polar code training что это по русски
Полярный кодекс (Polar Code)
Полярный Кодекс означает Международный кодекс для судов, эксплуатируемых в полярных водах, который состоит из введения, частей I-A, II-A и частей I-B и II-B. Полярный Кодекс применяется ко всем судам, эксплуатируемым в полярных водах.
Полярные воды означают арктические воды и/или район Антарктики.
Район Антарктики означает морской район к югу от 60° южной широты:
Арктические воды означают воды, расположенные к северу от линии, образованной следующими точками:
58°00,0′ северной широты и 042°00,0′ за-падной долготы, 64°37,0ʹ северной широты и 035°27,0ʹ западной долготы, далее по прямой линии до точки 67°03,9ʹ северной широты, 026°33,4ʹ западной дол-готы, далее по прямой линии до 70°49,56ʹ северной широты и 008°59,61ʹ запад-ной долготы (мыс Серкапп, остров Ян-Майен) и по южному побережью Ян-Май-ена до точки 73°31,6ʹ северной широты и 019°01,0ʹ западной долготы у острова Медвежий, далее по линии ортодромии до точки 68°38,29ʹ северной широты и 043°23,08ʹ западной долготы (мыс Канин Нос) и далее по северному побережью Евразии на восток до Берингова пролива, далее от Берингова пролива на запад до 60° северной широты до Ильпырского, далее по 60 параллели северной ши-роты на восток до пролива Этолина включительно, далее по северному побере-жью Северо-Американского континента на юг до 60° северной широты, далее на восток вдоль параллели 60° северной широты до 056°37,1ʹ западной долготы и далее до точки 58°00,0ʹ северной широты, 042°00,0ʹ западной долготы.
Компания ИБИКОН предлагает услуги по разработке судовой документации для судов, эксплуатируемых в полярных водах:
Для наглядного отображения основных сфер судоходства, на которые оказывает влияние Полярный кодекс, ИМО разработала специальные судовые плакаты:
Полярный кодекс и безопасность судов:
Полярный кодекс и предотвращение загрязнения:
Полярный кодекс (Polar Code)
Руководитель
Владимир Владимирович Суховей
Идеи и правила, положенные в основу кодекса, по сути явились уточнениями к имеющимся правилам конвенций ИМО – МАРПОЛ и СОЛАС.Россия являлась активным участником, внесшим поправки в положения, нашедших отражение в Полярном кодексе, что поспособствовало ей расширить свои права в акваториях полярных морских путей и в исследуемой арктической зоне,которая носит название российской исключительной из-за своего географического расположения. Это гармонизировало правила российского морского судоходства в Заполярье, приведя в соответствие правовым актам, принятым в международной практике.
абсолютное понимание и
Каково значение Полярного кодекса и его основные положения
Первые главы кодекса затрагивают вопросы эксплуатации судов, объединив их с трудовыми ресурсами (обучение, работа, отдых)спасательными операциями, комплексом задач по охране экосистем Арктики и Антарктики.
Вторая часть поместила требования, связанные с запрещением сброса продуктов, в составе которых присутствует нефть,включая льяльные воды, другие вредные жидкообразные вещества и разный мусор.
Положения безопасности мореплавания, обозначенные в Полярном кодексе, не применяются к таким плавательным средствам:
· к морским транспортным средствам, не получивших конвекционные свидетельства, которые выдаются с обоснованием причин, изложенных в Главе 1 СОЛАС 74;
· к боевым плавательным средствам;
· к плавательным объектам, использующихся в государстве для производительных целей, носящих некоммерческий характер.
Сфера применения Polar Code
Применять polar code можно в местности обозначенной определенными координатами:
· арктическая акватория (восточнее мыса,названного Каниным Носом до Берингова прол. и на водном пространстве Берингова моря севернее 60 градусов северной широты);
· Антарктика (водная поверхность, находящаяся к югу от 60 градусов южной широты).
Классификационное общество – Российский морской регистр судоходства получил от Минтранса Российской Федерации задачу –освидетельствовать плавательные объекты согласно изложенным в Полярном кодексе требованиям. Уже 11 морских администраций обратились в этот орган надзора за освидетельствованием своих судов.
Важно: Если суда, эксплуатирующиеся в условиях,обозначенных полярным кодексом, уже имеют дополнительные обозначения ANTI-ICE и WINTERIZATION, то они автоматически считаются соответствующими требованиям Полярного кодекса.
