HANSA 09-2022

SMM GREEN The class

SMM GREEN The class perspective How to decarbonize shipping? Priorities and prospects There are many levers to be tightened in the environmentally sound transformation of the maritime industry. But where to start? We have asked classification societies. These are their answers The shipping industry faces huge challenges to decarbonize and meet the tar- gets set by IMO 2030 and 2050. Although there is much work to be done, a lot of progress is being made with some exciting opportunities through new technology and new energies. Classification Societies are evolving into professional transformation advisors and regulatory experts for an uncertain commercial world. As one of the hard-to-abate sectors, the shipping industry has to look at other industries to find potential solutions, both for the longer term and for the present. Decarbonization requires a multi-faceted approach with solutions that will reduce carbon emissions today and meet IMO 2050 going forward. It also involves all stakeholders within the industry, technology, new fuels, and fresh approaches to operating procedures. We simply cannot afford to ignore any of the options available to us if we are going to achieve our goals. This all requires collaboration, which is why RINA has established global Decarbonization Committees, including one focusing on Northern Europe, to discuss practical, achievable solutions that will take the industry forward putting at service of the industry its experience in the decarbonisation of multiple sectors, including mobility, infrastructure, and energy. When considering new fuels, shipowners are faced with problems relating to available onshore infrastructure and knowing which fuels will be readily available for bunkering in the future. For new vessels today, knowing which technologies to invest in to ensure both compliance and longevity is an issue. However, the recent Approval in Principle Giosuvè Vezzuto EVP Marine – RINA (AiP) of LNG/hydrogen-fuelled MR tanker offers a practical way forward. Using a novel propulsion arrangement, LNG is used to produce hydrogen directly onboard the vessel using a gas reformer, negating the need for portside hydrogen infrastructure. It is a perfect example of how modular, scalable solutions can provide the industry with solutions to take it forward step by step. Technology can be added over time and increasing amounts of hydrogen used to fuel the ship going forward, exceeding the requirements of IMO 2050. This exciting option can be applied to any size of vessel and is a solution that owners and operators can embrace today with confidence. RINA has also carried out studies to define testing protocols for type approval and product certification for fuel cells, © Rina which can be used together with unconventional fuels (LNG, Methanol, Hydrogen) as part of the energy transition. Solutions for cruise ship distributed power generation (e.g., in ships’ Main Vertical Zones) based on methanol solutions for the supply of the relevant fuel cells have been approved. Some applications will be ready this year for possible installation on board. Alongside new fuels like hydrogen, ammonia, methanol and hybrid or fully electric designs, as well as possibilities including nuclear power, digitalization remains a vital component of the decarbonization journey. Through advanced analytical techniques, fleet optimisation software delivers significant advantages in terms of operational efficiency and reduced emissions. Through data and digital tools, there’s increased safety, reduced risk of human error, and more about best-operating practices is learnt. These are essential tools to support the industry starting immediately and into the future. While the shipping industry faces one of its biggest challenges in decarbonization, this is also a time of opportunity and innovation that will redefine it for the future. In the long term, we need to find ways around the barriers to zerocarbon fuels, through collaboration, investment, regulation, and incentives. New fuels need to be made available at a scale and price to provide viable options for the shipping industry and promote a greener economy. This will necessitate support from governments in the form of schemes such as emissions trading and levies on heavy fossil fuels, which h will help further finance the research and development of green solutions in the er long- term. 62 HANSA – International Maritime Journal 09 | 2022

SMM GREEN Rolf Stiefel Regional Marine Chef Executive for Central Europe – Bureau Veritas While the sustainable ships of the fu- ture will likely be propelled by ammonia, methanol or hydrogen, the innovation journey to develop and deploy these new fuels on global fleets will be powered by a much more intangible ingredient: trust. If one needs confirmation that new fuels can be safely rolled out in commercial shipping, they should look no further than the emergence of LNG as a marine fuel in the past 20 years. It wasn’t until the year 2000 that LNG started being used as a fuel on non- LNG carriers. At the time, industry collaboration and rigorous validation were instrumental in addressing safety and technology concerns, enabling LNG to rapidly gain traction in the industry. Today, the global fleet currently includes just over 700 LNG carriers and 300 LNG-fuelled vessels, and LNGpowered ships represent around 30 % of new orders. What was a technological leap forward just two decades ago is now a mainstream option. In addition to benefits in terms of emissions reductions, shipping’s experience with LNG has also had a more profound impact: it provides a blueprint of how we can safely develop the engines, tanks and supply infrastructure for the low carbon fuels that are in contention to power the fleets of tomorrow, such as methanol, ammonia and hydrogen. Perhaps the most important lesson from our experience with LNG is that there can be no innovation without trust. While in recent years our industry has demonstrated a remarkable commitment to tackle its decarbonisation challenge, the reality for many shipowners is that the future fuel landscape remains fraught with uncertainty. While the first engines capable of burning ammonia or hydrogen as a fuel are already under development, significant innovation is needed to overcome the technology and safety challenges related to the toxicity, flammability, and low energy density of these new potential fuels. Building the necessary global supply chain infrastructure will also take years. For shipowners, therefore, investing in these solutions can feel like a leap of faith. Given the level of investment at stake, owners need clarity and assurance that new engines and systems are safe and reliable. What they need, in essence, is trust. This is where classification societies play a fundamental role. Working with shipowners, shipyards and technology providers from the early concept stages to delivery, we provide the expertise and neutral position needed to independently assess new technologies. By doing so, we help build trust between all stakeholders, thereby supporting safe innovation across the industry. In practice, we help de-risk ambitious new projects through our Rules, Approvals in Principle (AiPs), Joint Development Projects (JDPs) and risk assessment processes. We validate compliance with existing rules and regulations, and where prescriptive rules are yet to be developed, we use our expertise and experience to help identify, assess, and mitigate potential risks, ensuring safety above all. A key building block of trust is our classification rules, which provide a © BV comprehensive framework on how to address the main risks related to specific fuels. For example, our Rule Note for ammonia provides specific requirements to manage toxicity, such as double-walled piping and detection mechanisms wherever there is a risk of leakage. This provides clarity to industry pioneers for a number of ambitious projects that we are supporting, including the development of the world’s largest ammonia-powered Very Large Ammonia Carrier (VLAC), standing at 93,000 m 3 , by Jiangnan Shipyard Group. Developing the knowledge to safely handle future fuels will require partnerships both within and outside shipping. In tangible terms, this means collaborating with other industries and academia to constantly expand our knowledge. For example, we recently carried out a study on ammonia as a marine fuel in collaboration with TotalEnergies. This project provided detailed insights on the efficiency of ventilation and vapour processing systems, the size of safety zones needed, and the health risks to people exposed to leaks. Studies like this are critical to help us refine our rules, protect crews and passengers, and help first-movers progress with confidence. In the midst of this explosion of technological diversity and variety, shipping must not forget another essential and invested party: the seafarers who will operate these vessels. As an industry, we have a responsibility to deploy safeguards to protect crews and ensure they have the right training to handle technologically complex fuels and vessels. Shipping needs to listen to seafarers, fully involve them in the development and deployment of new technologies, and earn their trust, too. If innovation will be powered by trust, it all begins – and ends – with people, from technology forward thinkers to those who will manoeuvre the ships of the future on the world’s oceans. HANSA – International Maritime Journal 09 | 2022 63