ClassNK - Experts & Thought Leaders

ClassNK has released the ‘Guidelines for Safety Operation for Ammonia-Fueled Vessels’ for considering the introduction of ammonia-fuelled vessels to ensure safe operation on board ammonia-fuelled vessels. By following these guidelines, safe and secure operation can be achieved for those involved in the operation of ammonia-fuelled vessels. The Guidelines give top priority to protecting the safety of seafarers, and cover matters to be kept in mind in daily operations, such as measures to be taken in the event of an ammonia leak in consideration of health, and requirements for personnel protection equipment (PPE) and emergency equipment in case of an emergency. Rise of alternative fuels Alternative fuels, such as ammonia have unique risks that conventional heavy oil fuels do not With the aim of decarbonising the shipping industry, the introduction of alternative fuel vessels is approaching 40% of the total on an order basis and is expected to increase further in the future. On the other hand, although alternative fuels, such as ammonia have unique risks that conventional heavy oil fuels do not, there is not enough information on the operation of such vessels. In order to provide proactive information on the operation of ammonia-fuelled vessels, this guideline was prepared based on the latest information in Japan and overseas, and published as the Ammonia Fuel Operation Guidelines. Regularly updated guidelines The guidelines summarise specific precautions and management methods for the transportation, storage, and operation of ammonia fuel, and provide practical content that can be used in the field from the perspective of seafarers. The guidelines will be continuously and flexibly updated according to future industry discussions, research results, and the latest knowledge. As part of the ClassNK Transition Support Services, which comprehensively support the smooth transition of customers to zero emissions, ClassNK will continue to contribute to the safe operation and active introduction of alternative fuel vessels.

ClassNK has released ‘Prime Shipmanagement Guidelines’, which aim to achieve sustainable ship management with safety as the highest priority. Given the evolving environment surrounding ship management, including fuel transition, stricter regulations, and crew shortage, ClassNK aims to enable flexible responses to unexpected situations by drawing on lessons learned from successful case studies that had not received much attention before. ClassNK's ‘Prime Shipmanagement Guidelines’ At sea, where unpredictable conditions are common, case-by-case judgment is essential to ensure safe navigation. Studies have shown that the majority of maritime accidents are caused by human factors. While technological advancements and the introduction of environmental regulations have contributed to improving the safety and efficiency of ship operations and management, they have also increased the burden on stakeholders by requiring the acquisition of new knowledge and skills that were not previously demanded. Resilience engineering ClassNK has focused on an approach to safety management known as 'resilience engineering' Under such circumstances, relying solely on the conventional approach of eliminating risks based on past failures is no longer sufficient to ensure appropriate responses. In response, ClassNK has focused on an approach to safety management known as 'resilience engineering', which emphasises analysing success factors and increasing their likelihood of occurrence and achieving objectives not only through strength, but also through adaptability. Based on these approaches, the guidelines present three points for advancing ship management: competency management, process management (a functional safety management system), and knowledge management. ClassNK’s mission  Building upon the foundations of conventional ship management practices under the ISM Code framework, ClassNK will continue to contribute to the sustainable development of ship management not only by reinforcing robust safety management for vessels, but also by implementing various measures aimed at reducing the burden on all stakeholders.

ClassNK has issued an approval in principle (AiP) for an Onboard Carbon Capture and Storage system (OCCS) developed by Mitsubishi Shipbuilding. The certification confirms its feasibility from regulatory and safety perspectives. Interest in CO2 capture the method from exhaust gases is growing alongside fuel conversion as part of efforts to reduce GHG emissions from ships. In response, the development of OCCS is progressing. Safety requirements for OCCS ClassNK will often strive to contribute to advanced decarbonisation initiatives via safety assessments To support the smooth development and introduction of related technologies, ClassNK has published the 'Guidelines for Shipboard CO2 Capture and Storage Systems' as a subset of the ClassNK Transition Support Services. This guideline outlines safety requirements for OCCS and its installation on ships. ClassNK reviewed the design of the system based on 'Guidelines for Shipboard CO2 Capture and Storage Systems'. Upon confirming compliance with the prescribed requirements, ClassNK issues an AiP. ClassNK will continually strive to contribute to advanced decarbonisation initiatives through safety assessments and more. Approval in Principle (AiP) At the initial stage of designing or before the specific target ship to be implemented is decided, the design is examined based on the existing regulations such as international conventions and ship classification rules, and an Approval in Principle (AiP) is issued as proof of conformity with requirements. It also prevents rework of regulatory aspects in the post-process, shortens the examination time at the time of class registration, and can be used as a technical basis for external appeal of the design status.

