Iacs

  • As Roberto P. Cazzulo, RINA, steps down as the Chairman of the IACS Council, Maritime Reporter caught up with him to discuss the current state and future direction of global class. 
     

    Given your experience, aside from the creation of IACS, what has been the most important change to the way in which “class” has conducted its business in the past 20 years?

        In my view, it is the Quality System Certification Scheme (QSCS) adopted by IACS in 1991. Quality is a pillar for IACS. The scheme adopted by IACS is based on ISO standards but substantially modified to take into account the specific job carried out by classification societies. Developing and putting in place a substantial scheme such as QSCS has not been a small undertaking.
    The scheme has been 25 years in the making and it continues to be dynamic, evolving and serving the industry well. The scheme includes the verification that classification societies actually apply the set of technical and procedural requirements that represent the result of IACS’ activities since its foundation, in 1968. Without the QSCS initial and periodic audits there would be no feedback about the effective implementation of these requirements.
    The changes in 2011 made the QSCS available also to classification societies which are not members of IACS, assessed by independent certification bodies.
    Consolidation within the classification society world has brought together great strengths, but also centered power and influence in fewer organizations. From the IACS perspective, what are the positives for the maritime industry? What are some potential drawbacks? Do you see the potential and / or need for future consolidation?

        The consolidation of two classification societies founding members of IACS, DNV GL, has not changed our way of working. It has not created a monopoly or lack of competition among classification societies, which remains very high, as well as cooperation between classification societies within IACS, which remains very high too.
    Just think about the amount of work and time (more than 10 years) required for developing the common structural rules for oil tankers and bulk carriers, intended to comply with the IMO Goal-Based Standards. From IACS perspective, it is important that classification societies keep their capability to invest in research and rule development, and consolidate these efforts, in a collaborative way, whenever there is an identified need and priority to develop rules, regulations and standards applicable by the whole industry.
    All of class is obviously global in scope, and just as obviously there are perpetual global “tensions” that could conceivably impact the important role that class does on a daily basis. Looking at the global geo-political picture today, where do you see “hotspots” or areas of concern for your members?


        Class is global in scope. It has to think global, about international rules and regulations applied to ships trading worldwide, and to act local, in any port or yard around the world. Classification societies had to expand their international network, establishing regional offices, technical and operational centers, with exclusive personnel, worldwide. The center of gravity today is in the Far East, due to shipbuilding in Japan, South Korea, China, Vietnam, Indonesia, as well as shipping mainly to and from China. The role of class is to maintain its own standards regardless of the country in which we operate. It is a challenge. From this point of view, there are less areas of concerns today than when the market was really very good but perhaps too dynamic. Let’s think about shipbuilding when new ship demand was very high, raising questions about quality of shipbuilding in some parts of the world for newly established shipyards. Nowadays the market is mature and all stakeholders pay a lot of attention to the quality of shipbuilding, facilitating our job.

    The role of classification societies has evolved. In your estimation, what has been the biggest evolution of class in the past five years? What is next?

        Classification societies are continuously evolving. The job is never the same even if you apparently do the same job for more than 30 years, like myself. Classification societies have evolved to become global providers of testing, inspection and certification services. However, classification (for ships, offshore platforms and supply vessels, fishing vessels, pleasure craft and other marine units) remains a very peculiar business, quite special with respect to other industries. It has to verify compliance with rules and regulations during plan approval, surveillance during construction, periodic and occasional surveys, as well as a lot of efforts for continually developing these rules, based more and more on first principles, goals and functional requirements. This will help class, industry and regulators to assess safety, environmental, cost and benefit implications, during rule development, in a more systematic and transparent way.
     

    What is the biggest development for so-called IACS quality classification societies in the past year? Are there any game changers looking large in the center porthole?

        As said before, classification is a very serious and important job, requiring competence and experience over the whole ship life cycle. Some other players may wish to enter the classification business and some other classification societies may wish to join IACS. This is allowed, of course, but it is important that it is based on quality performance. The level of quality of the fleet classed should be monitored by key performance indicators, for instance based on Port State Control detentions and deficiencies and other internal monitoring schemes, in order to keep charterers and insurers confident on class.

    As technology onboard ships quickly catches up with shoreside capabilities specifically the use of communication and software technologies to help maintain, monitor and even control shipboard systems – how is this evolution impacting the work and role of class?

