(for tankers, in addition, indicate type and disposition of ballast).

8. Requirements from port services.

Information concerning a vessel's sanitation state must be reported in accordance with current sanitation, veterinary, and

quarantine regulations.

A vessel’s arrival in port must be registered directly with the

Port Authority or with a representative of the Transport Fleet

Maintenance Service, within the first 6 hours in port for completing sanitation, quarantine, customs, and border formalities.
138 Russia

Pub. 180

On sailing, the Port Authority must be informed of intended

departure at least 6 hours in advance; during a short term anchorage (less than 6 hours) at least 2 hours notice is required.

The following ports and roadsteads on the Arctic coast of

Russia are open to foreign vessels: 

1. Arkhangelsk.

2. Igarka.

3. Kandalaksha.

4. Mezen.

5. Murmansk.

6. Naryan-Mar.

7. Onega.

Economic Zone

Russia claims an economic zone extending 200 miles seaward from the limits of its territorial sea.

Within the economic zone, the Government of Russia issues

regulations in connection with and for the control of:

1. Exploitation and conservation of resources found on or

below the sea bed and in the waters above it, including

anadromous fish. Fishing of anadromous types of fish is permitted only as a result of inter-governmental agreement.

2. Marine scientific research.

3. Pollution of the marine environment.

Freedom of passage for ships and aircraft through the economic zone is assured.

Regulations exist for the inspection of vessels suspected of

causing pollution and penalties for infringement exist.

Foreign Naval Vessels

Foreign naval vessels intending to enter waters of Russian or

visit Russian ports should obtain a copy of “Regulations for

Foreign Naval Vessels Navigating and Remaining in the Territorial or Internal Waters of Russia or Visiting Russian Ports.”

These regulations are published as a Russian Annual Notice to

Mariners.

Proposals to visit Russian ports should be forwarded through

the Russian Ministry of Foreign Affairs not less than 30 days

prior to the suggested visit. This rule does not apply to warships on which heads of governments or heads of state are embarked, nor to ships accompanying them. 

Ships whose approach is necessitated by foul weather or engine failure which threatens the safety of the ship must inform

the nearest port of the reason for entry, and, if possible, go to a

recognized port open to foreign merchant vessels, or to a point

indicated by the vessel sent to aid or meet it.

All foreign vessels when within territorial waters or internal

waters of Russia, must observe radio communication, navigational, port, customs, sanitary and other regulations.

In the event of an emergency entry into territorial waters, or

emergency non-observance of rules for navigation and stay in

these waters, foreign vessels must immediately notify the nearest Russian port authority.

Foreign Merchant Vessels

Foreign non-military vessels enjoy the right of innocent passage through Russian territorial waters in accordance with Russian laws and international treaties; innocent passage is

effected by crossing them without entering Russian internal

waters, or by passing through them en route to or from Russian

ports open to foreign vessels. 

While effecting innocent passage, vessels must follow the

customary navigational course or course recommended

through sea corridors or in accordance with traffic separation

schemes. 

The master of a foreign non-military vessel which has violated the rules of innocent passage is accountable under Russian

legislation.

All foreign vessels when within territorial waters or internal

waters of Russia, must observe radio communication, navigational, port, customs, sanitary and other regulations.

In the event of an emergency entry into territorial waters, or

emergency non-observance of rules for navigation and stay in

these waters, foreign vessels must immediately notify the nearest Russian port authority.

Territorial Waters

Waterways off the Arctic coast of Russia lie within the following lines:

1. From the North Pole, S along 40°E to 72°N;

2. Then E to 72°N, 45°E;

3. Then SE to 70°N, 50°E;

4. Then ESE to a position on the coast close S of Mys Belyy Nos (69°35'N., 60°12'E.);

5. Then E along the Arctic coast of Russia to 178°E;

6. Then N along 178°E to the North Pole.

It has been reported (2009) that Russia is in the process of

drafting legislation to control who may use the Northern Sea

Route and under what conditions this route may be used, as

well as the authroity to: 

1. Prevent military vessels from using the route.

2. Bar entry to commercial vessels deemed unsafe for

navigation.

3. Levy fees.

4. Require the use of Russian pilots and icebreakers, depending on ice conditions.

Single-hull Tankers

It has been reported (2008) that Russia will ban single-hull

tankers from calling at Russian ports beginning in 2010. 

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR)

The NIR of the PMoU has introduced a mandatory reporting

system for vessels arriving at or departing from a port or anchorage in the Paris MoU region. 

The report should be sent electronically through the following web site (http://www.portcall.marinet.ru). 

For further information, see Arctic Ocean—Regulations—

Paris Memorandum of Understanding on Port State Control (PMoU) New Inspection Regime (NIR). 

Restricted Areas

Regulated or Prohibited Areas

Regulated areas include areas where navigation is prohibited

or restricted and fishing or anchoring are prohibited. These areas are usually charted.

Regulated areas also include where navigation is periodically prohibited, and periodically declared dangerous areas to

navigate. 

Radio warnings are given for the areas where navigation is
 Russia 139

Pub. 180

periodically prohibited; for further details, see Appendix I.

Radio warning are also given for areas periodically declared

dangerous for navigation, which may include various firing,

danger, and exercise areas. Danger areas may lie partly or

wholly outside the Russian territorial waters. If the danger area

lies close or adjacent to its territorial waters, a warning is announced giving the date on which it becomes dangerous for

navigation. Similar warnings may be broadcast concerning other areas previously not designated as areas where navigation is

periodically prohibited. For details, see Appendix I.

The limits of regulated areas are shown on Russian Federation Charts and the areas are listed in the handbooks for those

vessels visiting Russian Federation ports. This handbook is issued by the Russian Federation Ministry of Defence, Central

Department of Navigation and Oceanography. Changes to the

regulated areas are announced by NAVIM or NAVIP. The Russian Federation authorities place responsibility on the ship’s

master for any violation of the limits of a regulated area.

Fortified Zones

When control of navigation in a specific area is established,

it is named a “Fortified Zone” by the Russian Federation authorities. Request must be made to enter or leave fortified or

controlled areas, and pilotage is mandatory through these

zones. 

Pilots must board vessels immediately on request, and masters must take all safety precautions for embarking them. Special regulations are in force in these zones, and the pilot’s

instructions concerning the special regulations must be followed. In fog, navigation is usually prohibited through these

zones. In bad weather, when the pilot cannot board a vessel, the

pilot boat may lead the vessel to a position where embarkation

can take place, but only if agreed by both the master and the pilot. In such cases, continuous communication must be maintained between the vessel and the pilot boat. 

Masters must allow the pilots to use the ship’s radio transmitter in order to communicate with the nearest shore station or

the pilot vessel. In addition, pilots must be allowed to use the

ship’s electronic navigation equipment when under adverse

weather conditions.

The pilot will provide a copy of the Obligatory Regulations

for the port to the person in command of a vessel visiting the

port for the first time. Pilots are forbidden to disembark before

the vessel is safely moored, anchored, has reached the open sea

or he has been relieved by another pilot. However, the pilot’s

presence on board ship does not relieve the master from the responsibility of vessel’s safety and of navigation. When a master leaves the bridge he must inform the pilot of the officer who

will be responsible for navigation of the vessel during his absence. The person in command must inform the pilot of the

precise draft and other particulars necessary for safe pilotage of

the vessel. 

Incorrect declaration of draft, length, breadth, or tonnage to

the pilot will incur a fine of double the pilotage fee. 

Routes

Northern Sea Route

In May and June of 1978, the Russian icebreaker Sibir escorted the merchant ship Kapitan Myshevskiy from Murmansk

(69°N., 33°E.) to Magadan (59°30'N., 150°30'E.). The route

passed N of Novaya Zemlya, Severnaya Zemlya, and Novo Sibirskiye Ostrov, and S of Ostrov Vrangelya. 

The Northern Sea Route runs, in its full extent, from Murmansk and Arkhangelsk in the W to Vladivostok, on the Japan

Sea, in the E. The route passes from the W limit of the Barents

Sea, through the Kara Sea, through the Laptevykh Sea, to

178°E in the East Siberian Sea.

It is reported (1995) that the Russian Federation has issued

more than 180 charts covering the Northern Sea Route. These

charts are for use by the international shipping community. A

Guide to Navigation along the Northern Sea Route was also

published in Russian, with an English version to follow. 

Navigational Season

The Northern Sea Route is normally open to navigation from

the end of July to the end of October; the dates varying each

year with the prevailing ice conditions. 

Except for a period of up to 6 weeks, during May and June,

when the river ice drifts out, continuous navigation has been

made possible, since 1979, with icebreakers along the W part

of the route, up to Dudinka (69°24'N., 86°10'E.) on Reka Yenisey. 

Icebreaker pilotage is available, on request, for the whole of

the Northern Sea Route. 

Vessels are required to be ice-strengthened. 

Vessels have passed from the Bering Strait to Arkhangel’sk

and Murmansk, along the N Siberian coast, from early July to

mid-September, but in some years the ice conditions make this

passage impossible. The navigational season varies, in length

and date, along this route; thus, the season is usually longer in

each part of the route than in the route as a whole. 

The Barents Sea is navigable up to 75°N and as far E as 50°E

by the middle of June. Towards the end of June the W coast of

Novaya Zemlya, between Gusinaya Zemlya (71°30'N.,

51°40'E) and Poluostrov Admiralteystva (220 miles NNE), begins to clear of ice. The entire W coast of Novaya Zemlya is

ice-free in early July, when the whole Barents Sea S of 77°N is

navigable. 

In some years the ice is so open that vessels may reach Zemlya Frantsa Iosifa, where the sea may be quite free of ice in August, while in other years the islands are quite inaccessible due

to ice. Zemlya Frantsa Iosifa was reached in June 1905, a rare

occurrence, July and August usually being most convenient for

navigation, but navigation is not possible every year. 

On an average, every other year a vessel goes through or the

vessel has been free of ice reaching the island. Southward of

that island, though much heavy pack-ice was about, and young

ice rapidly formed in calm weather, which was very rare, it

quickly broke up with the first fresh gale, and fast-ice 6 miles

wide did not form before March. Many of the narrower channels and fjords among the islands are perpetually ice-bound,

but the larger ones are generally free, at some point, every season. In some channels and harbors the lack of recent information and the scale of the chart make local knowledge essential.

The requirement for local knowledge is often stated in the appropriate text and to apply in some measure to all the channels

and harbors mentioned, whether stated or not. 
140 Russia

Pub. 180

Search and Rescue

The Maritime Rescue Coordination Center (MRCC) Moskow is responsible for coordinating search and rescue operations

and working with search and rescue services of neighboring

countries.

A network of coast radio stations maintains a continuous listening watch on international distress frequencies for distress

traffic.

The MRCCs and the Maritime Rescue Coordination Subcenters (MRSC) can be contacted, as follows: 

1. MRCC Moskow

a. Telephone: 7-495-626-1052 

b. Facsimile: 7-495-623-7476 

c. E-mail: smrcc@morflot.ru

od_smrcc@morflot.ru

2. MRCC Murmansk

a. Telephone: 7-8152-428307

b. Facsimile: 7-8152-423256

c. E-mail: rcc@mapm.ru

3. MRSC Archangelsk

a. Telephone: 7-8182-637100

7-8182-208921

b. Facsimile: 7-8182-637460

c. E-mail: rcc@mapa.ru

In the Arctic Ocean, the following frequencies are reserved

for distress traffic only and are not to be used for general communications: 

a. 500 kHz.

b. 4138 kHz.

c. 6211 kHz.

In all areas except Beloye More (White Sea) and the Barents

Sea, a 3-minute watch will be maintained, as follows: 

a. 500 kHz—from 15 minutes past each hour.

b. 4138 kHz and 6211 kHz—from 45 minutes past each

hour.

Rescue craft are stationed at Murmansk (68°59'N., 33°04'E.)

and Arkhangelsk (64°32'N., 40°31'E.).

