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2004

The emerging role of the classification society as an extension of

the flag state administration
Rogelio Estrada Villanueva Jr.
World Maritime University

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 WORLD MARITIME UNIVERSITY
Malmö, Sweden

THE EMERGING ROLE OF THE CLASSIFICATION

SOCIETY AS AN EXTENSION OF THE
FLAG STATE ADMINISTRATION

By

ROGELIO ESTRADA VILLANUEVA, JR.

Republic of the Philippines

A dissertation submitted to the World Maritime University in partial

Fulfilment of the requirements for the award of the degree of

MASTER OF SCIENCE

In

MARITIME AFFAIRS

(MARITIME ADMINISTRATION)

2004

Copyright Rogelio Estrada Villanueva Jr, 2004

 DECLARATION

I certify that all the material in this dissertation that is not my own work has been
identified, and that no material is included for which a degree has been previously
been conferred on me.

The contents of this Dissertation reflect my own personal views, and are not
necessarily endorsed by the University.

LT Rogelio E Villanueva Jr. (PCG)

30 August 2004

Supervised by :

Dr. Proshanto K Mukherjee

ITF Professor of Maritime Safety
World Maritime University

Assessor :

CDR Maximo Q Mejia Jr PCG

Lecturer, Maritime Administration / MSEP
World Maritime University

Co-Assessor :

Ulf Freudendahl
Senior Principal Surveyor
Det Norske Veritas

ii
 ACKNOWLEDGEMENTS

I can still remember a passage in the Cadet’s Prayer when I was still at the
Academy saying that “ it is better to tread the difficult paths rather than to stray on
the easier ways.” Writing a dissertation in so short a period of time complicated by
the requirements and responsibilities of my various extra-curricular activities seemed
like an insurmountable task at first.

Nevertheless, it was a challenge I accepted despite the large number of my

colleagues who decided otherwise. The completion of my work therefore is not
simply a personal achievement but a collective victory of all the people who
contributed their time, effort and resources in making this dissertation a reality.

I wish to express my most heartfelt gratitude and appreciation to all the kind-
hearted people who in one way or the other contributed to the success of this
undertaking.

To the thousands of surveyors and inspectors out there on the field and on
the shipyards who are painstakingly and meticulously performing their mandated
duties to ensure that ships are fit for their purpose.

To my benefactor, Mr. Yohei Sasakawa of the Nippon Foundation / Ship and

Ocean Foundation (SOF), for his philanthropic funding of my 17-month masteral
programme at the World Maritime University (WMU). Special thanks also to Mr.
Eisuke Kudo for his facilitation.

To my Agency, the Philippine Coast Guard (PCG), for allowing me to pursue

higher education here in WMU. In particular, I wish to thank Vice Admiral Arthur
Gosingan, Commandant of the PCG and the other members of the Chain of
Command.

To my former mentor and boss, Admiral Reuben S Lista PCG (Ret), whose
unorthodox philosophies and astronomical work standards has inspired me to
continuously strive for perfection in everything I do.

iii
 To my indefatigable supervisor, Dr. P.K. Mukherjee, for his excellent
stewardship and conscientious guidance. His excellent standard of instruction is a
most visible source of inspiration for all his students and peers in the academe.

To the WMU Administration, teaching and support staff, for providing the
students with the highest standards of maritime education and support services. I
wish to express my utmost appreciation to the Maritime Administration (MA) faculty,
particularly to CDR Max Mejia PCG for his inspiration, to Prof. Detlef Nielsen for his
indispensable facilitation of my interviews. To Mr. John Liljedahl and Capt. Sven-Ake
Wernhult for their advices. Special thanks to Ms. Susan Wangeci-Eklow, Mr. David
Moulder and Ms. Cecilia Denne for their untiring efforts and patience to assist me
with the references.

To my Swedish parents Arne and Kerstin Ulstrup, to the closely-bonded

community of Filipinos in Malmö, Tita Ely Åhlander and Kjell Kurtsson, Tita Linda
and Bosse Sorensson, Tita Linda Crebelllo and Kjell Nergärden, Tita Linda and Tito
Carding Cruz, Tita Mimi and Tito Jerry, Tita Claire Björnbäck, Nancy and Kenneth
Sandevi, Tita Mely and Tito Ador Curbi, Tita Piding Lövgren, Tita Angie, Beng
Evangelista and Lasse Holmertz, Lala Curbi and many others for their hospitality and
accommodation all this time. Täck så mycket.

To my friends and classmates, Joeven Fabul and family, Allan Dela Vega and
family, Carlos Portus, Jonielyn Pielago and family, Lydia and Junie, Butch Lobaton,
Bob Patrimonio, Toti Borja, Ronaldo Bandalaria, Ronald Magsino, Beth Tejuco and
Elmer Mendiola.

Finally to the my parents Rogelio Sr. and Tessie Villanueva, Antonio and
Josephine Dare and of course to the one person who has been my constant partner,
roommate, textmate, secretary, researcher, Folkets Park and Drottningtorget
companion, best friend, soul-mate and inspiration, my loving wife Anna whose
beauty as a person can launch a thousand seaworthy ships.

And above all, to the source of all my thoughts and deeds, to the grand
architect and principal surveyor of the universe, to the Lord God above.

iv
 ABSTRACT

Title of Dissertation : The Emerging Role of the Classification Society as an

Extension of the Flag State Administration

Degree : MSc

This dissertation is a study of the emerging role of the Classification Society

as an extension of the Flag State Administration.

A brief review is made of the historical evolution of the Classification Society

from its humble origins as a provider of technical information on ships to marine
underwriters to the gradual diversification of its services as influenced by the
requirements of the maritime industry under a continuously changing regulatory
environment.

The changes in the international regime of maritime legislation, in particular

the development of new safety regulations triggered by increasing occurrences of
maritime casualties through the years has echoed a parallel change in the roles
played by Classification Societies.

The relationship of the Classification Societies with the various players in the
maritime industry and members of the safety chain are also considered bearing in
mind the contributions of Classification Societies in every case.

The effects on the services provided by the Classification Societies brought

about by the introduction of the human element in safety conventions and the shift in
focus from the hardware to the software aspects of regulatory instruments are also
analyzed. New concepts such as quality, safety management, crew competency
and more recently security have left their imprints on the services offered by
Classification Societies.

The increasing responsibilities of Flag States brought about by the myriad

international instruments dealing with safety, security and environmental protection
have been scrutinized. Against the backdrop of all these obligations, the difficulties
encountered by the Flag States and the consequential resort to the use of
recognized organizations are carefully considered.

The concluding chapter analyzes the formal relationship existing between the
Flag State Administration and the Classification Societies including the rationality
and implications of the emerging role of Class as an extension of the Flag State
Administration. The complexities associated with this relationship may provide a
glimpse of the long term viability of this partnership along with possible trends in the
future roles of Classification Societies.

KEYWORDS : Classification Societies, Classification Work, Statutory

Surveys, Flag State Administration, Human Element, Safety and Quality
Management, Maritime Safety, Maritime Security, Class Liability, Delegation,
Recognized Organization, Flag State Implementation, Conflict of Interests, Extension

v
 TABLE OF CONTENTS

Declaration ii

Acknowledgements iii

Abstract v

Table of Contents vi

List of Tables viii

List of Figures ix

List of Abbreviations x

1. Introduction 1

1.1 General 1

1.2 Origin and role of Classification Societies in the maritime world 3

2. Classification Societies and the international legal framework 8

2.1 IMO and the Classification Societies 8

2.2 Delegation provisions under the Conventions 9

2.3 Relationship with the Flag State 11

2.4 Relationship with the Port state 15

2.5 Classification Society and the other industry players 17

3. Classification Societies and the Human Factor 20

3.1 Human factor in maritime accidents 20

3.2 IMO focus on the human element 24

3.3 STCW 95 and its implications 25

3.4 ISM Code and its impact on maritime safety 27

3.5 Role of Classification Societies in the implementation of ISM Code 32

4. The Role of Classification Societies in Maritime Security 37

4.1 Security concerns in the maritime world after September 11 37

vi
 4.2 Maritime Concepts of Safety and Security 38

4.3 ISPS Code and its impact on maritime security 41

4.4 Criteria and Duties of Recognized Security Organizations 44

4.5 Designation of Classification Societies as Recognized 45

Security Organizations

5. Relationship between Classification Society and the Flag State 50

Administration

5.1 Capacity of Flag State Administrations to perform international 50

and national obligations

5.2 Expertise, Experience and Internationality of Classification Societies 54

5.3 IMO Guidelines on Recognized Organizations acting on behalf 55

of the Administration

5.4 EU Guidelines on Recognized Organizations acting on behalf 56

of the Administration

5.5 Internal and external methods of monitoring and assessing 57

Classification Societies’ performance

5.6 Conflict of interests between performing statutory duties and 59

classification work

5.7 Liability of Classification Societies 60

5.8 The Classification Society as an extension of the Flag State 63

Administration : Its rationality and implications

6. Conclusion 67

Bibliography 70

Appendix A Summary of Status of Conventions as at 30 June 2004 81

Appendix B IMO Model Agreement 83

Appendix C IMO Assembly Resolution A.739 (18) 87

Appendix D Council Directive 94/57/EC of the European Union 93

Appendix E European Commission Decision 2002/221/EC 103

Appendix F Proposed Amendments to Council Directive 94/57/E 105

Appendix G Examples of Class Agreements 109

vii
 LIST OF TABLES

Table 3.1 Human Failure Factors 23

Table 3.2 Organizational Failure Factors 23

Table A.1 Summary of Status of IMO Conventions 81

viii
 LIST OF FIGURES

Figure 3.1 Human Factor in Casualty Incidents 20

Figure 3.2 IMO/ILO Approach to Human Element 22

Investigation in Marine Casualties

Figure 3.3 Casualty Incident from Unsafe Acts 23

Figure 3.4 Hull and P&I Claims for Phase One ISM 29
Ships In relation to Phase Two ISM Ships
For 1995-1996

Figure 3.5 2001 Paris MOU Statistics 30

Figure 3.6 ISM Code Impact on Swedish PSC Statistics 31

ix
 LIST OF ABBREVIATIONS
ABS American Bureau of Shipping
AMSA Australian Maritime Safety Agency
BCH Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk
BV Bureau Veritas
CCS China Classification Society
CMI Comite Maritime International
COF Convenience of Flags
COLREGS Convention on the International Regulations for Preventing Collisions
at Sea
CRS Croatian Register of Shipping
CS Classification Societies
CSC International Convention for Safe Containers
CSI Container Security Initiative
C-TPAT Customs-Trade Partnership Against Terrorism
DNV Det Norske Veritas
DOC Document of Compliance
ESP Enhanced Survey Program
EU European Union
FOC Flags of Convenience
GL Germanischer Lloyd
HSC International Code of Safety for High-Speed Craft
IACS International Association of Classification Societies
IBC International Code for the Construction and Equipment of Ships
Carrying Dangerous Chemicals in Bulk
ICS International Chamber of Shipping
IGH International Gas Carrier Code (IGC Code), Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk
ILLC International Convention on Load Line
ILO International Labor Organization
IMCO Inter Governmental Maritime Consultative Organization
IMO International Maritime Organization
IRS Indian Register of Shipping

x
ISM International Safety Management Code
ISO International Safety Organization
ISPS International Ship and Port Facility Security Code
IT Information Technology
KRS Korean Register of Shipping
MARAD Maritime Administration
MARPOL International Convention for the Prevention of Pollution from Ships
MCA Maritime and Coast Guard Agency
MEPC Marine Environmental Protection Committee
MOU Memorandum of Understanding
MSC Maritime Safety Committee
NK Nippon Kaiji Kyokai
OECD Overseas Economic Cooperation and Development
OPA Oil Pollution Act
P&I Protection and Indemnity Club
PR Procedural Guidelines
PRS Polish Register of Shipping
PSC Port State Control
QSCS Quality System Certification Scheme
RINA Registro Italiano Navale
RO Recognized Organization
ro-ro Roll on – Roll off
RS Russian Maritime Register of Shipping
RSO Recognized Security Organization
SAF Self- Assessment Form
SMC Safety Management Certificate
SOLAS Safety of Life and Property at Sea Convention
STCW International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers
SUA Convention on the Suppression of Unlawful Acts
TOCA Transfer of Class Agreement
UK United Kingdom
UN United Nations
USCG United States Coast Guard

xi
 Chapter One

1. INTRODUCTION
1.1 General

From the time of their inception more than two centuries ago, Classification
Societies, herein referred to as Class or Society, have played a major role in
ensuring the safety of ships at sea. As one of the pillars of maritime safety, it has
contributed immensely its wide technical expertise and long experience to the
promotion of safer ships and cleaner seas. No other organization can lay claim to
such capacity and forte to employ thousands of surveyors from a network of
expanding offices in the application and enforcement of the highest technical
standards of ship safety and pollution prevention.