        Ships are a concentrate of technology and integrated systems. Most of these systems are nowadays run by computers. This has changed the man-machine interface quite dramatically. You can touch on a screen to operate any piece of equipment on board. Through the use of modern communication and software technologies, one could have real time monitoring of what is happening on board also ashore. For instance, more and more ships are equipped with real time monitoring systems which could measure ship energy efficiency and transmit this information ashore. Another important development is the so called e-window. It is a way to transmit certificates, forms, reports when ships arrive in ports to various authorities, without any need to take care about formal aspects, such as different forms required by different authorities in different ports. Information trustworthiness is important. Classification societies already allow access to ship information, certificates and survey outcomes to many interested stakeholders. Software technologies and internet communication will definitely impact on the work of class such as all the other stakeholders. Class may of course benefit from the e-window exchange of information too. For instance, planned maintenance and repair data, electronic logbooks, incident and failure data, ship energy efficiency and emission monitoring data etc.

    Looking at technology in the whole, what technology over the past decade has made the job of class easier / more efficient / more effective, and why?

        Information technology. Class survey reports, certificates, rules, instructions, procedures are available in any part of the world by simple access via internet to each classification society’s live databases. This makes our job easier, for instance when planning class surveys, looking at previous survey reports and gathering information relating to plan approval and survey activities. E-learning has benefited from information technology too. The work within IACS has dramatically changed. Every day hundreds of e-mail messages are exchanged among various working groups. It was very different just twenty years ago, when most decisions were taken at meetings or by correspondence.

    What technology has made the job of class more difficult, and why?

        Information technology. The amount of information accessible via internet and vis-a-vis all interested parties is huge. This creates a sort of information inflation and the most important information due to this noise might be overlooked. It is a problem for anybody today. It is very delicate for all people running ships or looking at ships, such as class. For instance, surveyors are required to look at hundreds and hundreds of thickness measurements. They may miss hot spots, which often come out from experience rather than thousands of gaugings.

    We understand that ship technology does not evolve in a vacuum, and the recent history of the container shipping sector with economic factors driving real and significant technological change (ie. slow and ultra slow steaming and all of the accompanying changes to ship and machinery) serves as an example. But looking ahead, what do you consider to be the most significant technological changes in our industry being discussed / adopted today that will have the most dramatic impact on shipping in the next decade?

        Environmental regulations, such as NOx Tier III, SOx 0.1% in ECA and 0.5% global and GHG EEDI phase 3 that are foreseen in the incoming years (2015-2020-2025), are requiring deep changes in ship design and use of innovative technologies.
    Probably slow or extra slow steaming has been the easiest solution in the short term, fitting a depressed market, but in the long term it cannot be the answer. In the future the market may again require full speed steaming and what will happen to ships now built with minimum propulsion power? The power installed may perhaps be even lower than that required for maneuvering in heavy weather conditions, which is a serious safety issue. We need to look ahead, project ourselves to the future, look at innovative designs and technologies, such as alternative means of propulsion, alternative fuels, multi-hull platforms, other means for transferring cargo on board e.g. by transshipment, etc.
    However, technologies do not evolve in a vacuum and ships cannot be seen in isolation. The use of LNG as alternative fuel is an example of where shipping has to be part of a larger chain of changes.

    LNG as fuel continues to pick up support. Looking at the looming emission and fuel regulations to and through 2020, please comment on how you see “LNG as Fuel” evolving in the coming six years?


        LNG could become a viable alternative in particular for short sea, coastal shipping and inland navigation. There are many projects coming out and IACS is actively participating to the development of the IMO IGF Code. The promise is to cut NOx, SOx and PM emissions, as give a certain percentage of reduction to GHG emissions too. Bi-fuel engines may provide the necessary flexibility to switch from traditional fuel to LNG when navigating in ECA or coastal waters. However, LNG requires a lot of technology and infrastructure facilities ashore. Not all countries are nowadays prepared to accept LNG fuelled ships and this put questions in the short term evolution of LNG to become the ship fuel of the future. It is an industry sustainability issue rather than ships alone issue.

    The lines of demarcation between ‘Class’ and the regulatory community that they help serve, are becoming blurred. Classification Societies now routinely perform many tasks heretofore the exclusive domain of the flag state and the Coast Guard. As this practice widens, how do you maintain your objectivity and more importantly, who is checking now to make sure the job is being done correctly? Are there checks and balances still in place? If so, how?

