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SR GSHIPPING REGULATIONS & GUIDANCE

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The Polar Code April 2017

Contents

1 Introduction .................................................................................................................................. 2

1.1 Why is the Code required? 2

1.2 Hazards of the polar regions 3

1.3 Structure of the Code 3

1.4 Categories of ships 4

1.5 Required documentation 4

2 Measures of the Code ................................................................................................................... 52.1 Safety measures (Part I-A) 5

2.2 Pollution Prevention Measures (Part II-A) 7

3 Impact of the Code and future developments ............................................................................... 8

4 Further Reading ........................................................................................................................... 9

Witherby Publishing Group – Shipping Regulations & Guidance2

1 Introduction

The International Code for Ships Operating in Polar Waters (Polar Code) entered into force on the 1st January 2017. Designed to ensure safe ship operation and the protection of the polar environment, the Code was approved by the IMO between 2014 and 2015 and was made mandatory through separate amendments to the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL).

The Code is structured around a goal-based standards (GBS) approach, which facilitates the transition from the traditional, prescriptive approach of past regulations, to one that allows for dynamic compliance in response to evolving technology. The Code sets out broad goals on a variety of topics including ship design, ship safety, operations, crewing and the environment.

The code applies to the geographic regions defined in the following figures:

Arctic: Mostly north of 60° but with a limiting line from Greenland; south at 58° - north of Iceland, southern shore of Jan Mayen - Bjørnøya – Cap Kanin Nos – courtesy International Code for Ships Operating in Polar Waters (Polar Code)

1.1 Why is the Code required?

The Code has been developed in response to an increase in the number of ships operating in the polar regions. This is due to the following:

• An increasing number of tourists visiting the Antarctic and Arctic regions

• global warming, which has led to melting ice caps and, as a result, the creation of more accessible routes through the polar regions

• newly accessible resources (such as oil and gas) due to melting ice caps (one estimate has stated that 22% of the worlds recoverable hydrocarbons are in the Arctic circle).

These factors pose a serious risk to the polar maritime environment because of the pollution and environmental damage that they cause. Furthermore, the remoteness of the region makes it dangerous for seafarers and passengers, especially in the event of an emergency.

Antartic: South of 60° – courtesy International Code for Ships Operating in Polar Waters (Polar Code)


1.2 Hazards of the polar regions

The Code sets out hazards specific to the polar regions, which include:

• Ice, as it may affect hull structure, stability characteristics, machinery systems, navigation, the outdoor working environments,maintenance and emergency preparedness tasks and malfunction of safety equipment and systems

• experiencing topside icing, with potential reduction of stability and equipment functionality

• low temperature, as it affects the working environment and human performance, maintenance and emergency preparednesstasks, material properties and equipment efficiency, survival time and performance of safety equipment and systems

• extended periods of darkness or daylight as it may affect navigation and human performance

• high latitude, as it affects navigation systems, communication systems and the quality of ice imagery information

• remoteness and possible lack of accurate and complete hydrographic data and information, reduced availability of navigationalaids and seamarks with increased potential for groundings compounded by remoteness, limited readily deployable SARfacilities, delays in emergency response and limited communications capability, with the potential to affect incident response

• potential lack of ship crew experience in polar operations, with potential for human error

• potential lack of suitable emergency response equipment

• rapidly changing and severe weather conditions, with the potential for escalation of incidents

• the environment with respect to its sensitivity to harmful substances and other environmental impacts.

1.3 Structure of the Code

The Code is organised in two parts: Part 1 – Safety measures and Part 2 – Pollution Prevention measures. These two parts are further subdivided between Part A – Mandatory and Part B – Additional guidance

The Safety measures section applies to ships certified under SOLAS, specifically all ships of a size of 500 GT+ and all passenger ships. Ships constructed on or after 1st January 2017 must now comply with all the safety measures. Ships constructed before 1st January 2017 must comply with the safety measures by their first intermediate or renewal survey, whichever occurs first, after 1st January 2018.

The environmental measures apply to all ships certified under MARPOL Annexes I, II, IV and V respectively. New and existing ships certified under MARPOL must now comply with the environmental requirements since 1st January 2017. Fishing vessels that carry MARPOL certificates will also have to comply with the environmental part of the code, even though they do not need to comply with the safety measures (as they do not possess the certification under SOLAS).


1.4 Categories of ships

The Code assigns three categories for ships depending on the operational conditions that the ship will face:

Category A: a ship designed to operate in polar waters with at least medium first-year ice (between 0.7 – 1.2m), which may include old ice.

Category B: a ship, not included in Category A, designed to operate in polar waters in at least thin first year ice (0.3 – 0.7m), which may include old ice.

Category C: a ship designed to operate in open water (defined as sea ice concentrations of less than 1/10) or in ice conditions less severe than Category A and B.

The requirements to be met vary according to the ship’s assigned category. For example, a higher standard of ship structure is required for Category A ships than for Category C ships. This also applies to requirements for scantlings and strengthening, subdivision and stability and as residual stability in the event of ice accretion or ice damage.

