Protecting the Polar regions from shipping, protecting ships in Polar waters

Ships operating in the Arctic and Antarctic environments are exposed to a number of unique risks.  Poor weather conditions and the relative lack of good charts, communication systems and other navigational aids pose challenges for mariners.  The remoteness of the areas makes rescue or clean up operations difficult and costly.  Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions.  When ice is present, it can impose additional loads on the hull, propulsion system and appendages.

 

IMO is currently developing a draft International code of safety for ships operating in polar waters (Polar Code), which would cover the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in the inhospitable waters surrounding the two poles.

 

The Sub-Committee on Ship Design and Equipment has been tasked with coordinating the work, reporting to the Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC) . 

 

As part of this work, an IMO Workshop on Environmental Aspects of the Polar Code as held in Cambridge, United Kingdom, in September 2011. The report and some of the presentations from the workshop can be found here.

 

The move to develop a mandatory Code follows the adoption by the IMO Assembly, in 2009, of Guidelines for ships operating in polar waters (Resolution A.1024(26)), which are intended to address those additional provisions deemed necessary for consideration beyond existing requirements of the SOLAS and MARPOL Conventions, in order to take into account the climatic conditions of Polar waters and to meet appropriate standards of maritime safety and pollution prevention. The Guidelines are recommendatory.

 

Whilst Arctic and Antarctic waters have a number of similarities, there are also significant differences.  The Arctic is an ocean surrounded by continents while the Antarctic is a continent surrounded by an ocean.  The Antarctic sea ice retreats significantly 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 in the Antarctic.  Conversely, Arctic sea ice survives many summer seasons and there is a significant amount of multi-year ice.  Whilst the marine environments of both Polar seas are similarly vulnerable, response to such challenge should duly take into account specific features of the legal and political regimes applicable to their respective marine spaces.

 

Protection of the Antarctic from heavy grade oils
A new MARPOL regulation, to protect the Antarctic from pollution by heavy grade oils, was adopted by the Marine Environment Protection Committee (MEPC), at its 60th session 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 new regulation 43 which prohibits the carriage in bulk as cargo, or carriage and use as fuel, of: crude oils having a density at 15°C higher than 900 kg/m3; oils, other than crude 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 search and rescue operation.

 

Voyage planning in remote areas
The IMO Assembly in November 2007 adopted resolution A.999(25)  Guidelines on voyage planning for passenger ships operating in remote areas, in response 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 remote areas. When developing a plan for voyages to remote areas, special consideration should be given to the environmental nature of the area of operation, the limited resources, and navigational information.

 

The detailed voyage and passage plan 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 assistance in areas remote from SAR facilities.

 

In addition, the detailed voyage and passage plan for ships operating in Arctic or Antarctic waters should include the following factors: conditions when it is not safe to enter areas containing ice or icebergs because of darkness, swell, fog and pressure ice; safe distance to icebergs; and presence of ice and icebergs, and safe speed in such areas.