The Class is the shipowner’s constant companion from the stage of initial
design and construction in collaboration with the shipbuilder to the actual operation
and continued maintenance of the ship throughout its service life, Thus,
Classification Societies exert considerable influence and clout in ensuring that
substandard ships are prevented from sailing and that only ships classed according
to its rules and in conformity with the applicable national and international regulations
are allowed to sail.

This commitment has remained constant from day one and has been formally
recognized by more than a hundred IMO Member-States which had incorporated a
majority of the basic Class Rules in their national legislation. The IMO on its part also
recognized the vital role of the Class as stated in Chapter II-1 Reg.3-1 of the
amended SOLAS Convention.1

Expertise, experience and internationality have been the Classification

Societies’ cornerstone in the effective pursuit of its safety goals. This is in contrast
with the apparent lack of capacity and competence of the majority of Flag State
Administrations which has led to CS being designated as recognized organizations

1
The EU has also recognized the vital contribution of Classification Societies. See Article 14 of Council
Directive 94/57/EC.

1
tasked with performing statutory functions for and on behalf of Flag State
Administrations along with the issuing of appropriate certificates.

The dual role of Class on safety encompasses the effective implementation of

its Class Rules and at the same time the implementation of international and national
legislation forming part of its statutory function. These statutory duties cover a wide
range of areas in the safety and security regime of maritime regulations including the
human element in maritime safety which has been totally absorbed by the
classification society via its unified interpretations and procedural guidelines for the
implementation of the ISM Code. The inception of security consciousness which
produced the ISPS Code also saw Classification Societies assuming another new
role as Recognized Security Organization of the Flag State.

While all these unfolding events in the maritime arena have created the
impression that the Class is an extension of the Flag State Administration, certain
questions have also arisen on the propriety and possible conflict of interest in the
Classification Society’s performance of its twin roles as classification bodies and as
agents of the Administration. The benefits of having a single organization performing
both the classification work and statutory inspections are significant and complex.
There are advantages and disadvantages. The ability to render impartial and
independent class and statutory work remains the most important issue.

Liability issues related to the Class’ performance are equally intriguing. There
is a diversity of opinion2 on this subject matter as Flag States have different
contractual agreements with their recognized organizations. In fact, a Flag State may
have a unique agreement with each of the Societies depending on the kind of
statutory work it has delegated. The IMO and the EU has provided some guidance
on the designation of Recognized Organizations acting on behalf of the Flag State
Administration. Additional guidelines in the monitoring of performance of
Classification Societies have also been developed. Some degree of uniformity in
procedure has been achieved over time but the all important issues on the degree of

2
For diverging views on this subject see Gilberto Chaves, “ The Issue of Liability ”, Bimco Review 1998,
pp113-114 and William Gray, “ Why don’t Classification Societies Admit liability ? ”, Bimco Review 1998, pp
109-110.

2
statutory work delegated, levels of authority, and limits of liability are left to the
individual agreements between the Flag States and Classification Societies.

It is hoped that this enquiry into the nature of classification work as continually
evolving and influenced by the needs and requirements of Flag States will provide a
clearer picture and understanding of the emerging position of the Class as an
extension of the Flag State Administration.

1.2 The origin and role of Classification Societies

The history of Classification Societies dates back to the 18th century when
people sharing a common interest in the operation of ships, i.e. ship owners,
underwriters, shippers, and bankers gathered at a coffee-house owned by Edward
Lloyd in modern Great Tower Street, London to receive information on ships. It was
the ingenious coffee-house keeper who collected such information as ships’ age,
characteristics, complement, etc, that were considered very valuable by the shipping
businessmen of that day. It was probably the underwriter who had the greatest stake
on the ship that he considered such inside information to be vital to his future
business decisions. The parties concerned believed that this system of gathering
and exchanging of information afforded the participants a greater degree of
protection and security on ships. 3

The fundamental necessity for securing independent technical verification on

the condition and seaworthiness of the ship led to the establishment of the Register’s
Society in 1760 in London. A relatively crude method of classifying ships was
instituted initially.4

Two basic principles emerged from that merger. First, it was considered that
the governing body or the general committee should consist of representatives of all

3
See Sun Laihui “ A study of the roles of Classification Societies under the new maritime atmosphere “,
Unpublished master’s thesis, World Maritime University, Malmö, Sweden, 1999 at page 5.
4
Ships were classified by letter and number according to their condition and were listed in a so-called “ Green
Book” as determined by a committee of underwriters. Dissatisfaction by some shipowners due to allegations of
discrimination on ships led to the creation of a separate register known as the “ Red Book “. These two registers
continued to exist separately and in antagonism until 1834 when it was finally agreed to merge them and be
known as Lloyd’s Register of British and Foreign Shipping as a tribute to Edward Lloyd. Ibid, at p.6.

3
maritime sectors such as shipowner, shipper, underwriter , etc. Secondly, a uniform
standard for ship construction and subsequent maintenance should be adopted in
the form of written rules. In the years that followed, other Classification Societies
came into existence.5

The backbone of any Society, and the foundation of all its expertise and
functionality, is its individual body of rules. Although all Societies share a common
goal of achieving a greater degree of maritime safety, each Society is free to develop
its own Rules to achieve this end based on feedback received and years of in-
service experience. The development of Class Rules6 was continually guided and
influenced by the evolution of ships from wooden design to steel-hulled vessels and
by the technology7 available at the time. Later on, as modernization occurred, the
Rules were constantly upgraded to keep pace with advancements in technology and
the requirements of the time.

The creation of Classification Rules also had the standard-setting effect of

ensuring that safety standards were being applied from the time ships were
designed, built, operated and maintained throughout her life. These standards which
were published as Rules became the guiding light in the construction and operation
of ships. 8

The areas generally covered by Classification Rules are structural strength

and watertight integrity of the ship’s hull, and the safety and reliability of the

5
Bureau Veritas (BV) in 1825, Registro Italiano Navale (RINA) in 1861, American Bureau of Shipping (ABS)
in 1862, Det Norske Veritas (DNV) in 1864, Germanischer Lloyd (GL) in 1867 and Nippon Kaiji Kyokai (NK)
in 1899. In years several others were established, including the Polish Register of Shipping (PRS) in 1936,
China Classification Society (CCS) in 1956, Korean Register of Shipping (KRS) in 1960, Croatian Register of
Shipping (CRS) in 1949, Russian Maritime Register of Shipping (RS) in 1932, and the Indian Register of
Shipping (IRS) in 1975. See Ulf Freudendahl, DNV Senior Principal Surveyor, “ Classification Societies “,
Presentation at the World Maritime University, 23 January 2004.
6
The early development of classification rules started with the first technical requirements for wooden ships
called “ Rules for wooden ships “ established in 1835 by Lloyd’s Register. Initially there was no mention of
survey being conducted on ships while on construction. The safety relationship between freeboard and draft was
first written in Lloyd’s Rule of 1835. In 1853, with the first rules for iron hulls, structural integrity of vessel, in
place of age of vessel, became the basis of classification. The first in-works examination of production steel
took place in 1855, while classification of propulsion machinery began in 1880. Class rules for steel ships were
first drafted in 1888, and rules for oil-fired ships followed in 1898 --- just a year after the first steam turbine
went to sea. See J.R.G. Smith, “ Ship safety and pollution prevention: the regulatory regime ”, London, IACS.
7
For instance, computer-based calculations and finite element methods were developed by DNV in the 1960’s.
Supra, footnote 5.
8
The Classification Rules contained detailed requirements for : Materials ; Ship structures ; Main and auxiliary
machinery ; Control engineering system ; and Electrical installations.

4
propulsion and steering gear, as well as the auxiliary systems built into the ship in
order to establish and maintain basic conditions on boar, thereby enabling the ship to
operate in its intended service. The areas not covered by Classification Rules are the
mode and power of the propulsion unit; ship operation standards such as manning
and crew qualifications ; navigational aids such as radar and IT equipment ;
lifesaving appliances and pollution prevention equipment. These areas fall under the
responsibility of the shipbuilder, shipowner and the Flag State Administration. 9

Concern for the seaworthiness and technical condition of the ship was not the
sole interest of Classification Societies and private entities. Governments also had a
major share of the responsibilities which were often much publicized as a
consequence of major maritime disasters. In 1914, the first SOLAS Convention was
drafted as a product of States’ increasing attention on matters affecting maritime
safety and in reaction to the Titanic incident . In 1930, the Load Lines Convention
was ratified by a majority of States attending the conference.

The States’ increased awareness and willingness to cooperate finally led to

the establishment of the Inter Governmental Maritime Consultative Organization
(IMCO) in March 1958 which was the precursor of the International Maritime
Organization (IMO)10. Safety rules were then handed down in the form of Circulars,
Protocols, Codes and Conventions which either had voluntary or binding effect on
States party to the international instruments.

Prior to the establishment of IMCO, Classification Societies were beginning to

realize the necessity of grouping together to provide a unified front in addressing
certain issues and to protect their common interests.11 The first such conference of
Classification Societies was hosted by Registro Italiano Navale in Rome, and was
attended by representatives of the American Bureau of Shipping , Bureau Veritas,

9
See Philippe Boisson, “ Safety at Sea “, Paris, Bureau Veritas, 1999 at p.206.
10
A United Nations maritime conference was held in Geneva from 19 February to 6 March 1948 which
culminated in a Convention establishing the Intergovernmental Maritime Consultative Organization (IMCO). It
came into force on 17 March 1958. An amendment to this Convention in May 1982 renamed IMCO to the
present International Maritime Organization (IMO).
11
The beginnings of the International Association of Classification Societies (IACS) can be traced to the
International Conference on Load Line of 1930 which recommended that Societies recognized by
Administrations under Article 9 of the Convention should confer from time to time with a view to securing as
much uniformity as possible in the application of standards of strength upon which the freeboard is based.

5
Det Norske Veritas, Germanischer Lloyd, Lloyd’s Register and Nippon Kaiji Kyokai. It
was agreed during this conference that further cooperation should be developed
among themselves and that future conferences be convened as desirable.
Surprisingly, it took 16 years before the next conference was held in Paris with
Bureau Veritas as host. It was only in 1968 that a formal organization known as
IACS was established in Oslo, Norway with seven Societies as founding members.12
At present there are 13 IACS members of which 3 are associate members.13

The Societies’ wide-ranging technical knowledge of the world fleet enables

them to make a unique contribution to international shipping safety and maritime
regulation. From their global experience, office networks and records of in-service
experience of thousands of ships that they class, Classification Societies have an
unrivalled technical understanding of the world’s classed merchant fleet. There is in
fact no equivalent to the Class that can provide shipowners, shipbuilders, charterers,
insurers and financiers with a high level technical service that covers all merchant
ships from design and construction to the end of their operational lives.14

Their dual role allows them to deliver classification services by providing third
party engineering analyses, followed by periodical verification of the ship’s hull
structure and mechanical and electrical systems, and at the same time providing
statutory certification in accordance with various international and national
requirements on behalf of Flag Administrations. It also acts as an impartial and
expert third party facilitating the safe and efficient operation of an industry
complicated by its international character and its many diverse interests.15 Through
their extensive manpower resources, expertise and technology, Societies are able to
undertake surveys, maintain records and conduct the technical reviews necessary to
fulfill the requirements of the various IMO conventions.

The continuing quest for a higher level of ship safety as affected by the ever
changing pace of technology and modernization has prevented the Class from

12
See James Bell, “ The Role of Class in Maritime Safety “, BIMCO 1995,Volume 90, No.2, pp 20-26.
13
For a complete list of IACS members and IACS structure and organization, see http://www.iacs.org.
14
International Association of Classification Societies, A Unique Contribution to Safe Shipping and Clean
Seas, England: Permanent Secretariat.
15
See Robert Somerville, “ Will Classification Be Credible In The Year 2000 ? “, Bimco Review 1998, pp. 105-
106.

6
assuming a complacent attitude as evidenced by their huge investments in
research and development.16 Annual investments on research amounts to $ 70
milllion. Research into ship structural and engineering design and other safety
aspects have contributed immensely to the creation of new and the updating of
existing Class Rules to keep abreast of modern day challenges. Within IACS,
various safety initiatives17 have been adopted such as the Enhanced Survey
Program18 (ESP) and the Quality System Certification Scheme (QSCS).