Emergency search and rescue operations in territoral waters

of Russia are normally carried out by Russian rescue units.

However, vessels whose governments have an international

agreement with the government of Russia will, in exceptional

circumstances, be given permission to participate in rescue operations. 

Ship Reporting System

The Barents Sea and Beloye More (White Sea) Reporting

System is in operation and covers the inner waters and territorial sea of the Barents Sea and Beloye More (White Sea). Navigation and operation of vessels in these waters are regulated by

Radio Technical Posts. For further information, see Appendix

III.

Signals

Anchor Signals

Vessels using a kedge anchor show, by day, a red flag, or at

night a white light on the anchor cable at half the height of the

ship’s side. These signals are additional to those prescribed by

the International Regulations for Preventing Collisions at Sea. 

Survey Vessels

Russian vessels, engaged in survey operations, display a blue

pennant having on it a white disc bearing the figure of a lighthouse.

Dredge Signals

Dredges in Russian waters show the appropriate lights or

shapes as prescribed in the International Regulations for Preventing Collisions at Sea. These signals should only be interpreted as an indication of the side on which the dredge wishes

to allow the approaching vessel to pass. 

The approaching vessel should reduce speed to the minimum

necessary for steerage way before arriving at a distance of 0.5

mile from the dredge; one prolonged blast should be sounded.

The dredge will, in addition to showing the proper signals, confirm the side on which the dredged is to be passed, as follows:

If no answering signal is received from the dredge, the vessel

must assume that passage on both sides of the dredge is closed. 

Lightships Not on Station

A lightship, not on station, that has broken loose from its anchor shall discontinue its charactaristic light and fog signal

and, if possible, lower its daymark and hoist the following signals: 

1. By day—Two large black balls, one in the bow, the

other in the stern.

2. At night—Two red lights, one in the bow, the other in

the stern.

Red flags shall be displayed in place of the black balls if circumstances are such that the above daytime signals cannot be

used, or if the signals are the distinguishing signals for the particular lightship.

The lightship that has broken loose from its anchor shall, in

addition to the above, take the following precautions:

1. By day—Hoist the signal “LO” of the International

Code, meaning “I am not in my charted position.”

2. At night—Burn red and white pyrotechnic lights simultaneously at least once every 15 minutes. 

If circumstances are such that pyrotechnics cannot be used,

the red and white pyrotechnics shall be replaced by simultaneously showing a red and a white light.

Special Warning Signals

It may at times be necessary to prohibit entry of shipping into certain Russian territorial waters and under these conditions

a special warning service consisting of special warships, guardships, examination vessels, or coast guard stations will be established. Mariners are cautioned on approaching such waters

to maintain a good lookout for these vessels which will show

the following signals:

1. By day—A blue triangular flag.

2. By night—Three blue lights, vertically disposed.

Russia—Dredge Signals

Signal Meaning

One long blast Leave me on your port side.

Two long blasts Leave me on your starboard side.

Three long blasts No passage. Wait until clear.
 Russia 141

Pub. 180

Should any vessel approach an area where entry to or navigation within is prohibited, the patrol vessel, guardship, or

coastguard station shall in addition to the above signals, show

the following signals:

1. By day—Three red balls, vertically disposed.

2. By night—Three red lights, vertically disposed.

The above information is not to be construed to mean every

restricted area will be guarded, and vessels proceeding into

these waters should have on board the latest available information pertaining to navigation off the coastal areas of Russian.

Vessels of the Russian Federal Security Service Border

Guard wishing to stop non-naval vessels will signal these vessels, as follows: 

1. By day—International Code flag L from the mast.

2. By night—Two green lights, vertically disposed, on

the mast above the masthead light.

3. Firing two green flares at a very short distance between

them.

4. Transmitting the signals and phrases specified by the

International Code of Signals or sending orders to stop the

vessel using radiotelephone communications.

Russian Border Guard vessels will use the call sign “Velbot,”

on VHF channel 16 or 2182 kHz, when establishing contact. 

Aircraft wishing to stop non-naval vessels will signal these

vessels, as follows: 

1. Firing two red flares at a very short interval between

them.

2. Circling to the left over the vessel at a safe distance

and height while rapidly flashing its navigation or landing

lights until the vessel stops or until radio contact is established with it.

3. Transmitting the signals and phrases specified by the

International Code of Signals or sending orders to stop the

vessel using radiotelephone communications.

Aircraft will use the call sign “Sokol,” on 121.5 MHz or

243.0 MHz (4125.0 kHz and 6215.0 kHz as a reserve, if necessary) when establishing contact. 

Ships that have been given either of these signals must stop

and remain stopped until permission to proceed is received

from the guardship.

Should entry or navigation into a given area be unrestricted

and no special signal or instruction regarding further movements have been made or given by the guardship or coastguard

station, an incoming vessel is free to proceed to its destination,

but must observe such regulations as may already have been

promulgated.

Should Russian naval vessels be present in any restricted area, and should no special regulations concerning navigation

with it have been issued, then approaching vessels must not

pass between such naval vessels.

Submarine Warning Signals

Foreign naval vessels intending to enter waters of Russia or

visit Russian ports should obtain a copy of “Regulations for

Foreign Naval Vessels Navigating and Remaining in the Territorial or Internal Waters of Russia or Visiting Russian Ports.”

These regulations are published as a Russian Annual Notice to

Mariners.

The following signal is used to warn foreign submarines

which are submerged:

1. A series of three explosions at 1 minute intervals, followed after an interval of 3 minutes by a second series of

three explosions: you have entered territorial waters. Come

to the surface immediately. If you do not surface you will be

fired upon.

2. An acoustic signal by sonar may be given simultaneously, with the same meaning as above. The signal will

consist of five dashes, each dash 3 seconds long, with the interval between dashes being 3 seconds.

Tidal Signals

Signals are displayed to indicate the height of the water level

above chart datum, in units of 20 cm, as follows:

Traffic Signals

Signals regulating entry to and departure from the Russian

Federation ports are, as follows:

Day Signal Night Signal Meaning

Black cone, point 

down

White light over 

green light

Falling water 

level

Black cone, point 

up

Green light over 

white light Rising water level

Black cone, point 

down Green light Height of water 

level—1 unit

Black cylinder Red light Height of water 

level—5 units

Black ball White light Height of water 

level—25 units

White cylinder Red light Height of water 

level—0.5 unit

Day Signal Night Signal Meaning

Three black balls, 

vertically disposed

Three red lights, 

vertically disposed

Entry forbidden 

due to obstruction

Black cone, point 

up, between two 

black balls, vertically disposed

White light between two red 

lights, vertically 

disposed

Entry temporarily 

prohibited-Normal operations

Black cone, point 

down, above 

black cone, point 

up, over black ball

Green light 

above white light 

over red light

Entry and exit 

temporarily prohibited-Normal 

operations

Black cone, point 

down, above 

black cone, point 

up, over black 

cone, point down

White light between two green 

lights, vertically 

disposed

Exit temporarily 

prohibited-Normal operations

Black ball between two black 

cylinders, vertically disposed

Red light between two white 

lights, vertically 

disposed

Movement of 

small warships, 

launches, boats 

prohibited in harbor and roads
142 Russia

Pub. 180

Note.—All signals are disposed vertically; all the day signal

shapes are black.

Towing Signals

The following sound signals are used by the vessel being

towed:

When two tugs are employed, one will be directed by the

ship’s whistle and the other by oral whistle signals. Signals given by the towed ship must be repeated by the tug. 

Submarine Operating Areas

Warships of the Navy of Russia escorting submarines will,

for purposes of warning vessels of the presence of submarines

in a particular sea area, hoist the flag signal “NE 2” of the International Code of Signals, meaning “You should proceed

with particular caution because submarine exercises are in

progress in this area.”

Warships of Russia shall, if possible, also transmit the fact

by radio in plain language on the established international frequency, 500 kHz.

During darkness, specially assigned warships shall warn approaching vessels of the presence of submarines by using for

the purpose, all communication means available to them.

Approaching vessels shall set their courses so as not to interfere with the movements of the warships displaying the signals

indicated, and shall ensure that warships have adequate room

in which to maneuver. 

If, for whatever reason, a vessel is unable to meet these requirements, such vessel should reduce speed to as slow as possible until such time as the danger area has been transmitted to

it, or until such time as instructions as to a safe course are received. 

The vessel shall, at the same time, keep a sharp lookout for

submarines, the presence of which can be detected only if they

are at a depth where the periscope, snorkel, parabolic radar antenna, or DF loop is visible.

All these devices can be mistaken for the brooms used as

topmarks, logs, and other floating objects, because of their external appearance. However, if they are in fact extendible devices of a submarine they usually will leave a wake.

A submarine, moreover, sometimes can be detected because

of air bubbles coming to the surface, or because of a red and

white float or buoy, towed astern and visible on the surface.

A surfaced submarine can be detected at night by its running

lights, and by the fixed white lights of emergency signal buoys

which can be lighted by the submarine, in good time, while it

still is submerged. In some cases the presence of a submarine

in the area can be made known by its submerged firing of signal cartridges which form a colored smoke in the daytime, and

by a similarly colored flare at night.

A vessel observing the extendible devices of a submarine, a

towed float or buoy, the fact of running lights showing as well

as the fixed white lights of emergency signal buoys, or the firing of signal cartridges shall sheer off immediately so as to

leave them astern, or back down or stop its engine, so as to pass

clear of the submarine at a safe distance.

Mariners should, however, be aware of the fact that surface

warships do not always escort submarines engaged in exercises

or making passage.

Sunken Submarines

When a Russian submarine is in distress and cannot surface

it can indicate its position by releasing, to the surface, an emergency signal buoy, fuel or lubricating oil, or air bubbles.

Submarines of the Navy of Russia are fitted with two emergency signal buoys; one in the bow, the other in the stern.

The emergency signal buoys are shaped like a truncated cone

with a flat bottom and a spherical upper part (the buoy can, in

some cases, is shaped like an oblate spheroid). The buoy diameter is about 0.9 to 1.25m; the heightis about 0.4 to 0.7m.

The body of the buoy rises about 0.4 to 0.6m above the surface. The buoy is red, with the upper part having three red sectors alternating with three white sectors. One of the white

sectors carries a black H or a black K. The letter H signifies

that the buoy is the bow buoy, the letter K that the buoy is the

stern buoy. The buoys are visible for about 2 miles.

A quick flashing white light (70 flashes per minute) visible

for 5 miles, is shown from the center of the upper part of the

buoy.

A mariner sighting evidence on the surface that a submarine

is in distress shall, with the maximum accuracy, fix the position

of an oil slick or of the appearance of air bubbles, and report

this to the nearest Russian port authorities.

If an emergency signal buoy is spotted, the fact shall be reported immediately to the nearest Russian port, such report

shall include the exact position of the buoy and time spotted,

and communications shall be established with the submarine

over the emergency signal buoy telephone.

To establish communications with the submarine, open the

cover on the well in the buoy (by removing the wing nuts, or by

backing off the nuts with a wrench), secure it, remove the

handset from the rubber case, and call by pressing the button

on the end of the rubber bulb. 

Upon receiving a response, release the button and begin to

talk. Now further action on the part of the mariner will depend

entirely on the situation in which the submarine may be in and

on the status of its crew.

Vessels, cutters, or boats should not tie up to an emergency

Signal Meaning

One long blast Tow straight ahead or 

astern (as appropriate)

Two long blasts Stop engines

One long blast, one short 

blast Reduce speed

One short blast, one long 

blast Increase speed

One long blast, one short 

blast, one long blast Let go or take up tow

One short blast Tow to starboard

Two short blasts Tow to port

Three short blasts Go full speed astern

Three long blasts, one short 

blast Tug required

Five or more short blasts Stop moving immediately
 Russia 143

Pub. 180

signal buoy, nor lift it on board.

