Papers by Panos Zachariadis
Springer eBooks, 2019
Thus far the only regulatory measure to reduce greenhouse gases (GHGs) from ships is the adoption... more Thus far the only regulatory measure to reduce greenhouse gases (GHGs) from ships is the adoption of the Energy Efficiency Design Index (EEDI) by the IMO in 2011. This chapter will go over the rationale behind EEDI and the important factors that influence compliance of a vessel’s Attained EEDI with the regulatory limit of ship-type specific reference lines (Required EEDI) set by the IMO. This chapter will also go over related concepts and requirements, such as the Ship Energy Efficiency Management Plan (SEEMP) and the Energy Efficiency Operational Indicator (EEOI). Concerns around possible implications directly linked or relevant to the EEDI framework will be outlined, including EEDI vs minimum propulsion power. The Existing Vessel Design Index (EVDI) rating of RightShip will also be presented. Last but not least, a discussion of the weaknesses of EEDI will be provided.
The trend towards a risk based regulatory framework at IMO and within classification societies is... more The trend towards a risk based regulatory framework at IMO and within classification societies is expanding while some voices claim that a full ship risk based scantlings design approach can be immediately implementable. This paper attempts to clarify some widely used, but confusing to many, notions such as Risk Based Rulemaking vs. Risk Based Design, and IMO's Goal Based Standards Traditional Approach vs. Safety Level Approach, and the implications of their use, or misuse, to future ship rulemaking, design and safety. The paper elaborates on some identified weaknesses of Formal Safety Assessment and the risk based approach which must be corrected. It further cautions on the over eagerness of some rule makers and designers to drop all prescriptive rule formulations and haphazardly adopt risk based formulations borrowed from other industries which may not be appropriate for ships. A reliable risk based approach involves avoidance to cut corners and thus avoidance on relying on a large number of arbitrary assumptions. To be applied properly, the risk based approach requires a significant amount of future research in order to reliably link from first principles the ship risk model with the desired acceptable Risk or Safety level. 1 In this paper we cite IMO documents using the standard code for MSC (MEPC) publications: MSC (MEPC) x/y/z, where x: session; y: agenda item; z: document number of agenda item. MSC's 81 st and 82 nd sessions (MSC81 and MSC82) took place in London and Istanbul in
The international shipping industry has begun to move from a reactive to a proactive approach to ... more The international shipping industry has begun to move from a reactive to a proactive approach to safety through what is known as "Formal Safety Assessment" (FSA). The recent "Goal Based Standards" (GBS) approach is focused towards being another proactive instrument. Much of the recent debate at IMO is whether the GBS should be "Risk-Based," that is, whether it should use the full arsenal of risk-related methodologies that are already developed which includes FSA. The purpose of this paper is to outline possible improvements in the FSA process so that Risk-Based GBS can proceed smoothly without problems. To that end, a critical review of the FSA methodology is carried out with proposals on ways to improve it. All steps of the FSA approach are studied to identify possible pitfalls and/or other deficiencies. At this point some proposals are made to alleviate such deficiencies, with a view to achieve a clearer and more objective approach.
The international shipping industry has begun to move from a reactive to a proactive approach to ... more The international shipping industry has begun to move from a reactive to a proactive approach to safety through what is known as "Formal Safety Assessment" (FSA). The recent "Goal Based Standards" (GBS) approach is focused towards being another proactive instrument. Much of the recent debate at IMO is whether the GBS should be "Risk-Based," that is, whether it should use the full arsenal of risk-related methodologies that are already developed which includes FSA. The purpose of this paper is to outline possible improvements in the FSA process so that Risk-Based GBS can proceed smoothly without problems. To that end, a critical review of the FSA methodology is carried out with proposals on ways to improve it. All steps of the FSA approach are studied to identify possible pitfalls and/or other deficiencies. At this point some proposals are made to alleviate such deficiencies, with a view to achieve a clearer and more objective approach.
