REGULATIONS

New guidance from the UK Maritime and Coastguard Agency gives greater protection to seafarers, while that from the Korean Register is looking at noise abatement in the oceans

PUTTING

SAFETY FIRST

Seafarers will be better protected as new UK rules come into force to tighten up safety for those who work in enclosed spaces on board vessels, the UK Maritime and Coastguard Agency (MCA) says.

The updated legislation goes further than that currently required under international maritime law and is part of the ongoing commitment by the UK to seafarer welfare, according to the MCA.

Enclosed spaces include chain lockers, cargo holds, duct keels and water tanks – or any area that has been left closed for any length of time without ventilation.

Six people have died over a 10-year period from 2009 to 2019 in UK ports while working in such spaces, which has led to this legislation being introduced. Although carrying out assignments in enclosed spaces is a necessary part of working on ships, the MCA is committed to reducing the risks and will continue to review how best to protect people in those environments.

The changes will replace previous legislation, requiring ships to protect workers from the risks of entry into enclosed spaces through measures such as regular safety drills and providing atmosphere testing equipment.

Given the serious risk to seafarers’ health and safety, the MCA has also extended the new measures to a wider range of vessels than just those covered by the International Convention for the Safety of Life at Sea (SOLAS). Fishing vessels will now also be required to put in place safe systems of work for enclosed space entry.

The regulations come into force for vessels which come under SOLAS on 14 May 2022 while for all others it will apply from 14 May 2023. The dates have been chosen to give the ships for which the regulations are new the time to become compliant.

Katy Ware, director of maritime services comments: “We remain committed to protecting the safety of those who spend their lives working at sea. There is a serious risk to seafarers’ health and safety by going into these enclosed spaces, even though it is sometimes a necessary part of their work

and we want to do all we can to reduce the risks.

“The risks from working in enclosed spaces are well known across the shipping world and all of us know that more needs to be done to reduce the number of fatalities. These regulations will replace and extend current legislation which will go right across the merchant sector.”

The MCA has also published MGN 659 (M+F) Entry into Enclosed Spaces, which further explains the requirements of the regulations, as well as publishing leaflets and posters to raise awareness of safe procedures for enclosed space entry.

QUIETENING THE NOISE

The Korean Register (KR) has developed new Guidance for Underwater Radiated Noise to help protect marine ecosystems by reducing noise from ships.

As ships’ size and speed increases to handle high volumes of seaborne trade so underwater radiated noise is becoming a more serious issue, causing increasing disruption to the marine ecosystem. The International Maritime Organization’s Marine Environment Protection Committee is discussing measures to mitigate this growing challenge.

As a result, new regulations are expected shortly, which will determine sensitive areas to noise, where ships calling in that area will be required to meet appropriate standards for underwater radiated noise.

The maritime industry is also focused on developing core technologies to address the issue as environmental regulations are tightened, as part of the overall paradigm shift to more eco-friendly ships.

In support of this industry move, KR has developed a class notation for underwater radiated noise and guidance which is based on ISO 17208 (International standard of quantities and procedures for description and measurement of underwater sound from ships). The guidance covers the noise standard for two operating conditions: normal operation (transit) and quiet operation (quiet).

The class notation is given in the form of URN-T(20), which indicates that when a ship operates at a speed equivalent to 20 knots in still water, it meets the transit criteria for underwater radiated noise. URN is an abbreviation for underwater radiated noise.

A KR official says: “Several countries and ports have already introduced regulations relating to underwater radiated noise, and some ports, such as the Port of Vancouver, are offering discounts on port user fees for vessels that meet the standards.

“If our customers’ vessels have obtained KR’s class notation for underwater radiated noise, they will also be able to benefit from these advantages while reducing their impact on the maritime environment.”

KR has further plans in development to actively support its customers’ compliance with regulations on underwater radiated noise, including technical services that will enable customers to implement low-noise ship technology.

INDUSTRY COLLABORATION

International Maritime Organization (IMO) Secretary-General Kitack Lim emphasised the importance of across the board collaboration to meet emissions targets at the One Ocean Summit - Greening Maritime Corridors Forum in France recently.