Russian Submarine Lights

The design features of submarines prevent them from fully

complying with the provisions of Rules of the Road with respect to ships’ lights.

The low position of the running lights, the small vertical

spacing, and the closeness together of the masthead and side

lights all work to give an incorrect idea of the length of the submarine, its exact course, and even more to the point, of changes

in course. This is why submarine lights can be mistaken for

those of a small vessel, or a cutter, moving at slow speed.

Mariners should always be aware of the special features of

the placement of submarine lights, and take all precautionary

measures necessary when passing submarines, particularly in

fairways, in narrow waters, and in the entrances (exits) of bays

and gulfs.

Submarines may carry one or two special identification

lights for timely recognition when in restricted waters, and in

areas in which traffic is heavy. 

These are quick flashing (100 flashes per minute) orange

lights visible all around the horizon, located in the submarines

fore and aft plane. 

One light is installed on top and in the middle of the conning

tower, at least 1.5m above the masthead light. The other is on

the stern of the submarine, or on a stabilizer. 

All ships, upon seeing these lights, shall take immediate, decisive measures to pass the submarine at a safe distance.

Time Zone

Russia has several time zones. The boundaries between the

zones are irregular; the principal towns in each zone are listed

in Appendix IV. Daylight Savings Time is observed from the

last Sunday in March until the last Sunday in October. 

Traffic Separation Schemes

Traffic Separation Schemes (TSS) in the Arctic Ocean of the

N coast of Russia are listed below. The schemes are not IMOadopted.

1. The White Sea (Beloye More)

a. Off Mys Zimnegorskiy (Government of Russia).

b. Off Ostrov Sosnovets (Government of Russia).

c. Off Ostrova Ponoyskiye Ludki (Government of

Russia).

d. Off Tersko-Orlovskiy (Government of Russia).

e. Off Svyatonosskiy Poluostrov (Government of Russia).

2. The Barents Sea

a. Entrance to Kol’skiy Zaliv (Government of Russia).

b. Proliv Karskiye Vorota (Government of Russia).

U.S. Embassy

The U.S. Embassy is situated at Bolshoy Devyatinskiy

Pereulok No. 8, 121099 Moscow.

The mailing address is PSC-77, APO AE 09721. 

Vessel Traffic Service

Vessel Traffic Services are located, as follows: 

1. Arkhangelsk 1

 (64°32'N., 40°31'E.).

2. Murmansk1

 (69°03'N., 33°03'E.).

3. Saint Petersburg (Sankt Petersburg) Coastal VTS 2

(60°09'N., 28° 24'E.). 

4. Saint Petersburg (Sankt Petersburg) 2 (60°09'N., 28°

24'E.). 

5. Vyborg (including Vostok) 2 (60°42'N., 28°44'E.). 

6. Ust-Luga 2

 (59°40'N., 28°19'E.). 

7. Kaliningrad 2 (54°42'N., 20°27'E.).

8. Primorsk 2

 (60°20'N., 28°43'E.).

9. Nakhodka 3

 (42°49'N., 132°54'E.).

10. Vladivostock 3 (43°05'N., 131°52'E.).

11. Zaliv Aniva (Korsakov and the Prigorodnoye Terminal) 3 (46°35'N., 142°50'E.) . 

12. Vanino 3 (49°05'N., 140°17'E.). 

13. Novorossiysk 4

 (44°43'N., 37°48'E.).

14. Sochi 4

 (43°35., 39°43.). 

15. Tuapse 4 (44°05., 39°04.). 

16. Taganrog (Sea of Azov, including Azov Port) 4

 (47°

14'N., 38°57'E.). 

1 For further information, see Pub. 183, Sailing Directions

(Enroute) North Coast of Russia. 2

 For further information, see Pub. 195 (Sailing Directions

(Enroute) Gulf of Finland and Gulf of Bothnia. 3

 For further information, see Pub. 155 (Sailing Directions

(Enroute) East Coast of Russia. 4 For further information, see Russia—Vessel Traffic Service in Pub. 140, Sailing Directions (Planning Guide) North

Atlantic Ocean, Baltic Sea, North Sea, and the Mediterranean

Sea. 

U. S. Embassy Russia Home Page

http://moscow.usembassy.gov
 Russia 145

Pub. 180

Appendix I—Russian Federation Regulated Areas

The numbers given to the areas and their limits are those promulgated in Russian Federation Notices to Mariners and the

positions are referred to the Russian Federation chart datums. 

Areas Prohibited for Navigation

Barents Sea

Area No. 2.—Guba Pechenga—Lies within an area enclosed

by the shore and the arc of a circle drawn with a radius of 300m

from position 69°37.5'N, 31°23.2'E. 

Area No. 3.—North coast of Poluostrov Rybachiy—Lies

within an area enclosed by the coast and lines joining the following positions:

a. 69°53.0'N, 32°20.0'E. (coast)

b. 69°54.4'N, 32°24.9'E.

c. 69°50.0'N, 32°48.0'E.

d. 69°47.0'N, 32°45.0'E. (coast)

Area No. 7.—North coast of Poluostrov Rybachiy—Lies

within an area bounded by the coast and by lines joining the

following positions:

a. 69°41.5'N, 33°06.5'E. (coast)

b. 69°39.3'N, 33°19.3'E.

c. 69°33.2'N, 33°17.3'E.

d. 69°35.0'N, 32°57.5'E. (coast)

Area No. 9.—South of Mys Gorodetskiy—Lies within an

area bounded by lines joining the following positions: 

a. 69°29'54.0''N, 32°42'00.0''E.

b. 69°30'54.0''N, 32°43'00.0''E.

c. 69°30'54.0''N, 32°45'30.0''E.

d. 69°29'51.0''N, 32°53'54.0''E.

e. 69°28'34.2''N, 32°52'36.0''E.

Area No. 130.—Motovskiy Zaliv—Lies within an area

bounded by lines joining the following positions: 

a. 69°35'00.0''N, 32°33'00.0''E.

b. 69°32'12.0''N, 32°54'36.0''E.

c. 69°30'36.0''N, 32°53'00.0''E.

d. 69°33'21.0''N, 32°31'24.0''E.

Area No. 11.—Guba Zapadnaya Litsa—Lies within an area

S of lines joining the following positions:

a. 69°30.4'N, 32°29.8'E. (coast)

b. 69°30.2'N, 32°33.2'E.

c. 69°29.1'N, 32°33.3'E. (coast)

Area No. 181.—Guba Zapadnaya Litsa—Lies within an area enclosed by the shore and a line joining the following positions: 

a. 69°26'46.8''N, 32°21'51.6''E.

b. 69°26'45.0''N, 32°20'55.8''E

Area No. 12.—Guba Ara.—Lies within an area S of lines

joining the following positions: 

a. 69°27'49.8''N, 32°54'09.6''E. (coast)

b. 69°27'37.8''N, 32°56'06.6''E.

c. 69°27'37.2''N, 32°56'34.2''E.

d. 69°27'06.6''N, 32°57'57.6''E. (coast)

Area No. 13.—Guba Zapadnaya Litsa—South of a line joining Mys Vyyev Navolok (W arm) and W of 33°04.5'E (E arm).

Area No. 14.—Buhhta Port-Vladamir and E arm of Guba

Uraa—Up to a line joining the following positions: 

a. 69°23'30.0''N, 33°06'09.0''E.

b. 69°25'00.0''N, 33°12'48.0''E.

Area No. 131.—Guba Zelenetskaya Zapadnaya—Lies within an area S of a line joining the following positions: 

a. 69°16'51.0''N, 33°42'42.0''E.

b. 69°16'51.0''N, 33°43'21.0''E.

Area No. 27.—Guba Dolgaa Zapadnaya—Along the line

joining Mys Chernyy (69°18'33.0''N., 33°49'42.0''E.) and Mys

Dolgiy (69°17'51.0'N., 33°48'12.0'E.). 

Area No. 125.—West of Ostrov Kil'din—Lies within an area

bounded by lines joining the following positions: 

a. 69°20'42.0''N, 33°46'00.0''E.

b. 69°21'39.0''N, 33°46'00.0''E.

c. 69°24'00.0''N, 33°53'30.0''E.

d. 69°20'42.0''N, 33°53'30.0''E.

Area No. 16.—Kolskiy Zaliv—Proliv Kuvshinskaya Salma

(69°18.0'N., 33°24.6'E.).

Area No. 17.—West of the meridian of Saydagubskiy Lighted Beacon (69°16.7'N., 33°18.2'E.). 

Area No. 18.—Kolskiy Zaliv—Guba Olenya and Guba Pala—West of a line connecting Ostrov Sedlovatyy (69°15.4'N.,

33°28.8'E.) and Ostrov Bolshoy Olrniy (69°13.8'N.,

33°29.3'E.). 

Area No. 19.—Yekaterininskaya Gavan—The area

(69°12.3'N., 33°29.3'E.) bounded on the E by lines joining the

following positions: 

a. 69°12'07.8''N, 33°29'47.4''E.

b. 69°12'27.0''N, 33°29'36.0''E.

Area No. 20.—East of Mys Shurinov—Lies within an area

enclosed by the coast and lines joining the following positions: 

a. 69°10'12.0''N, 33°29'18.0''E. (coast)

b. 69°10'06.0''N, 33°31'24.0''E

c. 69°09'24.0''N, 33°28'57.0''E.

d. 69°09'24.0''N, 33°29'54.0''E. (coast)

Area No. 21.—Guba Vayenga—Lies within an area enclosed by the coast and lines joining the following positions: 

a. 69°07'00.0''N, 33°27'27.0''E. (coast)

b. 69°06'25.8''N, 33°25'00.0''E.

c. 69°05'24.0''N, 33°22'06.0''E.

d. 69°04'52.8''N, 33°21'24.6''E. (coast)

Area No. 23.—Guba Chalmpushka (69°03.7'N., 33°14.3'E.)

and Guba Roslyakova (69°03.5'N., 33°12.3'E.)—Lies within
146 Russia

Pub. 180

an area enclosed by the coast and lines joining the following

positions:

a. 69°03'42.0''N, 33°14'18.0''E. (coast)

b. 69°03'30.0''N, 33°12'18.0''E. (coast)

Area No. 25.—Southwest of Mys Pinagoriy—Lies within an

area enclosed by the coast and lines joining the following positions: 

a. 69°02'30.0''N, 33°04'24.6''E. (coast)

b. 69°02'30.0''N, 33°04'00.0''E.

c. 69°03'04.2''N, 33°04'16.2''E.

d. 69°03'13.8''N, 33°05'24.0''E.

e. 69°03'06.0''N, 33°05'31.8''E. (coast)

Area No. 128.—Guba Savikha—Lies within an area bounded by lines joining the following positions: 

a. 68°19'43.2''N, 39°06'15.0''E.

b. 68°20'57.0''N, 39°08'54.0''E.

c. 68°18'15.0''N, 39°17'27.0''E.

d. 68°17'03.6''N, 39°14'54.0''E.

Area No. 126.—Svyatonosskiy Zaliv—Lies within an area

bounded by lines joining the following positions: 

a. 68°05'24.0''N, 39°25'18.0''E.

b. 68°05'50.4''N, 39°26'19.8''E.

c. 68°04'01.2''N, 39°31'36.0''E.

d. 68°17'03.6''N, 39°30'37.2''E.

Area No. 129.—South of Ostrov Salnyy—Lies within an area bounded by lines joining the following positions: 

a. 68°03'47.4''N, 39°32'51.6''E.

b. 68°03'37.2''N, 39°33'27.0''E.

c. 68°03'30.0''N, 39°33'12.6''E.

d. 68°03'40.2''N, 39°32'36.0''E.

Area No. 42.—Ostrov Novaya Zemlya—Zaliv Mollera—

Lies within an area enclosed by the shore and lines joining the

following positions:

a. 71°38'N, 51°34'E.

b. 71°35'N, 51°00'E.

c. 72°05'N, 51°00'E.

d. 72°44'N, 51°45'E.

e. 72°43'N, 52°25'E.