        Classification societies can carry out work delegated by flag States that falls within their field of expertise. But such a delegation of activities is not a delegation of responsibilities. Classification societies are subject each year to a number of audits for their own work, regularly scrutinized for tasks carried out on behalf of flag States, first of all by the flag Administrations themselves then by port States, for the European Recognized Organizations (that in fact are all IACS Members plus currently one, RINAVE, which although not an IACS member has been subsumed by BV which is) by the European Maritime Safety Agency and in the U.S. by the Coast Guard. The USCG plays a very important role both as port and flag State to assess the quality performance of classification societies. A representative of the US Coast Guard, John Hannon, is presently chairman of the IACS Quality Advisory Committee. In this role, he has the opportunity to observe audits carried out on the QSCS applied by all IACS Members and possible applicants. The Advisory Committee uses feedback from these audits and other information gathered from flag Administrations, port States and industry, to recommend IACS adopt measures for continual improvement of the QSCS requirements.

    Are there roles that Class should not take on? 

        Class should not take on responsibilities from other interested parties and they do not wish to do it. For instance, class does not wish to replace shipowners’ responsibilities for operation and maintenance of ships. Nor does class intend to replace shipbuilders’ and manufacturers’ responsibilities for ship design and construction. Class has an independent role to play, on behalf of insurers, charterers, flag and port States, to assess ship compliance with given rules and regulations. This does not prevent class and even invites class to follow the whole ship life cycle, including technical advice during the development of rules and regulations, design review and plan approval, surveillance during construction, type approval and testing, periodic and occasional surveys, and any studies or assessments that may be conducted for these purposes. The use of new technologies, development of new designs, improvement of ship energy efficiency and attention to the environment, towards zero-emissions, requires deep involvement by all parties and their best competences put at disposal of the shipping industry.
    It is what classification societies and IACS aim to do.
     

    (As published in the July 2014 edition of Maritime Reporter & Engineering News - http://magazines.marinelink.com/Magazines/MaritimeReporter)

  • we caught up with Jeong-kie Lee, Chairman and CEO of the Korean Register and also the Chairman of the International Association of Classification Societies (IACS), for his insights on the dominant trends moving the maritime industry into the future.The maritime industry has been challenged, to say the least.

  • The Council of the International Association of Classification Societies (IACS) has agreed to develop classification requirements that would augment the surveillance by the societies of items which recent investigations h^ve revealed to be potential sources of hazard or pollution. Announcement of

  • decides the current system is effective and workable, then support it and put these criticisms to rest." ABS welcomes the recent decision by the IACS Council to work towards the adoption of common scantlings and strength criteria. "It is no longer reasonable to place classification societies in the

  • For shipbuilders, Type Approval by the International Association of Classification Societies (IACS) is a key criterion in the selection and installation of products and systems for a wide range of shipboard applications. For manufacturers, meeting IACS standards is a major factor in the design, development

  • Hull Tankers' Conference in London, Pomeroy said that the relationship with other members of the International Association of Classification Societies (IACS) had been an important consideration throughout the project. "Although conceived by ABS, DNV and LR independently from any discussions within the

  • may exist due to their sheer size and scale of operation, and in the execution of emergency evacuation. The problem is recognized by both the IMO and IACS and risks are being analyzed objectively, and impartial solutions will be found. We will see more fast monohull passenger ships such as the 24,500-gt

  • ClassNK released a new version of its PrimeShip-HULL (HCSR) ship design support software that is fully compliant with the new IACS Common Structural Rules (harmonized CSR) for oil tankers and bulk carriers. The new ship design support software is reported to be the first in the world to fully support the

  • acceptance of the gas turbine as a source of inert gas supply, the draft IMCO regulations for inert gas systems and the proposed amendments to the IACS unified requirements for inert gas systems. Requirements for Hull Structural Steels—Some amendments have been made, principally to achieve alignment

  • computers or implemented as an upgrade to existing loading computer programs. Loading computer programs with this feature are generally referred to as “IACS Type 3 Loading Instruments” as specified in IACS URL 5 (applicable for new buildings since July 2005), which define Type 3 as “software calculating

  • standards for mobile offshore drilling units, etc.).Major classification societies are members of the International Association of Classification Societies (IACS), which is a technically-based organization headquartered in London that currently consists of twelve marine classifications societies. Marine classification

  • Bureau Veritas has given preliminary approval to three designs for double-hull bulk carriers that are expected to meet future revisions to IACS and IMO regulations. The designs, two for Capesizes and one for a Panamax bulk carrier, will all withstand the flooding of each individual cargo hold and

  • MR Feb-24#31  the things they noted was the IACS suggested limit of 1% )
    February 2024 - Maritime Reporter and Engineering News page: 31

    released an analysis of the last 10 years of claims. One claims, which could indicate shipyard errors unrelated to lu- of the things they noted was the IACS suggested limit of 1% bricant choice. water being allowable: “The speed of hydrolysis depends on DNV Head of section for Propulsion and Steering in

