Page 52: of Maritime Reporter Magazine (October 2017)

Marine Design

The Polar Code is not a one-size-? ts-all proposi- If we see a growing demand – as we did with tion. In the best case scenario, there are mini- ballast water management and also with en- mal effects; in the worst case, it’s an entirely ergy ef? ciency and hybrid technology – we will different ship.” grow to ? ll it.

Markus Aarnio, Mattias Jorgensen, Business

SVP & Co-Founder, Foreship Development Director, Foreship

This experience could prove particu- vention enters into force on 8 September tions that the worst mistake to make as tempered with the responsibility to keep larly timely, as Jorgensen said that there 2017 and requires all ships affected to a ? eet owner is to assume that a ‘one- them safe in the event of an accident. is a groundswell of demand for increased have a treatment system on board to neu- size-? ts-all’ approach will work, even Enter the Polar Code from the IMO.

battery and energy storage technologies tralize invasive species discharged in bal- for sister ships. IMO adopted the International Code onboard cruise ships. “You have seen last water in time for their “? rst IOPP re- “The biggest challenge is that you have for Ships Operating in Polar Waters (ie: many such projects on ferries, but not so newal survey.” Most ships will therefore to look at each ship individually,” he said. Polar Code) to make it mandatory under much on cruise ships But it is out there, need a BWTS between 2017 and 2021. “Even if they are sister ships, after they both the International Convention for it is coming,” said Jorgensen. While bat- “We have a project with Norwegian have been in operation for 10-15 years the Safety of Life at Sea (SOLAS) and tery technology and energy storage is Cruise Line (NCL), advising them on the there are differences. You have to look at the International Convention for the Pre- emerging, the requirements for ballast implementation of their ballast water so- each ship individually and ? t the system vention of Pollution from Ships (MAR- water management systems (BWMS) lution,” he said. NCL had already chosen that is right for that ship: it’s never plug POL). The Polar Code entered into force are here and now. the Alfa Laval’s PureBallast 3.1 BWMS and play, it always has to be analyzed on January 1, 2017. solution, and Foreship was brought in to from a ship point of view, and also from While the Polar Code is intended to advise on the implementation, which in- an owner point of view to determine what cover the full range of shipping-related

BWMS

With the rati? cation of the BWMS cludes producing all of the classi? cation is best solution for that (speci? c) ship.” matters relevant to navigation in waters rules by the International Maritime Or- drawings, assisting in getting approval surrounding the two poles – ship design, ganization (IMO) in September 2016, from class, and spearheading coordina- construction and equipment; operational Adventure Cruising

Foreship has noted an almost immediate tion among the owner, the manufacturer and training concerns; search and rescue; @ the Poles and marked increase in inquiries from and the shipyard to get the system on- The current boom in the global cruise and, equally important, the protection of vessel owners in need of assistance to ? t board and installed smoothly. sector has evolved to the extremes, the the unique environment and eco-systems a system onboard. At the time of the interview, an agree- North and South poles to be exact, and a of the polar regions, according to Markus “As the Ballast Water Convention is ment was in place with NCL for ? ve number of companies are racing to take Aarnio, SVP & Co-Founder, Foreship, now ? nally rati? ed, we see now an in- ships – Norwegian Dawn, Pearl, Sky, ships into waters which were previously compliance with the code is not as ardu- crease in interest in technical solutions Jade and Spirit – while Foreship was inaccessible to all but the heartiest ex- ous as it may sound, particularly if a ship and services,” said Jorgensen, estimating working toward a pact to cover the en- plorers. But with promise comes poten- will not be built to break ice.

that inquiries have grown four fold since tire NCL ? eet. tial peril, as the business case for taking “Many people think that the Polar rati? cation. But like a snow? ake, no two BWMS 1,000 souls on a ‘bucket list’ trip for tens Code is something that can be very dif? -

The Ballast Water Management Con- retro? ts are alike, and Jorgensen cau- of thousands of dollars per head must be cult ... but truthfully it can be something 52 Maritime Reporter & Engineering News • OCTOBER 2017

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