Skip to main content

IMO POLAR CODE

Polar Code application areas

What can and did happen already

On January 14, 2014 the Final Draft of the International Maritime Organisation (IMO) Polar Code was issued.  It was met with disgust by concerned environmental organisations whose representative Mr. Bill Hemmings stated:

"A Polar Code which fails to address the major environmental dangers of increased shipping opens the door to potentially catastrophic consequences should a disaster happen.  Environmental protection has essentially been put on a back-burner through the active lobbying of the shipping and cruise industry which consistently dismisses ecological concerns. 

This is a disgraceful illustration of big business working behind the closed doors to advance its own corporate interests before those of mankind and the unique polar environment.  When the next big incident happens in polar waters the public will know where responsibility lies."

NAUTICAL LOG completely and heartily concurs so has quoted Mr. Bill Hemmings here in full.  As has been the pattern in recent decades the IMO is useless in effectively protecting seafarers, maritime safety and the environment.  It issues regulations which make little or no practical sense, are often counter to each other and impossible to follow because of the small minimum crews the IMO itself approves to operate ships.  The Organisation as very little respect amongst seafarers who know it is the darling of the ship owners and operators.

The concerned organisations Mr. Bill Hemmings represents are:
  • Seas at Risk.
  • Transport & Environment.
  • Clean Shipping Coalition.
  • Antarctic and Southern Ocean Coalition.
  • Friends of the Earth US.
  • Pacific Environment.

NAUTICAL LOG fails to understand why the IMO would not have say two environmentalists as Observers during the development of this Polar Code.  One can only therefore presume that the closed doors meetings are because of the clearly intense lobbying and thus preferential treatment given ship owners.  This Polar Code gains little or no respect before it is even presented to seafarers and governments for ratification.

Good Watch.

Comments

Popular posts from this blog

HOW TO WEAR A LIFEJACKET

A popular U.S.-based cruise ship style
A popular European ferry style

Several times during the year NAUTICAL LOG has had visitors searching for lifejacket instructions. With two just over Christmas we decided to publish something for everybody to see and read.
Choose a Coast Guard approved life-jacket and make sure it is undamaged. Make sure life-jackets are readily accessible, never locked away. Check the fit, there are adult, child and infant sizes, the correct one MUST be used. Choose bright colour life-jackets so as to be seen easily by Search and Rescue (SAR).Put your life-jacket ON BEFORE you leave the berth. Make sure you have a light and whistle attached AND they BOTH WORK.
Good Watch

ISM CODE - AUDITING

Ships now operate under the International Management Code for Safe Operation of Ships and for Pollution Prevention (ISM Code).  Since this is a Post on Auditing NAUTICAL LOG, who is a Trained Auditor, will not go through the requirements as these can be found on the Internet and in your local nautical bookshop - you do have a bookshop hopefully as they are a dying breed.  There are two types of Audit an External Audit and an Internal Audit.


The External Audit consists of the Flag State or an outside Auditing Firm coming into the Company and going through all the Protocols, Procedures and associated Manuals.  They may also hold a drill simulating a situation in one of the Company's vessels and observe the results of the Shore Staff dealing with it.  NAUTICAL LOG has been through this experience with two very different Companies and believe me it is a long, difficult, trying day not made any easier by the subsequent debrief.  The External Auditor then prepares a Report which causes a…

PAINT LOCKER FIRES

The photographs above are revealing in several ways, lets have a look. Clearly the Japanese Maritime Self Defence Force (JMSDF) vessel JS "Kurama" impacted the Korean container ship MS "Carina Star" just aft of the turn of the fo'cs'le on the Starboard side. Please note that's the Starboard side, thus it appears JS "Kurama" would have shown "Carina Star" the red port sidelight and "Carina Star" would have shown JS "Kurama" the green starboard sidelight. This impact point would tend to suggest that JS "Kurama" was the 'stand-on' vessel and the MS "Carina Star" is the 'giving-way' vessel. Until there is a complete plot of the tracks made good of both these vessels and the position in the Kanmon Strait of the point of collision no determination can actually be made.
As a result of this impact there was severe bow damage to JS "Kurama" and in addition a massive fire occurr…