Because of their distinctive character of independence, integrity and

impartiality, in addition to being non-governmental and non-profit-making bodies, the
Class have been recognized by the IMO as a potent force in the application of the
highest standards of safety in the maritime industry. Proof of which is the granting of
a consultative status to IACS in the IMO in 1969 and being the only non-
governmental organization with observer status capable of developing rules. 19

In modern times, Societies have ventured out into other areas of the service-
20
providing business. The leading Societies have for some time offered certification
services on management systems such as ISO in addition to the ISM Code. Under
the new security regime, Classification Societies have assumed the role of
Recognized Security Organizations under the most recent ISPS Code. Others have
ventured into the more recent risk assessment and consulting services.21

16
See however, Dr. Helmut Sohmen “ Differences in Class ”, Bimco Review 1997, p. 103 where he mentions
that tradition, pride, the occasional threat that the IMO or governments might step in, and a degree of self-
preservation are the main inducements for the Class to maintain above average standards of technical
competence.
17
Safety initiatives include : Transfer of Class Agreement; Transparency of classification and statutory
information; Procedure for suspension of class; Procedure for employment and control of non-exclusive
surveyors; Procedure for Surveyor Activity Monitoring; Procedure for Qualification and Training of Surveyors ;
Procedure for Responding to PSC and Procedural Guidelines for the Implementation of the ISM Code.
18
The Enhanced Survey Programme requires pre-planning of periodical classification surveys, minimum
requirements for thickness measurement and close-up survey of suspect areas which increase in stringency with
age and mandatory maintenance of onboard documentation including survey records.
19
Supra, footnote 9 at p. 128.
20
Technical advisory services are now available to shipowners and operators on a variety of topics such as :
Intenational conventions and national regulations ; Statutory surveys and certification ; Ship manoeuvering
characteristics ; Hull and performance monitoring ; Contingency planning ; Ocean Towage ; Mooring and
anchoring ; etc.
21
See “ DNV offers integrated consultancy “, Lloyd’s List, 26 October 2000.

7
 Chapter Two

2. CLASSIFICATION SOCIETIES AND THE INTERNATIONAL LEGAL

FRAMEWORK
2.1 IMO and the Classification Societies

Shipping is perhaps the most international of all the world's great industries
and one of the most hazardous. It has always been recognized that the best way of
improving safety at sea is by developing international conventions that are followed
by all shipping countries. From the mid-19th century onwards a number of such
treaties were adopted. Several countries proposed that a permanent international
body be established to promote maritime safety more effectively, but it was not until
the establishment of the United Nations itself that these hopes were realized. In 1948
an international conference in Geneva adopted a convention formally establishing
IMO22 (the original name was the Inter-Governmental Maritime Consultative
Organization, or IMCO, but the name was changed in 1982 to International Maritime
Organization (IMO).23

Over the years, the IMO has produced around 40 international Conventions
and Protocols in its work on maritime safety and pollution prevention. In addition,
24
over 800 Codes and Recommendations have been developed for use by the 164
IMO Member States. Although Codes, Guidelines and Recommendations are not
mandatory unlike international Conventions, they nevertheless provide additional
guidance and reference for Flag States especially for those who have incorporated
them in their national legislation. 25

The international instruments developed by IMO address in detail safety

aspects other than hull structures and essential shipboard engineering systems. It is
the classification that embodies the technical rules, regulations, standards,

22
The purposes of the Organization, as summarized by Article 1(a) of the Convention, are " to provide
machinery for cooperation among Governments in the field of governmental regulation and practices relating to
technical matters of all kinds affecting shipping engaged in international trade; to encourage and facilitate the
general adoption of the highest practicable standards in matters concerning maritime safety, efficiency of
navigation and prevention and control of marine pollution from ships ".
23
Supra, footnote 9 at p. 59.
24
The number of IMO Member States increased to 164 with the accession of Kiribati in 2003.
25
Dr. P.K. Mukherjee, Maritime Law lectures at the World Maritime University, Malmö, Sweden.

8
guidelines and associated surveys and inspections concerning the design,
construction and through-life compliance of a ship’s structure and essential
engineering and electrical systems. 26

The IMO has recognized the Classification Societies’ leading authority and
expertise in ship structural and engineering design, construction and maintenance
standards, which was first referred to in the 1966 Load Line Convention.27 Another
manifestation is in Chapter II-1, Reg. 3-1 of the SOLAS Convention.28 In exercising
this function and dealing with the structural strength of ships for classification
purposes, Classification Societies have through the years consolidated their
experience and expertise way beyond the capacity of the Flag States. Thus, it has
been part of custom that requirements dealing with the Load Line Convention have
been delegated to the Classification Societies. 29

To avoid duplication, IMO does not make class regulations and Classification
Society does not duplicate the International Conventions by making separate rules
for stability aspects or for safety aspects such as fire safety, lifeboat, liferaft,
lifejackets and other life-saving appliance, or for navigational aids, lights and sound
signals, radio equipment and pollution prevention equipment. 30

It is notable that IMO’s safety regulations and the Classification Societies’

class rules provide an overlapping and complementing relationship for increased
maritime safety and pollution prevention. It is the ship that is in compliance with the
requirements under both regimes which may be considered as possessing the
minimum acceptable standard for ship safety and pollution prevention.

2.2 Delegation provisions under the Conventions

The industrial revolution of the 18th and 19th centuries and the upsurge in

26
Supra, footnote 14.
27
Reg. 1 of LOADLINE states that “ Ships built and maintained in conformity with the requirements of a
Classification Society recognized by the Administration may be considered to possess adequate strength “.
28
Reg. 3-1 of SOLAS states that “…ships shall be designed, constructed and maintained in compliance with
the structural, mechanical and electrical requirements of a Classification Society…”
29
Supra, footnote 9 at page 209.
30
See J. R. Smith, “ IACS and IMO, The Essential Relationship “, London, IACS Edition 3, 1st July 1998.

9
international commerce which followed resulted in the adoption of a number of
international treaties related to shipping, including safety. The subjects covered
included tonnage measurement, the prevention of collisions, signaling and others.

By the time IMO came into existence in 1958, several important international
conventions had already been developed, including the International Convention for
the Safety of Life at Sea of 1948, the International Convention for the Prevention of
Pollution of the Sea by Oil of 1954, a treaty dealing with load lines and rules for the
31
prevention of collisions at sea. Through the years, the major IMO conventions
have received widespread ratifications and are considered to have acquired the
status of customary international law.32

Inspite of these developments, IMO has for long recognized the onerous
burden on Flag States in the performance of their obligations under the myriad
international Conventions. It is this recognition of the enormous responsibilities
under the Conventions and the varying capacities of Flag States to perform them
that have resulted in the incorporation of certain clauses in the Conventions
authorizing Flag States to delegate some of its duties to the recognized
organizations.33

In this respect, the traditional role of Classification Societies has changed to

include a greater involvement with statutory surveys and certification of ships, as an
agent of the Flag State Administration and in accordance with international
Conventions. This involvement has allowed Classification Societies to effectively and
efficiently cover an increasing number of matters related to safety which they have
not previously dealt with. Statutory surveys are those prescribed by the following
international instruments:

31
See “ Conventions “ at http://www.imo.org/home.asp.
32
Appendix A shows the rate of ratification for some of the major Conventions. For a complete listing of IMO
Conventions and Member States which have either signed, ratified, accepted or acceded to the Conventions see
Status of Conventions – complete list at http://www.imo.org/home.asp.
33
Under the provisions of Regulation I/6 of SOLAS 74, Article 13 of Load Line 66, Regulation 4 of Annex I
and Regulation 10 of Annex II of MARPOL 73/78 and Article 6 of Tonnage 69, Flag States may delegate duties
to recognized organizations for carrying out surveys and issuing certification as required under the Conventions
on their behalf.

10
 • International Convention for the Safety of Life at Sea, 1974, as amended
(SOLAS 74)
• Protocol of 1978 relating to the International Convention for the Safety of Life
at Sea, 1974, as amended
• Protocol of 1978 relating to the International Convention for the Prevention of
Pollution from Ships, 1973, as amended (MARPOL73/78)
• International Convention on Load Line, 1966 (ILLC)
• International Convention on Tonnage Measurement of Ships, (Tonnage 1969)
• Convention on the International Regulations for Preventing Collisions at Sea,
1972, as amended (COLREGS 1972)
• International Code of Safety for High-Speed Craft (HSC Code)
• International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code), Code for the Construction and
Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code)
• International Gas Carrier Code (IGC Code), Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk
• International Convention for Safe Containers(CSC, 1972)
• International Ships and Port Facility Security Code (ISPS Code 2002)

2.3 Relationship with the Flag State

As mentioned earlier, it is the Flag State which bears full responsibility for the
overall development and implementation of safety regulations.34 The ability to
perform its duties as stipulated under the international Conventions is always a
sensitive issue for Flag States. For some time there had been a growing concern
within the IMO that maritime accidents still occur despite the number of safety
regulations already developed. This situation was later traced to the difficulties
encountered by the Flag States in the implementation of the various IMO
Conventions35 leading to the creation of the IMO’s Sub-Committee on Flag State
Implementation and Resolution A.847(20) and the “ Guidelines to assist Flag States
in the implementation of IMO instruments”.

34
See “ IMO standing firm on deadline: Countdown to ISM “, Lloyd’s List, 11 May 1998.
35
“ The Work of the Sub-Committee on Flag State Implementation , An Overview ” at
http://www.imo.org/includes/blastDataOnly.asp/data_id%3D8587/TheWorkoftheSub-.doc .

11
 In trying to implement the prescribed international and national regulations on
safety for ships flying its flag, Flag States often bear the difficulties of exercising full
and continuous control over its ships which do not regularly call at their homeports.
This is especially true for ships engaged in purely international voyages. In such
situations, it is difficult and costly for the Flag State Administration to send inspectors
overseas or to establish field inspection offices at each major foreign port.

In addition, it is widely recognized that most Flag State Administrations do not

have the capacity to perform all the requirements under the Conventions. A
comprehensive and credible enforcement of international and national safety
standards can put considerable strain on its supply of personnel and resources.

Even if the Administration has enough resources or is widely developed, it is

not possible to hire the necessary expertise to do all the various kinds of qualified
technical evaluations related to ship safety. The complexity and depth of expertise
and manpower resources of a Classification Society could not realistically fit in the
limited plantilla of the government service.

The development of the Flags of Convenience (FOC)36 which came about as

a result of the pressures on American shipowners to remain competitive, has further
raised the already enormous burden on the shoulders of the Flag States in the
implementation of international safety standards due to the sudden influx of a large
number of shipowning countries willing to register their ships under the FOCs. As a
result of the Flag State’s inability to administer and regulate its mushrooming fleet,
Classification Societies became increasingly involved in providing the necessary
statutory services. 37

With its global network of resources and unrivalled technical expertise,

Societies have been inevitably tasked by Flag States to perform statutory duties on
its behalf. As an independent group of technical think-tanks and professionals,
Classification Societies have the unique character of providing a world-wide service

36
Flag of Convenience is defined as a flag of a country other than its own to which a shipowner transfers the
registration of his ship for tax reasons or in order to avoid the safety provisions required of ships sailing under
the flag of his own country. See E.R. Hardy Ivamy, “ Dictionary of Shipping Law “, London: Butterworths,
1984.
37
See N.P. Ready, “ Ship Registration “, LLP, Hong Kong, 3rd Edition, 1998, p.23.

12
to the maritime industry in the uniform international implementation of maritime
safety rules and regulations.

The Flag States’ powers of delegation have their roots in the Conventions
themselves. It is a mechanism for convenience and at the same time a vehicle for
ensuring that international regulations are effectively complied with by Flag States.
Flag States need to establish agreements with the Classification Societies it has
recognized in accordance with the guidelines issued by the IMO :

Conventions provide the basis while Guidelines38 contain details regarding

authorization of recognized organizations acting on behalf of the Administration.
However, it is the Administration that has to determine which of the international
obligations it is willing to delegate to the recognized organizations. It has been the
practice of Flag State Administrations to delegate surveys pertaining to Load Line
and the Cargo Safety Construction Certificate while retaining other functions such as
the issuance of the Safety Equipment Certificate, Mandatory Annual Surveys and
ISM audits to its pool of surveyors. The degrees vary among States.39

Even in cases where the Class acts on behalf of the Flag State Administration
and advises on an appropriate action in a given set of circumstances, decisions
pertaining to policies remain within the remit of the Flag State Administration. Where
a breach of a regulation requires the application of sanctions, it is beyond the
competence of the Class; this is more appropriately addressed by the Administration.
Furthermore, delegation to Classification Societies does not relieve the Flag State
Administration of its responsibility for enforcing safety regulations. International
conventions stipulate that, in every case, the Administration shall fully guarantee
the completeness and efficiency of the inspection and survey and shall undertake to
ensure the necessary arrangements to satisfy this obligation. 40

38
The IMO Guidelines relating to the Agreement between the Flag States and the Classification Societies are:
Res A.739(18) – Guidelines for the Authorization of Organizations acting on behalf of the Administration ; Res
A. 789(19) – Specifications on the survey and certification functions of recognized organizations acting on
behalf of the Administration ; MSC Circ. 710 / MEPC Cir. 307 – Model Agreement for the Authorization of
Recognized Organizations acting on behalf of the Administration ; and MSC Cir 788 / MEPC Cir 325 –
Authorization of Recognized Organizations acting on behalf of the Administration.
39
See Altaf Ahmad Shaikh “ The Role of Maritime Safety Administration and Classification Societies towards
achieving IMO’s goals ”, Unpublished master’s thesis, World Maritime University, Malmö, Sweden, 1993 at
p.48.
40
See Mitsuo Abe “Classification Societies: Their role, duties and responsibilities” Bimco Review 2000, p.116

13
 Aside from determining which obligations under the international conventions
and national legislation may be delegated to the Class, Flag States must also
decide which Societies are to be recognized in their jurisdiction.41 There are
regulatory, commercial and political dimensions in this decision. A Flag State should
base its choice depending on the operational and performance standing of each
Society. Such criteria as record of performance, network of offices, level of expertise,
credibility and quality systems, etc. should be considered. The Administration may
also wish to consider the service the Class is prepared to provide such as dealing
with temporary non compliance with the regulations following a casualty, the
interpretation of Conventions and assistance in the issuing of exemption where
this is left to the discretion of the Administration, the approval of equipment on its
behalf, the survey of unclassed ships, and the provision of information readily on
request.