While it is generally accepted that the overall level of maritime safety has improved in recent y... more While it is generally accepted that the overall level of maritime safety has improved in recent years, further improvements are still desirable. It is fair to say that much of maritime safety policy worldwide has been developed in the aftermath of serious accidents (such as 'Exxon Valdez', 'Estonia', 'Erika' and 'Prestige'). Industry circles have questioned the wisdom of such an approach. The safety culture of anticipating hazards rather that waiting for accidents to reveal them has been widely used in other industries such as the nuclear and the aerospace industries. The international shipping industry has begun to move from a reactive to a proactive approach to safety through "Formal Safety Assessment" (FSA) and "Goal Based Standards" (GBS). FSA was introduced by the IMO as "a rational and systematic process for accessing the risk related to maritime safety and the protection of the marine environment and for evaluating the costs and benefits of IMO's options for reducing these risks". The recent GBS approach aims to be another proactive instrument, and there has been recent discussion in the IMO on the possible links between FSA and GBS. This paper attempts to clarify some widely used, but confusing to many, notions such as Risk Based Rulemaking vs. Risk Based Design, and IMO's GBS Traditional Approach vs. Safety Level Approach, and the implications of their use, or misuse, to future ship rulemaking, design and safety. The paper elaborates on some identified weaknesses of the risk based approach which must be corrected, with an emphasis on environmental risk evaluation criteria, which is an area in which further research is deemed necessary.
In order to maintain shipping capacity to serve seaborne trade, new ships have to be built to rep... more In order to maintain shipping capacity to serve seaborne trade, new ships have to be built to replace those scrapped. The cost of building, manning, operating, maintaining and repairing a ship throughout its life is borne by society at large through market mechanisms. Gratsos and Zachariadis (2005) had investigated through a cost/benefit analysis how the average annual cost of ship transport varies with the corrosion additions elected at the design stage. The results of that paper clearly indicated that ships built with sufficient corrosion allowances, truly adequate for the ship‟s design life, have a lower life cycle cost per annum despite the fact that such ships would carry a slightly smaller quantity of cargo. Furthermore the safety and environmental benefits due to the reduced repairs and extended lifetime of such ships were briefly discussed. The debate of how “robust” a ship should be was also transferred to IMO in the context of Goal Based Standards following a submission by...
Heading The international shipping industry has begun to move from a reactive to a proactive appr... more Heading The international shipping industry has begun to move from a reactive to a proactive approach to safety through what is known as “Formal Safety Assessment” (FSA). The recent “Goal Based Standards” (GBS) approach is focused towards being another proactive instrument. Much of the recent debate at IMO is whether the GBS should be “Risk-Based,” that is, whether it should use the full arsenal of risk-related methodologies that are already developed which includes FSA. The purpose of this paper is to outline possible improvements in the FSA process so that Risk-Based GBS can proceed smoothly without problems. To that end, a critical review of the FSA methodology is carried out with proposals on ways to improve it. All steps of the FSA approach are studied to identify possible pitfalls and/or other deficiencies. At this point some proposals are made to alleviate such deficiencies, with a view to achieve a clearer and more objective approach.
The paper contributes a reasoned methodology and useful data to the debate that is taking place i... more The paper contributes a reasoned methodology and useful data to the debate that is taking place in the context of rational Goal Based Standards. It is hoped that the paper will generate further debate which should eventually lead to generally accepted conclusions on meaningful minimum design and classification rule standards.