1.5 Required documentation

Ships operating in polar waters must now have on board a valid Polar Ship Certificate. This is obtained after an initial or renewal survey and demonstrates compliance with the requirements of the Polar Code. As well as a successful survey, to issue a certificate an Administration will also require:

• A report containing an operational assessment of the ship and its equipment. This assessment will include a hazard analysisbased on the consideration of the hazards of the region (see 1.2) and the characteristics of the operational area (e.g. operationin high latitude) and the polar service temperature (PST) established for the vessel

• a Polar Water Operational Manual (PWOM). This should address the hazards found in the operational assessment and providesufficient information as required to meet the measures of the code (see next section)

• stability calculations (including allowances for ice and also in damaged conditions)documentation of machinery, systems andequipment installed or to be installed in order to operate at the established PST.


2 Measures of the Code

The Code has eleven safety measures and four environmental measures for a route to safe polar operations:

2.1 Safety measures (Part I-A)

Goal Title Summary of goal and functional requirements

Polar Water Operational Manual (PWOM) – Chapter 2

Polar Water Operational Manual (PWOM) – Chapter 2

To provide the owner, operator, master and crew with sufficient information regarding the ship’s operational capabilities and limitations in order to support their decision-making process.

» Shall include ship-specific capabilities and limitations

» shall include procedures for normal operation

» shall include procedures for unusual operations and incidents

» shall include procedures for use of icebreaker assistance.

Ship Structure – Chapter 3

To provide that the material and scantlings of the structure retain their structural integrity based on global and local response due to environmental loads and conditions.

» Materials used in the ship shall be suitable for the operational PST

» the structure of the ship shall be designed to resist the loads under the foreseen ice conditions.

Subdivision and Stability – Chapter 4

To ensure adequate subdivision and stability in both intact anddamaged conditions.

» Ships shall have sufficient intact stability subject to ice accretion

» ships of Category A and B (from 01/01/17) shall have sufficient residual stability to sustain ice-related damages.

Watertight and Weathertight Integrity – Chapter 5

To provide measures to maintain watertight and weathertight integrity.

» All closing appliances and doors relevant to watertight and weathertight integrity of the shall be operable (i.e. not frozen closed).

Machinery Installations – Chapter 6

To ensure that, machinery installations are capable of delivering the required functionality necessary for safe operation of ships.

» Machinery installations shall provide functionality under the anticipated environmental conditions

» ships operating in low air temperatures shall take into account the effects of cold/dense inlet air, the loss of battery performance and the requirement for materials to be suitable for the ships PST.

Fire Safety/Protection – Chapter 7

To ensure that fire safety systems (FSS) and fire fighting appliances (FFA) are effective and operable, and that means of escape remain available so that persons on board can safely and swiftly escape to the lifeboat and liferaft embarkation deck under the expected environmental conditions.

» All components of the FSS and FFA, including access shall be protected from ice accretion and snow accumulation

» equipment and controls arranged to be accessible, while avoiding freezing, snow accumulation and ice accretion

» the design of the FSS and FFA shall take into account persons will be wearing bulky cold weather gear

» extinguishing media to be suitable for operation

» ships operating in low air temperatures shall ensure that all components are effective and the materials suitable.

Life-Saving Appliances and Arrangements – Chapter 8

To provide for safe escape, evacuation and survival.

» Escape routes, embarkation arrangements and muster points should be accessible and safe (taking into account the adverse weather expected during an emergency) to allow safe evacuation

» adequate thermal protection shall be provided for all persons on board and to be suitable for the PST and weather conditions

» all appliances should take into account the potential of operation in long periods of darkness

» resources should be provided to allow for the maximum expected time of rescue, include whether surviving on ice, land or in the water.

Safety of Navigation – Chapter 9

To provide for safe navigation.

» Ships shall have the ability to receive up-to-date information including ice reports for safe navigation

» navigational equipment and systems (including reference headings and positing fixing) shall be designed, constructed and installed to retain their functionality in the anticipated conditions. Ships proceeding to latitudes over 80° shall have at least one GNSS compass or equivalent

» ships shall have the ability to visually detect ice when operating in darkness

» ships involved in operations with ice-breakers shall have suitable means to indicate when the ship is stopped.


Goal Title Summary of goal and functional requirements

Communication – Chapter 10

To provide for effective communication for ships and survival craft during normal operation and in emergency situations.

» 2-way communication shall be provided for all points along the route, with a suitable means of communications also available when escort and convoy operations are expected

» means for 2 way on-scene and SAR co-ordination communications

» appropriate communication to enable telemedical assistance in polar areas shall be provided

» all rescue boats and lifeboats for evacuation shall maintain capability for distress alerting, location and on-scene communications

» all other survival craft shall maintain capability for transmitting signals for location and for communication

» survival craft communications shall be capable of operation during the maximum expected time of rescue.

Voyage Planning – Chapter 11

To ensure that the Company, master and crew are provided with sufficient information to enable operations to be conducted with due consideration to safety of ship and persons on board and, as appropriate, environmental protection.

» The voyage plan shall take into account all the potential hazards of the intended route.

Manning and Training - Chapter 12

To ensure that ships operating in polar waters are appropriately manned by adequately qualified, trained and experienced personnel.

