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STAKES, BENEFITS and LIMITS of the POLARIS SYSTEM Laurent Fedi, Laurent Etienne, Olivier Faury, Patrick Rigot-Müller, Scott Stephenson, Ali Cheaitou

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STAKES, BENEFITS and LIMITS of the POLARIS SYSTEM Laurent Fedi, Laurent Etienne, Olivier Faury, Patrick Rigot-Müller, Scott Stephenson, Ali Cheaitou ARCTIC NAVIGATION: STAKES, BENEFITS AND LIMITS OF THE POLARIS SYSTEM Laurent Fedi, Laurent Etienne, Olivier Faury, Patrick Rigot-Müller, Scott Stephenson, Ali Cheaitou To cite this version: Laurent Fedi, Laurent Etienne, Olivier Faury, Patrick Rigot-Müller, Scott Stephenson, et al.. ARCTIC NAVIGATION: STAKES, BENEFITS AND LIMITS OF THE POLARIS SYSTEM. Journal of Ocean Technology, Fisheries and Marine Institute of Memorial University, 2018, 13 (4). hal-02110281 HAL Id: hal-02110281 https://hal.archives-ouvertes.fr/hal-02110281 Submitted on 16 Feb 2021 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. ARCTIC NAVIGATION: STAKES, BENEFITS AND LIMITS OF THE POLARIS SYSTEM Laurent Fedi1, Laurent Etienne2, Olivier Faury3, Patrick Rigot-Müller4, Scott Stephenson5, and Ali Cheaitou6 1KEDGE BS, Marseille, CESIT, Maritime Governance, Trade and Logistics Lab, France 2Université de Tours, France 3EM Normandie, Métis Lab, Le Havre, France 4Maynooth University, Maynooth, Ireland 5University of Connecticut, United States of America 6SEAM Research Group and Industrial Engineering and Management Department, College of Engineering, University of Sharjah, United Arab Emirates ABSTRACT Ensuring safe navigation is paramount for the economic development of the Arctic. Aware of this strategic issue, the International Maritime Organization (IMO), supported by the Arctic coastal states, adopted the Polar Code with a set of navigation tools including the well-known Polar Operational Limit Assessment Risk Indexing System (POLARIS). Designed for assessing operational capabilities for ships operating in ice, POLARIS is useful for various stakeholders such as the International Association of Classification Society (IACS) organizations and underwriters. Other important beneficiaries are shipowners and their crew. Even though POLARIS deals with topical issues, so far, this system has not been subjected to extensive studies of its capabilities and limitations. The aim of this analysis in hand is to assess the stakes, benefits and limits of the POLARIS system for Arctic navigation with a managerial approach and through the lens of risk assessment. Results show that POLARIS integrates various parameters to assess risk of navigation in ice, and that POLARIS can provide relevant managerial solutions to shipowners. Nevertheless, certain limitations remain; in particular, human factors such as the lack of crew experience or the issue of non-compliance are not taken into consideration. Finally, it is important to highlight the fact that POLARIS is not a mandatory requirement. KEYWORDS Polaris; Polar Code; Risk; Arctic; Ice certification; Polar Water Operational Manual 56 INTRODUCTION considering bathymetric conditions. Furthermore, POLARIS enables shipowners Despite the fact that the POLARIS system is working in close collaboration with not stated in the new International Code for classification societies to choose an optimal Ships Operating in Polar Waters (called ice class for a given route and with Polar Code here after) [IMO, 2014C] but underwriters to choose the optimal Arctic route simply recommended in an IMO Guidance in order to lower insurance fees. [IMO, 2016A], it appears as a pillar in the overall decision process of various While the POLARIS system directly stakeholders such as classification societies, influences the vessel’s technical parameters, it underwriters, and shipowners. can also be used to save money due to better forecasts of the journey or by promoting Currently, the IMO Polar Code recommends deeper integration of underwriters within the that shipowners and classification societies decision process. However, even if the use POLARIS to determine the ice class POLARIS system can be considered useful for required by their customers. Concerning these purposes, it does not solve all the underwriters, who are not experts in ice potential issues encountered by vessels in navigation [Faury, 2015], they usually rely Arctic waters. Among the most important on the best classification societies clustered concerns not covered by POLARIS is the by the International Association of human factor, defined as the human Classification Societies (IACS), and examine performance in the working environment, the shipowner’s experience and risk profile. which represents one of the main causes of In addition, underwriters shall refer to