SCHIFFSTECHNIK | SHIP
SCHIFFSTECHNIK | SHIP TECHNOLOGY Jörg Langkabel – Area Manager Germany – DNV © DNV W ith the major transformations related to de- carbonization and digitalization, the need for trust and assurance in the maritime industry is grow- ing. We will keep on assisting the maritime stake- holders to navigate through the uncharted waters of decarbonization, developing new strategies and advisory services which will support and guide them through this challenging megatrend. At the same time DNV is taking advantage of the opportunities created by digitalization within our own organization, to offer new services and ways of working that enhance the customer experience, improve quality and are more efficient. Our ambitions are to lead the digital transition of assurance in the maritime market. During the pandemic, digitalization turbo-charged by at least halfa-decade. Our strategy of modernization and digitalization of class paid off and we will continue for 2022 and beyond. We are a long-time advocate of LNG and an early pioneer of its use as a marine fuel. Among the key findings of our »Maritime Forecast to 2050« report was that installing a dual-fuel LNG engine is a robust choice today enabling future flexibility. Advantages include that it is cost-effective asa dual-fuel LNG engine can run on cheaper LNG, compliant (20% to 25 % reduction in tank-to-wake CO 2 emissions) and flexible: if correctly designed, it can potentially be used for other fuels. Decarbonization is reaching a tipping point – and the IMO’s 2050 goal is coming under increasing pressure from regional and other value chain actors who want a faster transition. IMO’s EEXI and CII are the first steps towards achieving the IMO’s 2030 goal of reducing the CO 2 intensity by 40 %. But the EU wants to fully decarbonize by 2050 (this compared to IMO’s goals to reduce carbon emissions by 70 % in 2050). A »Climate Law« and associated policy initiatives will be introduced in 2021 paving the way for stricter rules for ships docking in EU ports e.g. ETS. Meanwhile, the new US administration is pressuring IMO members to commit to decarbonizing by 2050. Furthermore, China, South Korea and Japan have each declared ambitious plans for carbon neutrality – China is to fully decarbonize by 2060. COP26 in November 2021, officially the 26th United Nations Climate Change Conference, will see countries negotiate a strengthening commitment and present plans to combat climate change for the first time since the landmark agreement to restrict global warming at 2015’s COP21 held in Paris. Shipping should prepare for any fallout from COP26 which could result in tighter regulations. International problems like climate change need international solutions. We believe the IMO is the best vehicle for delivering on shipping’s obligations to reduce emissions. High ambitions when it comes to climate change are of course to be applauded but executing this ambition via a patchwork of regional regulations will only cause confusion, create an uneven playing field and dent market confidence for shipowners. Since the late 1990s we have seen major improvements in the safety of shipping, and even in the last five years reported (2015–2019) IHS Markit data confirms that we have seen a small but steady decline in ship incidents, both for casualties and total losses. Today, most accidents are down to human error and can be attributed to a handful of incident types. So safety has improved, but we cannot be complacent. Emerging safety concerns include Black swan events (Covid-19), increasing cyber threats, the ongoing crew change crisis and new fuels and technologies. Adopting new fuels and new technologies is the only route to 2050 – their combined benefit is irrefutable. But new fuels and new technologies are creating a new risk landscape, adding to an already complex operating environment. The gulf between the current safety risk picture and our ambitions towards increased digitalization and decarbonization is creating a looming safety gap. The longer we wait to identify and address these safety concerns, the more the safety gap will grow – the more we put in jeopardy our assets, our crew, our environment and our progress towards the smarter and greener future we all desire. Increased digitalization, too, offers huge benefits – we know that innovative technologies and valuable data drive enhanced efficiency, safety and cost controls. But here too questions endure around a lack of standardization, a growing vulnerability to cyberattacks and systems complexity. We all understand that decarbonization and technological progress must move with pace and determination. So, from a safety perspective, we simply cannot afford serious incidents which threaten to stymie industry advancement. Silos must be broken down in a collaborative, connected approach to fertilize knowledge sharing, while safety data and information should be shared for the betterment of safety at sea. 46 HANSA – International Maritime Journal 08 | 2021
SCHIFFSTECHNIK | SHIP TECHNOLOGY W e continue to concentrate on ensuring that, even under Covid-19 conditions, the professional ser- vices we deliver in support of seaborne trade remain fully available. In addition, we are strengthening our focus on decarbonization and digital transformation challenges through our role as the third-party certification body. The response to ClassNK’s 2020 launch of certification services dedicated to innovative technologies has exceeded expectations. Under the new framework »Innovation Endorsement«, we have certified 70 ships and four products and solutions powered by innovative technology. ClassNK will continue to promote this initiative in support of the innovations that can help resolve our industry’s various challenges. © ClassNK Rico Joehnk General Manager of the Hamburg office – ClassNK For the coming year, we will also give special attention to offering the comprehensive support the industry needs for smooth compliance with short-term Greenhouse Gas Emissions (GHG) reduction measures like Energy Efficiency Existing Ship Index (EEXI) and the operational carbon intensity indicator (CII). The pathway to decarbonization is uncertain and complex, with some industry players choosing to utilize LNG as a fuel. The role of class societies includes responsibility for ensuring the safety and effectiveness of actual projects; we will continue work with rigor to support the practical needs of our industry. Given that appropriate and commonly applied regulations can encourage fair competition and technology development, we hope there will be timely action to assist the emerging solutions that aim to meet to challenges of decarbonization and digitalization – including autonomous shipping. At this stage, we prefer to refrain from linking specific ship types or incidents to any discussions related to rule amendment. The industry learns from its experiences and incorporates them into standards, and this is reflected in the well-organized nature of existing structural rules. Alongside a number of stakeholders, ClassNK is part of the chain of contributors to maritime safety and is always ready to provide its expertise for further rule improvements as required. Carsten Most Tel. 040/72003-120 | E-Mail: carsten.most@akzonobel.com HANSA – International Maritime Journal 08 | 2021 47