» Masters, chief mates and officers in charge of a navigational watch on board ships operating in polar waters shall have completed training appropriate to their duties and responsibilities, taking into account the provisions of the STCW Convention and Code (this essentially requires undertaking a Basic, and if required Advanced STCW approved training course). Note that the requirements for meeting the goal of appropriate manning and training were updated with amendments agreed at MSC 97 in 2016. These amendments to the ‘International Convention on Standards of Training, Certification and Watchkeeping for Seafarers’ (STCW) and the STCW Code will enter into force on the 1st January 2018.

[Abridged information from MEPC 68/21/Add.1, Annex 10, International Code for Ships Operating in Polar Waters (Polar Code)]


Requirement Summary

Prevention of pollution by oil – Chapter 1

In Polar waters, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.

» Arctic waters are now added to the oil prohibited special areas; Antarctic waters were already in MARPOL so now all discharges into Polar waters are prohibited (i.e. no use of the 15ppm OWS)

» operations in polar waters shall be taken into account in the Oil Record books, SOPEP and manuals

» for all new ships built since 1st January 2017 with an aggregate oil fuel capacity of less than 600 m3 there should be adequate separation of the fuel and oil residue (sludge/oily bilge) tanks from the outer shell (not less than 0.76m)

» for all new category, A and B tankers built since 1st January 2017, the entire cargo length shall be protected with double bottom tanks or spaces and the wing spaces arranged in according with regulation 19.

Control of pollution by noxious liquid substances in bulk – Chapter 2

In Polar waters, any discharge into the sea of noxious liquid substances (NLS), or mixtures containing such substances, shall be prohibited.

» Arctic waters are now added to the NLS prohibited special areas; Antarctic waters were already in MARPOL so now all discharges into Polar waters are prohibited

» operations in polar waters shall be taken into account in the Cargo Record Book, SMPEP and the P&A Manual.

Prevention of pollution by sewage from ships – Chapter 4

In Polar waters, discharge of sewage is prohibited except under certain conditions in accordance with MARPOL Annex IV:

» Comminuted and disinfected sewage can only be discharged at more than 3 nautical miles away from ice areas

» untreated sewage must be discharged at a distance of more than 12 nautical miles away from ice areas

» for all new cargo ships of Category A and B and all passenger ships built since 1st January 2017 all discharges of untreated sewage are prohibited. New ships may only discharge sewage if comminuted and disinfected using their onboard approved sewage treatment plant.

Prevention of pollution by sewage from ships – Chapter 5

In Polar waters, discharge of garbage is only permitted in accordance with regulation 4 of MARPOL Annex V:

» discharge into the sea of food wastes is only permitted when the ship is as far as practicable from areas of ice concentration exceeding 1/10 and must be not less than 12 nautical miles from the nearest ice or land

» food wastes shall be comminuted or ground and they shall not be discharged onto the ice

» operations in polar waters shall be taken into account in the Garbage Record Book, Garbage Management Plan and ship placards.

[Abridged information from MEPC 68/21/Add.1, Annex 10, International Code for Ships Operating in Polar Waters (Polar Code)]

2.2 Pollution Prevention Measures (Part II-A)

These are slightly more prescriptive than the goals and functional requirements of the safety section. The structure follows MARPOL and consists of both operational requirements and structural requirements:


3 Impact of the Code and future developments

Existing ships operating in polar regions are likely to already be in compliance with the Code and they still have until their first intermediate or renewal survey (whichever comes first) after 1st January 2018 to comply fully. However, the documentation requirements, in particular the need for a valid Polar Ship Certificate, PWOM and the other functional requirements may well require changes to existing ship operators in the region.

The Code will likely impact most heavily on new ships, or companies intending to operate in polar regions for the first time. While the principles of navigation in ice for a ship remain much the same, the operational, structural and equipment requirements on the ship have been significantly altered since the entry into force of the Code.

However, as the Code has only recently entered into force, further amendments ,which will impact ship owners and managers and seafarers working in the polar regions, are likely. For example, MEPC 71 in July 2017 will consider the need among other environmental measures, for a HFO prohibition the polar regions.

To account for the evolving nature of the Code, classification societies and P&I Clubs have begun to issue their own guidance documents on a the Code and many flag State administrations are reviewing their own regulations and on the requirements for ship approval.

Although the Polar Code will likely be subject to further developments, as a mandatory part of SOLAS and MARPOL all ships operating in the polar regions must now begin to comply with its requirements. The Code is an important first step in protecting the polar environment from pollution and ensuring the safety of ships sailing in the region.


4 Further Reading

IMO

• Introduction - http://Shippingregs.org/2399.re

• Text of the Code - http://Shippingregs.org/2400.re

• STCW amendments - http://Shippingregs.org/2401.re and http://Shippingregs.org/2402.re

Classification Societies and P&I Clubs

• ABS - http://Shippingregs.org/2403.re

• DNV - http://Shippingregs.org/2404.re

• LR - http://Shippingregs.org/2405.re

• UK P&I Club - http://Shippingregs.org/2406.re

Harry HarrisTechnical Advisor Marine Compliance & RegulationsApril 2017

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