Mr. Niklas Rönnberg, Sales Manager at Lloyd’ s Register, acknowledges that new technology can present a challenge for ship classification.
” Of course, the launching of new marine technologies is generally a very positive thing – but it also means that new regulations and classification standards will be needed”, Rönnberg points out.
” When there are no rules, we have to develop them. In the meantime, perhaps, classification can be based on risk assessment after consultations with the customer.”
According to Mr. Rönnberg, the head office of Lloyd’ s usually draws up international rules and regulations in a centralised manner.
” With the rapid development of new technologies, however, there is no time to produce comprehensive regulations by the time they would have to be applied in classification. Temporary classification practices based on possible risks were utilised for the early cases where LNG fuel – liquefied natural gas – was being used in maritime fuel systems.”
” Understandably, flag states of vessels need specific regulations as soon as possible, but these things take time since international committees only meet on pre-determined schedules. It usually takes at least a year before all detailed classification standards related to new technologies are ready,” Rönnberg explains.
In due course, fuel cells and other newly introduced technologies will receive detailed classification standards. In the meantime, less detailed Guidance Notes for classification inspections may be published by the classification societies.
RISK ASSESSMENT AND CLASSIFICATION
In the absence of official regulations, ship classification can be based on risk management.
” For this purpose, classification societies carry out a Hazard & Operability Study( HAZOP),” Rönnberg says.
HAZOP studies systematically examine each element in a process, with the photo: ARI MONONEN
Mr. Olli Kaljala, Country Chief Executive for Finland at Bureau Veritas.
purpose of finding any situations that would cause a hazard or limit operationality.
” For instance, in the case of new fuels, the vessel’ s process for taking in fuel is examined and evaluated, in order to be able to minimise the risks to an acceptable level. This can sometimes be challenging work.”
” Risk assessment is not only about determining risk levels and evaluating actual risks, but also about psychology. Passengers may be afraid of flammable fuels or other new technologies. Fuels with apparent risks may be transported close to densely populated city areas”, notes Rönnberg.
” If the rules for technology are tightened to the limit, some technologies may no longer be feasible. Of course, if there is real danger inherent in a certain technology, it cannot be utilised anyway.”
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New technology will be utilised by the ship classification inspectors.
On occasion, similar types of risks may apply to different forms of transport. In such cases, cooperation between e. g. maritime classification societies and road authorities for risk assessment might bring synergy benefits.
” There may well be grounds for increased cooperation,” says Rönnberg.
” Technologies for both autonomous ships, autonomous vehicles, and drones
42 seatec 2 / 2018