In addition Flag States should seriously consider the shipowners’ right to

choose its own Class to perform class surveys and statutory work required under the
international conventions and national regulations. It is sufficient that Flag States
enjoy the prerogative of choosing which Class to delegate statutory functions with
the careful thought that it may not wish to create a monopoly of classification
services and provide a healthy environment for class competition and a wider choice.
It would not be conducive to the commercial interest of the shipowner and too
onerous for him if he is not given some freedom to engage the Classification Society
of his choice to perform class surveys and statutory work. Not being afforded a
choice would entail an additional burden for the hapless shipowner if he is compelled
to pay and deal with several Classification Societies. Thus, Flag States need to
exert extra effort to identify which Societies are associated with which shipowner and
ensure a delicate balance between the choice of an efficient recognized organization
and the shipowners’ penchant for economy, convenience and ease of operation.

Another major consideration in the recognition of Classification Societies is

the political factor. In some cases, the choice or recognition of a Classification

41
See D. McLean, “ Maritime Regulations : The Role of Classification Societies “, page 5, Proceedings of the
Greenwich Forum and Hazards Forum Joint Conference, Southampton, May 24-25, 1995.

14
Society is dictated by the principle of reciprocity where two States may come to an
agreement on a mutual recognition of their national Classification Societies.42

The Agreement between the Flag State and the CS is a private contract
between the two parties. Under the principle of freedom of contract, the parties may
introduce provisions in addition to those which are recommended under the IMO’s
Model Class Agreement43. Thus Flag States and CS are free to negotiate on issues
pertaining to levels of authority, degree of delegation, reporting procedures, access
to information and limits of liability44 among others.

2.4 Relationship with the Port State

The obvious relevance of Port State Control cannot be overemphasized.45 As

part of the safety chain in the maritime world it is in fact considered as the last
“safety net”.46 Where the shipowner has reneged on his duties to maintain a
seaworthy ship due to a variety of reasons and where the Flag State Administration
has defaulted on its mandate to ensure quality shipping47 due to the complexities of
personnel and skills shortage, Port State Control remains as the last bastion of hope
48
for ensuring that substandard ships are prevented from sailing. In this respect,
port states have one powerful tool which they can exercise which is the ability to
board vessels to prevent or interrupt unsafe operations and detain vessels. 49

42
See Article 5 of Council Directive 94/57/EC of the European Union.
43
See Appendix B, IMO Model Class Agreement.
44
Supra, footnote 40.
45
See however footnote 34, where limitations of PSC are mentioned. Ships spend only a short time in port. PSC
inspectors do not have access to records of construction . Problems include limited physical access to the
structure of the ship and the system of “spot check” where not all the ships in port are checked.
46
See Dr.Z. Oya Ozcayir, “ Port State Control ”at
http://denizhukuku.bilgi.edu.tr/doc/Oya%20ozcayir%20article.doc .
47
See W. Brial, “ Port State Control on Non-Convention Size Ships ” p. 4 , where it says that the growing need
for Port State Control …is a reflection of the failure of the other tiers of implementation of safety standards,
such as Flag State responsibilities, Classification Society standards, owner/operator responsibilities and the
chartering and insurance industries.
48
“ What is Port State Control “, at http://www.tokyo-mou.org/ .
49
See Frank Iarossi, “ The Future Relationship of Classification Societies to Port States “, Bimco Review,
1996, pp 130-132.

15
 The efficiency of PSC is influenced to a great extent by the amount of
cooperation it receives from Flag States, the shipping industry, international
organizations such as IMO, other PSC organizations and MOUs 50 and the Class.

The Classification Societies’ fleet knowledge and inspection expertise allows

them to interface with Port State Control operations. This cooperation allows Port
States to verify the condition of foreign ships calling at their ports and their
compliance with the established international conventions. Improved access to class
data and a wide range of assistance available to PSC inspectors are some of the
programs undertaken by IACS since 1996. They have also adopted the Procedures
for PSC which define the cooperation and assistance of surveyors during PSC
inspections such as providing PSC inspectors with relevant information and details of
outstanding conditions of class and statutory items.

Another area of collaboration is in the training of PSC inspectors. Such

collaboration attempts to enhance the skills of PSC inspectors in conducting careful
inspections in mutual areas of interests. IACS members are more than willing to
provide training support to PSC authorities to clarify and review the interrelationships
between international conventions and established class rules. They have also
assisted the IMO in the development of Regional PSC Regimes. Their close
cooperation with the Tokyo Memorandum of Understanding (MOU), Paris MOU and
the USCG allows prompt response to PSC queries in cases of ship deficiencies and
detentions.

In cases of detentions, the Society concerned undertakes to cooperate fully in

the process of correcting any class-related deficiency. This intervention, however,
should not be construed as the Society’s undertaking to bear the expenses for the
rectification of the class-related deficiencies noted. The Society is not empowered to
direct financial expenditures necessary to correct any deficiency found. 51 It is still the
shipowner who must shoulder the costs of correcting those deficiencies which have

50
A PSC MOU or Memorandum of Understanding is an administrative agreement among maritime authorities
from different countries for the uniform implementation of Port State Control inspections. This cooperative
measure among Port States is aimed at eliminating substandard ships through the consistent application of IMO
and ILO Conventions. The first PSC MOU established is the Paris MOU in 1982. Currently there are eight
regional MOUs.
51
Supra, footnote 49 at p.130.

16
led to the detention. It is therefore of paramount importance that before attending to
the detention, the shipowner is duly informed about the intentions and functions of
the Classification Society.

On the other hand, the Class may only represent the vessel’s Flag State
Administration in cases where the nature of the deficiencies noted are of those
originating from statutory services as delegated to the Class concerned. This
depends primarily on the level of authorization given by the Flag State to the Class.
Some Flag States require specific authorization for the Society to act on its behalf
especially on cases falling beyond the scope of the formal agreement. 52

The Transfer of Class Agreement (TOCA) which was part of the safety
initiatives initiated in 1995 also allowed CS to provide relevant information on
transfers of class on a weekly basis in detail to a number of PSC organizations such
as the Tokyo MOU, Paris MOU and the USCG. This provision of information
reporting supports the PSC’s efforts in the continued monitoring of substandard
ships by opening up the TOC database to PSC.

2.5 Classification Societies and other industry players

The Classification Society is but a single element in the maritime safety

chain.53 While Class plays a considerable role in the promotion of the highest
standards of technical safety, the buck stops with the shipowner. It is still the
shipowner who bears the ultimate responsibility for operating, maintaining and
keeping the ship safe, secure and efficient. 54

Measures intended to achieve a higher level of ship safety can only find
realization through the cooperation extended by the shipowner to the Class. As a
service providing organization, the Class is hired by the shipowner to assure that the

52
See however “ Giving Flag States a Helping Hand ”, Fairplay, 01 Aug 2002, at http://www.fairplay.co.uk
where legislation was enacted in Cyprus to allow IACS members to act on behalf of the government in any case
of PSC detention.
53
Shipowners, shipbuilders, equipment manufacturers, underwriters, P&I clubs, charterers, Flag States, Port
States and ship financiers all contribute to make ships safer and to prevent marine pollution.
54
See however “ Legal Focus : Enforcing the ISM Code “, Lloyd’s ‘List, 01 July 1998 where it says
unfortunately there are shipowners who avoid regulations and show more interest on profit irrespective of safety

17
design, construction and equipment of the ship conforms to the established
classification rules and international safety regulations. It is through the proper
operation and maintenance of the ship that the shipowner is able to keep it in class.
Anything below the standard set or any infraction of the rules may lead to a
suspension or deletion of class as the case may be.

This partnership between the shipowner and the Class, however, is not
devoid of pressures. Regrettably, there have been cases where Societies has been
pressured to compromise safety standards in order to save on costs.55 The early
80’s saw a remarkable decrease in steel weights and scantlings of ships due to the
prevailing commercial pressures at the time. Although this may be partially due to
inter-class competition56, it was widely believed that such measures were
undertaken in order to lure shipowners whose priorities were minimizing expenses.

An OECD study in 1996 stated that an owner of a typical 20-year-old bulk

carrier needs to spend as much as US $7,500 / day to safely operate a ship with the
highest standard of safety. If he wants to operate the ship with the bare minimum
standard allowable under the IMO Conventions, then he needs to spend a lesser
amount of US $3,250 / day. Surprisingly, the same ship can be operated at a cost of
US $2,750 but below the prescribed international standards. Thus, the shipowner
can realize savings of US $500 / day or US $182,500 / year for operating a
substandard ship.57

The charterer is another party which may have an indirect relationship with
the Class. At present, charterers base their decisions in choosing vessels on the
knowledge, experience, market factors and the relationships they may have forged
with the various shipowning companies. Recent developments now show an
increasing reliance of this group on the more practical information on the ship such
as its class. Charterers can and will help improve standards by discriminating in
favour of well built, well maintained ships, if reliable information is readily available to

55
See Jonathan Lux, “ Classification Societies “, LLP, London, 1993 at p. 33.
56
See “ Flag States urged to standardize and publish inspection results “, Lloyd’s List, 20 November 1996.
57
See “ Competitive advantages obtained by some shipowners as a result of non-observance of applicable
international rules and standards “, OECD, Volume IV, No. 2 , 1996, Paris.

18
them. But in order to gain more information on a vessel’s condition in class, the
charterers may have to engage the services of a Classification Society. 58

Banks and other financial institutions also have a unique role in encouraging a
higher standard of marine safety by discriminating against substandard ships.
Experience has shown that loans may be difficult to secure or premiums may be too
high for ships which have lower safety ratings. Insurance companies have a disdain
for unclassed ships or those with unsatisfactory safety records. Insurance companies
and banks frequently request the services of Classification Societies to provide them
with a better appreciation of the technical condition of a ship.

Such is the commitment of Classification Societies to the promotion of the

highest standards of safety and quality that has produced a contagious recognition
throughout the entire maritime industry. Even cargo owners and shippers have been
made to believe that everything stamped with the seal of the Classification Society is
associated with safety and quality. It is no wonder that the Class exerts a wide
sphere of influence over other sectors of the industry. This is not at all surprising
since the governing bodies of the 8 major Classification Societies themselves are
composed of a cross-section of the entire industry.59

The important role that Classification Societies perform in promoting the

highest standards of ship safety has been recognized by the other players in the
maritime industry and this recognition has encouraged further collaboration among
them over the years. This is consistent with the view that within the maritime industry
no one party is able to dictate, direct or deliver improvements on its own.60 It is up to
the responsible members of the entire industry to come together and collaborate on
efforts to improve standards on shipping operations.

58
See Patrick O’ Ferrall, “ Commitment to Safety “, Bimco Review 1995, p. 97.
59
Supra, footnote 13.
60
See James Bell “ Current developments in Classification “, Bimco Review 96 at p. 124.

