There have recently been a number of reminders of ships in high latitudes and why it is important that their operation takes into account the latest thinking on maritime safety and environmental protection. Last year saw the busiest season yet in the Northern Sea Route through the Russian Arctic, with more than 70 ships taking the “short cut” between Europe and Asia. Close supervision and icebreaker escort of these vessels represents recognition that this route is not without its hazards, and that these high latitudes require both care and sensitivity. There is also increased activity in the waters North of Canada and the United States, where both energy and mineral resources are being increasingly exploited.

So the work that is being undertaken at the International Maritime Organization (IMO) to develop a mandatory Polar Code might be considered relevant and responsible regulation. The work is well advanced, the Code is in draft form and a great deal of progress was made at the recent Sub-Committee on Ship Design and Construction, which is co-ordinating the work. The Polar Code will cover the full range of shipping-related matters which are relevant to navigation in polar waters – design, construction and equipment, operations and training, search and rescue and the protection of the polar environment.

There is general agreement that shipping will be certain to increase in these high latitudes and that the time is ripe for additional regulatory oversight that will recognise its special circumstances. The very remoteness of these Polar regions, the severe weather and unpredictability of ice conditions, the lack of navigation aids and good charts, all indicate that navigation in these areas must be undertaken with caution.

It is perhaps recognised, if not always emphasised, that a well formulated Polar Code will prevent accidents and incidents and that this unique environment deserves a more precautionary approach. Maritime safety has often been reactive in nature, but the environmental spotlight upon these Polar regions would suggest that action to prevent accidents would be more than justified. The industry needs to demonstrate that it takes the risks of polar navigation very seriously and the Polar Code, when implemented, will go some way towards this aim.

There are already some special rules in force, such as the 2011 MARPOL regulation which protects the Antarctic from heavy oil, guidelines for voyage planning in remote areas and a requirement for ship reporting in parts of the Arctic. The Polar Code will go far further and will hopefully ensure that the only ships which sail in these high latitudes are fit to do so, are navigated by people who know what they are about and that there is an effective “safety umbrella over their operations. It seems a very reasonable aim.