Area No. 43.—Proliv Matochkin Shar—Lies within an area

enclosed by the shore and lines joining the following positions: 

On the W:

a. 73°21.4'N, 54°04.3'E. (Mys Serebryanyy)

b. 73°17.6'N, 53°56.3'E. (Mys Stolbovoy)

On the E:

a. 73°14.1'N, 56°44.9'E. (Mys Vykhpdnoy)

b. 73°09.3'N, 56°34.0'E. (Mys Rok)

White Sea

Area No. 31.—Approaches to Lumbovskiy Zaliv—Lies

within an area enclosed by the shore and lines joining the following positions:

a. 67°54.7'N, 40°15.5'E.

b. 68°00.0'N, 40°27.6'E.

c. 67°48.7'N, 41°02.7'E.

d. 67°43.0'N, 40°50.0'E.

Area No. 184.—North of Ostrov Zhizhginshy—Lies within

an area bounded by lines joining the following positions:

a. 65°50'N, 36°54'E.

b. 65°45'N, 36°44'E.

c. 65°48'N, 36°29'E.

d. 65°54'N, 36°40'E.

Area No. 32.—Kandalakshskiy Zaliv—Lies within an area

enclosed by the shore and lines joining the following positions: 

a. 66°32'27.0''N, 34°32'06.0''E.

b. 66°29'06.0''N, 34°27'12.0''E.

c. 66°33'51.6''N, 34°04'27.0''E.

d. 66°36'27.0''N, 34°08'16.8''E.

e. 66°37'48.0''N, 34°22'48.0''E.

Area No. 33.—Kandalakshskiy Zaliv—Lies within an area

bounded by lines joining the following positions: 

a. 66°30'06.0''N, 33°45'48.0''E.

b. 66°33'45.0''N, 33°49'49.2''E.

c. 66°26'00.0''N, 34°35'27.0''E.

d. 66°22'24.0''N, 34°31'48.0''E.

Area No. 34.—Kandalakshskiy Zaliv—Lies within an area

boundd by lines joining the following positions:

a. 66°35.0'N, 33°59.0'E.

b. 66°38.4'N, 34°04.0'E.

c. 66°38.7'N, 33°51.8'E.

d. 66°37.7'N, 33°50.4'E.

Area No. 38.—Dvinsky Zaliv—Lies within an area enclosed

by the shore and lines joining the following positions: 

a. 65°06.5'N, 37°22.5'E.

b. 65°11.3'N, 37°33.5'E.

c. 65°05.0'N, 37°49.5'E.

d. 65°01.5'N, 37°41.5'E.

Area No. 186.—Dvinsky Zaliv—Lies within an area enclosed by the shore and lines joining the following positions: 

a. 64°32.7'N, 39°34.4'E.

b. 64°40.2'N, 39°34.4'E.

c. 64°38.1'N, 39°48.0'E.

Area No. 41.—Dvinsky Zaliv—Port Arkhangel'sk—Lies

within an area enclosed by the shore and lines joining the following positions: 

a. 64°31'08.4''N, 40°33'22.8''E.

b. 64°31'12.0''N, 40°33'37.8''E.

c. 64°31'10.8''N, 40°33'48.0''E.

d. 64°31'07.8''N, 40°34'00.0''E.

e. 64°31'01.2''N, 40°33'58.8''E.

Kara Sea

Reka Yenisey—Northwest of Port Dudinka—Lies within an

area bounded by lines joining the following positions: 

a. 69°25'24.0''N, 86°07'55.8''E.

b. 69°25'39.0''N, 86°07'42.0''E.

c. 69°25'42.6''N, 86°08'09.0''E.

d. 69°25'28.2''N, 86°08'25.2''E.
 Russia 147

Pub. 180

Areas Prohibited for Anchoring, Fishing, Dredging, Underwater Explosions, and Navigating with Trailing Anchor

Barents Sea

Area No. 44.—Entering Guba Pechenga—Lies within an area enclosed by the shore and lines joining the following positions: 

a. 69°41'40.2''N, 31°26'12.0''E.

b. 69°41'51.0''N, 31°26'25.8''E.

c. 69°41'18.0''N, 31°29'48.0''E.

d. 69°40'46.2''N, 31°27'48.0''E.

e. 69°41'07.8''N, 31°26'49.8''E.

Area No. 45.—Guba Pechenga—Lies within an area bounded by lines joining the following positions: 

a. 69°43'15.0''N, 31°33'30.0''E.

b. 69°41'33.0''N, 31°33'30.0''E.

c. 69°41'30.0''N, 31°26'42.0''E.

d. 69°43'15.0''N, 31°26'42.0''E.

Area No. 46.—Guba Malaya Volokovaya—Lies within an

area enclosed by the coast and lines joining the following positions: 

a. 69°40'40.8''N, 31°38'00.0''E. (coast)

b. 69°41'08.4''N, 31°38'00.0''E.

c. 69°40'37.2''N, 31°40'36.6''E.

d. 69°40'50.4''N, 31°42'13.8''E.

e. 69°39'24.0''N, 31°49'06.0''E. (coast)

Area No. 47.—Guba Malaya Volokovaya—Lies within an

area bounded by lines joining the following positions: 

a. 69°41'07.2''N, 31°38'48.6''E.

b. 69°41'18.0''N, 31°29'48.0''E.

c. 69°46'00.0''N, 31°42'00.0''E.

d. 69°44'41.4''N, 31°42'30.0''E.

e. 69°40'49.8''N, 31°33'30.0''E.

f. 69°41'04.8''N, 31°31'18.6''E.

Area No. 48.—Entering Guba Bolshaya Volokovaya—Lies

within an area bounded by lines joining the following positions: 

a. 69°50'25.6''N, 31°47'15.0''E.

b. 69°50'12.0''N, 31°44'33.0''E.

c. 69°54'00.0''N, 31°48'48.0''E.

d. 69°53'43.2''N, 31°51'00.0''E.

Area No. 49.—North of Poluostrov Rybachiy—Lies within

an area enclosed by the coast and lines joining the following

positions:

a. 69°55.3'N, 31°54.4'E. (coast)

b. 69°55.3'N, 31°42.7'E.

c. 70°01.2'N, 31°42.7'E.

d. 70°01.2'N, 32°03.5'E.

e. 69°50.1'N, 33°00.0'E.

f. 69°45.2'N, 33°00.0'E. (coast) 

Area No. 50.—Guba Skorbeyevskiy—Lies within an area

bounded by lines joining the following positions: 

a. 69°54'07.2''N, 32°18'00.0''E.

b. 69°54'21.0''N, 32°20'21.0''E.

c. 69°53'47.4''N, 32°22'42.0''E.

d. 69°53'19.2''N, 32°21'12.0''E.

Area No. 54.—Guba Laush—Lies within an area enclosed

by the coast and lines joining the following positions: 

a. 69°45'13.2''N, 33°00'00.0''E. (coast)

b. 69°46'03.0''N, 33°01'30.0''E.

c. 69°45'12.0''N, 33°03'30.0''E.

d. 69°44'19.2''N, 33°02'54.0''E.

e. 69°44'25.2''N, 33°02'12.0''E. (coast)

Area No. 56.—East of Poluostrov Rybachiy—Lies within

an area bounded by lines joining the following positions: 

a. 69°41'30.6''N, 33°10'51.0''E.

b. 69°42'01.2''N, 33°08'36.0''E.

c. 69°42'52.8''N, 33°07'06.0''E.

d. 69°42'40.8''N, 33°09'00.0''E.

Area No. 59.—Southwest of Guba Eyna—Lies within an area enclosed by the coast and lines joining the following positions:

a. 69°37.0'N, 32°23.3'E. (coast)

b. 69°35.5'N, 32°27.5'E.

c. 69°34.4'N, 32°26.4'E.

d. 69°36.5'N, 32°09.0'E.

e. 69°38.2'N, 32°10.5'E. (coast)

Area No. 60.—Entering Guba Titovka—Lies within an area

bounded by lines joining the following positions: 

a. 69°35'34.2''N, 32°07'15.0''E.

b. 69°35'50.4''N, 32°04'45.6''E.

c. 69°36'25.8''N, 32°02'46.2''E.

d. 69°36'42.0''N, 32°03'22.8''E.

e. 69°36'13.8''N, 32°05'04.8''E.

f. 69°35'57.0''N, 32°07'37.2''E.

Area No. 61.—Southeast of Mys Piksuyev—Lies within an

area enclosed by the coast and lines joining the following positions: 

a. 69°33'16.2''N, 32°26'22.8''E. (coast)

b. 69°32'00.0''N, 32°33'00.0''E.

c. 69°30'12.0''N, 32°33'12.0''E.

d. 69°30'24.0''N, 32°29'48.0''E. (coast)

Area No. 64.—Entering Guba Ara—Lies within an area enclosed by the coast and lines joining the following positions: 

a. 69°27'06.6''N, 32°57'57.6''E. (coast)

b. 69°27'37.2''N, 32°56'34.2''E.

c. 69°27'37.8''N, 32°56'06.6''E.

d. 69°27'49.8''N, 32°54'09.6''E.

e. 69°28'36.0''N, 32°55'18.0''E.

f. 69°32'09.0''N, 32°40'42.0''E.

g. 69°30'36.0''N, 32°53'00.0''E.

h. 69°31'18.0''N, 32°53'43.2''E.

i. 69°29'24.0''N, 33°02'30.0''E.

j. 69°27'12.0''N, 33°01'24.0''E. (coast)

Area No. 65.—Guba Ura—Northeast of Mys Vyyev Navolok—Lies within an area enclosed by the coast and lines joining the following positions:

a. 69°27.4'N, 33°03.8'E. (coast)

b. 69°28.5'N, 33°06.0'E.
148 Russia

Pub. 180

c. 69°28.1'N, 33°09.4'E.

d. 69°26.8'N, 33°06.8'E.

e. 69°26.8'N, 33°04.7'E. (coast)

Area No. 66.—West arm of Guba Ura—Lies within an area

enclosed by the shore and lines joining the following positions:

a. 69°23.4'N, 32°59.3'E.

b. 69°23.4'N, 32°57.4'E.

c. 69°23.9'N, 32°58.8'E.

d. 69°23.9'N, 33°00.6'E.

Area No. 67.—Entrance to Kol'skiy Zaliv—Lies within an

area bounded by the coast and lines joining the following positions: 

a. 69°18'06.0''N, 33°38'36.0''E. (coast)

b. 69°18'16.8''N, 33°35'31.2''E.

c. 69°17'49.8''N, 33°33'16.2''E.

d. 69°18'33.0''N, 33°29'42.0''E.

e. 69°23'57.0''N, 33°29'42.0''E.

f. 69°20'12.0''N, 33°49'09.0''E.

g. 69°18'06.0''N, 33°42'24.0''E. (coast)

Area No. 81.—Kol'skiy Zaliv—Northeast of Ostrov Toros—

Lies within an area bounded by the circle, with a radius of 0.3

mile, centered on position 69°18'51.0''N, 33°29'21.0''E. 

Area No. 82.—Southeast of Ostrov Toros—Lies within an

area bounded by lines joining the following positions: 

a. 69°17'00.0''N, 33°30'00.0''E.

b. 69°17'00.0''N, 33°28'48.0''E.

c. 69°17'37.8''N, 33°28'48.0''E.

d. 69°17'40.2''N, 33°30'00.0''E.

Area No. 83.—Guba Sayda—Lies within an area enclosed

by the coast and lines joining the following positions: 

a. 69°15'11.4''N, 33°14'10.8''E.

b. 69°15'21.6''N, 33°14'04.2''E.

c. 69°15'27.0''N, 33°14'18.6''E.

d. 69°15'13.6''N, 33°14'29.4''E.

e. 69°14'58.2''N, 33°14'09.6''E.

f. 69°14'50.4''N, 33°13'48.0''E.

g. 69°14'58.2''N, 33°13'45.6''E.

