Shipping in polar waters

How does the Polar Code protect the environment?

The pursuit infographic illustrates the environmental requirements of the Polar Code – available to view and download :

Polar Code Summary

The Polar Code ( chatter for fully text ) is intended to cover the full range of shipping-related matters relevant to navigation in waters surrounding the two poles – ship design, construction and equipment ; operational and educate concerns ; search and rescue ; and, evenly important, the protection of the unique environment and eco-systems of the arctic regions.
The Polar Code includes compulsory measures covering safety part ( separate I-A ) and befoulment prevention ( partially II-A ) and recommendatory provisions for both ( parts I-B and II-B ). The Code will require ships intending to operating in the define waters of the Antarctic and Arctic to apply for a polar Ship Certificate, which would classify the vessel as Category A ship – ships designed for operation in diametric waters at least in medium freshman ice rink, which may include old ice inclusions ; Category B transport – a ship not included in class A, designed for process in diametric waters in at least thin freshman frost, which may include previous methamphetamine inclusions ; or Category C embark – a transport designed to operate in open water or in ice conditions less hard than those included in Categories A and B.

The issue of a security would require an assessment, taking into report the anticipate stove of operate conditions and hazards the ship may encounter in the diametric waters. The assessment would include data on identify operational limitations, and plans or procedures or extra safety equipment necessity to mitigate incidents with electric potential guard or environmental consequences. Ships need to carry a diametric Water Operational Manual, to provide the Owner, Operator, Master and crowd with sufficient information regarding the ship ‘s operational capabilities and limitations in orderliness to support their decision-making action. The chapters in the Code each stage set out goals and functional requirements, to include those covering ship structure ; constancy and branch ; unassailable and weathertight integrity ; machinery installations ; operational condom ; fire safety/protection ; life-saving appliances and arrangements ; safety of seafaring ; communications ; voyage plan ; man and discipline ; prevention of vegetable oil befoulment ; prevention of pollution form from noxious liquid substances from ships ; prevention of contamination by sewage from ships ; and prevention of befoulment by dismissal of garbage from ships .

Training requirements

chapter 12 of the Polar Code on man and training says that companies must ensure that masters, foreman mates and officers in appoint of a navigational watch on board ships operating in arctic waters have completed allow trail, taking into account the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers ( STCW ) and its relate STCW Code. Mandatory minimum requirements for the train and qualifications of masters and deck officers on ships operating in polar waters were besides adopted by IMO ’ s Maritime Safety Committee in November 2016. They became mandate under the STCW Convention and the STCW Code from 1 July 2018 .

Background

The guard of ships operating in the harsh, outside and vulnerable diametric areas and the protection of the pristine environments around the two poles have always been a matter of concern for IMO and many relevant requirements, provisions and recommendations have been developed over the years. Trends and forecasts indicate that polar shipping will grow in volume and diversify in nature over the coming years and these challenges need to be met without compromising either safety of life at sea or the sustainability of the diametric environments. Ships operating in the Arctic and Antarctic environments are exposed to a number of singular risks. Poor weather conditions and the relative miss of good charts, communication systems and other navigational aids pose challenges for mariners. The farness of the areas makes rescue or clean up operations difficult and dearly-won. cold temperatures may reduce the potency of numerous components of the ship, ranging from deck machinery and hand brake equipment to sea suctions. When ice is deliver, it can impose extra loads on the hull, propulsion system and appendages. The International code of condom for ships operating in arctic waters ( Polar Code ) covers the full range of purpose, construction, equipment, functional, train, search and rescue and environmental protection matters relevant to ships manoeuver in the inhospitable waters surrounding the two poles .

