GOVERNMENT UPDATEPolar Code AfootThe IMO is on the verge of adopting the Polar Code, something that is important and long overdue.BY DENNIS BRYANThe International Maritime Organization (IMO), a spe-cialized agency of the United TNations, is on the verge of adopting the Polar Code. When imple-mented, it will establish the ? rst manda-tory rules for operation of commercial vessels in polar waters. This important step is long overdue.BackgroundOn 18 January 2010, the IMO adopted voluntary guidelines for ships operating in polar waters (Res. A.1024). These guidelines were based on those approved jointly by the Maritime Safety Commit-tee (MSC) and the Marine Environment Protection Committee (MEPC) in 2002. The critical words were voluntary and guidelines. Commercial ships operating in polar waters were not required to com-ply: most did, but some did not. In addi-tion, the guidelines, while helpful, were somewhat vague. The guidelines were printed on 31 pages, if you don’t count the two pages of boiler-plate resolution introduction. The draft Polar Code (for which the boiler-plate introduction has yet to be written) is printed on 45 pages. (Photo: Courtesy DNV)Topics with increased emphasis in the draft mandatory version include stability into force, commercial vessels that elect afterwards. Fortunately, the passenger hull was breached, but ? ooding was con-in damaged conditions, safety of navi- to operate in polar waters must have vessel Nordnorge happened to be near- trolled. gation, communications, voyage plan- been constructed for such voyages and by. It promptly responded to the distress Two fuel tanks were damaged. The ning, manning and training familiarity, must also be operated in a manner con- call and rescued all 100 passengers and eighty-nine passengers were evacuated and prevention of pollution. Probably sistent with the unique hazards of such 54 crew. The marine casualty investiga- to a Chilean navy vessel which had re-the most signi? cant change between the voyages. This has not always been the tion stated that the major cause of the sponded to the distress call.guidelines and the draft mandatory Po- case previously. casualty was the mistaken impression of lar Code is the provision for issuance of the master that he was encountering ? rst- • On 26 December 2009, the passen-Recent Polar a Polar Ship Certi? cate indicating the year ice when, in fact, he was sailing into ger ship CLELIA II was pushed onto environmental and operational capabil- much thicker and harder land ice. The the rocky shoreline of Petermann Island Water Casualtiesity for which the ship has been designed master was very experienced in Baltic in the Antarctic Peninsula. The ground-for operation in polar waters. Coupled • On 23 November 2007, the pas- waters, but was unfamiliar with the type ing damaged the starboard propeller. with that will be the requirement that ev- senger vessel EXPLORER struck an of ice encountered in Antarctic waters. The ship was able to maneuver using ery covered ship on a voyage that is in ice ? oe in the Brans? eld Strait near the its port propeller. The passenger ves-whole or in part in polar waters to have South Shetland Islands in the Antarctic • On 4 December 2008, the passen- sel Corinthian II, operated by the same on board a valid Polar Ship Certi? cate Ocean. The hull was breached and the ger vessel CIUDAD DE USHUAIA company and then located only eight and a Polar Waters Operation Manual. subsequent ? ooding could not be con- grounded in waters of the Antarctic miles away, quickly arrived on scene. It Thus, once the new Polar Code comes trolled. The ship sank about 15 hours Ocean off the Antarctic Peninsula. The escorted the CLELIA II on a multi-day 18 Maritime Reporter & Engineering News • AUGUST 2014MR #8 (18-25).indd 18 MR #8 (18-25).indd 18 8/1/2014 11:14:53 AM8/1/2014 11:14:53 AM