Area No. 84.—Guba Vayenga—Lies within an area enclosed by lines joining the following positions: 

a. 69°05'00.6''N, 33°27'00.0''E.

b. 69°05'48.6''N, 33°25'55.8''E.

c. 69°06'20.4''N, 33°25'37.8''E.

d. 69°06'22.8''N, 33°26'27.0''E.

e. 69°05'55.2''N, 33°26'42.6''E.

f. 69°05'08.4''N, 33°26'46.2''E.

Area No. 85.—Between Ostrov Sal'nyy and Ostrov Shurinov—Lies within an area bounded by lines joining the following positions: 

a. 69°06'42.0''N, 33°27'00.0''E.

b. 69°07'18.0''N, 33°25'55.8'E.

c. 69°09'35.4''N, 33°29'54.0''E.

d. 69°09'35.4''N, 33°33'13.2''E.

e. 69°07'54.0''N, 33°29'46.8''E.

f. 69°07'43.8''N, 33°30'18.0''E.

Area No. 86.—Southeast of Mys Mishukov—Lies within an

area bounded by lines joining points with the following range/

bearing combinations from Mishukov Lighthouse (69°02.6'N.,

33°02.8'E.):

Area No. 87.—Southeast of Mys Abram—Lies within an area bounded by lines joining points with the following range/

bearing combinations from Commercial Port Primary Cargo

Area No. 1 Lighted Beacon (68°58.5'N., 33°03.7'E.):

Area No. 88.—West entrance to Kildinskiy Proliv—Lies

within an area bounded by lines joining the following positions: 

a. 69°18'56.4''N, 33°53'36.0''E

b. 69°20'27.6''N, 33°56'26.4''E

c. 69°19'43.2''N, 34°01'06.0''E

Area No. 89.—Entering Kaldinskiy Proliv from E—Lies

within an area enclosed by lines joining the following positions: 

a. 69°16'18''N, 34°26'42''E.

b. 69°21'09''N, 34°24'39''E.

c. 69°19'54''N, 34°28'30''E.

d. 69°20'12''N, 34°28'33''E.

Area No. 178.—Kaldinskiy Proliv—Lies within an area

bounded by lines joining the following positions: 

a. 69°20'16.2''N, 34°02'18.0''E.

b. 69°20'02.4''N, 34°01'19.2''E.

c. 69°19'43.2''N, 34°02'09.0''E.

d. 69°20'06.0''N, 34°03'12.0''E.

Area No. 91.—West of Ostrov Malyy Oleniy—Lies within

an area bounded by lines joining the following positions: 

a. 69°15'48.0''N, 34°32'39.0''E.

b. 69°16'09.0''N, 34°33'00.0''E.

c. 69°16'30.0''N, 34°41'36.0''E.

d. 69°15'46.8''N, 34°39'36.0''E.

Area No. 92.—Guba Teriberskaya—Lies within an area

bounded by lines joining the following positions: 

a. 69°10'12.0''N, 35°08'43.2''E.

b. 69°12'09.0''N, 35°08'43.2''E.

c. 69°12'42.0''N, 35°06'39.0''E.

d. 69°15'34.8''N, 35°06'39.0''E.

e. 69°15'34.8''N, 35°09'00.0''E.

f. 69°15'30.0''N, 35°08'54.0''E.

345.0° 74m

079.0° 407m

129.0° 463m

187.0° 296m

227.0° 130m

201.5° 1,051m

203.25° 960m

196.5° 923m

195.0° 1,015m
 Russia 149

Pub. 180

g. 69°14'13.2''N, 35°09'48.0''E.

h. 69°11'12.0''N, 35°10'18.0''E. continuing along the 

coast to

i. 69°10'48.0''N, 35°10'19.8''E.

j. 69°10'12.0''N, 35°10'27.0''E.

Area No. 93.—Entering Guba Voronya—Lies within an area

bounded by lines joining the following positions: 

a. 69°12'36.0''N, 35°40'37.2''E.

b. 69°13'36.6''N, 35°40'48.6''E.

c. 69°13'15.0''N, 35°49'12.0''E.

d. 69°12'18.0''N, 35°49'00.0''E.

Area No. 94.—Entering Guba Yarnyshnaya—Lies within an

area enclosed by the coast and lines joining the following positions: 

a. 69°07'22.2''N, 36°03'03.0''E. (coast)

b. 69°07'22.2''N, 36°02'44.4''E.

c. 69°08'09.0''N, 36°02'57.0''E.

d. 69°08'45.0''N, 36°00'39.0''E.

e. 69°08'39.0''N, 36°04'00.0''E.

f. 69°08'10.8''N, 36°03'57.0''E. (coast)

Area No. 95.—Proliv Bolshoy Oleniy—Lies within an area

bounded by lines joining the following positions: 

a. 69°05'04.8''N, 36°18'37.8''E.

b. 69°04'31.2''N, 36°20'19.2''E. continuing along the 

coast to

c. 69°03'46.8''N, 36°21'43.8''E.

d. 69°04'43.2''N, 36°21'00.0''E.

e. 69°04'18.0''N, 36°19'24.6''E.

f. 69°04'26.4''N, 36°18.2'E. 

g. 69°04'32.4''N, 36°18'12.0''E. continuing along the

coast to back to point a.

Area No. 96.—Proliv Bolshoy Oleniy—Lies within an area

bounded by lines joining the following positions: 

a. 69°03'39.6''N, 36°22'09.0''E.

b. 69°03'21.6''N, 36°23'14.4''E.

c. 69°03'12.0''N, 36°25'39.0''E.

d. 69°03'27.0''N, 36°25'25.8''E.

Area No. 97.—South of Mys Karbas—Lies within an area

bounded by lines joining the following positions: 

a. 68°57'27.0''N, 36°47'00.0''E.

b. 68°58'12.0''N, 36°48'27.0''E.

c. 68°53'36.0''N, 37°04'37.2''E.

d. 68°52'55.2''N, 37°03'00.0''E.

Area No. 98.—Ostrov Kharlov—Lies within an area bounded by lines joining the following positions: 

a. 68°47'40.8''N, 37°18'42.6''E.

b. 68°49'58.2''N, 37°13'20.4''E.

c. 68°49'37.2''N, 37°17'49.8''E.

d. 68°48'43.8''N, 37°17'49.8''E.

e. 68°47'55.8''N, 37°19'42.0''E.

Area No. 99.—Mys Chernyy—Lies within an area bounded

by lines joining the following positions: 

a. 68°23'10.2''N, 38°35'00.0''E.

b. 68°23'04.8''N, 38°39'51.0''E.

c. 68°22'30.0''N, 38°39'51.0''E.

Area No. 100.—Guba Savikha—Lies within an area bounded by lines joining the following positions: 

a. 68°14'28.8''N, 39°02'54.0''E.

b. 68°15'15.6''N, 39°05'06.0''E.

c. 68°12'54.0''N, 39°11'00.0''E.

d. 68°12'07.2''N, 39°08'48.0''E.

Area No. 101.—Svyatonosskiy Zaliv—Lies within an area

bounded by lines joining the following positions: 

a. 68°06'18.0''N, 39°26'57.0''E.

b. 68°06'41.4''N, 39°30'00.0''E.

c. 68°04'46.2''N, 39°38'31.2''E.

d. 68°05'30.0''N, 39°40'19.2''E.

e. 68°05'15.6''N, 39°42'12.0''E.

f. 68°07'30.0''N, 39°46'06.6''E.

g. 68°06'18.0''N, 39°47'30.0''E.

h. 68°03'10.8''N, 39°41'18.0''E.

Area No. 182.—Kandalakshskly Zaliv—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 66°36.0'N, 34°48.2'E.

b. 66°29.3'N, 34°41.8'E.

c. 66°26.2'N, 34°53.0'E.

d. 66°28.6'N, 34°57.0'E.

e. 66°35.7'N, 34°52.3'E.

Area No. 133.—Lies within an area bounded by the shore

and lines joining the following positions:

a. 66°32.6'N, 34°15.7'E.

b. 66°35.0'N, 34°20.0'E.

c. 66°35.0'N, 34°23.7'E.

d. 66°33.2'N, 34°27.1'E.

e. 66°30.7'N, 34°22.8'E.

Area No. 132.—Lies within an area bounded by the shore

and lines joining the following positions:

a. 66°39.4'N, 34°20.0'E.

b. 66°39.0'N, 34°18.0'E.

c. 66°38.0'N, 34°08.0'E.

d. 66°33.0'N, 33°56.0'E.

e. 66°30.2'N, 34°00.0'E.

f. 66°28.5'N, 34°07.2'E.

g. 66°37.0'N, 34°19.4'E.

h. 66°39.4'N, 34°21.0'E.

Area No. 166.—Dvinskiy Zali—Port Arkhangel'sk—Lies

within an area bounded by the shore and lines joining the following positions the following positions: 

a. 64°42'27.0''N, 40°32'30.0''E.

b. 64°42'23.8''N, 40°32'48.0''E.

c. 64°42'16.2''N, 40°33'39.0''E.

d. 64°42'19.2''N, 40°32'21.0''E.

Area No. 167.—Dvinskiy Zali—Port Arkhangel'sk—Lies

within an area bounded by the shore and lines joining the following positions the following positions: 

a. 64°42'03.0''N, 40°32'39.0''E.

b. 64°42'09.6''N, 40°32'42.0''E.

c. 64°42'13.2''N, 40°33'00.0''E.
150 Russia

Pub. 180

d. 64°42'01.8''N, 40°32'57.6''E.

Area No. 169.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°39'16.8''N, 40°31'24.0''E.

b. 64°39'19.2''N, 40°31'48.6''E.

c. 64°39'27.6''N, 40°31'45.0''E.

d. 64°39'24.6''N, 40°31'22.2''E.

Area No. 170.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°38'09.6''N, 40°30'42.0''E.

b. 64°38'12.0''N, 40°31'07.2''E.

c. 64°38'25.8''N, 40°31'06.6''E.

d. 64°38'22.8''N, 40°30'36.0''E.

Area No. 171.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°37'26.4''N, 40°29'26.4''E.

b. 64°37'33.0''N, 40°29'21.0''E.

c. 64°37'36.6''N, 40°29'38.4''E.

d. 64°37'30.6''N, 40°29'45.0''E.

Area No. 172.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°37'07.2''N, 40°29'18.0''E.

b. 64°37'07.2''N, 40°28'54.0''E.

c. 64°37'19.2''N, 40°28'51.0''E.

d. 64°37'19.2''N, 40°29'13.8''E.

Area No. 173.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°33'48.0''N, 40°31'38.4''E.

b. 64°33'57.8''N, 40°31'20.4''E.

c. 64°34'13.2''N, 40°31'57.0''E.

d. 64°34'00.6''N, 40°32'22.8''E.

Area No. 109.—Dvinskiy Zaliv—Southeast of Ostrov Khabarka—Lies within an area bounded by the shore and lines

joining the following positions: 

a. 64°34'58.2''N, 40°23'58.2''E.

b. 64°34'46.8''N, 40°22'51.6''E.

c. 64°34'44.4''N, 40°23'07.8''E.

d. 64°34'20.4''N, 40°24'13.8''E.

e. 64°34'24.0''N, 40°24'33.0''E.

f. 64°34'29.6''N, 40°24'06.6''E.

g. 64°34'37.2''N, 40°24'31.2''E.

Area No. 110.—Dvinskiy Zaliv—Port Arkhangel'sk—Lies

within an area bounded by the shore and lines joining the following positions: 

a. 64°31'54.6''N, 40°28'12.6''E.

b. 64°31'50.4''N, 40°28'18.0''E.

c. 64°31'58.2''N, 40°29'33.6''E.

d. 64°32'10.8''N, 40°30'44.4''E.

e. 64°32'16.8''N, 40°30'39.6''E.

f. 64°32'07.8''N, 40°29'18.6''E.

g. 64°32'00.0''N, 40°28'34.2''E.