claims [Sarrabezoles et al., 2014]. POLARIS to determine if the vessel is susceptible to being beset in ice and The aim of the present analysis is to provide a damaged. According to historical data and as better understanding of POLARIS’ capabilities a result of these various privileged contacts, and limitations. POLARIS is investigated as a insurance companies are able to evaluate the decision tool that stands at the upstream and “polarseaworthiness” of a ship [Cullen, downstream of the shipowner’s decision 2015; Fedi et al., 2018] and fix an process for safer navigation in the Arctic. appropriate premium rate. Developments are mainly based on the analysis of the existing literature dealing with Shipowners, often at the centre of interaction POLARIS, the IMO provisions on Polar Code, between classification societies and insurers, and POLARIS system. Following an use POLARIS to define limitations on introduction, we discuss the main stakes, main operations in the presence of ice. They may impact on the navigation and decision process, need to satisfy the requirements of the targeted and benefits of POLARIS. The main market composed of their own clients, the limitations of POLARIS are also discussed coastal state legal provisions, and the while the final section provides some environmental constraints, especially conclusions and recommendations. 57 THE STAKES AND BENEFITS OF section explains the links between POLARIS POLARIS SYSTEM and ship’s operational assessment, the POLARIS key features, and why POLARIS The POLARIS system cannot be separated can be considered as a decision support tool. from the new Polar Code adopted in 2014 [IMO, 2014C] and applied since January 1, POLARIS and Ship’s Operational 2017. This new instrument entered into force Assessment through a direct integration into the To put it simply, the Polar Code establishes the International Convention for the Safety of Life concept of operational limitations of a vessel. at Sea [IMO, 1974] and the International In the Arctic, ships face severe and volatile Convention for the Prevention of Marine environmental hazards, in particular, due to the Pollution from Ships [IMO, 1978]. Applicable presence of sea-ice and low temperature in the Arctic and Antarctic, the purpose of the worsened by high latitude and remoteness Polar Code is to define enhanced safety and [MARSH, 2014]. These operational limitations environmental standards for Polar shipping are to be set considering the ice conditions, [Chircop, 2013; Henriksen, 2014; Bai, 2015; temperature, and latitude. Furthermore, the Fedi and Faury, 2016]. Following a risk-based Polar Code assigns a ship to one of the three approach, the Polar Code identifies the main categories (Category A, B, C) based on the risks existing in Polar areas with their potential type of ice in which it is designed to operate consequences and sets out imperative and non- irrespective of geographic areas. These imperative measures called recommendations categories primarily correspond to the IACS to mitigate such identified risks. The main and Baltic Polar ice classes. In addition, the hazard sources listed in the Polar Code include Polar Code states that a vessel’s capabilities sea-ice, topside icing, low temperatures, and operational limitations must be certified extended period of darkness, high latitude, by two documental prerequisites: the Polar weather conditions, remoteness, lack of data Ship Certificate (PSC) and the Polar Water (charts), lack of crew experience, lack of Operational Manual (PWOM). search and rescue (SAR) equipment, and the sensitivity of the environment. In addressing The PSC shows evidence that the ship has risks in polar navigation which were not been surveyed (structure, equipment, materials, adequately mitigated by previous IMO etc.) and has received its ice class according to conventions [Henriksen, 2014], the Polar Code its ability to sail through or in ice-covered innovates in developing a holistic approach areas. It also requires listing of ship’s Category [Fedi and Faury, 2016]. and ice class as separate items. More precisely, the PSC establishes operational limitations The POLARIS system is supposed to be including limitations related to ship structural applied to new safety rules enacted by IMO, by ice capabilities. The PWOM defines specific which ships operating in the Arctic must satisfy procedures for mitigating risks by ensuring specific requirements defining their capabilities that the vessel operates within or beyond and operational limitations. The following formal limitations or capabilities. 58 Moreover, the Polar Code requires that a practical methodology is used for assessing operational limitations in ice (Chap.
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