The move to develop a mandatary Code followed the adoption by the IMO Assembly, in 2009, of Guidelines for ships operating in diametric waters ( Resolution A.1024 ( 26 ) ), which are intended to address those extra provisions deemed necessary for consideration beyond existing requirements of the SOLAS and MARPOL Conventions, in regulate to take into account the climatic conditions of Polar waters and to meet appropriate standards of maritime base hit and befoulment prevention. The Guidelines are recommendatory. Whilst Arctic and Antarctic waters have a count of similarities, there are besides significant differences. The Arctic is an ocean surrounded by continents while the Antarctic is a continent surrounded by an ocean. The south-polar ocean frosting retreats importantly during the summer season or is dispersed by permanent gyres in the two major seas of the Antarctic : the Weddell and the Ross. Thus there is relatively little multi-year ice rink in the Antarctic. conversely, Arctic ocean ice survives many summer seasons and there is a significant sum of multi-year ice. Whilst the marine environments of both Polar seas are similarly vulnerable, response to such challenge should duly take into account particular features of the legal and political regimes applicable to their respective marine spaces .

Protection of the Antarctic from heavy grade oils

A MARPOL regulation, to protect the Antarctic from pollution by big degree oils, was adopted by the Marine Environment Protection Committee ( MEPC ), at its 60th school term in March, 2010. The amendments entered into force on 1 August 2011. The amendments add a new chapter 9 to MARPOL Annex I with a fresh rule 43 which prohibits the carriage in bulk as cargo, or passenger car and use as fuel, of : blunt oils having a concentration at 15°C higher than 900 kg/m3 ; oils, other than unrefined oils, having a density at 15°C higher than 900 kg/m3 or a kinematic viscosity at 50°C higher than 180 mm2/s ; or bitumen, tar and their emulsions. An exception is envisaged for vessels engaged in securing the safety of ships or in a research and rescue operation. Under the Polar Code ships are encouraged not to use or carry heavy fuel oil in the Arctic. IMO ‘s Sub-Committee on Pollution Prevention and Response ( PPR ) 7th seance in 2020 agreed draft amendments to MARPOL Annex I ( addition of a raw regulation 43A ) to introduce a prohibition on the use and carriage for use as fuel of heavy fuel petroleum ( HFO ) by ships in Arctic waters on and after 1 July 2024. The draft amendments will be submitted to the Marine Environment Protection Committee with a view to blessing and circulation for future adoption .

Voyage planning in remote areas

The IMO Assembly in November 2007 adopted solution A.999 ( 25 ) Guidelines on voyage design for passenger ships operating in outback areas, in reception to the growing popularity of ocean travel for passengers and the desire for exotic destinations, which have led to increasing numbers of passenger ships operating in distant areas. When developing a plan for voyages to remote areas, especial consideration should be given to the environmental nature of the area of process, the limited resources, and navigational information. The detailed voyage and passage design should include the following factors : safe areas and no-go areas ; surveyed marine corridors, if available ; and contingency plans for emergencies in the event of limited support being available for aid in areas remote from SAR facilities.

In addition, the detail voyage and passage plan for ships operating in Arctic or south-polar waters should include the surveil factors : conditions when it is not safe to enter areas containing internal-combustion engine or iceberg because of dark, swell, fog and press ice ; safe outdistance to icebergs ; and bearing of methamphetamine and iceberg, and condom amphetamine in such areas .

Ship reporting in the Arctic region

The MSC, at its 91st session in November 2012, adopted a new mandate embark report arrangement “ In the Barents Area ( Barents SRS ) ” ( proposed by Norway and the russian Federation ). The newfangled mandate ship report system entered into force at 0000 hours UTC on 1 June 2013. The following categories of ships passing through or proceeding to and from ports and anchorages in the Barents SRS area are required to participate in the ship report system, by reporting to either Vardø VTS center or Murmansk VTS center : all ships with a arrant tonnage of 5,000 and above ; all tankers ; all ships carrying hazardous cargoes ; a vessel towing when the length of the tow exceeds 200 metres ; and any ship not under command, restricted in their ability to manoeuvre or having defective navigational aids .

