ClassNK - Experts & Thought Leaders

ClassNK has issued an Approval in Principle (AiP) for the designs of a cable jointing vessel and a cable burial vessel developed by Mitsui O.S.K. Lines, Ltd. The certification demonstrates its feasibility from regulatory and safety perspectives. In Japan, the expansion of wind power generation utilising offshore areas and surrounding islands with favourable wind conditions and relatively limited site constraints is expected as part of efforts to increase the share of renewable energy. Reinforcement of power transmission infrastructure However, regions suitable for wind power generation are often located far from major electricity demand centres, making the development and reinforcement of power transmission infrastructure a key challenge in delivering generated electricity to demand areas. In response to this challenge, long-distance subsea DC transmission using cable jointing and burial vessels is regarded as an effective solution for achieving efficient power transmission. Adoption of offshore wind power generation ClassNK carried out a design review of the ship based on part O of its "Rules and Guidance for the Survey and Construction of Steel Ships", as well as other relevant rules. ClassNK issued AiP after it was confirmed that the prescribed requirements were met. ClassNK will continue to contribute to the widespread adoption of offshore wind power generation by supporting new technology development and social implementation, including through safety assessments.

ClassNK has issued approval in principle (AiP) for a concept design of the Multiple Alternative Fuels Ready (Ammonia/Methanol/LNG) and OCCS Ready Bulk Carrier developed by Oshima Shipbuilding Co., Ltd. The certification confirms the feasibility of the vessel from regulatory and safety perspectives. ClassNK has published Annex 1 Alternative Fuel Ready (Edition 3.0.1) of the Guidelines for Ships Using Alternative Fuels, which summarises the requirements for adding class notations to ships (“Alternative-fuel ready vessels”) that do not use alternative fuels at the time of construction, but are designed and partially equipped to accommodate such fuels in the future. Advanced decarbonisation initiatives Similarly, requirements for a ready notation to onboard CO2 capture and storage systems (OCCS) are included in the Guidelines for Onboard CO2 Capture and Storage Systems (Edition 2.0). ClassNK reviewed the concept design of the vessel based on the above-mentioned guidelines. Upon confirming compliance with the prescribed requirements, ClassNK issued AiP. ClassNK will continually strive to contribute to advanced decarbonisation initiatives through safety assessments and more.

ClassNK has issued a General Design Approval (GDA) for the Low-pressure LCO2 Cargo Tank developed by Mitsubishi Shipbuilding Co., Ltd. This approval verifies the tank’s compliance with relevant rules at the detailed design level. GDA for a liquefied CO₂ cargo tank made of KF460 steel and applying technology that omits PWHT marks the world’s first case. This GDA includes a tank safety assessment process based on a fracture mechanics technique called Engineering Critical Assessment (ECA) to omit post-weld heat treatment (PWHT), which can be a bottleneck in tank manufacturing. An Approval in Principle (AiP) for Mitsubishi Shipbuilding's ECA evaluation process was issued in September 2024. Advanced carbon-neutral initiatives Based on the detailed design evaluation conducted by the Company and the material property assessment for a new steel conforming to NK standard 'KF460' developed by Nippon Steel Corporation, the structural integrity of the tank under the specified design temperature conditions has been demonstrated through ECA. In light of these assessments, ClassNK conducted a review of the tank in accordance with Part N of its 'Rules and Guidance for the Survey and Construction of Steel Ships'. Upon confirming that the tank meets the prescribed requirements even without PWHT, ClassNK has issued the GDA. This marks the first time ClassNK has issued a GDA for a LCO2 cargo tank. ClassNK will continually strive to contribute to advanced carbon-neutral initiatives through safety assessments and more.

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.