2.2 The Evolution of the IGF Code
The need for an exclusive code instrument for regulation of LNG as a fuel became
imminent as LNG proceeded to be recognised as an alternative variety of fuel. As
early as in 2004, a proposal for the development of an international code for gas
fueled ships was instigated by Norway.
11 In this vein, interim guidelines were
adopted in 2009.
12 Eventually this led to the adoption of the IGF Code. The Code
entered into force on 1 January 2017 and is mandatory for ships using gases or other
low flash-point fuels. The Code recognises the importance of proficiency of seafarers
working on such ships and provides for relevant training requirements. The aim of
this Code is to minimise risks to ships and their crew as well as the marine
environment around the ship, in light of the nature of the fuels that are used.
Compliance with the IGF code is compulsory pursuant to amendments to SOLAS.
There are mandatory provisions which are relevant and applicable to LNG.
The Code consists of Parts A, B, C and D. Part A contains general provisions. As
stated earlier, it follows a goal-based approach and emphasises good engineering
practice to focus on building safety into the design of the system without relying on
operational methods or procedures. The goal is to provide for safe and environmentally friendly design, construction and operation of ships, particularly in relation to
installations of propulsion machinery systems, auxiliary power generation machinery using gas or low-flashpoint fuel. In general terms, the goal is also to ensure that
risk assessment is carried out to eliminate or to mitigate any adverse effects on
persons on board and the environment or the ship. Part B-1 addresses the issues of
testing of materials and specifications for metallic piping, materials used in fuel
containment systems. Part C-1 deals with drills and emergency exercises and
operational issues, the goal of which is to ensure that operational procedures for
loading, stowage, maintenance and inspection of systems are minimised in terms of
risk to personnel, ship and the environment. These should be consistent with the
practices prevailing for an oil fueled ship while taking into consideration the nature
of the fuel. Part D deals with training, the goal of which is to ensure that seafarers on
board ships are adequately qualified, trained and experienced.
13
11 Norway, “Proposal for Developing International Regulations on Gas-Fuelled Ships”, IMO Doc.
MSC 78/24/8 (19 December 2003) cited in Xu et al. (2015), p. 231, in particular footnote 40 at
that page.
12 Maritime Safety Committee, “Interim Guidelines on Safety for National Gas-Fuelled Engine
Installations in Ships”, MSC Resolution MSC.285(86), (17 June 2009) cited in Xu et al. (2015),
p. 231, in particular, footnotes 41 and 42 at that page.
13 See International Code of Safety for Ships using Gases or other Low Flashpoint Fuels (IGF
Code), MSC Res.391(95).
The International Legal Regime Governing Shipboard LNG
695
The need for an exclusive code instrument for regulation of LNG as a fuel became
imminent as LNG proceeded to be recognised as an alternative variety of fuel. As
early as in 2004, a proposal for the development of an international code for gas
fueled ships was instigated by Norway.
11 In this vein, interim guidelines were
adopted in 2009.
12 Eventually this led to the adoption of the IGF Code. The Code
entered into force on 1 January 2017 and is mandatory for ships using gases or other
low flash-point fuels. The Code recognises the importance of proficiency of seafarers
working on such ships and provides for relevant training requirements. The aim of
this Code is to minimise risks to ships and their crew as well as the marine
environment around the ship, in light of the nature of the fuels that are used.
Compliance with the IGF code is compulsory pursuant to amendments to SOLAS.
There are mandatory provisions which are relevant and applicable to LNG.
The Code consists of Parts A, B, C and D. Part A contains general provisions. As
stated earlier, it follows a goal-based approach and emphasises good engineering
practice to focus on building safety into the design of the system without relying on
operational methods or procedures. The goal is to provide for safe and environmentally friendly design, construction and operation of ships, particularly in relation to
installations of propulsion machinery systems, auxiliary power generation machinery using gas or low-flashpoint fuel. In general terms, the goal is also to ensure that
risk assessment is carried out to eliminate or to mitigate any adverse effects on
persons on board and the environment or the ship. Part B-1 addresses the issues of
testing of materials and specifications for metallic piping, materials used in fuel
containment systems. Part C-1 deals with drills and emergency exercises and
operational issues, the goal of which is to ensure that operational procedures for
loading, stowage, maintenance and inspection of systems are minimised in terms of
risk to personnel, ship and the environment. These should be consistent with the
practices prevailing for an oil fueled ship while taking into consideration the nature
of the fuel. Part D deals with training, the goal of which is to ensure that seafarers on
board ships are adequately qualified, trained and experienced.
13
11 Norway, “Proposal for Developing International Regulations on Gas-Fuelled Ships”, IMO Doc.
MSC 78/24/8 (19 December 2003) cited in Xu et al. (2015), p. 231, in particular footnote 40 at
that page.
12 Maritime Safety Committee, “Interim Guidelines on Safety for National Gas-Fuelled Engine
Installations in Ships”, MSC Resolution MSC.285(86), (17 June 2009) cited in Xu et al. (2015),
p. 231, in particular, footnotes 41 and 42 at that page.
13 See International Code of Safety for Ships using Gases or other Low Flashpoint Fuels (IGF
Code), MSC Res.391(95).
The International Legal Regime Governing Shipboard LNG
695