19
 Chapter Three

3. CLASSIFICATION SOCIETIES AND THE HUMAN FACTOR

3.1 Human Factor in maritime accidents

The international regulatory bodies and other traditional guardians of ship

safety including the Classification Societies have for a long time concentrated their
work on ship design and construction and on the monitoring of the condition of ships
in service. The various Conventions and Codes contain prescriptions relating to the
technical aspects of ship safety. The safety programmes implemented by
international organizations, States and the maritime industry in general have devoted
80 % of available resources to technical and technological solutions, leaving only 20
% for issues related to human beings.61 The Classification Rules themselves have
concentrated on the structural design of the ship, its machinery and its equipment.62
But an analysis into the causes of maritime accidents reveals that at least 80% of the
incidents were caused by human error. (See Figure 3.1)

High Consequence
Action

Environment Human 80%

Design Operations Construction 80%

Figure 3.1
Society Individual

Organization System

( Source : Dr. Hans Payer, “The Human Factor in Ship Safety “, Bimco Review 1996, p.146)

61
Supra, footnote 9 at p.287.
62
See “ ISM Code involves cultural change “, Lloyd’s List, 27 June 1994.

20
 In 1996, the United States National Technical Information Service developed
a comprehensive database featuring the human element contribution to maritime
accidents with the following sources of information :

• UK Department of Transport – Report revealed that 90 percent of collisions

and 75 percent of fires and explosions occurring in the British merchant fleet
between 1970 and 1979 were caused by human error
• Australian Department of Transport and Communication – Almost three
quarters of the accidents investigated in the previous ten years were due to
human error.
• United States Coast Guard – A report on accidents for the period 1983 to
1993 showed more than 80 percent were attributed to human error
• West of England P&I club – A survey in 1992 of 811 compensation claims
showed 65 percent originated from human error
• German Institute of Shipping Economics and Logistics – Showed that 75
percent of accidents resulted from human error from an analysis of 330
accidents from 1987 to 1991 involving 481 ships
• Canadian Transportation Safety Board – Showed 84 to 88 percent of tanker
accidents between 1975 and 1992 were caused by human factors
• United Kingdom P & I Club – Analysis of claims revealed that 60 percent of
accidents were due to human error and 90 percent of all claims following
collisions63

Despite the myriad safety rules that abound in the maritime arena, it is still the
shipboard personnel that is the master and the crew who determine the actual safety
condition of the ship during its entire service life. History has shown that double hulls,
high-tensile steels, elaborate and sophisticated bridge designs and advanced
firefighting systems have not guaranteed 100% safety.64 There is simply a limit to
which technical solutions can contribute to safety. An incompetent or insufficiently
trained crew can instantly turn an otherwise safe ship into a floating time bomb
waiting for disaster to happen.

63
For details on the human element contribution to maritime accidents see http://www.ntis.gov/.
64
See Speech by Dr. Donald Liu, Executive Vice President and Chief Technology Officer of ABS at the 15th
International Ship and Offshore Structures Congress at http://www.eagle.org/news/speeches/index.html.

21
 Human-related safety problems demand human-centered solutions. By being
at the centre of things, the shipboard personnel are constantly affected by the
developments and prescriptions caused by the factors surrounding them such as the
environment, organization and the technology. (See Figure 3.2)

Figure 3.2

( Source : Dr. Jens-Uwe Schröder, “The IMO/ILO Approach to Human Element Investigation in Marine
Casualties” )

The performance of the shipboard personnel is influenced by the knowledge,

skills, abilities, memory, motivation and alertness of the individuals on board. The
environmental factors affecting the personnel are : temperature, noise, sea state,
vibration, regulations, economics, physical and mental performance, fatigue and risk-
taking. The organization or the company to which an individual belongs may also
exert some influence on his performance and behaviour. Organizational factors
include: work practices, teamwork, risk-taking, work schedules, crew complement,
training, communication and safety culture.65 Lastly, technological factors also
determine the mental and physical disposition of the seafarer such as
anthropometry, equipment layout, information display and ergonomics.66

Although human error accounts for about 80% of the causes of maritime
accidents, the nature of fault is very often a combination of human and

65
Dr. Jens-Uwe Schröder, “ The IMO/ILO Approach to Human Element in Marine Casualties “, Marine
Casualty Investigation Powerpoint presentation at the WMU, Malmö, Sweden, 27 Apr 2004.
66
Ergonomics deals with the interaction between the human being and his occupational environment. See
http://www.ergonomics.org.uk/ergonomics/definition.htm for definition by the Ergonomics Society.

22
organizational failures. Factors leading to human and organizational failures are
listed below. (See Table 3.1 and 3.2)

FACTORS : HUMAN FAILURE

Fatigue Wishful Thinking Misjudgement

Negligence Mischief Sloppiness

Ignorance Laziness Physical limits

Greed Alcohol/drugs Boredom

Folly Lack of seriousness Inadequate Training

Table 3.1

FACTORS : ORGANIZATIONAL FAILURES

Time pressure Language problems Incentives

Cost / Profit Morale Communication

incentives

Rules & Regulations Appreciation / Promotion Production Orientation

Management Style

Table 3.2
(Source for Fig.4&5 : Dr. Hans Payer, “The Human Factor in Ship Safety “, Bimco Review 1996)

Serious casualties are usually preceded by more frequent, less noticeable

accidents or near misses.67 Often they are due to omissions, misunderstandings,
misconduct and underestimates of hazardous situations. It is said that one fatality
results out of every 2,000,000 unsafe acts (See Figure 3.3)

(Source: “Cracking the Code”, Nautical

Institute ) 1 fatality

400 reportable injuries

20,000 minor injuries Figure 3.3

240,000 learning opportunities

2,000,000 unsafe acts

67
See Dr. Philip Anderson, “ Cracking the Code “, The Nautical Institute 2003, England at p. 162.

23
 While most people in the maritime industry have accepted the 80% ratio68 for
human-error related accidents, others would support a more radical view that the
percentage of accidents related to the human element should be 100%.69 This is so
because all the activities pertaining to the design, construction, operation and
maintenance of the ship are under the control and supervision of the individual. The
human activity spans all areas directly and indirectly involved with ship operation
such as weather forecasting, management decisions, calculated risks, etc. Even the
use of modern day computers have traces of operator involvement and control. Only
when future technologies can create computers capable of making intelligent
decisions on the safe operation of a ship can the human element be totally or
partially excused from its responsibility for keeping the ships fit for their intended use.

3.2 IMO focus on the Human Element

The series of ferry accidents in the 1980s notably the Herald of Free
Enterprise disaster in 1987 which took the lives of 195 passengers and crew led to
mounting criticisms of poor management standards in shipping. Investigations into
these casualties revealed major flaws in the way ships are managed. These led the
IMO to introduce new measures and guidelines aimed at addressing the human
element dimension in maritime accidents.

In 1993, after some revision with the previous guidelines, IMO came up with
Resolution A.741(18) effectively adopting the International Management Code for the
Safe Operation of Ships and for Pollution Prevention (ISM Code). Whereas previous
maritime safety regulations have focused on the hardware side of ship operation, the
trend has been to consider the human aspects in ship management. The ISM Code
which was included in the SOLAS Convention as Chapter IX became mandatory in
1998 with the last amendments coming into force last July 2002.

Aside from the ISM Code, the Joint Working Group on Human Element and
Formal Safety Assessment IMO developed other initiatives such as the Code for

68
See Nicola Squassafichi, “ RINA, the ISM Code and the Human Element ”, Bimco Review 1996 p.147.
69
See “ Collision report slams safety procedure “, Fairplay, 08 June 2000 at http://www.fairplay.co.uk .

24
Marine Accident Investigation, Shipboard Emergency Plans and the Formal Safety
Assessment. Other IMO efforts towards the promotion of the human factor include :
• Joint IMO – ILO action on human element particularly in addressing fatigue
and in investigating human factors in maritime casualties
• Joint MSC –MEPC working groups
• FSI subcommittee
• STW subcommittee

In July 1995, STCW 1978 which was the first international instrument to
prescribe the standards for seafarer training, certification and watchkeeping went
through a major revision in response to a recognized need to keep it up to date and
to institute measures aimed at ensuring that Flag States are giving full and complete
effect to the Convention. Part of the changes are in assessing seafarer competence
from the perspective of knowledge-based to performance based and by adopting
methods for demonstrating competence and criteria for evaluating competence.

At its 20th session in Nov 1997, the IMO Assembly adopted Res A.850(20) on
the Human Element Vision, Principles and Goals for the Organization70. This
acknowledged the need for increased focus on human-related activities in the safe
operation of ships, and the need to achieve and maintain high standards of safety
and environmental protection for the purpose of reducing maritime casualties.

3.3 STCW 95 and its implications

By the 1980s and early 1990s investigations on shipping casualties and

pollution incidents and public inquiries into shipping disasters repeatedly identified
human error in the operation of the ship as the major contributory factor. This further
eroded any remaining confidence in the value of STCW 78.71 Member States of the
IMO and the members of the shipping industry were one in calling for immediate
drastic measures to be taken in an international level. Even the media highlighted
the urgent need for uniform action to address the human error aspect in accidents.

70
Full text of the IMO’s Human Element Vision, Principles and Goals can be found at
http://www.imo.org/home.asp.
71
See W.S.G. Morrison, “ Competent Crews, Safer Ships “, Sweden, World Maritime University 1997, at p. 19.

25
 At the sixty-first session of the MSC in December 1992, it instructed the STW
Sub-Committee to undertake preparatory work for the comprehensive review of the
1978 STCW Convention.72

Conscious of the various flaws and weaknesses in the original STCW 78

Convention, the drafters of the 1995 amendments73 carefully noted the compromises
previously made particularly on the wide-ranging flexibility and responsibility for
determining standards which was left to the discretion or satisfaction of the
Administration.

In effect, STCW 95 provided a more uniform implementation of standards for

seafarers’ training, certification and watchkeeping by removing the flexibilities and
ambiguities inherent in the previous Convention. At the same time, the amendments
have promoted greater uniformity of application among Flag States by imposing strict
obligations upon parties regarding implementation of the Convention’s provisions
with a view to ensuring that certificates of competency issued by national
administrations meet the requirements of the Convention. In particular, parties are
required to provide detailed information to the IMO concerning administrative
measures taken to ensure compliance with the Convention by establishing that they
have the administrative, training and certification resources necessary for its
implementation, thus enabling one Flag State to place reliance or recognition on
certificates of competency issued by another State.74

This recognition regime for certificates under the STCW 1995 Convention
has produced considerable ramifications on the maritime education and training and
certification aspect related to the implementation of the Convention, part of which is
the obligation of a recognizing State to confirm through inspections of facilities and
procedures that the issuing State has fully observed the requirements pertaining to
standards of competence including the issue and endorsement of certificates and the
proper maintenance of records. This provision although it was well meant can put so
much pressure on the already limited resources and personnel of the Flag State

72
It is to the credit of the former IMO Secretary General William O’ Neil that the process of amending STCW
78 was greatly expedited.
73
For more info on the aims of the 1995 amendments, Supra, footnote 71 at pp.24-25.
74
See Richard Coles and Nigel Ready, “ Ship Registration : Law and Practice ”, London, LLP 2002 at p.33.

26
Administration. It is submitted that this provision is not cast in stone or mandatory per
se. However there are no other means in sight to achieve the objective. A solution
offered by some scholars is through the use of cooperative agreements through
groups formed regionally or through the mutual exchange of reports.75 This is also an
area where Classification Societies can contribute their network of resources and
expertise and it is only a matter of time when more Societies will start performing
assessments of training programmes and issue the necessary certification76.

A very important feature of the STCW 95 Convention is that for the first time it
allowed the IMO to assume a direct role in monitoring and ensuring compliance of
the State parties to STCW 95 Convention. Started in August 1, 1998, State Parties
were required to submit evidence that they have given full and complete effect to the
Convention for evaluation of the Imo and inclusion in the so-called “White List”.

The effects of STCW 95 in promoting the significance of the human element

will continue to be felt within the industry. Flag States especially the labour-producing
States need to constantly upgrade the standards of training and certification of their
seafarers. Classification Societies will also have to recognize the human element
implications of the Convention and harmonize the rules they make and the services
that they offer. 77

3.4 ISM Code and its impact on maritime safety

The ISM Code came into existence in 1993 as Res. A.741(18), following two
previous Res. A.647(16) and A.680(17). In 1994 IMO adopted a new chapter IX to
the SOLAS Convention which made the Code mandatory for passenger ships from

75
See P.K. Mukherjee, “ Selected Aspects of the Recognition Regime of the STCW Convention “ , Proceedings,
International Conference on Port and Maritime R & D and Technology, Singapore,10-12 September 2003.
76
DNV has started offering certification for seafarer training programmes. See “ DNV to class crews ” ,
Fairplay, 06 Nov 2003 at http://www.fairplay.co.uk.
77
Bureau Veritas introduced its voluntary crew certification scheme covering the following areas: quality
assurance systems applied by training agencies, standards adopted by shipowners for initial and further training,
individual assessments by training agencies under the superintendence of the CS and shipowners’ further
training scheme. See Pierre de Livois, “ Towards a Total Safety Concept “, Bimco Review 1996 at p.144. In the
case of DNV, it has started its Certification for Competence Management Systems under its SeaSkill Standard
for Certification of Learning Programmes and Standards for the assessment and certification of training courses
delivered in the Asia Pafic Region. For details see DNV News at http://www.dnv.com

27
July 1, 1998. All other ships including cargo ships and offshore mobile drilling units
were covered beginning last July 1, 2002.