“Shipping is on the cusp of an immense transition to meet the demands for sustainable transport and to address climate change by cutting emissions. IMO adopted the first mandatory global measures to improve ships’ energy efficiency more than a decade ago and we have been strengthening those requirements, recognising the global imperative to do more,” Lim told delegates.

Despite the challenges of covid-19 and remote meetings, measures for the reduction of greenhouse gases (GHGs) have been adopted and will ensure the achievement of the 2030 levels of ambition set out in the Initial IMO GHG Strategy, he said, paying tribute to France’s contribution to efforts.

“France played a key role facilitating a constructive outcome particularly in the development of the short-term GHG reduction measures, adopted in 2021.

“This resulted in a comprehensive set of amendments to MARPOL Annex VI, which provide important building blocks for IMO’s future mid-term GHG measures.”

Lim also highlighted the ongoing support from the European Commission to the IMO, towards the regulation of shipping. “I invite the Commission and EU member states to continue to share knowledge and expertise, particularly as IMO member states work towards the upgrade of the Initial IMO GHG Strategy.”

The strengthened revised IMO GHG strategy is set to be adopted in 2023. “This essential work must be completed, to set the path for the decarbonisation of the shipping industry in line with the objectives of the Paris Agreement of 2015 and with a view to the Glasgow Climate Pact adopted at COP 26 – which clearly underscores the need for accelerated action in this critical decade.

“Without a doubt, achieving decarbonisation ambitions in the shipping sector will rely on a smooth transition to alternative low- and zerocarbon marine fuels.

“I am encouraged to see many initiatives and projects worldwide on alternative low- and zero- carbon fuels. Early movers, including prominent French ship owners and other maritime stakeholders in France, are already in the process of ordering, building and retrofitting ships using low/zero carbon fuels.”

He added that IMO is supporting efforts by working on a global regulatory framework that addresses both the safety requirements for these future marine fuels as well as developing new and innovative mechanisms that can incentivise the uptake of low-carbon fuels.

The transition cuts across all aspects of shipping – from the supply and use of fuels, to safety matters, port operations and training of seafarers. The trials on use of zero-carbon maritime fuels will support a safe transition, he told delegates.

“We need everyone who is involved to be active in sharing their knowledge and experiences, to support the implementation of the strategy and the measures adopted by IMO.

“As shipping makes the transition, it is important to ensure that the journey is inclusive and global. To be effective, measures must be adopted and implemented on a global basis. This will ensure that we avoid market distortions and prevent the creation of loopholes that will defeat our ultimate aim.”

The maritime sector needs to ensure a just and equitable transition that also recognises the need for skills and technology development in developing countries, he added.

“Shipping is global. Decarbonisation presents an opportunity to get the transition right and encourage all states to be included. This should not be a transition which leaves any one behind. We need to listen and understand the concerns of all states.

“I am pleased to hear about numerous initiatives worldwide which are promoting and trialling greener shipping,” he said.

Initiatives included promoting wind propulsion, biofuels and utilising green ammonia to IMO, so that such developments are incorporated into the framework of the Energy Efficiency Design Index.

“I see great opportunities for developing countries in the production and supply of low-carbon fuels. IMO is supporting developing countries through technical assistance for the implementation of measures and a number of global projects across the globe to support innovation and R&D. No one should be left behind on this journey.”

This year’s World Maritime Theme is “New Technologies for greener shipping”, he added.

“The conservation of the oceans is at the heart of IMO’s endeavours. The work of IMO in preventing pollution from shipping operations, protecting biodiversity and sensitive marine areas, reducing air pollution, reducing marine plastic litter and cutting emissions to support the fight against climate change are all aimed at conserving the oceans.

“The green credentials of the shipping sector must be further enhanced.”

The Glasgow Climate Pact adopted at COP 26 clearly underscores the need for accelerated action in this decade, he added.

“IMO is committed to continue providing the global forum for discussions on the revision of the Strategy and proposals for additional GHG reduction measures, including possible market-based measures, to provide the framework for the maritime industry’s clear response to the urgency expressed at COP 26 by Spring 2023.”

“As shipping makes the transition, it is important to ensure that the journey is inclusive and global”