SR & G

SHIPPING REGULATIONS & GUIDANCE

The Polar Code

April 2017

Contents
1Introduction................................................................................................................................... 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.................................................................................................................... 5

2.1 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

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1Introduction
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:

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

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

n
 ewly 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).

T hese 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.

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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 preparedness
tasks, 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

r emoteness and possible lack of accurate and complete hydrographic data and information, reduced availability of navigational
aids and seamarks with increased potential for groundings compounded by remoteness, limited readily deployable SAR
facilities, 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).

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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 ships 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.

1.5Required 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 analysis
based on the consideration of the hazards of the region (see 1.2) and the characteristics of the operational area (e.g. operation
in 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 provide
sufficient 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 and
equipment installed or to be installed in order to operate at the established PST.

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2 Measures of the Code
The Code has eleven safety measures and four environmental measures for a route to safe polar operations:
2.1Safety measures (Part I-A)

Goal Title Summary of goal and functional requirements

Polar Water Operational Manual (PWOM) Chapter 2

To provide the owner, operator, master and crew with sufficient information regarding the ships operational
capabilities and limitations in order to support their decision-making process.
Polar Water Operational Manual Shall include ship-specific capabilities and limitations
(PWOM) Chapter 2
shall include procedures for normal operation
shall include procedures for unusual operations and incidents
shall include procedures for use of icebreaker assistance.

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.
Ship Structure Chapter 3
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.

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

Subdivision and Stability Ships shall have sufficient intact stability subject to ice accretion
Chapter 4 s hips of Category A and B (from 01/01/17) shall have sufficient residual stability to sustain ice-related
damages.
To provide measures to maintain watertight and weathertight integrity.
Watertight and Weathertight
A
 ll closing appliances and doors relevant to watertight and weathertight integrity of the shall be operable
Integrity Chapter 5
(i.e. not frozen closed).
To ensure that, machinery installations are capable of delivering the required functionality necessary for safe
operation of ships.
Machinery Installations Chapter 6 Machinery installations shall provide functionality under the anticipated environmental conditions
s hips 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.
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.
A
 ll components of the FSS and FFA, including access shall be protected from ice accretion and snow
accumulation
Fire Safety/Protection Chapter 7 e quipment 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
s hips operating in low air temperatures shall ensure that all components are effective and the materials
suitable.
To provide for safe escape, evacuation and survival.
E scape 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
Life-Saving Appliances and a dequate thermal protection shall be provided for all persons on board and to be suitable for the PST and
Arrangements Chapter 8 weather conditions
all appliances should take into account the potential of operation in long periods of darkness
r esources should be provided to allow for the maximum expected time of rescue, include whether
surviving on ice, land or in the water.
To provide for safe navigation.
Ships shall have the ability to receive up-to-date information including ice reports for safe navigation
n
 avigational 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
Safety of Navigation Chapter 9
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
s hips involved in operations with ice-breakers shall have suitable means to indicate when the ship is
stopped.

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 Goal Title
Communication Chapter 10
Voyage Planning Chapter 11
Manning and Training - Chapter 12
[Abridged information from MEPC 68/21/Add.1, Annex 10, International Code for Ships Operating in Polar Waters (Polar Code)]
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Summary of goal and functional requirements
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
a ll 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.
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.
To ensure that ships operating in polar waters are appropriately manned by adequately qualified, trained and
experienced personnel.
M
 asters, 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.
2.2Pollution 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:
Requirement
Prevention of pollution by oil
Chapter 1
Control of pollution by noxious
liquid substances in bulk
Chapter 2
Prevention of pollution by
sewage from ships Chapter 4
Prevention of pollution by
sewage from ships Chapter 5
[Abridged information from MEPC 68/21/Add.1, Annex 10, International Code for Ships Operating in Polar Waters (Polar Code)]
Summary
In Polar waters, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.
A
 rctic 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
f or 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)
f or 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.
In Polar waters, any discharge into the sea of noxious liquid substances (NLS), or mixtures containing such
substances, shall be prohibited.
A
 rctic 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.
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
f or 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.
In Polar waters, discharge of garbage is only permitted in accordance with regulation 4 of MARPOL Annex V:
d
 ischarge 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
o
 perations in polar waters shall be taken into account in the Garbage Record Book, Garbage Management Plan
and ship placards.
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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.

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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 Harris
Technical Advisor
Marine Compliance & Regulations
April 2017

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