is going to make things more straightforward – previously the known interpretations would have to have been debated for every single project. When time is precious, anything we can do to help reduce hours of surveyor and shipyard time being dedicated to discussing items which were being widely accepted anyway.’
It was also clear that maintaining two separate Codes was creating extra work. Combining the two Codes into one volume even though it has two distinctive parts, gives those who work to update it when it needs it, a less onerous task. The whole Code can be reviewed at the same time.
And it’s also had a four-yearly review cycle put in place which will align with the International Maritime Organization’s revision cycle for SOLAS and that too will give greater efficiency in the process. The common annexes will also contribute to this potentially easier process to as they can be reviewed without having an impact to the individual Code sections.
This four-year cycle will make sure the Code remains relevant and up to date with international
46 | The Report • June 2018 • Issue 84
requirements. Industry will also have time to adapt to changes without having to consistently look to the next yearly edition. The new SOLAS cycle allows for requirements that are deemed to have an urgent safety need to be implemented between Code revisions.
The Large Yacht Steering group continues to meet regularly to discuss new interpretations and possible future improvements and updates. Adam Jackson is Technical Head of Ensign, the specialist Large Yacht Unit of the UK Ship Register. He said it was important to remain actively engaged with those discussions which would shape and influence future decisions around those interpretations.
Adam said: ‘This active engagement also means we’re able to quickly gain consistent interpretations on the Code when these are required by our clients and others connected with us.’
‘The Code is in a practical, usable and flexible format and it’s now ideally suited to the innovative nature of the yacht industry. It gives designers the opportunity to show their creativity while keeping to the spirit and intent of the Code.’
Shipyards and designers will be able to assess whether their plans and concepts will meet the intent of the Code at a very early stage. This is because the Code directly reflects equivalences and shows clear goal-driven standards and allows for new arrangements to be more quickly evaluated than would be achievable by prescriptive ones.
Helicopter landing areas, for example, have become increasingly common on board Large Yachts. Recognising this and noting the revision of international standards for Helicopter Landing Areas is a major change in the Code, with the results being published as Annex H. This Annex moves towards international flight deck standards for Large Yachts while allowing for design flexibility.
Adam added: ‘Ensign works closely with the Aviation Inspection Bodies who are appointed to certify flight decks on our behalf to make sure a fully certified flight deck can be delivered within the scope of the yacht design.’
‘‘For all of us in the REG, incorporating industry best practice and design features which are unique to the Yacht sector, provides
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