Aiming to establish minimum requirements for the cyber-resilience of newbuild vessels and their connected systems, IACS unified requirements (URs) E26 and E27 provide a new benchmark for shipping’s response to its growing exposure to cyber-attacks. Officially in force from 1 July 2024 and broadly welcomed by industry, the new URs represent another step forward in strengthening Maritime's resilience to the evolving cyber threat. However, according to a thought-provoking discussion recently hosted by Edwin Lampert, Executive Editor of Riviera in partnership with Inmarsat Maritime (a Viasat company), shipping companies must still conduct comprehensive risk assessments and implement appropriate mitigation measures. Vessel’s cyber security They ensure all stakeholders are responsible for the vessel’s cyber security Kostas Grivas, Information Security Officer, Angelicoussis Group told the ‘IACS URs E26 & E27: Bridging the gap between regulation and implementation’ session that the URs bring “obvious benefits” such as eliminating “scattered requirements”. They provide “common and crystal-clear ground for auditing and control purposes”, and establish “a solid description of the minimum technical, procedural, and other criteria that govern a vessel’s cyber resilience,” he said. Finally, they ensure “all stakeholders are responsible for the vessel’s cyber security”. Makiko Tani, Deputy Manager, Cyber Security at classification society ClassNK, also acknowledged that the new requirements will “contribute to the visibility of ever-digitalising shipboard networks and their assets”, however, as there is no one-size-fits all cybersecurity solution to all, she continued, “additional controls beyond those specified in the requirements may be necessary, depending on the vessel’s connectivity”. Digital transformation strategy To properly address the cyber risks that a specific vessel is exposed to, she said, “shipowners must conduct a thorough cyber-risk assessment. This relies on a ‘C-level commitment’ to establishing a cyber-security programme that facilitates compliance with URs E26 and E27 and any other future industry requirements while supporting the organisation’s digital transformation strategy”. The importance of looking beyond the IACS URs was also emphasised by Laurie Eve, Chief of Staff, Inmarsat Maritime, who proposed three key areas where companies should “focus and invest not only to meet new requirements but also to go beyond compliance and build good cyber resilience”. Quality management system and standards The firm should focus on training and grasping, managing user rights, investing in a regime system “The first key area, ‘people and culture’, addresses the notion that people are the weakest link in cyber security. According to a 2023 report from the United States Coast Guard as well as findings from Inmarsat’s security operations centres, phishing is the most common initial access vector in cyber-attacks. Investing in people, therefore, should be an absolute no brainer”, commented Eve. Specifically, he continued, a company should focus on training and awareness, managing user privileges, investing in a quality management system and standards such as ISO 27001, assessing suppliers’ risk-management practices, and embedding cyber-security in the organisation’s continuous improvement culture. Risk-management approach The third and final key area according to Eve is an ‘incident response plan’ (IRP). The second key area is ‘network-connected systems and services’. Given the number of attack surfaces on board a vessel and the ever-growing volumes of data moving between systems, many companies lack the time and resources to address all possible weaknesses. The solution, Eve said, is a risk-management approach in which the organisation assesses the risks, sets its risk appetite, and implements security measures according to the costs it is willing and able to bear. The third and final key area according to Eve is an ‘incident response plan’ (IRP). It’s prudent to assume that at some point there will be failures and a breach, an IRP comprises a robust set of contingencies to keep the cost of business disruption to a minimum. It requires investment in backup and data systems as well as regular staff training. “Having a plan is good; training, rehearsing, and improving the plan is better,” explained Eve. Cyber-security requirements While these recommendations apply to all ship owners, Eve acknowledged that there are differences from small to large operators in terms of the budget and internal capability invested in cyber resilience. “Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements which makes it a particularly good fit for “smaller operators without the in-house capability to put together their own solutions”, he said. Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements Combining three powerful components – Fleet Secure Endpoint, Fleet Secure Unified Threat Management, and Fleet Secure Cyber Awareness Training – the Fleet Secure portfolio provides the tools and facilitates a risk-management approach, supporting “compliance with the new requirements” and, more broadly, “increasing cyber resilience”, Eve added.