Введенный в действие полярный кодекс консолидировал общество к открытию активного диалога между научными центрами России и судовладельцами, регистрами и др. организациями, причастными к эксплуатации плавательных средств в районах крайнего севера. Обсуждаются цели и задачи введения и применения положений полярного кодекса в российских реалиях, где флот является основным связующим звеном материка с полярным побережьем.
Обратная связь
ГУМРФ имени адмирала С.О. Макарова стал первым в мире международно-признанным учебным заведением по подготовке экипажей по требованиям Полярного кодекса.
Класс NK выдал Университету Свидетельства об аккредитации Базового и Расширенного курсов подготовки членов экипажей судов, эксплуатирующихся в полярных водах. Класс NK также подтвердил соответствие указанных курсов Модельным курсам ИМО, основанных на требованиях Полярного кодекса. По результатам подготовки, подтвержденных экзаменами, слушатели получают свидетельства об освоении программ Базового и Расширенного курсов подготовки к плаванию в Полярных водах.
Министерство транспорта РФ наделило полномочиями признанных организаций ФГБОУ ВО «ГУМРФ имени адмирала С.О. Макарова» по подготовке членов экипажей морских судов, эксплуатирующихся в полярных водах, по Базовой и Расширенной программам. В соответствии с решением Морской администрации России, лицам, получившим свидетельства о прохождении подготовки в ГУМРФ имени адмирала С.О. Макарова, капитаны морских портов могут выдавать квалификационные документы.
Подготовка к плаванию в полярных водах базового уровня
(понедельник, вторник в дистанционном формате; среда – пятница очная тренажерная подготовка)
Продолжительность обучения : 5 дней (40 час.)
Стоимость базовая : 63 200 рублей
Запись на курсы
+7 (812) 444-000-4, +7 (812) 459-47-37, +7 (999) 009-87-35 или по электронной почте anechaev@mtc.spb.su, info@mtc.spb.su
Ответственный за организацию обучения: Нечаев Андрей Викторович +7 (812) 459-47-39
Для владельцев карт постоянных слушателей действуют льготные тарифы.
Категория слушателей: Капитаны, старшие помощники капитана и вахтенные помощники капитана, как уже имеющие определенные знания и опыт работы во льдах, так и без данного опыта.
Входные требования: наличие диплома судоводителя.
Краткое описание курса
Знакомство с природой, характеристиками и типами льдов. Сведения о районах вероятной встречи с ледовыми образованиями.
Теоретическая и практическая подготовка слушателей к работе на судах в полярных водах для обеспечения безопасности мореплавания, использования судового оборудования и выполнения судовых работ.
Подготовка по вопросам сохранения здоровья членов экипажа, соблюдение требований безопасности при работе в условиях низких температур воздуха и воды.
Международный кодекс судов, эксплуатируемых в полярных водах, и Наставление по эксплуатации судов в полярных водах.
Дополнительные требования к учащимся — отсутствуют.
Итоговый документ
Место проведения: Санкт-Петербург, Московское шоссе, 44 (Крыловский государственный научный центр). В шаговой доступности находится станция метро «Звёздная». Месторасположение на карте
Расписание: понедельник, вторник, среда в дистанционном формате; четверг, пятница — очная тренажерная подготовка
Язык и форма обучения: язык — русский / английский. Обучение проводится по схеме — три дня онлайн с последующим приездом в С-Петербург на два дня тренажерной подготовки и экзаменов.
Polar Code
Arctic and Antarctic Waters Shipping
Online Training Certification Course
Unprecedented year-round access to arctic maritime routes has brought in extraordinary numbers of personnel and cargo shipments. Likewise, increased tourism and research in remote areas like Antarctica means more people are shipping dangerous goods in the polar regions than ever before.
This course is for:
Polar Code training is required for all masters, chief mates, and deck officers in charge of a navigational watch on board ships operating in polar waters. These maritime professionals must understand the unique challenges of navigating the unforgiving waters near the Arctic and Antarctic Circles.
This course is intended for use by Chief and training personnel to educate ship crew.
Case Study: In August of 2018, the Anahita, an 11-meter sailboat, attempted to traverse the Northwest Passage. An official warning had gone out days before regarding the dangerous ice conditions in the area, and a clear path through the passage was not open. The men of the Anahita deliberately decided to ignore the warning issued and attempt the crossing as an adventure.
While sailing through the Bellot Strait, the ship became caught between two pieces of drift ice and was crushed, causing it to leak, then subsequently sink. The two Argentinians sailing the boat were able to activate an emergency beacon prior to having to abandon the ship and seek shelter on an ice floe. The men had the necessary water, food, warm clothing, and a life raft needed to survive.
