To address identified safety and environmental concerns in a way that is globally effective. relevant and proportional to the risks involved, some regulations apply to all ship types and others apply only to a specific sector or ship types. In this edition of Horizons, we examine some of the specific regulatory developments for three different sectors: yachts, ferries and gas tankers.
Yachts
The IMO has previously introduced stricter controls on nitrogen oxide (NOx) emissions for engines on new vessels, known as the Tier III requirements. Large yachts, greater than 24 metres in length and less than 500gt used for recreational purposes, were previously granted a five-year extension compared to other vessel types. This will expire in 2021. At the Marine Environmental Protection Committee (MEPC 74) meeting in May 2019, the options of continuing the extension or introducing alternative NOx emission limits were discussed. However, the final decision was for the existing extension to expire on the planned date in 2021, after which the NOx Tier III requirements will apply to these yachts too.
Yachts on non-commercial voyages sailing in polar waters are also the subject of ongoing discussions at the IMO. As they are not subject to SOLAS, the Polar Code does not apply to them on a mandatory basis. To address the risks associated with potential emergency incidents in the polar regions, the Ship Design and Construction (SDC) sub-committee is working on recommendatory measures for these yachts, along with smaller fishing vessels.
Ferries
As a ship type, ferries can be affected by regulations which affect all passenger ships, as well as those which are specific to ro-ro ferries. Some of the latter also affect ro-ro cargo vessels separately.
Confirmed upcoming passenger ship changes include:
- After concerns about whether ro-ro cargo and ropax would be able to meet the requirements of the Energy Efficiency Design Index (EEDI) Phase 2, the reference line under the EEDI has been adjusted as of 1 September 2019, along with a new deadweight threshold for larger ro-ros.
- Computerised stability support for the master in case of flooding will be entering into force for existing passenger ships from 1 January 2020.
- Damage control drills will be required for passenger ships from 1 January 2020.
- Clarification of the applicability of fire integrity requirements for the windows of passenger ships, will be in place from 1 January 2020.
- Evacuation analysis will be mandatory for all new passenger ships from 1 January 2020, bringing them into line with ro-ro passenger ships that have already had this requirement.
- Sewage controls within the new Baltic Sea Special Area under MARPOL Annex IV will apply to existing passenger ships from 1 June 2021.
Proposals for new requirements, which are at earlier stages of discussion, include two subjects addressed at the Maritime Safety Committee (MSC 101) in June 2019:
- Work is underway to develop amendments to SOLAS addressing fires on ro-ro vessels. In the meantime, interim guidelines were approved at MSC 101 to minimise the incidence and consequences of fires on ro-ro spaces and special category spaces of new and
existing passenger ships. These include guidance on a range of subjects, including power supply equipment and cables, fire detection and alarm systems, extinguishing and containment, and integrity of life-saving appliances and evacuation. - The IMO has been considering concernsabout the high frequency of ferry incidents, mainly involving domestic ferries in developing countries, which have led to high numbers of casualties. While the IMO’s regulations do not have mandatory powers over vessels that only trade domestically, a plan of work hasbeen agreed to develop information material and guidance which will be
made available for countries to apply on a voluntary basis. This will include collection and analysis of best practice, developing model regulations on domestic ferry safety, incorporating the model regulations into domestic law, and developing online training material on domestic ferry safety.
Gas tankers
Due to their potentially hazardous cargo, gas tankers are subject to their own mandatory code in addition to other safety and environmental controls. This International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) has been subject to one recent amendment and some interpretations:
A relaxation of requirements is being introduced for practical reasons for the fire integrity of wheelhouse windows for gas carriers. The IGC Code previously required these windows to be A-0 fire rated, but this proved to be impractical. The code is being revised from 1 January 2020, with flag states given the option to implement the change earlier.
At MSC 101, a circular was approved containing unified interpretations on the following fire-related aspects of the IGC Code:
- Onboard discharge testing of dry chemical powder fire-extinguishing systems
- The design temperature for piping, fittings and related components of a water-spray system for weather deck areas above fuel oil tanks.
The EEDI requirements for gas tankers were reviewed at MEPC 74 and some specific changes approved:
- For LNG carriers of 10,000 dwt and above, the Phase 3 reduction rate has been kept the same, but brought forward from 2025 to 2022.
- For smaller gas carriers of 2,000 to 10,000 dwt, the reduction factor for Phase 3 has been confirmed as previously agreed.
- For larger vessels, the previous single size category has been divided into two to introduce an earlier Phase 3 reduction rate of 30% from 2022 for vessels of 15,000 dwt and above, and keeping the 2025 Phase 3 30% reduction target of 2025 for vessels of 10,000 to 15,000 dwt.