EDITORIAL COMMENT


IMO scores with goal based standards


A new era in regulation has begun with the introduction of goal-based standards (GBS) for the construction of tankers and bulkers ships by the International Maritime Organization (IMO). The new standards provide a loose regulatory structure within which, designers must produce vessels that are seen to be safe for the duration of their working life.


to a new regime. Change can oſten be stressful and many can find reasons why the new solutions will not work. A case in point would be the introduction of the requirement for double-hulled tankers adopted unilaterally by the US Government following the Exxon Valdez disaster in the late 1980s. At the time the Oil Pollution Act 1990


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(OPA 90) was introduced by the USA, some ship crew feared the new double- hulled vessels would be too rigid and they would crack. Others considered that a grounding accident involving a double-hulled tanker would result in greater environmental damage as the cavity weighted by in-flowing sea water would eventually see the vessel break its back. There were also concerns about the accumulation of gases in the ship’s cavity. Ship designers were also sceptical with


some concerned that the prescriptive nature of OPA 90 would mean that other, possibly better and safer, vessel designs would never be built as a result of the legislation. It is now some 20 years after OPA


90 and happily many of those genuine concerns voiced at the time have failed to materialise. Even so International Maritime Organization (IMO) has now started to move towards less prescriptive regulation that it says it hopes will lead to better innovation, through better design.


The Naval Architect July/August 2010


ew regulation can often be pilloried by those having to adapt their accepted working practices


According to the IMO: “Te notion of


“goal-based ship construction standards” was introduced to the IMO at the 89th session of the Council in November 2002 through a proposal by the Bahamas and Greece, suggesting that IMO should develop initial ship construction standards that would permit innovation in design, but ensure that ships are constructed in such a manner that, if properly maintained, they could remain safe for their entire economic life.” IMO considered that goal-based


standards needed to have four essential guiding principles, they had to be broad, over-arching safety, environmental and/ or security standards that ships are required to meet during their lifecycle; the required standard would be achieved by the requirements applied by class societies and other recognised organisations, administrations and IMO; they were to be clear, demonstrable, verifiable, long standing, capable of being implemented and achievable, irrespective of ship design and technology; and specific enough that they are not open to differing interpretations. Essentially the IMO agreed in principle


on a five-tier system and that the first three tiers constituted the goal-based standards to be developed by IMO, whereas Tiers IV and V were provisions to be developed by classification societies, other recognised organisations and industry organisations. Tier I refers to the goals themselves; Tier 2


is comprised of functional requirements Tier III is the verification of compliance criteria while Tier IV is the technical procedures and


guidelines, classification rules and industry standards and finally Tier V is made up of codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc. Implementation of the SOLAS


amendment of the rules will come in July 2012, but it is understood that the goal-based standards will only apply to vessels contracted aſter 1 July 2016 and further extensions could be gained for vessels that are not contracted, but are essentially being built speculatively. Goal based standards will operate along


side existing local regulations such as OPA 90 and will add to the Harmonised Common Structural Rules soon to be announced by classification societies. Te last word should be afforded to the


Secretary General of the IMO, Eſthymios Mitropoulos. He told the Maritime Safety Committee (MSC) in November 2008 that: “I consider the progress made towards finalising the associated guidelines for the verification of compliance worth mentioning. Te tremendous amount of highly technical work delivered in this respect by the Pilot Panel also deserves our commendation, as does the input of IACS. I thank all the experts involved.” Tis year Mr Mitropoulos opened the


MSC meeting that approved goal-based standards in May by saying: “Tis is a most significant development because what it effectively means is that, for the first time in its history, the Organization will, under the goal-based concept, be setting standards for the construction of ships.” NA


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