The Canadian Coast Guard was able to rescue the men via helicopter.
Key Takeaways: It is always important to heed the warnings issued. By not doing so, these men put themselves at risk as well as search and rescue resources.
Governing Regulations
The Polar Code was developed to address issues specific to the remote areas and harsh climates of the two poles. These conditions make for vulnerable vessels, at a time when forecasts indicate that polar shipping is expected to increase. In order to best protect polar environments, ships, and their crews, the International Maritime Organization (IMO ) has refined regulations in respect to the unique risks undertaken by vessels traversing the Arctic and Antarctic waters.
What You’ll Learn
How long is this course and how long do I have to complete it?
It will take a MINIMUM of 2 hours to complete this online course. The student may log on and off as needed. A bookmark will be set so when they log back in they will return to where they left off.
We have no restrictions on how long a person takes to complete a course. Likewise, if you are purchasing for others, we have no time limit on assigning courses. So you can purchase a larger quantity than you currently need and take advantage of volume discounts.
How often is retraining or recertification required?
This Polar Code course provides an online certification that meets the proficiency and recurrency requirements under Chapter 12. Masters, chief mates, and officers in charge of the navigational watch should receive retraining at intervals not to exceed five years.
If you don’t already have a copy, you’ll need to purchase the IMO Polar Code both for reference purposes in your day to day shipping operations, and while taking this course.
Courses purchased through selected UK partners\third parties have a 14 day refund policy from the day of their purchase, providing the learner has not accessed / logged into their course(s).
Continuing education credits?
Each student will receive 0.2 CEUs (or 2 CMEs) from Compliance Training Online ® for completing this course.
What people are saying about this course.
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International Code for Ships Operating in Polar Waters (Polar Code)
IMO’s International Code for Ships Operating in Polar Waters (Polar Code) is mandatory under both the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL). The Polar Code covers 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 Polar Code entered into force on 1 January 2017.
The Polar Code and SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC), in November 2014; the environmental provisions and MARPOL amendments were adopted during the 68th session of the Marine Environment Protection Committee (MEPC) in May 2015.
Polar Code Summary
The Polar Code is intended to cover the full range of shipping-related matters relevant to navigation in waters surrounding the two poles – ship design, construction and equipment; operational and training concerns; search and rescue; and, equally important, the protection of the unique environment and eco-systems of the polar regions.
The Polar Code includes mandatory measures covering safety part (part I-A) and pollution prevention (part II-A) and recommendatory provisions for both (parts I-B and II-B).
The issuance of a certificate would require an assessment, taking into account the anticipated range of operating conditions and hazards the ship may encounter in the polar waters. The assessment would include information on identified operational limitations, and plans or procedures or additional safety equipment necessary to mitigate incidents with potential safety or environmental consequences.
Ships need to carry a Polar Water Operational Manual, to provide the Owner, Operator, Master and crew with sufficient information regarding the ship’s operational capabilities and limitations in order to support their decision-making process.
The chapters in the Code each set out goals and functional requirements, to include those covering ship structure; stability and subdivision; watertight and weathertight integrity; machinery installations; operational safety; fire safety/protection; life-saving appliances and arrangements; safety of navigation; communications; voyage planning; manning and training; prevention of oil pollution; prevention of pollution form from noxious liquid substances from ships; prevention of pollution by sewage from ships; and prevention of pollution by discharge of garbage from ships.
Training requirements
Chapter 12 of the Polar Code on manning and training says that companies must ensure that masters, chief mates and officers in charge of a navigational watch on board ships operating in polar waters have completed appropriate training, taking into account the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and its related STCW Code.
Mandatory minimum requirements for the training and qualifications of masters and deck officers on ships operating in polar waters were also adopted by IMO’s Maritime Safety Committee in November 2016. They became mandatory under the STCW Convention and the STCW Code from 1 July 2018.
Background
The safety of ships operating in the harsh, remote and vulnerable polar areas and the protection of the pristine environments around the two poles have always been a matter of concern for IMO and many relevant requirements, provisions and recommendations have been developed over the years.
Trends and forecasts indicate that polar shipping will grow in volume and diversify in nature over the coming years and these challenges need to be met without compromising either safety of life at sea or the sustainability of the polar environments.
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.
The International code of safety for ships operating in polar waters (Polar Code) covers 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 move to develop a mandatory Code followed 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.
What does the Polar Code mean for ship safety?
How does the Polar Code protect the environment?
Protection of the Antarctic from heavy grade oils
A 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.
