tracks practically solve the iceberg problem most years for ships using 

 them. Unfortunately, only a few steamship companies of a few coun- 

 tries are signatory to and obligated by the North Atlantic Track 

 Agreement. Tankers, cargo vessels, and other nonpassenger vessels 

 are exempt. The routing ^•ia the track in effect is usually longer in 

 distance between points for trans- Atlantic vessels and for vessels 

 plying Canadian ports or using the St. Lawrence Seaway. The track 

 may invoh^e over a day's additional travel time. As a matter of fact, 

 most ships, excepting the passenger vessels, travel across the Atlantic 

 by great circle course. Also it is pointed out that vessels en route to or 

 from Canadian ports are permitted to use tracks E beginning 15 April 

 and F beginning 1 July. Unfortunately these tracks are usually en- 

 cumbered with many icebergs during these times. The northern 

 shifts from D to E and E to F are apparently in tune with the ex- 

 pected recession of pack ice, but they do increase the menace of icebergs 

 to ships using them. These vessels accept the extra risk of iceberg 

 collision and feel that the saving in time, fuel, and money warrants 

 the more hazardous route. Therefore, while the establishment of 

 tracks has reduced the iceberg menace to shipping, the decrease of the 

 danger of icebergs to life and property is not as substantial as might be 

 hoped. 



Attempts to eliminate the iceberg menace by destruction of icebergs 

 have failed, but the problem has been partially solved during some 

 years for some ships by the removal of ships from icebergs, or the 

 establishment of tracks (C, B, and A) which are normally ice-free 

 when in effect. However, some years, icebergs manage to survive to the 

 southern tracks. Tracks E and F are normally threatened by icebergs 

 in April, May, and June at times w^hen these tracks are in effect. Also 

 many trans-Atlantic ships take the shortest, and usually during the ice 

 season, the most hazardous routes across the Grand Banks. Thus the 

 iceberg menace is a threat to some ships every ice season and a threat 

 to most ships during heavy ice seasons, in spite of the establishment of 

 tracks. Recognizing this fact, what can be done ? The obvious answer 

 is the same now as it w^as in 1912. The iceberg limits must be guarded 

 in the vicinity of the Grand Bands, ice conditions must be observed and 

 studied, and shipping must be kept informed. The International Ice 

 Patrol must perform these duties as efficiently as possible. In order 

 to attempt to properly guard the iceberg limits, ice conditions must be 

 observed often and studied continuously. The more often ice condi- 

 tions are observed, the more effective becomes the guarding of the ice 

 limits. Aside from the fact that weather can severely limit successful 

 ice observations, there is the practical consideration of efficiency. The 

 use of several vessels and more aircraft would no doubt result in a 

 more effective guarding of the iceberg limits, but the increase in the 

 effectiveness of the Ice Patrol would not be justified by the prohibitive 



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