vor 2 Jahren

HANSA 08-2021

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  • Hansaplus
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  • Hamburg
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Schiffswerte vs. Ertragswerte · Port State Control · Klassifikationsgesellschaften · Compit-Preview · Digitalisierung im Wasserbau · Schmierstoffe · EU-Klimaplan · Reparatur- und Umbauwerften


SCHIFFSTECHNIK | SHIP TECHNOLOGY © KR Michael Suhr Regional Director North Europe – Korean Register S ince the fourth industrial revolution becoming more and more embedded in the maritime industry, our first priority is to accelerate the transition to be the industry leading digital classification society. First of all, we are always looking to enhance the operational efficiency and simplicity of the survey work process and to improve the safety of the working environment for shipping companies and surveyors by applying new technologies like remote inspection techniques such as drones and crawlers or virtual reality. Condition Based Maintenance (CBM) technology is also on the top of our list. We are working with ship owners and data analysis companies to install sensors on essential and auxiliary equipment on board newbuild and existing vessels to collect meaningful data which will be used to promote practical maintenance and energy efficiency of vessels. Some of the other digitalization work undertaken by KR is building big data platform, ship cyber security certification, KR’s 3D based drawing approval, e-certificates, etc. With Korea being an IT powerhouse, we have been able to hire engineers who are competent both in maritime engineering fields and IT technology. We are quite confident that our highly skilled people will provide us a competitive edge required to excel in this time of digital transformation. The International Maritime Organization (IMO), at the 76th MEPC meeting, announced the enforcement of more stringent decarbonization regulations. Among them, the assignment of Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII) will be applied to existing ships from 2023, creating a great challenge to the maritime industry. To this regard, KR has been providing customized technical services to allow its customers to adopt the most beneficial countermeasures for their individual vessels, such as determining exactly how much engine power limitation and reduction in ship speed is required. KR has also launched web-based smart software to provide EEXI calculations and CII, offering an easy and simple way to check whether a vessel meets the EEXI requirements or not. Besides, KR has recently published six visual presentations on its Youtube channel, offering comprehensive guidance on EEXI/CII compliance, with details of its preliminary analysis and introducing energy saving devices which will help shipping companies to make the necessary changes to manage their decarbonization progress. KR is also developing manuals and will be offering training seminars to support this important and rapid industry transition As a transition fuel, there seems to be no better option than LNG for international shipping at this point in time. However, LNG is also fossil fuel, albeit emits less harmful gases into our atmosphere than the conventional carbonbased fuel. Consequently, to meet IMO‘s 2050 GHG goal, the use of LNG alone will not be enough and substantial portion of world’s merchant tonnage will need to burn alternative fuels that leave little or no carbon foot print. However, in order to select right kind of alternative fuels, various factors such as price competitiveness of alternative fuels, eco-friendliness of whole fuel production process, infrastructure such as bunkering facilities, and safe transportation, etc. need to be considered. Although various studies are currently underway to determine which alternative fuels would be the best choice for international shipping, for the time being, the hydrogen and ammonia seems to be two feasible options for oceangoing ships. As a result, KR has been publishing regular technical information on carbon neutral fuels, such as ammonia, bio and hydrogen fuel, examining the technical advantages and disadvantages and providing an economic analysis on how each fuel is used. KR intends to complete and publish its new technical rules on carbon neutral fuel for shipping/ propulsion vessels by 2023. Meer erleben im Herzen der HafenCity KAISPEICHER B KOREASTRASSE 1 | 20457 HAMBURG TEL. 040 300 92 30-0 | WWW.IMM-HAMBURG.DE GEÖFFNET: TÄGLICH 10 BIS 18 UHR 52 HANSA – International Maritime Journal 08 | 2021

SCHIFFSTECHNIK | SHIP TECHNOLOGY Giosuè Vezzuto – EVP Marine – Rina © Rina O ur focus will be on energy transition and environ- mental, social and governance (ESG) criteria. We already have several projects and initiatives and are working with engine manufacturers and ship owners to deliver solutions to take the industry towards zero carbonization. Our work covers LNG as a transition fuel along with ammonia, hydrogen and biomethane for a zero-carbon future. We have new classification rules for the use of ammonia as a fuel and expect to use these in projects in 2022. Cybersecurity is another key topic for the coming year, and we are working to help support cyber resilience. All these areas of our business will be supported with digital tools. The IMO has set ambitious targets for 2030 and 2050. The goal is decarbonization, but this requires not only the technology but also availability of zero carbon fuels at economically sustainable levels. To succeed, we need to take advantage of the flexibility of technology that can be installed today and that can adopt the green fuels of the future. Today, LNG offers a substantial reduction in CO 2 emissions and the engines will be able to burn green fuels in the future. While we see the point the World Bank is making, improvements in LNG technology have been made and, while LNG is not the fuel for 2050, it is a bridge and important step to allow the shipping industry to start the decarbonization process. One of the biggest hurdles for green alternatives today is that they are still more expensive than traditional fuels. Governments could help by working on market measures to compensate the price difference. The Ever Given accident was probably caused by a manoeuvring problem, not related to class regulations. Although we should wait for the final investigation reports, the apparent cause of the ONE Apus incident was heavy weather and not related to safety or stability rules. Routes are already selected based on weather forecasts, but real time tools to measure the actual sea spectrum around the ship advising on best heading and speed to reduce ship accelerations would offer an immediate increase in safety. Such technology is already in use in passenger vessels. HANSA – International Maritime Journal 08 | 2021 53

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