Ship routeing in the Arctic

The MSC, at its 99th seance in May 2018, adopted modern and rectify ships ‘ routeing measures in the Bering Sea and Bering Strait, aimed at reducing the risks of incidents – the first measures adopted by IMO for the Arctic region where the Polar Code applies. The measures include six bipartite routes and six precautionary areas, to be voluntary for or all ships of 400 gross tonnage and above, in the Bering Sea and Bering Strait off the coast of the Chukotskiy Peninsula and Alaska, proposed by the russian Federation and the United States. These waters are expected to see increase traffic due to rising economic action in the Arctic. In summation, the MSC established three areas to be avoided in the Bering Sea, proposed by the United States, to improve condom of seafaring and protect the flimsy and alone environment. These measures entered into storm on 1 December 2018 .

Polar Code (second phase)

IMO ‘s Maritime Safety Committee and related sub-committees are looking at the application of the Polar Code to ships not presently covered by SOLAS. The Polar Code is compulsory for certain ships under the SOLAS and MARPOL Conventions. While SOLAS Chapter V ( Safety of navigation ) applies to all ships on all voyages ( with some specific exceptions ), the early chapters of the Convention do not apply to some categories of ships, including cargo ships of less than 500 megascopic tonnage ; pleasure yachts not engaged in trade ; and fishing vessels ( sometimes termed “ non-SOLAS ships ” ). The IMO Assembly, meet in November-December 2019, adopted an Assembly resolution urging Member States to implement, on a voluntary basis, safety measures of the Polar Code on ships not certified under the SOLAS Convention ( Download A 31/Res.1137 ). IMO ‘s Maritime Safety Committee has besides, in 2019 ( MSC 101 ), approved guidance for navigation and communication equipment intended for manipulation on ships operating in arctic waters. The guidance includes recommendations on temperature and mechanical shock test, and on how to address frosting accretion and battery performance in cold temperatures. The MSC besides approved Interim guidelines on life-saving appliances and arrangements for ships operating in pivotal waters.
The Sub-Committee on Navigation, Communications and Search and Rescue ( NCSR ) is giving consideration to the possible application of chapters 9 ( Safety of seafaring ) and 11 ( Voyage planning ) of the Polar Code to non-SOLAS ships and discussing how best to enhance the condom of these ships when operating in polar waters. A parallelism group has been established to report back to the following NCSR session.

IMO/Canada training for seafarers operating in Polar waters

IMO and Transport Canada have signed a Memorandum of Understanding to deliver regional capacity-building workshops to provide education for trainers to deliver training programmes for seafarers operating in Polar waters and on the execution of the Polar Code. The project harnesses IMO ‘s competence as the United Nations specialized agency responsible for setting global standards for the safety, security and facilitation of international ship and the prevention of contamination by ships, in collaboration with Canada ‘s fiscal support and expertness in supporting execution of the Polar Code.
The regional train-the-trainer workshops aim to assist Governments and their maritime education institutes in enhancing the skills and competence of nautical instructors to develop competence-based coach programmes, update existing programmes and improve the delivery of specific IMO exemplar courses ( Basic and Advanced discipline for ships operating in Polar waters ).
Under the project, four regional capacity-building workshops will be delivered :

• Canada ( September 2019 ) – The seminar ( 9 to13 September 2019 ) was attended by football team participants from seven countries Canada, Bahamas, Chile, Denmark, Iceland, India, Jamaica ) with representatives from Governments and nautical academies. The workshop was arranged in co-operation with the Maritime Authority of Canada and was held in the Marine Institute, St. John ‘s, Newfoundland. The drive of this event was to assist nautical discipline institutes in enhancing the skills and competence of maritime instructors to develop competence based coach programmes, update existing programmes and improve the manipulation of the IMO model courses on Basic and Advanced training for ships operating in diametric waters. The train was focused on how to implement IMO conventions dealing with ships operating in arctic waters, specially the Polar Code and STCW Convention. It included technical foul presentations, case studies and table-top exercises, simulations on seafaring simulator, regional regulations and the ask trail and certificate for seafarers on ships operating in polar waters.
  

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• Valparaíso, Chile ( 18-22 November 2019 ) -regional workshop.
• Republic of Korea – to be confirmed
• russian Federation – to be confirmed