Page 22: of Maritime Reporter Magazine (September 2000)

phased out by 2018. The main advan- tage of the double hull is that the cargo is not in direct contact with the outer shell and bottom. But the ships still only have a single deck, which can corrode exactly like a single skin. So we will have to do more. Class will be more involved with corrosion protection, pos- sibly in a leading role.

The predictions are that after moderate newbuilding activity in the first part of the decade, the need for new and addi- tional bulk carriers will increase again.

Corrosion and damage from poor load- ing and discharging practices have led to serious structural problems, and there are substantial pressures for the safety of these vessels to be improved. IACS

Circle 307 on Reader Service Card derived decisive measures based on detailed studies, which were adopted by the IMO. These include higher safety margins particularly for double bottom and bulkhead structures to allow for accidental flooding. For the future we may expect that double hull designs, which are safer against water ingress, will become dominant also for bulk car- riers. But ways will have to be found to reduce the rough treatment during load- ing and unloading, and this will include more extensive use of self-loading sys- tems.

Gas carriers have an excellent safety record thanks to close co-operation between designers, shipyards and class societies, but also here new design ideas will be developed resulting in further progress in efficiency and safety.

The large fleet of aging general cargo ships is being replaced by modern muti- purpose carriers or by pure container ships. The multipurpose ships have become optimized multifunctional ves- sels, many of them with sophisticated design and operation aspects. Because they are equipped to carry containers in the holds and on deck, they are being employed on many routes as feeder ves- sels in the container transport chain.

The central role of classification soci- eties in ship safety will continue — not least because they have the most resources of technical expertise and feedback from their worldwide net- works. Because of the reduced engineer- ing resources of shipowners and yards, the engineers from class will play an increasing role in the future.

Class too will adapt to the economies of scale, which have caused many own- ers and yards to amalgamate. We may well see in the near future consolidation among class societies with at very least co-operative agreements between them.

The policies of the individual societies are going to be increasingly shaped by those agreed collectively through IACS — for to cope with future tasks our industry must act in unison. Additional- ly class and IACS must respond to the increasing interest and involvement of politicians and the public united in safe- ty at sea.

Great strides have been made in recent years to better co-ordinate the activities of the class societies and to standardize our activities. Important new policies emerged from the Erika disaster, which will bear fruit no doubt in the future.

Further improvements in safety at sea and the elimination of substandard ships can only be achieved if the entire indus- try — owners, operators, charterers, yards, insurers, industry bodies, the

IMO, Hag states and port states — work together for collective solutions. IACS today considers all these groups to be partners in this endeavor. Class societies individually and within IACS will con- sult and work closely with them as rules and regulations are adjusted and new policies developed.

For additional SMM coverage, turn to page 45.

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Website: http://www.harbormastermarine.com 22 Circle 240 on Reader Service Card Maritime Reporter/Engineering News