  • MR Feb-24#16  permanent repairs by all major IACS class  The Path to Classi)
    February 2024 - Maritime Reporter and Engineering News page: 16

    of a continuous been “almost overwhelming.” polymer core that has been injected between two steel surfaces. Approved for permanent repairs by all major IACS class The Path to Classi? cation societies, SPS technology has been used in maritime and off- Securing AiP provides a technology developer with a

  • MR Nov-23#33  if any form of hull monitor-
IACS researchers have determined)
    November 2023 - Maritime Reporter and Engineering News page: 33

    the loss of the Stellar Daisy does pand ocean data collection at scale.” examples have the potential to reduce not mention if any form of hull monitor- IACS researchers have determined the cost of maintenance over a ves- ing solution was installed, but if it had that while Version 2 does not include sel’s

  • MR Nov-23#30  of wave data to ship  Like IACS, wave and weather analysis)
    November 2023 - Maritime Reporter and Engineering News page: 30

    Wendy Laursen he loss of the Stellar Daisy in 2017 was a tragic signi? cant wave height is less. reminder of the importance of wave data to ship Like IACS, wave and weather analysis companies rely on a design and operation. The vessel sank in the South wide range of data sources. “Every day, we ingest

  • MN Oct-21#68 . A founding member of 
IACS, the organization serves)
    October 2021 - Marine News page: 68

    of that important regulatory rollout. mission to promote the security of life and property and preserve the natural environment. A founding member of IACS, the organization serves both the global marine and Advanced Mechanical offshore sectors. ABS offers technical support during the design, construction

  • MN Aug-20#71  requirements of the corona-
IACS, the organization serves)
    August 2020 - Marine News page: 71

    start of that important regulatory rollout. preserve the natural environment. A founding member of When the social-distancing requirements of the corona- IACS, the organization serves both the global marine and virus pandemic restricted in-person audits, ABS respond- offshore sectors. ABS offers technical

  • MP Q4-19#54 .com  .. 32, 33, 34, 25 IACS  .....................)
    Nov/Dec 2019 - Maritime Logistics Professional page: 54

    ................... 26, 27 Hurricane Michael ........................ 25 Rosenweig, Ami .................... 44, 45 BookyourCargo.com .. 32, 33, 34, 25 IACS ........................................... 37 Royston ................................ 11, 12 Boskalis ...................................... 42

  • MP Q4-19#39  to 20 systems during that time, IACS 
classifcation societies)
    Nov/Dec 2019 - Maritime Logistics Professional page: 39

    days of their design and installation a decade ago. But while the owners or shipyards may have gained familiarity with 10 to 20 systems during that time, IACS classifcation societies such as ABS have seen thousands of in- dividual systems, and have developed the kind of experience that can help owners avoid

  • MP Q4-19#37  
publicly available by other IACS members 
confrms a similar)
    Nov/Dec 2019 - Maritime Logistics Professional page: 37

    its class, peak demand for retrofts will be in 2022, when more than 1,600 ships will need BWMS retrofts. Recent data made publicly available by other IACS members confrms a similar proportion of their feets will require servicing at that time, poten- tially creating a bottleneck at the shipyards. The

  • MR Nov-19#47 .   si?  cation Societies (IACS), and “able to  inforce)
    November 2019 - Maritime Reporter and Engineering News page: 47

    Association of Clas- Karl Schultz said “Events like these re- 420 feet, 16,000 tons, Range science missions in the Arctic summer. si? cation Societies (IACS), and “able to inforce the reality that we are only one 37,000 miles; Diesel-electric, two “Our challenge is to do that maintenance conduct year-round

  • MN Nov-19#89  solutions is crucial 
Although IACS is a non-govern- speci)
    November 2019 - Marine News page: 89

    . Bosch Rexroth, for example – for lished by each individual society. The second category is de? ned by marine product solutions is crucial Although IACS is a non-govern- speci? c inspections, which are issued to success in this industry. Whatever mental organization, it plays a role for essential

  • MN Nov-19#62  
to do the job. Are the IACS class)
    November 2019 - Marine News page: 62

    REGULATORY REVIEW “If there is a system in place to use third party organizations, then the USCG should trust the TPOs – especially if they do not have the manpower to do the job. Are the IACS classi

  • MN Nov-19#60  was under a 
the job. Are the IACS class)
    November 2019 - Marine News page: 60

    seem to matter. TPOs – especially if they do not have the manpower to do In one case, we had to argue why the doubler was under a the job. Are the IACS class

  • MN Nov-19#28  can be quite modest, or as 
by IACS classi? cation societies)
    November 2019 - Marine News page: 28