Area No. 174.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°32'13.8''N, 40°23'27.0''E.

b. 64°31'55.8''N, 40°22'32.4''E.

c. 64°31'37.8''N, 40°23'19.8''E.

d. 64°31'57.0''N, 40°24'03.0''E.

Area No. 175.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°31'11.4''N, 40°33'06.0''E.

b. 64°31'33.6''N, 40°33'19.2''E.

c. 64°31'28.8''N, 40°35'07.2''E.

d. 64°30'49.8''N, 40°34'45.0''E.

Area No. 176.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°30'40.8''N, 40°38'36.0''E.

b. 64°30'30.0''N, 40°38'06.0''E.

c. 64°30'19.2''N, 40°38'28.2''E.

d. 64°30'36.0''N, 40°39'13.2''E.

Area No. 177.—Port Arkhangel'sk—Lies within an area

bounded by the shore and lines joining the following positions: 

a. 64°30'15.0''N, 40°36'49.2''E.

b. 64°30'06.0''N, 40°35'57.0''E.

c. 64°29'58.2''N, 40°36'04.8''E.

d. 64°30'08.4''N, 40°37'04.2''E.

Area No. 185.—Unskaya Guba—Lies within an area bounded by the shore and lines joining the following positions: 

a. 64°46'31.2''N, 38°22'24.6''E.

b. 64°46'40.2''N, 38°22'06.0''E.

c. 64°47'28.2''N, 38°24'58.8''E.

d. 64°47'16.2''N, 38°25'06.0''E.

Area No. 183.—East of Ostrov Zhizhginskiy—Lies within

an area bounded by the shore and lines joining the following

positions: 

a. 65°10'00.0''N, 37°00'00.0''E.

b. 65°11'27.0''N, 37°00'00.0''E.

c. 65°13'00.0''N, 36°53'12.0''E.

d. 65°11'54.0''N, 36°52'24.0''E.

e. 65°11'57.0''N, 36°49'57.0''E.

f. 65°12'36.0'N, 36°49'18.0''E.

g. 65°18'54.0''N, 36°49'18.0''E.

h. 65°18'54.0''N, 37°06'06.0''E.

i. 65°15'57.0''N, 37°06'55.2''E.

j. 65°15'00.0''N, 37°15'30.0''E.

k. 65°11'00.0''N, 37°32'42.0''E.

l. 65°07'06.0''N, 37°23'42.0''E.

m. 65°10'24.0''N, 37°06'36.0''E.

n. 65°09'42.0''N, 37°05'54.0''E.

Area No. 102.—White Sea—East of Mys Bolshoy Gorodetskiy—Lies within an area bounded by the shore and lines

joining the following positions: 

a. 67°43'39.0''N, 40°54'48.0''E.

b. 67°45'30.0''N, 40°56'48.0''E.

c. 67°44'34.2''N, 41°00'36.0''E.

d. 67°42'47.4''N, 40°54'23.8''E.

Area No. 103.—White Sea—East of Guba Ostraya Ludha—
 Russia 151

Pub. 180

Lies within an area bounded by lines joining the following positions: 

a. 67°24'00.0''N, 41°08'36.0''E.

b. 67°30'00.0''N, 41°04'45.0''E.

c. 67°30'00.0''N, 41°07'37.2''E.

d. 67°24'00.0''N, 41°11'36.0''E.

Area No. 104.—White Sea—Proliv Orlovskaya Salma—

Lies within an area bounded by lines joining the following positions: 

a. 67°08'37.8''N, 41°23'30.0''E.

b. 67°08'48.0''N, 41°26'12.0''E.

c. 67°05'18.0''N, 41°28'06.0''E.

d. 67°04'40.8''N, 41°26'24.0''E.

e. 67°08'01.2''N, 41°24'39.0''E.

f. 67°07'57.6''N, 41°23'48.0''E.

Area No. 105.—White Sea—Proliv Orlovskaya Salma—

Lies within an area bounded by lines joining the following positions: 

a. 67°00'39.0''N, 41°24'12.0''E.

b. 66°55'00.0''N, 41°25'51.0''E.

c. 66°55'00.0''N, 41°23'48.0''E.

d. 66°58'04.8''N, 41°22'42.0''E.

e. 66°58'25.2''N, 41°20'27.0''E.

Area No. 106.—White Sea—Southeast of the mouth of Reka Pyalitsa—Lies within an area bounded by the shore and

lines joining the following positions: 

a. 66°10'45.0''N, 39°31'30.0''E.

b. 66°11'22.8''N, 39°33'00.0''E.

c. 66°08'57.0''N, 39°44'18.0''E.

d. 66°08'21.0''N, 39°41'48.0''E.

Area No. 107.—White Sea—Southwest of the mouth of Reka Pyalitsa—Lies within an area bounded by lines joining the

following positions: 

a. 66°10'42.0''N, 39°28'24.0''E.

b. 66°10'42.0''N, 39°30'27.0''E.

c. 66°05'30.0''N, 39°28'48.0''E.

d. 66°05'30.0''N, 39°26'36.0''E.

Area No. 108.—Ostrov Solovetskiy—South of Mys Tolstik—Lies within an area bounded by lines joining the following positions: 

a. 65°01'00.6''N, 35°29'18.0''E.

b. 65°01'48.0''N, 35°29'12.0''E.

c. 65°01'38.4''N, 35°38'24.0''E.

d. 65°01'00.6''N, 35°38'00.0''E.

Area No. 111.—Onezhskiy Zaliv—East of Ostrov Bolshoy

Zhuzhmuy—Lies within an area bounded by lines joining the

following positions:

a. 64°35.2'N, 35°53.8'E.

b. 64°35.2'N, 36°09.5'E.

c. 64°44.1'N, 36°09.5'E.

d. 64°44.1'N, 35°43.5'E.

e. 64°41.3'N, 35°43.5'E.

Area No. 190.—Barents Sea—Northwest entrance to Proliv

Kostin Shar—Lies within an area bounded by lines joining the

following positions:

a. 71°28.1'N, 52°37.0'E.

b. 71°19.4'N, 52°15.5'E. (Mys Shadrovskiy)

c. 71°13.5'N, 52°21.5'E.

d. 71°20.0'N, 51°35.0'E.

e. 71°21.1'N, 51°42.6'E.

f. 71°27.7'N, 52°27.6'E. (Mys Morozova)

Kara Sea

Reka Yenisey—Northwest of Port Dudinka—Lies within an

area bounded by the shore and lines joining the following positions:

On the NW:

a. 69°29.5'N, 85°55.8'E.

b. 69°30.5'N, 85°58.4'E.

On the SE:

a. 69°28.6'N, 85°59.1'E.

b. 69°29.5'N, 86°00.8'E. 

Areas for Dumping Explosives—Anchoring, Trawling, and 

Operations with Explosives are Not Recommended in 

These Areas.

Barents Sea

Area No. 120.—North of Ostrov Solovetskiy—Lies within

an area bounded by lines joining:

a. 65°45.5'N, 36°00.0'E.

b. 65°49.0'N, 36°12.0'E.

c. 65°45.5'N, 36°12.0'E.

Area No. 121.—Northeast of Ostrov Solovetskty—Lies

within an area bounded by lines joining:

a. 65°20.0'N, 36°30.0'E.

b. 65°30.0'N, 36°30.0'E.

c. 65°30.0'N, 36°50.0'E.

d. 65°20.0'N, 36°50.0'E.

White Sea

Area No. 134.—Northwest of Ostrov Kolguyev—Lies within an area bounded by a circle, with a radius of 7 miles, centered on position 69°34.2'N, 47°56.5'E.

Area No. 122.—West of Ostrov Kolguyev—Lies within an

area bounded by a circle, with a radius of 3 miles, centered on

position 72°50.0'N, 49°02.0'E. 

Kara Sea

Area No. 123.—Kara Sea—Northeast of Ostrov Novaya

Zemlya—Lies within an area bounded by lines joining the following positions:

a. 77°00.0'N, 68°00.0'E.

b. 78°00.0'N, 68°00.0'E.

c. 78°00.0'N, 71°00.0'E.

d. 77°00.0'N, 71°00.0'E.

Area No. 124.—Kara Sea—Northwest of Ostrov Novaya

Zemlya—Lies within an area bounded by a circle, with a radius of 5 miles, centered on position 73°29.0'N, 58°18.0'E.
152 Russia

Pub. 180

Fishing Prohibited Areas.

Area No. 112.—Guba Ura—Lies within an area enclosed by

lines joining the following positions: 

a. 69°25'28.8''N, 33°06'48.0''E.

b. 69°25'46.8''N, 33°05'30.0''E.

c. 69°24'58.8''N, 33°03'24.0''E.

d. 69°24'52.2''N, 33°04'24.0''E.

Area No. 113.—Entrance to Guba Tyuva—Lies within an

area enclosed by lines joining the following positions: 

a. 69°12'06.0''N, 33°33'37.8''E.

b. 69°12'06.0''N, 33°34'34.8''E.

c. 69°11'43.8''N, 33°34'41.4''E.

d. 69°11'42.0''N, 33°33'41.4''E.

Area No. 114.—South of Mys Retinskiy—Lies within an area enclosed by lines joining the following positions: 

a. 69°06'57.0''N, 33°24'01.2''E.

b. 69°06'49.8''N, 33°24'40.8''E.

c. 69°06'31.8''N, 33°24'13.8''E.

d. 69°06'38.4''N, 33°23'30.6''E.

Areas Periodically Used for Naval Training

Notifications when these areas are closed to traffic are sent

out via Coastal Warning radio broadcast 2 to 3 days in advance

by radio stations of the surveillance survice and occasionally

by naval vessels. 

It is dangerous to enter a naval training area when the area is

closed to traffic. 

Barents Sea

Area No. BP-1.—Northwest of Poluostrov Rybachiy—

Lies within an area enclosed by lines joining the following positions: 

a. 70°00.0'N, 31°15.0'E.

b. 70°07.0'N, 31°35.0'E.

c. 70°03.0'N, 31°52.0'E.

d. 69°52.0'N, 31°41.0'E.

Area No. BP-2.—Northeast of Poluostrov Rybachiy—

Lies within an area enclosed by lines joining the following positions: 

a. 70°08.0'N, 31°46.0'E.

b. 70°08.0'N, 32°00.0'E.

c. 70°04.5'N, 32°32.0'E.

d. 69°57.0'N, 32°32.0'E.

Area No. BP-3.—Northeast of Poluostrov Rybachiy—

Lies within an area enclosed by lines joining the following positions: 

a. 69°57.0'N, 32°32.0'E.

b. 70°04.5'N, 32°32.0'E.

c. 69°52.7'N, 33°30.0'E.

d. 69°45.0'N, 33°30.0'E.

e. 69°45.0'N, 33°17.0'E.

Area No. BP-4.—East of Poluostrov Rybachiy—Lies

within an area enclosed by lines joining the following positions: 

a. 69°42.9'N, 33°08.1'E.

b. 69°43.0'N, 33°30.0'E.

c. 69°32.0'N, 33°30.0'E.

d. 69°32.0'N, 33°13.0'E.

e. 69°34.0'N, 33°50.5'E.

Area No. BP-5.—Motovskiy Zaliv—Lies within an area

enclosed by lines joining the following positions: 

a. 69°34.0'N, 32°50.5'E.

b. 69°32.0'N, 33°13.0'E.

c. 69°25.3'N, 33°13.0'E.

Area No. BP-6.—Mys Satnavolok—Lies within an area enclosed by lines joining the following positions: 

a. 69°31.0'N, 33°38.0'E.

b. 69°49.0'N, 33°38.0'E.

c. 69°35.0'N, 34°15.0'E.

