IGF Code - For Safety of Gas Fuelled Vessels

'Viking Grace' (Source:https://malcolmoliver.files.wordpress.com/2015/06/vikiinggrace.jpg)

The 'International Code of Safety for Ships Using Gases or Other Low-Flashpoint Fuels', in short the IGF Code has been adopted by the IMO and it will be in force from 1 January 2017.


In this post, I would like to offer an overview of the code and its regulatory background. It will be followed up with detailed posts on some of the chapters in the code which details the technical requirements for the shipboard arrangements.

The IGF Code

IGF Code

The IGF Code is expected to provide the necessary regulations to ensure that ships using gas as a fuel are provided with the minimum required standards for the safe use of gas. It has been in development from 2009 onwards and the final draft was adopted by the Maritime Safety Committee (MSC) at its 95th session in June 2015. It is a pragmatic step from the IMO and it provides the much-required standardisation in terms of the requirements these vessels are required to comply with. In the absence of these requirements, the designs were as per the service experience gained from a smaller number of vessels in operation as well the requirements from some of the established classification societies.

'Interim Guidelines on Safety for Natural Gas-fuelled Engine Installations in Ships', MSC.285 (86)

'Interim Guidelines on Safety for Natural Gas-fuelled Engine Installations in Ships', MSC.285 (86)

The IGF code supersedes and replaces the 'Interim Guidelines on Safety for Natural Gas-fuelled Engine Installations in Ships', MSC.285 (86). These guidelines were one of the first documents providing a set of guidelines for the use of gas as fuel. Rule requirements from DNV (for gas fuelled ships) were in place much earlier than these guidelines. The provisional rules from Lloyd's Register were in place from 2007 onwards too. The guidelines provided some framework on the preferred arrangements and were referring only to the use of natural gas as fuel. It also referred extensively to the application of Risk Based design development. Again, this is not a preferred method for the yards/designers or the owners who prefer a set of concrete requirements to be followed to avoid any ambiguity. The IGF Code addresses all of these issues and expands upon the guidelines.


SOLAS Amendment

(Source:http://cdn.shopify.com/s/files/1/0090/5072/products/IF110E_500x500.JPG?v=1457734659)

The IGF Code is coming in as a mandatory code through the amendment to the SOLAS convention. Following are the relevant amendments to SOLAS. There are several other amendments to some of the relevant sections, a complete detail is available in MSC 392 (95).

• SOLAS CHAPTER II-1, Part A, Regulation 2 – Definitions
  New Definition for IGF Code
• SOLAS CHAPTER II-1, Part F, Regulation 55 – Alternative design and arrangements - existing paragraphs 1 to 3 are replaced to include reference to some of the arrangements onboard.
• SOLAS CHAPTER II-1, Part G, Regulation 56 – Application, Ships using low-flashpoint fuels new part G is added after the existing part F

IGF Code - Philosophy

The IGF Code, in essence is based on two pillars.

1. Goal based Standards
2. Risk Based Design

Goal based Standards

'Goal based Standards', is now the catch phrase within the IMO and all of the newer developments or standards developed by the IMO are based on these. 

The same is followed in the IGF Code, where each chapter states a list of functional requirements that are to be satisfied. These functional requirements relate to the 'Goal and Functional requirements' of the IGF Code, stated in Chapter 3 of the Code. 

The provision of these goal-based standards allows any innovative or out of the usual standard design to be proposed and evaluated in its own merit. The knowledge we have in terms of the use of gas as a fuel, though significant, is still at its infancy. IMO has rightfully acknowledged that limiting the requirements for newer designs based on current knowledge is not the way forward. 

Risk Based Design

'Risk Based Design' is the second pillar of the IGF Code. The code in its current form provides well-defined prescriptive requirements for the use of LNG as fuel. However, as indicated in its title, the Code is also intended to cater for vessels using any other gases or Low flash point fuels. In addition, the Code also welcomes any deviation from these prescriptive requirements, as part of the 'Goal based approach' explained above. Accordingly, any use of fuels other than LNG and any deviation from the prescribed requirements should be addressed using the Risk Based Design approach. 

Both 'Goal Based Standards' and 'Risk Based Design' allows for a whole new world of innovation to be examined and applied. 

Application Dates

The dates from which the IGF Code will be applied to vessels are clearly defined in the SOLAS amendment 

• ships contracted for construction on or after 1 January 2017
• ships keel laid on or after 1 July 2017, in the absence of a building contract
• ships delivered on or after 1 January 2021
• ships converted to use gaseous or other low-flashpoint fuels on or after 1January 2017

Not applicable to Gas Carriers

One of the common questions that I encounter is on whether the new IGF Code will be applied to Gas Carriers? The answer is NO. Gas carriers using their cargo as fuel would still comply with the relevant requirements from Chapter 16 of the IGC Code.
This is also clarified in SOLAS CHAPTER II-1, Part G, Regulation 56

Summary

The IGF Code is a good start and a great foundation giving the classification societies, shipyards, designer and Owners a clear set of standards to follow. As with any new code/convention, it is not perfect, but all of those short comings can be identified and addressed as we gain more service experience with this new and promising segment of gas-fuelled vessels.