Tis handbook applies to ships operating in Polar waters.
Chapter 1 discusses the implementation of the Polar Code on ships and its contents. The International Code for Ships Operating in Polar Waters (the Polar Code) is a code adopted by the IMO. The Code acknowledges that polar waters may impose additional demands on ships beyond those normally encountered. It provides a mandatory framework for ships operating in polar waters. The main requirements are related to safety, protection of the environment, and seafarer competence, and it is implemented through amendments to SOLAS, MARPOL and the STCW. The Polar Code applies to ships, depending on their certification requirements, as follows:
 Part I safety requirements and manning and training requirements apply to ships certified in accordance with SOLAS and which operate in polar waters;
 Part II environmental protection requirements apply to ships that must comply with MARPOL and which operate in polar waters.
Chapter 2 contains of the sea ice description. Sea ice occupies about 7% of the area of the world ocean. The general distribution of ice in the World Ocean is determined by the inflow and outflow of heat, the salinity of seawater, the character of currents, and the configuration of the coastline.
Ice and iceberg charts serve tactical (day-to-day) or strategic (longer term) planning and operational purposes included in Chapter 3. They illustrate ice or iceberg conditions at a particular moment in time. The ice information is presented using a Standard International Code, known as the Egg Code. The charts indicate the concentration in tenths, stage of development and form of ice. They also list the mean and normal temperatures of some of the region's stations, which give an indication of one of the factors contributing to current ice conditions. Ice information is presented in the Egg Code format and color-coded using the World Meteorological Organization Standard. The international system of sea ice symbols (Egg Code) is used in preparing operational, overview and prognostic ice charts, which are issued by national ice services and distributed by radio facsimile transmissions or by e-mail. These maps are primarily intended to serve the needs of navigation. Chapter 4 reviews certain aspects of a formal Hazard Risk Assessment (HRA) process in place and conduct HRAs when changes to activities lead to significantly higher risks or when circumstances create uncertainty over  to the safety of an operation and also describe the considerations for the winterization of oil or gas tankers and other ships are structured according to the following broad areas:
1. Cargo and Ballast Systems;
2. Deck;
3. Engine Rooms, Machinery and Systems;
4. Safety and Lifesaving Equipment, including Medical;
5. Fire-fighting Systems and Equipment;
6. Pollution Prevention and Response;
7. Ice Accretion and Snow Accumulation. According to requirements of SOLAS and STCW Conventions “Procedure for Watchkeeping on Ships” prior to each voyage the Master shall ensure that the intended route from the port of departure to the first port of call is planned using adequate and appropriate charts and other nautical publications necessary for the intended voyage, containing accurate, complete and up-to-date information about the navigational limitations and hazards which are relevant to the safe navigation of the ship.
Chapter 5 deals with the navigation of ships in the water area of the NSR are affected by the NSRA (THE NORTHERN SEA ROUTE ADVISORY). The Master or the Chief Officer should be present on the navigating bridge of the ship navigating in the water area of the Northern Sea Route in ice conditions of ice concentration over 3 points. Although most navigation along the NSR is done with the support of experienced ice pilots and icebreakers.
Chapter 6 is dedicated to practical operation during independent sailing the vessel in ice condition. Only vessels with the appropriate ice class are allowed to navigate in ice. Ice class is one of the parameters of a vessel, showing its ability to be at sea, depending on the severity of the ice situation. According to the Manual for the navigation of ships in the autumn-winter period, the ice should be entered only after receiving the appropriate order from the shipping company. It is not allowed to enter the ice without such an order. However, it should be noted that if the issue of navigation in ice was resolved before sailing, then there is no need to wait for a special permission to enter the ice. The Master of the vessel receives an order on independent navigation in ice or from the coastal headquarters of sea operations, or from the captain of the icebreaker, who provides escort of ships in the specified area. Such a decision is made only on the condition that there are no ice obstacles on the intended route of passage, which pose a serious danger to a vessel of this ice category. 
Chapter 7 is dedicated to practical operation to navigate through the ice; several ships are combined into convoys. Piloting of single vessels is practiced only under extremely difficult ice conditions or low traffic. The general management of the convoy escort is carried out by the Master of the leading icebreaker, to whom, regardless of the ice situation, all the Masters of the ships and icebreakers of the convoy are operatively subordinate. All vessels must rehearse the teams from the lead icebreaker in the order of the numbers of seats in the convoy. Rehearsal should be immediate and clear, especially with regard to the signal icebreaker about changing the ship's speed and distance. Chapter 8 draws the Master’s and Officer’s attention to correct collection of the evidence during ice operations. It is rather important to enter the ship’s documentation that the vessel was properly equipped, authorized for navigation in ice as attested with the appropriate certificate, supplied in full of emergency materials, bunker, water, provisions. Such data in the documents is necessary to waive any doubts concerning seaworthiness in ice conditions and preparedness for such service. Any violations or doubts whether the vessel observed rules of navigation in ice, (and such doubts may arise, if it is not reflected in the documents), for example, that the vessel followed another vessel proceeding ahead of her (her name), not approaching closer than 3 cables, as it had been instructed by the Master of the icebreaker. If such records were not entered, there would be an assumption, that the own vessel had breached this distance, and, if an ice incident occurs, the fault for its consequences may be assigned to the own vessel.
Chapter 9 is dedicated to ice accretion and snow accumulation pose hazards for personnel having to work onboard the ship, as well as to the ship itself.
Chapter 10 is described in severe low temperatures, action must be taken to protect the body and its extremities. It is most important that minor injuries be treated immediately to avoid complications. Methods of survival also described.
Bibliography of literature sourced referred herein amounts to 44 publications.