Area No. BP-7.—Northeast of Ostrov Kildin—Lies within

an area enclosed by lines joining the following positions: 

a. 69°27.0'N, 34°15.0'E.

b. 69°29.5'N, 34°15.0'E.

c. 69°29.5'N, 34°15.0'E.

d. 69°27.2'N, 34°15.0'E.

e. 69°21.0'N, 34°15.0'E.

f. 69°21.0'N, 34°15.0'E.

g. 69°27.0'N, 34°15.0'E.

Area No. BP-8.—From Ostrov Gavrilovskiy to Ostrov

Kharlov—Lies within an area enclosed by lines joining the

following positions: 

a. 69°15.5'N, 36°05.0'E.

b. 69°15.0'N, 36°23.0'E.

c. 68°55.0'N, 37°32.0'E.

d. 68°51.0'N, 37°25.0'E.

Area No. BP-9.—Ostrov Kharlov to Ostrov Nokuyev—

Lies within an area enclosed by lines joining the following positions: 

a. 68°50.5'N, 37°30.0'E.

b. 68°53.5'N, 37°36.0'E.

c. 68°36.0'N, 38°34.0'E.

d. 68°31.0'N, 38°22.0'E.

Area No. BP-10.—West of Ostrov Kildin—Lies within an

area enclosed by lines joining the following positions: 

a. 69°20.2'N, 33°41.3'E.

b. 69°24.3'N, 33°54.5'E.

c. 69°24.3'N, 34°01.9'E.

d. 69°20.2'N, 33°52.5'E.

Area No. BP-20.—Between Ostrov Kildan and Mys Teriberskiy—Lies within an area enclosed by lines joining the following positions: 

a. 69°16.2'N, 34°26.1'E.

b. 69°21.3'N, 34°30.0'E.

c. 69°18.5'N, 34°45.0'E.

d. 69°18.5'N, 35°05.4'E.

e. 69°12.3'N, 35°05.4'E.

White Sea

Area No. BP-50.—Northeast of Mys gorboluskiy—Lies

within an area enclosed by lines joining the following positions: 

a. 65°08.0'N, 38°04.0'E.

b. 65°21.0'N, 37°21.0'E.

c. 65°30.5'N, 37°52.0'E.

d. 65°08.0'N, 38°56.0'E.

Area No. BP-51.—Northwest of Ostrov Zhizhiginskiy—

Lies within an area enclosed by lines joining the following po-
 Russia 153

Pub. 180

sitions: 

a. 65°11.6'N, 36°29.0'E.

b. 65°30.0'N, 35°41.7'E.

c. 65°39.3'N, 35°57.0'E.

d. 65°21.5'N, 36°56.0'E.

e. 65°17.4'N, 36°41.6'E.

Area No. BP-52.—Central part—Lies within an area enclosed by lines joining the following positions: 

a. 65°24.7'N, 37°08.0'E.

b. 66°08.3'N, 34°40.0'E.

c. 66°24.2'N, 34°40.0'E.

d. 65°54.3'N, 36°46.0'E.

e. 65°35.0'N, 37°44.0'E.

Area No. BP-53.—South of Mys Turiy—Lies within an area enclosed by lines joining the following positions: 

a. 66°28.5'N, 35°12.0'E.

b. 65°54.0'N, 35°12.0'E.

c. 66°15.0'N, 34°08.0'E.

d. 66°34.0'N, 33°45.5'E.

e. 66°37.8'N, 34°22.5'E.

Area No. BP-54.—Southwest of Mys Turiy—Lies within

an area enclosed by lines joining the following positions: 

a. 66°20.0'N, 34°37.0'E.

b. 66°30.0'N, 33°42.0'E.

c. 66°35.0'N, 33°51.0'E.

d. 66°25.7'N, 34°37.0'E.
 Russia 155

Pub. 180

Appendix II—Former Mined Areas

Prohibited Anchorage—Mined areas open to surface

navigation.—Mine areas previously published in NEMEDRI

(withdrawn in 1974) documented lists of known areas where

mines were laid during WWII. These areas are now generally

known to be safe for surface navigation; however, all mine areas are still considered dangerous for anchoring, trawling, and

dragging of anchor. 

BARENTS SEA

Area No. 8.—Between Reka Voryema and Guba Pechenga—Lies within an area bounded by lines joining the following

positions: 

a. 69°47'13.2''N, 30°51'04.8''E.

b. 69°50'37.2''N, 30°52'04.8''E.

c. 69°50'37.2''N, 31°09'34.8''E.

d. 69°48'43.2''N, 31°22'46.8''E.

e. 69°43'58.8''N, 31°36'28.8''E.

f. 69°40'31.2''N, 31°36'04.8''E.

Area No. 6.—When entering Guba Bolshaya Volokovaya—

Lies within an area bounded by lines joining the following positions: 

a. 69°50'19.2''N, 31°50'46.8''E.

b. 69°53'43.2''N, 31°50'46.8''E.

c. 69°55'13.2''N, 31°44'16.8''E.

d. 69°50'19.2''N, 31°44'16.8''E.

Area No. 4.—Along the N coast of Poluostrov Rybachiy—

Lies within an area bounded by lines joining the following positions: 

a. 69°48'25.2''N, 32°40'37.2''E.

b. 69°49'13.2''N, 32°45'07.2''E.

c. 69°56'19.2''N, 32°20'07.2''E.

d. 69°59'01.2''N, 32°03'19.2''E.

e. 69°59'01.2''N, 31°59'01.2''E.

f. 69°57'43.2''N, 31°57'25.2''E.

g. 69°57'07.2''N, 32°04'07.2''E.

h. 69°53'13.2''N, 32°20'55.2''E.

Area No. 5.—Northeast of Poluostrov Rybachiy—Lies

within an area bounded by lines joining the following positions:

a. 70°12.0'N, 33°00.0'E.

b. 70°12.0'N, 34°00.0'E.

c. 69°58.0'N, 34°00.0'E.

d. 69°58.0'N, 34°40.0'E.

e. 69°49.0'N, 34°40.0'E.

f. 69°39.0'N, 34°50.0'E.

g. 69°35.0'N, 34°44.0'E.

h. 69°45.0'N, 33°35.0'E.

i. 69°51.0'N, 33°35.0'E.

j. 69°54.0'N, 33°00.0'E.

Area No. 1.—Northwest of Ostrov Kil’din—Lies within an

area bounded by the shore, by the parallels of 69°21'N and

69°29'N, and by the meridians of 33°30'E and 34°10'E.

Area No. 55.—Mys Kanin Nos—Lies within an area bounded by the shore and lines joining the following positions: 

a. 68°40'07.2''N, 43°23'54.0''E.

b. 68°45'07.2''N, 43°23'54.0''E.

c. 68°45'07.2''N, 41°59'54.0''E.

d. 68°38'25.2''N, 41°59'54.0''E.

e. 68°25'07.2''N, 42°41'54.0''E.

f. 68°25'07.2''N, 43°53'54.0''E.

Area No. 57.—Between Ostrov Kolguyev and Poluostrov

Kanin—Lies within an area bounded by the shore and lines

joining the following positions: 

a. 68°32'25.2''N, 45°11'52.8'E.

b. 69°01'55.2''N, 45°11'52.8'E.

c. 69°01'55.2''N, 48°13'16.8'E.

d. 68°42'31.2''N, 48°29'22.8'E.

e. 68°39'55.2''N, 48°29'52.8'E.

f. 68°39'55.2''N, 47°05'52.8'E.

g. 68°21'55.2''N, 47°05'52.8'E.

h. 68°21'55.2''N, 46°03'52.8'E.

Area No. 68.—Northwest of Ostrov Kolguyev—Lies within

an area bounded by the shore and lines joining the following

positions: 

a. 69°15'57.6''N, 48°20'07.8''E.

b. 69°15'57.6''N, 47°53'55.8''E.

c. 69°55'57.6''N, 47°53'55.8''E.

d. 69°55'57.6''N, 49°05'55.8''E.

e. 69°43'57.6''N, 49°08'31.8''E.

f. 69°29'39.6''N, 49°15'07.8''E.

Area No. 75.—North of Ostrov Sengeyskiy—Lies within an

area bounded by the shore and lines joining the following positions: 

a. 68°29'12.0''N, 51°20'55.8''E.

b. 68°42'06.0''N, 51°20'55.8''E.

c. 68°42'06.0''N, 50°38'55.8''E.

d. 68°28'06.0''N, 50°38'55.8''E.

e. 68°28'06.0''N, 51°02'13.6''E.

Area No. 74.—Lies within an area bounded by lines joining

the following positions: 

a. 68°55'44.4''N, 51°58'43.2''E.

b. 69°05'44.4''N, 51°58'43.2''E.

c. 69°05'44.4''N, 53°11'55.2''E.

d. 68°55'44.4''N, 53°11'55.2''E.

Area No. 74A.—West of Poluostrov Russkiy Zavorot—Lies

within an area bounded by the shore and lines joining the following positions: 

a. 68°55'46.4''N, 51°58'43.2''E.

b. 68°55'46.4''N, 53°11'55.2''E.

c. 68°50'34.8''N, 53°11'55.2''E.

d. 68°46'26.4''N, 52°56'07.2''E.

e. 68°46'26.4''N, 51°58'43.2''E.

Area No. 76.—North of Poluostrov Russkiy Zavorot—Lies

within an area bounded by lines joining the following positions: 

a. 69°04'25.8''N, 53°58'23.4''E.
156 Russia

Pub. 180

b. 69°12'25.8''N, 53°58'23.4''E.

c. 69°12'25.8''N, 54°36'23.4''E.

d. 69°04'25.8''N, 54°36'23.4''E.

Area No. 69.—North of Gulyayevskiye Koshki—Lies within an area bounded by lines joining the following positions: 

a. 69°09'26.4''N, 55°27'03.6''E.

b. 69°09'26.4''N, 55°52'51.6''E.

c. 68°53'26.4''N, 55°52'51.6''E.

d. 68°53'26.4''N, 55°42'51.6''E.

e. 69°01'44.4''N, 55°27'03.6''E.

Area No. 77.—North of Ostrov Pesyakov—Lies within an

area bounded by lines joining the following positions:

a. 68°57.9'N, 57°47.1'E.

b. 68°52.1'N, 58°00.1'E.

c. 68°47.0'N, 57°36.4'E.

d. 68°50.9'N, 57°27.1'E.

e. 68°53.4'N, 57°27.1'E.

Area No. 62.—West part of Proliv Yugorskiy Shar—Lies

within an area bounded on the E by the coastline and by lines

joining the following positions: 

a. 69°39.2'N, 59°59.2'E.

b. 69°39.9'N, 60°10.1'E.

c. 69°33.1'N, 60°10.1'E.

d. 69°24.9'N, 59°37.1'E.

e. 69°24.9'N, 59°10.1'E.

f. 69°36.4'N, 59°10.1'E.

g. 69°43.1'N, 59°27.1'E.

h. 69°43.1'N, 59°36.1'E.

Area No. 70.—Ostrov Novaya Zemlya—Guba Belushya—

Lies within an area bounded on the E and W by the coastline

and by lines joining the following positions: 

On the N:

a. 71°30.0'N, 52°14.2'E.

b. 71°31.0'N, 52°13.8'E.

c. 71°31.9'N, 52°20.2'E.

d. 71°28.8'N, 52°23.8'E.

On the S:

a. 71°27.1'N, 52°21.5'E.

b. 71°26.7'N, 52°19.3'E.

c. 71°21.7'N, 52°18.1'E.

Area No. 58.—Proliv Matochkin Shar—Lies within an area

bounded on the E by the meridian of 54°16.9'E, by the coastline of the strait, and by lines joining the following positions: 

a. 73°16.8'N, 53°47.6'E.

b. 73°18.6'N, 53°47.6'E.

c. 73°21.6'N, 53°55.7'E.

d. 73°21.6'N, 54°04.4'E.

