Schiffstechnik | Ship Technology Photo: DNV GL Photo: ClassNK »It is important that the IMO and IACS regulatory frameworks keep up with the rapid rate of innovation« » We will continue to enhance service delivery and new customer offerings during a period of digital transformation and new regulatory complexity. While continuously developing our rules to deal with emerging challenges and technologies such as, vessel automation, remote operation, and cyber security. DNV GL has no plans to participate in any further consolidations in the classification market. But it cannot be ruled out that further consolidation will take place. Classification is an instrumental safety net within the shipping and offshore industries. We believe that competence and innovative capabilities e.g. in the digital transformation will require robust classification societies going forward. Having just completed my time as IACS Chairman, the changing regulatory environment has been a particular focus over the last year. I remain convinced that international regulations that allow shipping to develop innovative practices and technologies are essential. It is important that the IMO and IACS regulatory frameworks keep up with the rapid rate of innovation. Increasing levels of automation requires regulators and the industry alike to take a fresh look at the relevant regulations. Over the next five years we will see more diversity in the fuel mix, especially as the 2020 regulations on sulphur come into force. On LNG, our most recent count is 124 ships in operation with 133 on order. This could accelerate as we get closer to 2020, but will still be a relatively small part of the world fleet. Other alternative fuels such as hydrogen, methanol and biofuels, are emerging but uptake is for niche applications. Batteries, and to a lesser degree fuel cells, will be most relevant for short-sea shipping. Scrubber ordering is accelerating but the total count is less than 1,000 units either installed or ordered. We don’t expect this to increase much above 2,000 units by 2020 so the uptake will be limited compared with the world fleet. Autonomous shipping is likely to have some uptake in some coastal trades over the next five years. « In the deep sea sector, this is unlikely as global regulations are not in place. However, we are likely to see benefits in terms of improved performance, maintenance, and safety as vessels become more connected. Knut Ørbeck-Nilssen, CEO, DNV GL – Maritime »Without a major breakthrough in technological innovation, the widespread use of batteries by standard merchant ships is not likely in the next five years due to limits in output, range, and charging time« » ClassNK always commits to provide the best service that responds to clients’ needs and to support those clients with challenges they may be facing. Taking our electronic certificates system and GBS-SCF compliant data center as examples, we have identified the need for such solutions, collaborated with industry players to make them more convenient and practical, and became the first to release them in the market. Through this approach, we will keep on providing the best competitive service for the unprecedented transitions in digitalization and environmental challenges. Speaking only on behalf of ourselves, we do not expect to be involved in takeovers or mergers in any way. The industry may find the necessity for any kind of regulation or guidance that would ensure sound utilization of maritime digitalization. Not only the cyber risks which the IMO and other organizations have already worked on, but also the handling of data such as its exchange, property, and quality may be a potential topic of interest. There are currently over 120 LNG-fueled vessels in operation with many more in being ordered. If all of these orders are successfully carried out, there will be over 210 LNG-fueled vessels excluding LNG carriers and inland water vessels in operation by 2023. It is also expected that the use of rechargeable batteries as a propulsive power source for small vessels in harbors etc. will increase to some extent. However, without a major breakthrough in technological innovation, their widespread use by standard merchant ships is not likely in the next five years due to limits in output, range, and charging time. As the onboard duties performed by crew are complicated and include a broad range of tasks, the development of autonomous/remote control of vessels « will likely advance in a gradual and step-by-step manner in the next five years. Taking this into consideration, ClassNK released its Guidelines for Concept Design of Automated Operation/Autonomous Operation of ships at the end of May as a reference. Taira Narisawa, General Manager of Public Relations, ClassNK 56 HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8
Schiffstechnik | Ship Technology Photo: Lloyd’s Register »We see the role of the seafarer moving away from ›maintenance and operation‹ to a much greater focus on operation« Nick Brown, Marine & Offshore Director, Lloyd’s Register » As with most industries, scale is of critical importance. It is important because it offers the advantage of maintaining sufficient capacity to facilitate innovation, co-creation with our clients and research and development in line with the continuous acceleration of technology, safety and environmental expectations from our society in this 4 th industrial revolution. Over the past three years, we have been pleased to see our market share grow significantly, thus supporting our ambitions in innovation and R&D. We will continue with our focussed approach, placing our client’s needs and the quality of our service delivery at the heart of what we do. We expect to continue our position as one of the leading providers of classification, certification, and assurance in the Marine and Offshore industry for the future, as well as the present. Firstly, regulation needs to be practical and global, ensuring a level playing field. Advances in technology and the opportunities this brings to reduce GHG emissions from our industry as well as reduce our carbon footprint should be welcomed. However, as with the initial LNG-Fuelled projects we need to work within a riskbased regulatory framework initially, to gain experience from such technology or alternative fuels and then bring this experience together to support practical regulation that encourages innovation and environmental and safety improvements. In 2014, our Global Marine Fuel Trends 2030 report suggested 11% of deep sea shipping could be using LNG as a fuel. We now see this being an underestimate. As the LNG supply chain takes shape and the 2020 Sulphur limit accelerates the move away from HFO, more deep sea ships are being ordered with LNG as a fuel option. We also believe the industry will welcome the increased adoption of greater levels of autonomy in shipping, thus allowing technology to do what it can do best and allow those crew on board to spend more time on tasks where their skills and experience can add the greatest value. As remote diagnostics and increased remote analytics of ship performance and ship operations builds on greater sensor reliability and cheaper data transmission costs, we see the role of the seafarer moving away « from »maintenance and operation« to a much greater focus on »operation«, with maintenance being carried out in planned periods by specialists teams and SMEs. HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8 57
