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HANSA 08-2018

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Schiffstechnik | Ship Technology Photo: Korean Register »We will focus on strategic and practical cooperation with other companies in and out of the maritime industry, instead of takeovers and mergers in the short term« Lee Jeong-kie, Chairman & CEO, Korean Register » As a result of the growth of the Internet of things and increasing technological breakthroughs, the maritime industry is more and more digitalized. We are already able to see that the traditional way of constructing vessels or operating fleet is being enhanced with digitalization. Examples of our new initiatives include the launching of drone surveys last year, which reduce customer costs and downtime, and significantly improves surveyor safety during the inspection process. Another such development is the extensive technological research conducted by the Cyber Security Task Force team following the development of the KR Cyber Security Guidelines. To enhance our core competencies as a class, KR has upgraded its Sea­ Trust software which is used to support effective and robust vessel design. In addition, the fleet management program, KR e-Fleet V2 has been significantly updated to include and integrate all the necessary preparations for survey and audit, allowing customers to simplify the process of managing surveys across their fleet. KR does not currently have plans for any takeovers or mergers in the short term. However, we regularly work in partnership with companies from different industries as well as the maritime sector to conduct research and deliver specific projects. Overall, KR’s priorities will continue to focus on its strategic and practical cooperation with other companies in and out of the maritime industry, instead of takeovers and mergers in the short term. Over the next five years, KR believes that the development of LNG fuel systems must be the core focus for the maritime industry. The imposition of the global Sulphur Cap 2020 has focused attention and the initial IMO (International Maritime Organisation) strategy for GHG reduction is boosting the development and improving LNG related technologies, because of its relative cleanliness. In addition to LNG fuel systems, study and research into clean energy is expected to increase as well. The initial IMO strategy is boosting interest in LNG fuel systems but there is a question as to how long it can last as an alternative fuel. LNG can offer an annual reduction in CO2 emissions of 25%. However, the Energy Efficiency Design Index (EEDI) requires the industry to reduce CO2 emissions by 5% each year, this means that over five years the cumulative CO2 reduction required by the EEDI will be 25%, which is the maximum reduction obtainable through the use of LNG. This raises the question of how long LNG can be regarded as a viable alternative fuel under the current EEDI regulations. Huge investments in facilities like bunkering stations are needed for LNG’s widespread dissemination, as a result the real concerns about its profitability and the prospects for alterna­ « tive clean energies like hydrogen will grow greatly. As a result, LNG’s potential market share fuel may be small, certainly for the next five years. « Sein Einsatz ist unbezahlbar. Deshalb braucht er Ihre Spende. www.seenotretter.de Die Seenotretter_DGzRS_180x75_Version1_4c.indd 1 24.07.14 15:32 58 HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8

Schiffstechnik | Ship Technology Photo: CCS Photo: Bureau Veritas »It’s worth noting that this is the golden period to overcome various basic technical and legal barriers« » » Jianhui Mo, Acting Chairman & President, China Classification Society CCS has no plans for consolidation projects like takeovers or mergers in the foreseeable future. In the past decade, the international maritime legislation bodies have introduced many mandatory requirements. Today’s paramount priority is implementing these regulations, instead of rolling out new regulations. With the increasing level of automation, the industry may wish to reduce manning on board for the sake of cost control. In this context, the existing regulations need to be revised to address various levels of automation. The proportion of LNG fuelled ships in the total world fleet is expected to keep growing in the next five years, due to the strict emission standards (»Sulphur Cap«), successfully issued plans and tax subsidies to encourage ships to use LNG and the rapidly growing number of bunkering stations. Hydrogen is going to be the ultimate energy source, and there is huge potential for the marine application of hydrogen fuel cells. Now, this application is still in its infancy. In the next five years, the development of fuel cells as an alternative fuel is expected to be slow, due to: power of fuel cells, manufacturing (very expensive), storage (bunkering facilities are not popular because of high cost), knowledge and transportation (high-pressure hydrogen storage cylinders have a disadvantage of low quality efficiency, with a mass of stored hydrogen of only 5% to 10% of the total cylinder mass). We believe that the unmanned ship will be the future trend in the long run and it will lead to overturning change. However, due to the current worldwide limitations of the technology, economy, personnel training and legislation factors, the autonomous/remote control ship will have more partial demonstration application rather than the large-scale commercial application. I’m afraid there will be no substantive change in market share within five years. There are three main reasons why intelligent ships will not have a big impact in the near future: Firstly, the mature intelligent system cannot be established in a short period of time. Furthermore, the actual experience of intelligent hardware and software running onboard is still to be accumulated. Finally, conventional shipping employees need enough time to complete the transformation. Rome was not built overnight. The appearance of intelligent ships reminds the industry that there is still plenty of fundamental work in the way ahead. It’s worth noting that this is the golden period to overcome various basic technical and legal barriers. »We see our organic growth continuing and we are likely – if not immediately – in the marine and offshore sector, to continue to grow through acquisition as well« Philippe Donche-Gay, Senior Executive Vice President, Bureau Veritas The Bureau Veritas Group is the largest testing, inspection and certification (TIC) company in the world providing marine classification and offshore services. Our business is now significantly more diversified than many of our competitors and we expect to see increased benefits from our being part of the larger BV group. This is particularly the case with respect to digital and technology developments. We see our organic growth continuing and we are likely – if not immediately – in the marine and offshore sector, to continue to grow through acquisition as well. We have said before that while we see consolidation in the classification sector as logical, we think that it is unlikely from today’s perspective. We can see the sector continuing the strategic acquisition of complementary businesses to expand capabilities. Demand for LNG as a marine fuel is growing but predictions of the take-up of LNG as a marine fuel have been inaccurate – and slower than some suggested might be possible. As with the growth in demand for LNG fueled ships, hybrid power systems and autonomous shipping are seeing growing interest, and there is greater understanding of their potential. Demand for hybrid power systems will only grow – we are seeing most interest for application in tugs, ferries and cruise ships but there are applications that could be suitable for conventional cargo ships as well. Regarding autonomy, it is important to discuss »levels« of autonomy. Perhaps the industry has been a little distracted by the idea of a jump to unmanned ships. In this respect, the scoping exercise of regulations that IMO has just begun is of great importance. This regulatory scoping exercise focuses on the instruments and regulations which may have an impact on, or may limit the introduction of maritime autonomous surface ships, taking into account different levels of automation. Ultimately, reliability, safety and economic benefits will determine the future role of remote monitoring and control, and the potential for any progression to unmanned ships. In general, digitalization is transforming our business. Perhaps not as fast as some hope but we must all be prepared to evolve fast. But we also need to focus on the realities of client and stakeholder needs today at the same time as we are digitizing the future of classification. Of the tens of thousands of ships trading today, few will convert to more autonomous or gas fueled operations but they can benefit from the increased efficiency we are bringing with digital tools and capabilities. « « HANSA International Maritime Journal – 155. Jahrgang – 2018 – Nr. 8 59

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