WHITE SEA

Area No. 78.—Northeast of Mys Ostraya Ludka—Lies

within an area bounded by lines joining the following positions: 

a. 67°23'55.8''N, 41°11'57.0''E.

b. 67°23'55.8''N, 41°34'57.0''E.

c. 67°30'55.8''N, 41°34'57.0''E.

d. 67°30'55.8''N, 41°11'57.0''E.

Area No. 53.—Bolshaya Srednyaya Koshka—Lies within

an area bounded by lines joining the following positions: 

e. 67°11'43.8''N, 41°47'57.0''E.

f. 66°59'55.8''N, 41°47'57.0''E.

g. 67°02'56.4''N, 43°29'26.4''E.

h. 67°14'56.4''N, 43°33'26.4''E.

Area No. 79.—Northeast of Reka Pony—Lies within an area bounded by the shore and lines joining the following positions: 

a. 67°15'55.8''N, 41°05'33.0''E.

b. 67°15'55.8''N, 42°00'57.0''E.

c. 67°12'07.8''N, 42°00'57.0''E.

d. 67°11'43.8''N, 41°48'57.0''E.

e. 66°59'55.8''N, 41°48'57.0''E.

f. 66°59'55.8''N, 41°45'57.0''E.

g. 66°56'55.8''N, 41°45'57.0''E.

h. 66°56'55.8''N, 41°29'33.0''E.

i. 66°59'13.8''N, 41°20'33.0''E.

Area No. 52.—Northwest of Ostrov Morzhovets—Lies

within an area bounded by the shore and lines joining the following positions: 

a. 66°59'55.8''N, 41°45'57.0''E.

b. 66°59'55.8''N, 42°19'57.0''E.

c. 66°49'55.8''N, 42°19'57.0''E.

d. 66°49'55.8''N, 41°45'57.0''E.

Area No. 51.—Kandalakshskiy Zaliv—Lies within an area

bounded by lines joining the following positions: 

a. 66°34'02.4''N, 33°34'32.4''E.

b. 66°39'32.4''N, 33°42'14.4''E.

c. 66°41'32.4''N, 33°33'44.4''E.

d. 66°35'56.4''N, 33°26'02.4''E.

Area No. 80.—West of Ostrov Mud'yugskiy—Lies within

an area bounded by lines joining the following positions: 

a. 64°56'21.0''N, 40°03'39.6''E.

b. 64°57'06.0''N, 40°07'27.6''E.

c. 64°54'39.0''N, 40°10'57.6''E.

d. 64°54'57.0''N, 40°06'09.6''E.

Area No. 80A.—South of Ostrov Mud'yugskiy—Lies within

an area bounded by lines joining the following positions: 

a. 64°50'57.0''N, 40°14'57.6''E.

b. 64°50'03.0''N, 40°17'03.6''E.

c. 64°50'21.0''N, 40°17'47.4''E.

d. 64°51'09.6''N, 40°15'33.6''E.

KARA SEA

Area No. 63.—East part of Proliv Yugorskiy Shara—Lies

within an area bounded by lines joining the following positions: 

a. 69°47.9'N, 60°34.2'E.

b. 69°47.9'N, 60°39.6'E.

c. 69°41.4'N, 60°35.7'E.

d. 69°41.1'N, 60°34.1'E.

e. 69°42.1'N, 60°30.6'E.
 Russia 157

Pub. 180

Area No. 73.—Approaches to Amderma Roadstead—Lies

within an area bounded by lines joining the following positions: 

a. 69°51.6'N, 61°06.6'E.

b. 69°52.4'N, 61°06.6'E.

c. 69°52.4'N, 61°51.1'E.

d. 69°44.8'N, 61°51.1'E and continuing along the coastline to Mys Tonkiy, including Proliv Morozova.

Area No. 72.—North part of Obskaya Guba—Lies within an

area bounded by the shore and lines joining the following positions: 

a. 72°39.7'N, 72°57.3'E.

b. 73°09.7'N, 71°41.3'E.

c. 73°01.0'N, 74°07.0'E thrn S along the W shore of

Poluostrov Yavay to

d. 72°12.0'N, 75°04.3'E.

e. 72°12.0'N, 72°42.3'E.

Area No. 65A.—North of Ostrov Dikson—Lies within an

area bounded by lines joining the following positions: 

a. 73°31.1'N, 80°27.8'E.

b. 73°30.8'N, 80°31.0'E.

c. 73°31.8'N, 80°32.2'E.

d. 73°34.2'N, 80°25.2'E.

e. 73°34.2'N, 80°16.1'E.

f. 73°32.1'N, 80°16.1'E.

Area No. 65B.—South of Ostrov Dikson—Lies within an

area bounded by lines joining the following positions: 

a. 73°28.6'N, 80°32.3'E.

b. 73°28.6'N, 80°13.5'E.

c. 73°25.0'N, 80°13.5'E.

d. 73°25.0'N, 80°39.5'E.

Area No. 71.—Yeniseyskiy Zaliv—West of Ostrov Krestovskiy—Lies within an area bounded by lines joining the following positions: 

a. 72°22.5'N, 80°22.7'E.

b. 72°27.3'N, 80°13.3'E.

c. 72°29.6'N, 80°13.3'E.

d. 72°29.6'N, 80°34.3'E.

e. 72°23.7'N, 80°45.3'E.

f. 72°22.5'N, 80°45.3'E.
 Russia 159

Pub. 180

Appendix III—Barents Sea and Beloye More (White Sea) Reporting System

0.0 Regulations.—The Barents Sea and Beloye More (White

Sea) Reporting System operates in the inner waters described

and territorial sea of Russia. To ensure the safety of navigation,

Reporting Points (Control Points), which are listed in the table

titled Barents Sea and Beloye More (White Sea) Reporting

System—Reporting Points (Control Points), have been established along the 20-mile coastal strip (zone of observation)

and in the White Sea (Beloye More). 

Navigation and operation of vessels in the inner waters and

territorial sea are regulated by Radio Technical Post (RTP) stations. 

When passing the Reporting Points (Control Points), vessels

must call the nearest RTP station on 141.25 MHz or VHF

channel 16 and state the following: 

1. Name and call sign.

2. Time of passing the Reporting Point.

3. ETA at the next Reporting Point.

Vessels may obtain navigational and meteorological information from the nearest RTP on 141.25 MHz or VHF channel

16. 

Vessels must maintain a continuous listening watch on VHF

channel 16 when within 20 miles of the coast. 

Foreign vessels are permitted to enter the White Sea (Beloye

More) at Reporting Point C only if notification of entry has

been advised by the vessel’s agent 4 hours in advance. 

Vessels passing Reporting Point C and the first Reporting

Point on departure from a port must state, in addition to the information above, the following: 

1. Flag.

2. Port of destination.

3. Nature of cargo (dangerous or otherwise).

4. Type of propulsion (usual or nuclear).

5. Port of registry.

Barents Sea and Beloye More (White Sea) Reporting System—Reporting Points (Control Points)

No. Name Position Remarks

C Mys Svyatonosskiy 68°28'00.0''N, 39°12'30.0''E Inbound traffic (toward the White Sea) only.

C1 Ostrov Kharlov 68°44'30.0''N, 38°22'00.0''E Outbound traffic (away from the White Sea) only.

C2 Mys Chemyy 68°36'39.0''N, 38°36'00.0''E Inbound traffic (toward the White Sea) only.

C3 Ostrov Bolshoy Oleniy 69°05'30.0''N, 37°14'12.0''E Outbound traffic (away from the White Sea) only.

C4 Ostrov Kharlov 69°04'48.0''N, 37°03'06.0''E Inbound traffic (toward the White Sea) only.

C5 Mys Teriberskiy 69°17'51.0''N, 35°57'18.0''E Outbound traffic (away from the White Sea) only.

C6 Ostrov Bolshoy Oleniy 69°16'51.0''N, 35°57'06.0''E Inbound traffic (toward the White Sea) only.

C7 Ostrov Kildin (E part) 69°20'00.0''N, 34°45'54.0''E Outbound traffic (away from the White Sea) only. 

Also covers Murmansk VTS.

C8 Mys Teriberskiy 69°19'00.0''N, 34°45'12.0''E Inbound traffic (toward the White Sea) only. Also 

covers Murmansk VTS.

D1 Mys Svyatoy Nos 68°20'00.0''N, 39°30'03.6''E Inbound traffic (toward the White Sea) only.

D2 Mys Chernyy 68°22'06.0''N, 39°35'00.0''E Outbound traffic (away from the White Sea) only.

D3 Mys Bolshoy 68°00'00.0''N, 40°36'00.0''E Inbound traffic (toward the White Sea) only.

D4 Mys Svyatoy Nos 68°04'00.0''N, 40°31'30.0''E Outbound traffic (away from the White Sea) only.

D5 Mys Orlov-Terskiy Tonkiy 67°37'00.0''N, 41°16'48.0''E Inbound traffic (toward the White Sea) only.

D6 Mys Bolshoy Gorodetsky 67°25'24.0''N, 41°27'00.0''E Outbound traffic (away from the White Sea) only.

D7 Mys Zimnegorskiy 65°32'42.0''N, 39°28'00.0''E Inbound traffic (toward the White Sea) only.

D8 Mys Zimnegorskiy 65°18'12.0''N, 39°35'36.0''E Outbound traffic (away from the White Sea) only.

D9 Ostrov Mudyugskiy 65°00'00.0''N, 39°57'48.0''E Inbound traffic (toward the White Sea) only.

D10 Ostrov Mudyugskiy 65°01'00.0''N, 40°02'00.0''E Outbound traffic (away from the White Sea) only.

D11 Mys Orlov-Terskiy Tonkiy 66°51'48.0''N, 41°33'00.0''E Outbound traffic (away from the White Sea) only.

E1 Mys Nikodimskiy 66°11'12.0''N, 40°01'54.0''E Inbound traffic (toward the White Sea) only.

E2 Mys Nikodimskiy 65°57'24.0''N, 38°23'00.0''E Outbound traffic (away from the White Sea) only.

E3 Ostrov Zhizhginskiy 65°20'06.0''N, 37°00'00.0''E Inbound traffic (toward the White Sea) only.

E5 Ostrov Zhizhginskiy 65°06'00.0''N, 36°35'00.0''E Outbound traffic (away from the White Sea) only.
P0 Mys Zemlyanoy 69°54'36.0''N, 31°00'00.0''E Inbound traffic (toward the White Sea) only.

P1 Mys Zemlyanoy 70°07'12.0''N, 31°38'00.0''E Inbound traffic (toward the White Sea) only.

Barents Sea and Beloye More (White Sea) Reporting System—Reporting Points (Control Points)

No. Name Position Remarks
 Russia 161

Pub. 180

Appendix IV—Time Zones

Russia—Time Zones 

Zone City Standard Time Daylight Savings 

Time

1 Kaliningrad BRAVO (-2) CHARLIE (-3)

2 Moscow, St. Petersburg, Naryan-Mar, Astrakhan, Samara, Izhevsk CHARLIE(-3) DELTA (-4)

3 No longer used.

4 Perm, Ekaterinburg, Nizhnevartovsk ECHO (-5) FOXTROT (-6)

5 Omsk, Novosibirsk, Karmerova FOXTROT (-6) GOLF (-7)

6 Norilsk, Kyzyl GOLF (-7) HOTEL (-8)

7 Bratsk, Ulan-Ude HOTEL (-8) INDIA (-9)

8 Yakutsk, Chita INDIA (-9) KILO (-10)

9 Vladivostok, Khabarovsk, Yuzhno-Sakhalin KILO (-10) LIMA (-11)

10 Chukotka, Kamchatka, Magadan LIMA (-11) MIKE (-12)

11 No longer used.