The Code’s origins go back to the late 1980s when there was mounting
concern over the spate of high profile incidents involving ships that were sufficiently
manned by qualified crews and technically complying with convention standards and
classification rules. The resulting investigations into these accidents revealed major
errors on the part of management. The Herald of Free Enterprise disaster in 1987
reinforced the belief on the deficiencies in the management and operation of ro-ro
passenger ferries. 78

It was quite perplexing for the Administrations to note that despite the obvious
number of international safety regulations, sea mishaps particularly on ro-ro
passenger ferries would still continue to occur. Thus, there was an urgent need to
examine the deficiencies and weaknesses behind shipboard and shore-based
management or simply put, the ship-company79 relationship.

The ISM Code was therefore adopted to provide a blueprint for the way
shipping companies manage and operate their ships and to promote the
development of a widespread safety culture and environmental conscience in
shipping. By defining the company’s responsibility for safety and ensuring that senior
management were committed to enhanced safety and environmental protection and
could more easily be held accountable keeping in mind that safety should be given
top priority.

The philosophy behind the Code is to reduce to the greatest possible extent
uncertainties about duties and responsibilities, the flow of information and
communication, and to establish clear procedures for action in case of
emergencies80. Likewise measures to comply with the Code need to be documented
and kept open for verification by the Flag State Administration or by a recognized
organization. Under the Port State Control regime, foreign ships are also subject to

78
See International Safety Management Code, IMO, London, 2002.
79
A company means the owner of the ship or any other organization or person such as the manager, or the
bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship
…and has agreed to take over the duties and responsibilities imposed by the ISM Code.
80
See Dr. Hans Payer, “ The Human Factor in Ship Safety “, Bimco Review 1996, p.146.

28
inspection relating to compliance with the ISM Code as covered under MSC Circular
890 and MEPC Circular 354 on the “ Interim Guidelines for Port State Control
Related to the ISM Code.

Non-compliance with the Code have serious repercussions such as ships

being banned from ports81 ; insurance coverage being withdrawn82 ; difficulty in
finding cargo; and getting very low freight rates even if they can get cargo because
majority of shippers would prefer shipping companies that have ISM certification.

On the other hand, companies who have religiously implemented the

provisions of the ISM Code have reported amazing results and advantages.83 Even
statistics published by the Swedish Club in 2002 show that insurance claims
concerning ships applying the Code have fallen significantly compared with those
who do not apply the Code. The difference is approximately 30%. 84 (See figure 3.4)

120
100
80
Percent

60
40
20
0
95/96 96/97 97/98 98/99 99/00 00/01
Policy year

Figure 3.4 – Hull and P & I Claims development since 1995/96 for Phase One
ships in relation to Phase Two ships
(Source: Dr. Philip Anderson, “Cracking the Code”, The Nautical Institute : London)

Furthermore, the aggressive implementation of the safety management

system led to the development of safety awareness and environmental
consciousness. Many Flag States and companies have reported a significant
reduction in the number of accidents and incidents.85 In Korea, there was a decrease

81
See “ O’Neil in ISM warning: Slow implementation of safety code will hurt shipping lines “, Lloyd’s List, 04
September 1997.
82
See “ P&I clubs warn clients on ISM certification “, Lloyd’s List, 18 September 1998.
83
See Michael Grey, “ ISM Code can offer real gains finds study “, Lloyd’s List, 16 Oct 2003 where a leading
national flag tanker directly attributes a $ 1M per ship savings to the ISM Code.
84
See “ ISM Code pays dividends “, Fairplay, 18 Oct 2001 at http://www.fairplay.co.uk/secure/display.asp.
85
See “ Shipping enters the ISM Code era with second phase of implementation “, IMO Press Briefing 23/2002
at http://www.imo.org/home.html.

29
in the total number of losses in 2000 and the average amount compensated per loss
decreased by 65 percent.86 PSC reports reveal promising results in the
implementation of the Code and fewer detention rates for ships complying with the
Code. Australia’s PSC body, the Australian Maritime Safety Agency (AMSA)
reported that ISM may be contributing to a downward trend in detention rates, which
went down from 8.5 percent in 1996 to 4.3 percent in 200087. As of May 2004, IACS
was able to issue at least 6,000 DOCs and 23,000 SMCs.88

The other side of the coin shows that almost six years after the
implementation of the ISM Code, in some sectors it has been concluded that the
Code has been reduced to a mere paper exercise and that the objective of achieving
safer shipping was not attained at all.89 The objectives of the Code to improve safety
at sea in general seem partly to have failed as the global marine insurance market
now reports a loss ratio increase up to 200 per cent and the Port State Control
regime tells of an increase of 150 percent in numbers of detained ISM Code ships. 90
The 2001 Paris MOU Annual Report recorded 18,681 inspections carried out on
11,658 ships. Deficiencies related to safety management recorded an increase of
150% over a three-year period.91 (See figure 3.5)

12
10
8
6
3-D Column 1
4
2
0
1998 1999 2000 2001

Figure 3.5 – Ratio of deficiencies to individual ships x 100 (Source : Paris MOU Annual Report 2001)

A more recent study on the effects of the ISM Code on vessel performance
during PSC inspections was made using Swedish PSC statistics. According to the
study the Code can have a potentially positive impact on vessel safety if
implemented properly. See Figure 3.6.

86
See Sung-Kyu Chun, “ Moving towards higher quality “, Bimco Review 2002, at p.163.
87
See “ Systems work, but humans fail “, Fairplay 21 Feb 2002 at http://www.fairplay.co.uk/secure/display.asp.
88
See “ ISM Code List “ at http://www.iacs.org.uk/whitelist/wlindex.htm.
89
See “ Papering over the cracks “, Fairplay, 23 August 2001 at http://fairplay.co.uk/secure/display.asp.
90
See “ The effectiveness of the ISM Code requires an urgent review “, Lloyd’s List, 16 May 2003.
91
See Paris MOU Annual Report 2001.

30
 Figure 3.6 – Aggregate annual PVDR values for the two categories of vessels (1996-2001)

(Source : Max Mejia . The ISM Code’s impact on Swedish PSC Statistics. Proceedings of KONBIN
2003 “ The 3-rd Safety and Reliability International Conference “ Gdynia, Poland, 26-30 May 2003)

The findings of the study revealed that the Code had positive effects on the
safety performance of ships immediately before, during and after the first phase of
implementation. Ships preparing for the Phase 2 implementation of the Code also
showed marked improvements in safety. The statistics also show that safety
performance begins to diminish after some time probably due to waning interest. The
method used and the data gathered are not enough to make a conclusive
statements or generalizations on the effects of the ISM Code except to suggest that
the Code can have a potentially positive impact on the safety performance of ships if
all those involved make a serious commitment for its consistent application.92

Supporters of the Code have this to say to its critics : The Code should not be
construed as a panacea93 or cure all for ship-related problems much more an
overnight solution to the monstrous challenges affecting the shipping industry.
Rather, it is a continuing process of implementing and maintaining a safety
management system that provides the framework for the safe operation and
94
management of ships and for pollution prevention. A properly implemented Safety
Management System under the Code can work and actually bring about

92
See Max Mejia, “ The ISM Code’s Impact on Swedish PSC Statistics”, Proceedings of KONBIN 2003 3rd
Safety and Reliability International Conference, Gdynia, Poland, 26-30 May 2003.
93
See “ ISM Code no cure for disasters “, Lloyd’sList, 04 August 1995.
94
Speech of IMO Sec. Gen. William O’Neil at the “ Biennial Symposium of the Seafarers International
Research Center ”, Cardiff, 29 June 2001 at http://www.imo.org/home.asp.

31
improvements.95 What happens next much depends on the how the players of the
maritime industry believe the Code will work and actually work to make it a reality.

3.5 Role of Classification Societies in the implementation of the ISM Code

To meet the challenge of implementing the ISM Code, IACS has taken the
initiative by developing Procedural Guidelines96 and Unified Interpretations of the
Code, together with related requirements for the training and qualification of
compliance auditors. 97

There are several justifications for the Class taking on the task of certifying
compliance to the ISM Code on behalf of Flag State Administrations :

• IACS classification societies have set up a harmonized system for the

interpretation of the ISM Code and the certification of compliance with it.
• Through uniform standards for the training of ISM Code auditors, the shipping
industry is offered a body of competent auditors with the same level of
qualification and with a harmonized view on the requirements.
• With their international network of inspection offices, Societies can offer their
ISM Code certification capabilities in a consistent way worldwide

Societies recognized by Flag State Administrations perform most of the ISM

certification on behalf of the Administration including the issuance of the SMCs to
ships and DOCs to the shore-based company.98 As required under the Code, the
certification process includes the necessary verifications such as initial, periodical or
intermediate and renewal verification. The audit of a company’s safety management

95
See however “ Astonishing fall in non-OECD maritime accidents since ISM “, Lloyd’s List, 02 Nov 2001
where it was said that improvements due to ISM were more prominent in non –OECD countries. There was
some arrogance in OECD countries which felt that they were managing safety issues fairly well in the first place
96
IACS Procedural Guidelines on ISM include: PR 9 - Procedural Requirements for ISM Code Certification
adopted in 1995 and last revised in July 2003 ; PR10 – Procedure for Training and Qualification of ISM
Auditors adopted in 1995 and last revised in 2000 ; PR 15 – Procedure for Reporting the List of Ships and
companies complying with the ISM Code adopted in 1997 and revised in 2002. Full text of IACS Procedural
Requirements on ISM Code can be found at http://iacs.org.uk/preqs/main.htm.
97
There were three sets of Guidelines for the implementation of the Code namely : those issued by IMO for the
use of Administrations ; ICS Guidelines for use of shipping companies ; and IACS Guidelines for the use of
Classification Societies.
98
See “ ISM Certification “, IACS Briefing No. 3, November 1996 at http://www.iacs.org.uk.

32
system is likewise necessary to verify compliance with the requirements of the Code
for the safe operation of the ship and for pollution prevention.

There are similarities in verifying compliance with the ISM and the ISO in the
sense that compliance with the Code demonstrates that the company’s management
systems are structured in such a way that they also comply with the ISO 9000
standard. The difference lies in that the Code deals with quality management of
safety and pollution prevention matters, whereas the scope of ISO 9000 standards is
wider and covers also customer oriented requirements.99 Quality is meeting a
specified or implied need while safety deals with control of accidental loss. There is a
however a strong link between the two concepts because it would be difficult to think
of quality without factoring in safety especially for industries that provide not only
products but also services such as shipping. A safety management system is 75
percent of a quality management system.100

It is notable that the work done by the Class under the ISM Code is limited to
the assessment of systems and the associated audit trails because the Code itself is
restricted in its application as a management system programme. It is not a means
of assessing the operational performance or technical adequacy of the ship
management. These concepts remain under the responsibility of the shipowner.101

In order to prevent conflicts of interest arising out of their twin roles of

performing ISM certification and consultancy services, Classification Societies
should ensure that independence exists between personnel performing ISM audit
and consultancy services as stated also in Procedural Guideline No. 9 of the IACS.
This is regularly checked through the IACS’ Quality System Certification Scheme.102

Regarding allegations that the traditional classification / statutory certification

of the ship is in conflict with the auditing and certification of the safety management
system under the ISM Code, it is arguable that these two facets of ship examination
are actually complementary in practice.103 While the ISM Code prescribes that a

99
See Nicola Squassafichi ”, RINA, The ISM Code and the Human Element “, Bimco Review, 1996 at p.148.
100
See Capt John Corse, “ Requirements and Responsibilities “, Bimco Review, 1997 at p.96.
101
See Patrick O’Ferrall, “ The Changing Role of Classification Societies “, Bimco Review, 1996 at p. 128.
102
Supra, footnote 98.
103
See Chris Wade, “ ISM Code – A major boost to marine safety “, Bimco Review, 1997, at p.112.

33
safety management system is in place to ensure compliance with the established
rules and regulations on the safe operation of ships and pollution prevention, these
requirements can only be realized if the ships and their equipment are structurally
and mechanically fit for their purpose which is a function of the classification /
statutory certification.104 The ISM work performed by the Class also allows them to
take a holistic view of the vessel’s management.

It should be noted also that the Code was not intended to duplicate or
substitute traditional class or statutory surveys. The Code was developed to ensure
that there exists a system in the ship providing for the effective compliance to
mandated rules and regulations.105 Classification and statutory surveys on the other
hand concentrate on the fitness for purpose of ships and compliance with technical
specifications for safety and environmental protection or the hardware side.