    COLUMN SAFETY MANAGEMENT SYSTEMS third-party registration and oversight, typically provided and implementing the SMS can be quite modest, or as by IACS classi? cation societies and registering bodies. This much as $50,000 or more. requires annual of? ce audits and vessel audits. Based on Unless you

  • MP Q3-19#48  Institute  ......... 29 IACS  .....................)
    Sep/Oct 2019 - Maritime Logistics Professional page: 48

    ...... 38 Hulkkonen, Tapio ......................... 18 ,20 Port Fourchon, LA ............................. 38 Chartered Management Institute ......... 29 IACS ................................................. 25 Port of Jacksonville ........................... 36 China Merchants Group .................

  • MP Q3-19#25  China. To that end, ABS – the IACS classifcation  risen from)
    Sep/Oct 2019 - Maritime Logistics Professional page: 25

    roundtrip between the U.S. Gulf Coast and the Driven by U.S. shale oil and gas, global exports of ethane have east coast of China. To that end, ABS – the IACS classifcation risen from zero to eight million metric tons annually in the past society of choice for more than 85% of the current VLEC market –

  • MR Oct-19#63  human element is important and IACS 
needs to help the industry)
    October 2019 - Maritime Reporter and Engineering News page: 63

    . Class needs to be involved in the validation of new emerg- ing technologies and the certi? cation of new age vessels. The human element is important and IACS needs to help the industry upskill and reskill its workforce to prepare it for the ever more sophisticated technological advancements in onboard

  • MR Oct-19#62  
(IRClass) and Chairman 
of IACS.
 
Courtesy Indian Register)
    October 2019 - Maritime Reporter and Engineering News page: 62

    Chairman, Indian Register of Shipping (IRClass) Arun Sharma is Execu- tive Chairman of the In- dian Register of Shipping (IRClass) and Chairman of IACS. Courtesy Indian Register of Shipping New technology has revolutionized the demands of shipping in the future. Malta, Cyprus and Bulgaria. to take

  • MN Mar-19#57  Tier III certifca-
tion by all IACS groups. The SCR 
system)
    March 2019 - Marine News page: 57

    Tier III Nod for Compact MAN 175D SCR MAN Energy Solutions’ compact MAN 175D SCR system has been awarded IMO Tier III certifca- tion by all IACS groups. The SCR system was released for production in October 2018, and won its frst HEVIMA Hybrid Propulsion order in January 2019. With an ex- for

  • MN Mar-19#30  with IMO vessel regulations, IACS 
erations and maintenance)
    March 2019 - Marine News page: 30

    assets primarily rely on risk-based expertise includes: hybrid power applications, ship systems op- studies in combination with IMO vessel regulations, IACS erations and maintenance, systems designs, risk and reliability requirements, the applicable industrial standards and Rules analysis (FMEA, RCM)

  • MP Q3-19#48  in This Edition
A, B, C IACS  .....................)
    Jul/Aug 2019 - Maritime Logistics Professional page: 48

    .superior-ind.com (320) 589-2406 39 TOC Events www.tocevents-americas.com Please visit us online THE LIST People & Companies in This Edition A, B, C IACS ............................................................................ 20 Ports America Chesapeake ........................................

  • MP Q3-19#20 ,025 SOLAS based 
performance of IACS af?  liated Recognized)
    Jul/Aug 2019 - Maritime Logistics Professional page: 20

    10,418 individual ciencies found on board. The following table shows the PSC vessels visited U.S. ports, and a total of 9,025 SOLAS based performance of IACS af? liated Recognized Organizations safety examinations were conducted by the USCG during the among those announced by the Paris MoU for the three

  • MP Q3-19#18  words 
RS 1,382 57 4.12
– the IACS Classi?  cation Society)
    Jul/Aug 2019 - Maritime Logistics Professional page: 18

    at it. In this case, we’ll look at inspections RINA 3,125 93 2.98 and detentions per Recognized Organization – or in other words RS 1,382 57 4.12 – the IACS Classi? cation Society responsible for each vessel. 18 Maritime Logistics Professional July/August 2019 |

  • MR Nov-18#36  
ships. ClassNK isn’t the only IACS  that describes the best)
    November 2018 - Maritime Reporter and Engineering News page: 36

    Dirty and Dangerous’ is the catch-phrase ample. As con? gured, it’s got expensive vessel industry, headquartered just 30 ships. ClassNK isn’t the only IACS that describes the best reasons to employ Pillarless Glass, expensive shock-miti- minutes down the road from ASV Glob- member to address the advent