Under the Polar Code ships are encouraged not to use or carry heavy fuel oil in the Arctic. IMO’s Sub-Committee on Pollution Prevention and Response (PPR) 7th session in 2020 agreed draft amendments to MARPOL Annex I (addition of a new regulation 43A) to introduce a prohibition on the use and carriage for use as fuel of heavy fuel oil (HFO) by ships in Arctic waters on and after 1 July 2024. The draft amendments will be submitted to the Marine Environment Protection Committee with a view to approval and circulation for future adoption.
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.
Ship reporting in the Arctic region
The MSC, at its 91st session in November 2012, adopted a new mandatory ship reporting system «In the Barents Area (Barents SRS)» (proposed by Norway and the Russian Federation). The new mandatory ship reporting system entered into force at 0000 hours UTC on 1 June 2013. The following categories of ships passing through or proceeding to and from ports and anchorages in the Barents SRS area are required to participate in the ship reporting system, by reporting to either Vardø VTS centre or Murmansk VTS centre: all ships with a gross tonnage of 5,000 and above; all tankers; all ships carrying hazardous cargoes; a vessel towing when the length of the tow exceeds 200 metres; and any ship not under command, restricted in their ability to manoeuvre or having defective navigational aids.
Ship routeing in the Arctic
The measures include six two-way routes and six precautionary areas, to be voluntary for or all ships of 400 gross tonnage and above, in the Bering Sea and Bering Strait off the coast of the Chukotskiy Peninsula and Alaska, proposed by the Russian Federation and the United States. These waters are expected to see increased traffic due to rising economic activity in the Arctic.
In addition, the MSC established three areas to be avoided in the Bering Sea, proposed by the United States, to improve safety of navigation and protect the fragile and unique environment. These measures entered into force on 1 December 2018.
Polar Code (second phase)
IMO’s Maritime Safety Committee and related sub-committees are looking at the application of the Polar Code to ships not currently covered by SOLAS.
The Polar Code is mandatory for certain ships under the SOLAS and MARPOL Conventions. While SOLAS Chapter V (Safety of navigation) applies to all ships on all voyages (with some specific exceptions), the other chapters of the Convention do not apply to some categories of ships, including cargo ships of less than 500 gross tonnage; pleasure yachts not engaged in trade; and fishing vessels (sometimes termed «non-SOLAS ships»).
The IMO Assembly, meeting in November-December 2019, adopted an Assembly resolution urging Member States to implement, on a voluntary basis, safety measures of the Polar Code on ships not certified under the SOLAS Convention (Download A 31/Res.1137).
IMO’s Maritime Safety Committee has also, in 2019 (MSC 101), approved guidance for navigation and communication equipment intended for use on ships operating in polar waters. The guidance includes recommendations on temperature and mechanical shock testing, and on how to address ice accretion and battery performance in cold temperatures.
The MSC also approved Interim guidelines on life-saving appliances and arrangements for ships operating in polar waters.
The Sub-Committee on Navigation, Communications and Search and Rescue (NCSR) is giving consideration to the possible application of chapters 9 (Safety of navigation) and 11 (Voyage planning) of the Polar Code to non-SOLAS ships and discussing how best to enhance the safety of these ships when operating in polar waters. A correspondence group has been established to report back to the next NCSR session.
IMO/Canada training for seafarers operating in Polar waters
IMO and Transport Canada have signed a Memorandum of Understanding to deliver regional capacity-building workshops to provide training for trainers to deliver training programmes for seafarers operating in Polar waters and on the implementation of the Polar Code.
The project harnesses IMO’s competence as the United Nations specialized agency responsible for setting global standards for the safety, security and facilitation of international shipping and the prevention of pollution by ships, in collaboration with Canada’s financial support and expertise in supporting implementation of the Polar Code.
The regional train-the-trainer workshops aim to assist Governments and their maritime training institutes in enhancing the skills and competence of maritime instructors to develop competence-based training programmes, update existing programmes and improve the delivery of specific IMO model courses (Basic and Advanced training for ships operating in Polar waters).
Under the project, four regional capacity-building workshops will be delivered:
IMO as observer organization to the Arctic Council
The IMO was granted observer status at the Eleventh Ministerial meeting of the Arctic Council Rovaniemi from 6 to 7 May 2019. The Arctic Coucil and its working groups, in particular the Working Group on the Protection of the Marine Environment (PAME), engage in and promote the implementation of IMO’s Polar Code and various IMO staff have participated in, and contributed, to PAME meetings. Click here for more information on the PAME WebPortal, a rich resource for further information on the Polar Code, including documentation on best practices established by Administrations, class societies and the shipping industry.