In order to maintain shipping capacity to serve seaborne trade, new ships have to be built to rep... more In order to maintain shipping capacity to serve seaborne trade, new ships have to be built to replace those scrapped. The cost of building, manning, operating, maintaining and repairing a ship throughout its life is borne by society at large through market mechanisms. The original paper investigated through a cost/benefit analysis, how the average annual cost of ship transport varies with the corrosion additions elected at the design stage. The results of the study clearly indicated that ships built with sufficient corrosion allowances, truly adequate for the ship's design life, have a lower life cycle cost per annum (AAC) despite the fact that such ships would carry a slightly smaller quantity of cargo. Furthermore the safety and environmental benefits due to the reduced repairs and extended lifetime of such ships were briefly discussed. The debate of how robust a ship should be was also transferred to IMO in the context of Goal Based Standards following a submission by Japan which stated that the increased steel weight of a more robust ship will result in increased CO 2 emissions due to a reduced cargo carrying capacity. Greece replied by submitting a summary of the original paper and preliminary estimations on Life cycle CO 2 emissions disputing the Japanese contentions. However, taking onboard the challenge, the authors present here an update, using the final IACS CSR bulk carrier corrosion margins and taking into account the major environmental implications of the heavier ship scantlings for two bulk carrier size brackets, Panamax and Handymax. The results show that the more robust ships would produce less CO 2 emissions over their lifetime.
Proceedings
The international shipping industry has begun to move from a reactive to a proactive approach to ... more The international shipping industry has begun to move from a reactive to a proactive approach to safety through what is known as “Formal Safety Assessment” (FSA). The recent “Goal Based Standards” (GBS) approach is focused towards being another proactive instrument. Much ...
While it is generally accepted that the overall level of maritime safety has improved in recent y... more While it is generally accepted that the overall level of maritime safety has improved in recent years, further improvements are still desirable. It is fair to say that much of maritime safety policy worldwide has been developed in the aftermath of serious accidents (such as ‘Exxon Valdez’, ‘Estonia’, ‘Erika ’ and ‘Prestige’). Industry circles have questioned the wisdom of such an approach. The safety culture of anticipating hazards rather that waiting for accidents to reveal them has been widely used in other industries such as the nuclear and the aerospace industries. The international shipping industry has begun to move from a reactive to a proactive approach to safety through “Formal Safety Assessment ” (FSA) and “Goal Based Standards ” (GBS). FSA was introduced by the IMO as “a rational and systematic process for access-ing the risk related to maritime safety and the protection of the marine environment and for evaluating the costs and benefits of IMO’s options for reducing thes...
While it is generally accepted that the overall level of maritime safety has improved in recent y... more While it is generally accepted that the overall level of maritime safety has improved in recent years, further improvements are still desirable. It is fair to say that much of maritime safety policy worldwide has been developed in the aftermath of serious accidents (such as 'Exxon Valdez', 'Estonia', 'Erika' and 'Prestige'). Industry circles have questioned the wisdom of such an approach. The safety culture of anticipating hazards rather that waiting for accidents to reveal them has been widely used in other industries such as the nuclear and the aerospace industries. The international shipping industry has begun to move from a reactive to a proactive approach to safety through "Formal Safety Assessment" (FSA) and "Goal Based Standards" (GBS). FSA was introduced by the IMO as "a rational and systematic process for accessing the risk related to maritime safety and the protection of the marine environment and for evaluating the costs and benefits of IMO's options for reducing these risks". The recent GBS approach aims to be another proactive instrument, and there has been recent discussion in the IMO on the possible links between FSA and GBS. This paper attempts to clarify some widely used, but confusing to many, notions such as Risk Based Rulemaking vs. Risk Based Design, and IMO's GBS Traditional Approach vs. Safety Level Approach, and the implications of their use, or misuse, to future ship rulemaking, design and safety. The paper elaborates on some identified weaknesses of the risk based approach which must be corrected, with an emphasis on environmental risk evaluation criteria, which is an area in which further research is deemed necessary.
Proceedings
The trend towards a risk based regulatory framework at IMO and within classification societies is... more The trend towards a risk based regulatory framework at IMO and within classification societies is expanding while some voices claim that a full ship risk based scantlings design approach can be immediately implementable. This paper attempts to clarify some widely used, but ...
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Papers by Panos Zachariadis