The activities of Classification Societies relating to the implementation of the

ISM Code herald its expanding role from the traditional fields such as the survey and
certification of ship structures and machinery to new fields such as the development
of ship designs and interface with human ergonomics, improving ship performance
and quality assurance. The transition in focus from the “hardware side” to the
“software side” is a continuing progression towards systems covering the total safety
of ships in response to the demands of the members of the maritime community106.
Since the ISM Code is considered as the biggest achievement on the human
element in modern history, the role of Societies in this field is likewise considered a
landmark achievement in the sphere of work of Classification Societies.

Added to this is the total safety concept107 promoted by the Class which
encompasses all areas of maritime activities that may have a bearing on the ships’
safety standards and pollution prevention capabilities including the vital link between
the hardware and software side of ship operation of which ISM is a major element.108
The total safety concept of the Class is also an amalgamation of all established

104
Supra, footnote 98.
105
Supra, footnote 103.
106
Supra, footnote 40.
107
Supra, footnote 9 at p.132.
108
See “ ISM Code involves culture change “, Lloyd’s List, 27 June 1994.

34
classification rules and the safety and pollution prevention regulations as enshrined
in the relevant IMO Conventions.

It should be noted that the delegation of ISM duties by Flag States to

recognized organizations is not a package deal. A number109 of Flag States also
reserve some ISM functions under their direct control for a variety of reasons110 but
mainly to ensure that the Administration retains its influence and authority111 in
discharging its premier responsibility of implementing international Conventions112.
An example is the case of France where safety management documents are issued
by the Flag State Administration. ISM certification is also directly113 handled by the
MSA in the United Kingdom.114 The practice of some States on the other side of the
fulcrum is to enlist the services of independent experts115 and professionals116 such
as non-maritime certification organizations.117

There are two possible trends in the future. The first is that Flag States which
have decided to perform some functions under the ISM certification process initially
will gradually delegate these functions to recognized organizations such as
118
Classification Societies . Secondly, Flag States which have delegated ISM

109
See “ ISM Code has led to 3-way effect throughout industry “, Lloyd’s List 29 July 2000.
110
See Philippe Boisson, “ The ISM Code and Flag State Obligations “, Bureau Veritas, Paris p.24 where it is
mentioned that ISM assessments, as well as the delivery of corresponding documents and certificates remain the
sole responsibility of the national administration.
111
In a phone interview conducted with Peter Escherich , Deputy Head of Section of Maritime Safety, German
Federal Ministry of Transport, Building and Housing on 14 July2004 , it was said that responsibility for
undertaking statutory certification including ISM rests with the national administration under EC Directive and
German national law. There is only partial delegation for Class Societies as certain functions are prohibited from
being delegated under German national law. Assessments performed by Class on ISM compliance are submitted
as reports to the Administration which has the sole discretion whether to use them or not.
112
See “ IMO urged to get tough with Flag States over ISM Code “, Lloyd’s List 14 May 2002, where it was
said that the IMO should ensure that Flag States are actively responsible for monitoring ISM implementation
and compliance by making safety audits “non-delegatable”. Responsibility for ISM Code should fall squarely
on the shipowner and the Flag State Administration.
113
See however “ UK confident that it will meet ISM Code deadline “, Lloyd’s List , 23 June 1997 where it
mentions that where a UK ship trades virtually exclusively outside the UK , provision can be made for an
external surveyor to act on behalf of the Administration.
114
See “ Certification delays cast doubt on ISM “, Lloyd’s List, 31 July 1997.
115
See “ New independent auditing body aims to enter the ISM field “, Lloyd’s List, 04 November 1996 where
it says that an independent auditing body named International Association of Independent Marine Auditors was
set up in HongKong to serve as an independent ISM accreditation body. The Association aims to employ
independent auditors skilled and experienced in specific technical and management areas of shipping. Auditors
employed by the Association would be totally independent from the shipping companies they are auditing.
116
See “ Ugland company to offer ISM advice “, Lloyd’s List, 01 August 1994.
117
See “ BMT reconsiders flag inspections “, Lloyd’s List, 25 April 1996.
118
Part of Hong Kong’s efforts to reform its services is the Flag State Quality Control System which called for
all inspection and certification services to be delegated to recognized organizations to minimize Flag State
interference. See K.L. Lee, “ Flag State Quality Control System “, Bimco Review 2001, p.41.

35
functions to the Class from early on may decide to get back those functions to be
performed by the Administrations themselves.

There are greater chances that the first scenario will prevail since
Classification Societies have through the years proven their excellent capacity to
perform statutory certification work through their network of resources and vast
technical and managerial expertise. Flag States who have delegated ISM work to the
Class justify their actions by saying that delegation does not equate with transferring
responsibility which ultimately remains with the Flag State. As long as there are
effective means of monitoring the work of the Classification Societies on ISM work,
Flag States are justified with their actions.119 For the second scenario, there are
some signals mostly coming from the European continent indicating an increasing
desire and preference of legislators to consolidate the implementation of safety rules
within the realm of the Administrations. Whether this will gain momentum or lose
steam is yet to be seen. One thing is certain and that is Classification Societies will
view this as the biggest challenge to the longstanding recognition of the roles and
contributions of the organization.

119
Supra, footnote 112.

36
 Chapter Four

4. THE ROLE OF CLASSIFICATION SOCIETIES IN MARITIME SECURITY

4.1 Security concerns in the maritime world after September 11

The tragic events of the September 11, 2001 attack on the World Trade
Center in New York have created significant concerns in the maritime world that
maritime targets may be next. Studies show a considerable potential for ships to be
prime targets or used as tools or medium for launching terrorist attacks capable of
inflicting widespread damage to property and tremendous loss of human lives. 120

Because of its inherent mobility and capacity for causing extensive damage to
life, property, the environment, the transportation and economic infrastructure,
shipping has inevitably been considered as the most vulnerable target121 along with
rail transportation.122This vulnerability is further highlighted by the lack of security
consciousness within the industry probably as evidenced by the scarcity of
international regulations dealing with the security concept.

It can be recalled that from among the more than 40 IMO Conventions and
until recently, it was only the 1988 Convention on the Suppression of Unlawful Acts
(SUA Convention) which considered the problems encountered by the industry in the
context of security. The said convention is a significant departure from the previous
conventions because it provided for the first time, criminal prosecution for the
offences identified in the convention. Sanctions however remain within the ambit of
State Parties to the convention.

The SUA Convention was aimed at providing a regime for the suppression of
unlawful acts against the safety of maritime navigation which endanger innocent
human lives, jeopardize the safety of persons and property, seriously affect the
operation of maritime services and thus are of grave concern to the international
community as a whole. The purpose of this Convention is to ensure that appropriate

120
See H. Hesse, “ IMO activities to enhance maritime security “ at http://www.imo.org/home.asp.
121
See John Schoen, “ Ships and ports are terrorism’s new frontier “ at http://www.msnbc.com.
122
Speech of IMO SecGen Efthimios Mitropolous at the “12th FSI Sub-Committtee Meeting “15-19 Mar 2004.

37
action is taken against persons committing unlawful acts against ships123. Of
particular interest is the attempt to fill the void in the regulations aimed at addressing
piratical attacks in areas other than the high seas. SUA provided the regime to cover
acts of violence and a multitude of other offenses including hijacking on maritime
zones other than the high seas.124

It can be said that the tragedy of September 11 and the succeeding events
highlighted the necessity of instituting drastic measures to ensure the safe and
secure operation of ships.125 The threats of maritime violence and the changing face
of piracy have led to the notion of modern seaborne terrorism. Whereas before,
security measures were directed to suppress unlawful acts directed against the ship
and its crew, the current security situation demands more than the protection of the
ship itself. The ship because of its characteristics and the nature of its operation
have become a most potent medium for terrorist actions. Now more than ever, the
safety, security and viability of maritime transport and trade is seriously threatened.

4.2 Maritime concepts of safety and security

In general, safety is described as the condition or state resulting from the

absence of exposure to danger,126 and the summation of all contributing factors to
achieve that state. The level of safety depends on the interplay of the various
players working within the industry to achieve that purpose.

In the maritime context, safety can be defined as those measures employed

by owners, operators, and administrators of vessels, port facilities, offshore
installations, and other marine organizations or establishments to prevent mishaps or
incidents that may be caused by substandard ships or incompetent seafarers.127
Maritime safety is also described by one author as the process of implementing

123
See Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation,1988, IMO,
London.
124
See P.K.Mukherjee, “ Maritime Legislation ”, Sweden, World Maritime University 2000, at p.199.
125
See, however “ Maritime threats could be overplayed “ in Lloyd’s List , 02 July 2004 where it is said that
the threat of maritime terrorism has been overplayed...The real threat to shipping was not therefore terrorism but
piracy.
126
Supra, footnote 9 at p.31.
127
M. Mejia, Maritime Crime lectures at the World Maritime University, Malmö, Sweden, 25-27 February
2004.

38
internationally and nationally agreed rules with the objective of minimizing the risks
to people, property and the environment.128

The concept of safety can be considered as consisting of two components-

structural safety and operational safety. Structural safety depends upon the integrity
of design principles, the validity of calculations, the quality of materials and the
standards of their fabrication within the design concept, and also on the degree of
maintenance applied throughout the life of the structure. Operational safety depends
upon the care with which the unit and its equipment are operated, and embraces
such factors as maneuvering and handling in harsh weather conditions, and the
operation of onboard machinery and equipment such as winches, lifting equipment,
diving equipment, lifeboats and others. 129

The quest for maritime safety has been the driving force behind the
establishment of the earliest rules for classification and the advent of international
safety regulations under the IMO Conventions. It can be said that the establishment
of maritime safety administrations came about as a result of the Flag States’
undeniable and inescapable responsibility for maritime safety as bestowed upon by
both international and national safety regulations.130

On the other hand, maritime security is a contemporary issue with an ancient

lineage.131 It was brought about by the evolving threats to safe and secure operation
of ships, offshore structures and port facilities. The traditional concept of maritime
security focused mainly on issues related to the existing problems of piracy,
stowaways and armed robbery at sea132. The modern concept of maritime security
encompasses a wider coverage of emerging threats to the safe operation of ships,

128
See Jaime Viega, “ Safety Culture in Shipping ”, WMU Journal of Maritime Affairs, WMU, Sweden,
October 2002, No. 1, p.17.
129
See J.Planeix, ” New Outlooks for Guardians of Safety: Explicit Versus Implicit Risk Analysis in
Classification/ Certification “ in Safety at Sea-Proceedings of the 2nd West European Conference on Marine
Technology, London, 23-27 May 1977, p. 71.
130
See Article 3 of the Council Directive 94/57/EC of the European Union.
131
See “ Hasty security worries shipping “, Fairplay, 05 Dec 2002 where it says that maritime security is not a
new issue. Thieves, pirates, smugglers, stowaways, and fraudsters have been targeting shipping long before. See
also Max Mejia, “ Defining maritime violence and maritime security “, Proceedings of the International
Symposium on Maritime Violence and other Security Issues at Sea “ World Maritime University, Malmö,
Sweden, 26-30 August 2002 , where he says that the events of Sept. 11 by no means invented the issues of
maritime security. It has been a serious concern of the IMO since the 1980’s. What Sept. 11 has done is to
intensify focus on this issue…
132
See “ Security bandwagon set to roll “, Fairplay, 09 January 2003 at http://www.fairplay.co.uk.

39
offshore structures and port facilities. In addition to the perennial threats of piracy133,
modern maritime security now includes the more recent threats of sabotage,
terrorism and other unlawful acts. The stimuli for engaging in unlawful acts against
ships has also widened to include political and ideological factors in addition to the
economic consideration.134

Hawkes offers a very useful definition of “ maritime security measures ” as

those measures employed by owners, operators, and administrators of vessels, port
facilities, offshore installations, and other marine organizations or establishments to
protect against seizure, sabotage, piracy, pilferage, annoyance, or surprise. It can
also be considered as embracing all measures taken to prevent hostile interference
with lawful operations. 135

Proper maritime security measures create a condition which establishes and

maintains a certain degree of protection against threats of acts described above.
These protective measures, while they may vary markedly from one organization to
another depending on its nature, must be capable in all instances of performing two
absolutely imperative tasks. They must provide timely and accurate warning of an
impending threat, and they must be capable of removing or neutralizing that threat.

