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