The two elements of maritime security therefore are: adequate warning and
timely reaction. Adequate warning is essential to timely reaction. Timely reaction is
likewise important so as not to render the warning useless. These two elements of
security can only be achieved through proper security indoctrination and training of
personnel. 136

There are important similarities and connections between maritime safety and
maritime security in that measures undertaken for both are destined to ensure the
well-being of the people operating the maritime adventure. The effects and
ramifications of failing to institute an acceptable level of safety and security in the

133
See “ Piracy makes an unwelcome return “, Fairplay, 16 January 2003 at http://www.fairplay.co.uk.
134
See American Bureau of Shipping, “ Guide for Ship Security “, January 2003.
135
See K. Hawkes, “ Maritime Security “, Maryland, Cornell Maritime Press, 1989, p. 9.
136
Ibid.

40
maritime arena are both extensive and damaging in the highly sensitive nature of the
maritime industry.

It is said that despite the myriad international and national safety regulations,
a 100 percent safety condition in shipping operations is almost impossible to
achieve.137 Maritime incidents will continue to happen and it is the objective of the
current web of maritime safety rules and regulations to attempt to limit accidents and
minimize their effects.

Maritime security works in the same perspective. Even though extensive and
elaborate security systems are put in place, perfect or absolute security can never be
fully realized. There exists no vessel, installation or facility that is so well protected it
cannot be seized, damaged or destroyed. Consequently, the purpose of maritime
security is to make access to the target so difficult as to discourage the attempt and,
if the attempt is made, to minimize the damages and ensure the attempt remains an
attempt. In other words, maritime security measures aims to make the ship a hard
target for attacks.

4.3 ISPS Code and its impact on maritime security

Initial discussions on the area of maritime security as brought about by the

Sept 11 attacks started at the IMO Assembly meeting held in November 2001. By
then, the majority of IMO Member States were unanimous in recognizing the
necessity for establishing an entirely new framework of rules covering maritime
security. The costs of not having the proper security measures in place in the
maritime industry is extremely high as shipping was considered as a likely target of
terrorist attacks in near future. The consequences of an attack are simply
unimaginable with the possibility of sea transport, on which the movement of more
than 90 percent138 of the world’s goods depends, grounding to a complete halt. 139

137
See “ Lions without teeth ”, Fairplay, 24 Aug 2000 at http://www.fairplay.co.uk where its says that it is
desirable, if perhaps unattainable goal to eradicate substandard ship and substandard operator…but if we cannot
completely eradicate substandard ships, we can make life very difficult. Once it becomes more expensive to
operate at substandard than at high standards, they maybe these rustbuckets will disappear.
138
See Speech of IMO Secretary General Efthimios Mitropolous at the “ European Parliament Temporary
Committee on Improving Safety at Sea “, 22 January 2004 at http://www.imo.org/home.asp.
139
Estimates say at least 6Bn tones of cargo are moved annually by ships involving 250M containers. For
details see “ Agency warns of ISPS shortfall “, Fairplay 24 June 2004 at http://www.fairplay.co.uk.

41
 Preparations for drafting an international instrument dealing with maritime
security intensified within the maritime security working group under the Maritime
Safety Committee and even in the intercessional working group established for this
purpose. IMO’s efforts on security culminated with the holding of a Diplomatic
Conference in December 2002 which successfully adopted the ISPS Code.

The objectives of the Code140 can be achieved through the designation of

personnel onboard ships, in port facilities and within the shipping company who will
perform the security requirements as stated in the Code including the preparation
and implementation of ship security plans and port facility security plans which are
subject to approval by the contracting Government. Compliance with the Code
includes the issuing of an International Ship Security Certificate valid for not more
than five years or an Interim Certificate valid for not more than six months.

Shipowners and companies face an uphill struggle to comply with the

mandatory provisions of the Code. The pressure to comply with the Code stretches
across the entire maritime industry. The challenge rests mainly on the following
considerations141 :

• About 40,000 Ship Security Assessments and Plans need to be completed

before compliance certificates can be issued
• 130,000 company, ship and port facility security officers need to be trained
• About 16,000 port facilities need to be inspected and assessed
• Government security inspectors and port state security control officers need to
be trained and certified
• Necessity on the part of the Contracting Government to develop the
infrastructure needed for advising security level
• Arrangements for responses to security alerts from ships need to be put in
place
• Funding requirements

140
For details on the Objectives of the ISPS Code, see “ International Ship and Port Facility Security Code “,
2003, IMO, London.
141
See “ ISPS compliance crisis imminent “, Fairplay, 25 Mar 2004 at http://www.fairplay.co.uk.

42
 The impact of the ISPS Code on maritime security remains to be seen. On the
eve of the entry into force of the Code, IMO announced a status of compliance of
53.2 % for ships from the responses of 46 Governments and 53.4 % for port facilities
from the responses of 86 Governments who responded to the IMO survey.142

Costs vary quite considerably, but estimates for initial implementation range
from $20,000 to $37,000 per vessel, plus $12,000 a year in maintenance. The OECD
has pegged the cost of implementing the ISPS Code at $ 30,000 per vessel.
Government spending for security measures aimed at complying with the Code vary
from one country to another with the United States admitting it plans to spend at
$1.6Bn for the first year of implementation and at least $6 Bn over the next ten
years143 to provide a comprehensive security blanket for its 61 ports. Other countries
facing serious fiscal problems may not have enough resources to establish the
infrastructure necessary to comply with the security requirements. In many cases,
terminal operators have already started applying surcharges to their customers144.

The tasks presented by the Code in trying to establish a complete security

blanket for the entire maritime industry is both formidable and challenging. Aside
from the huge financial requirements to put the Code into effect such as those
relating to the establishment of infrastructures and security devices onboard ships,
countries need to create the necessary legislation and reorganize their MARAD.

Some observers and critics argue that the hastily passed ISPS Code is a
reflex action or self-defense mechanism of the US trying to establish greater control
over global maritime transportation as an offshoot of the September 11 attacks.
History supports the view that the US has a strong penchant for unilateral action145
like in the case of OPA 90.146 The ISPS Code is an international solution for
implementing the unilateral motives of a State requiring immediate self-protection.
Although contentious, it may not be totally misplaced as every State possesses the
right of self-preservation and the IMO is the most logical international forum to
ventilate such aspirations. However there are also other initiatives to realize this

142
See “ ISPS Code status update No. 5 ” at http://www.imo.org/home.asp.
143
See “ Owners face frightening figures “, Fairplay, 13 March 2003 at http://www.fairplay.co.uk.
144
See “ Is it time to get off the security bandwagon ? “, Lloyd’s List, 20 July 2004.
145
See “ A cure worse than the disease “, Fairplay, 30 January 2003 at http://www.fairplay.co.uk.
146
See “ Consternation over security “, Fairplay, 03 April 2003 at http://www.fairplay.co.uk.

43
such as the US Container Security Initiative (CSI), Customs-Trade Partnership
Against Terrorism (C-TPAT) and the 25-nation led Proliferation Security Initiative. 147

4.4 Criteria and Duties of Recognized Security Organizations

A Recognized Security Organization or RSO is defined under Solas Chapter

XI-2/1 as an organization with appropriate expertise in security matters and with
appropriate knowledge of ship and port operations authorized to carry out an
assessment, or a verification, or an approval or a certification activity as required
under the ISPS Code.

Under the provisions of SOLAS Reg. I/6 and, inter alia, SOLAS Reg. XI-2/1.16
Contracting Governments can authorize recognized security organizations to
perform the certain work in behalf of the Administration either in whole or in part:

• Approval of ship security plans, or amendments thereto, on behalf of the

Administration
• Verification and certification of compliance of ships with the requirements of
chapter XI-2 and part A of the Code on behalf of the Administration
• Conducting port facility security assessments
• Issuing and endorsement of International Ship Security Certificates

Because of the peculiarity of the security-related functions delegable under

the ISPS Code and its remarkable departure from the ordinary safety-oriented duties
previously delegated to recognized organizations under the earlier IMO conventions,
IMO guidelines and specifications of the work of recognized organizations acting on
behalf of the Administration Res. A.739(18) and Res. A.(789) needed to be
reinforced with a criteria system specific to the security nature of the ISPS Code.

According to Section 4.5 of Part B of the Code, Contracting Governments

should give due consideration to the competency148 of an RSO when authorizing it to
perform work on its behalf. Because of the strict criteria for an RSO and the sensitive

147
See “ IMO struggles to keep members united “, Fairplay, 20 Feb 2003 at http://www.fairplay.co.uk.
148
For details on competencies required from an RSO, see the Sec.4.5 Part B of the ISPS Code.

44
nature of relationship between the Flag State and the RSO, great care should be
taken by the former in choosing a reliable and credible RSO. In the United States, it
was said that among the reasons why a ship may be delayed in a US port is the
choice of an RSO with a poor service and security record. Such incident will surely
be detrimental to the interests of the shipowner and the free movement of ships.

Although this can be viewed as a simple threat by a major maritime power to

warn Flag States and shipowners against engaging the services of an ill-repute
RSO, such measures are totally misplaced and outrightly illegal. One is therefore
reminded of the illegal practice of ship targeting149 by Port State Control authorities
based on a ship’s Class150 or Flag151. Flag targeting, although illegal is widely
practiced in many PSC regimes due to the apparent weakness in the appeals
procedure152 of the PSC coupled with the lack of interest in the proper enforcement
of international laws. PSC authorities also find a shield in the very thin line
separating the illegal practice of Class and Flag targeting and their perceived right to
develop criteria for identifying priority ships targeted for a more rigorous inspection.

It has often been said that the ultimate responsibility for ensuring compliance
with international conventions rests with the Flag State. In the same vein, it is the
Flag State or the Contracting Government in the case of the ISPS Code which bears
the ultimate responsibility for ensuring that security requirements under the Code are
properly met in spite of the delegations made to recognized security organizations.

4.5 Designation of Classification Societies as Recognized Security

Organizations

The designation of Classification Societies as RSOs under the security regime

is a significant departure from their traditional role as safety specialists. Traditionally

149
Originally, targeting was based on preconceived ideas of poor quality and was concentrated initially on open
registries. Presently, the various PSC MOUs have developed their own system and criteria for targeting. In the
U.S. for example, they have developed a matrix that awards points depending on flag, ship type, ship’s PSC
record, Class and owner/operator. For details see “Where are all the substandard ships “, Fairplay, 07 Feb 2002.
150
A targeted Classification Society is any that have at least 10 distinct arrivals in the previous 12 months and a
detention ratio above the overall average or have less than 10 distinct arrivals and are associated with any
detention over the previous 2 years. See George Nacarra, “ PSC in the United States and the interaction with
Classification Societies “ in Substandard Ships Forum 1997, Nor-Shipping, Oslo, June 9, 1997, pp. 1-15.
151
See “ Japan PSC move angers North Korea “, Fairplay, 03 July 2003 at http://www.fairplay.co.uk.
152
See “ Port State shortcomings admitted “, Fairplay, 09 February 2004 at http://www.fairplay.co.uk.

45
Societies have been engaged in the formulation and uniform implementation of
classification rules based on ships’ structural safety standards. Societies have also
been authorized by Flag States to perform statutory surveys and certifications.

The concept of the RSO introduces the Class to an entirely different arena of
security assessments. It is a radical shift and a most contentious issue simply
because Classification Societies were not conceived as specialists in performing
security services in the first place.153 It took the Class more than two centuries to
establish their credibility and reputation as global standard-setters for ship safety.
Their performance continuously improved and perfected through years of in-service
experience, massive resources build-up and aggressive research programs.

Security services as a new menu offered by the Class will pose a great
challenge to their already established image and reputation. It is a challenge and at
the same time a strategic opportunity for the Class to diversify the services it offers
from being mere condition inspectors to risk assessors.154 There are doubts,
however, as to the qualification and competence155 of Classification Societies to
assume their extended role as security assessors as is evident from the steps taken
by some Flag States.

In fact, some countries like the UK and Australia have not identified any
Classification Society to perform the role of RSOs. It is the Maritime and Coast
Guard Agency (MCA) which is tasked to perform security assessments in UK with its
35 surveyors tasked to inspect 561 merchant ships. In Australia, it is the Transport
Security Division under the Department of Transport and Regional Services which is
responsible for certifying and auditing Australian-flagged ships for ISPS Code
compliance156. Elsewhere in Panama, the Maritime Authority limited the delegation to
IACS members to the auditing process under the Code and reserved the approval of
Ship Security Plans to security consultants: Phoenix Management Services which is
based in Florida, London-based Universe Security and Singapore-based Singapore

153
See “ Security should not be a class issue “, Fairplay, 03 April 2003 where it mentions that the mad
scramble of Classification Societies to be accredited as Recognized Security Organizations under the ISPS Code
has been motivated by the earnings potential.
154
Ibid.
155
Ibid.
156
See “ Managers face tight ISPS deadline ”, Fairplay, 01 May 2003 at http://www.fairplay.co.uk.

46
Technologies which function as Recognized Security Organizations.157 Others States
believe that security matters are best left to the military and police organizations or to
security consultants.

Inspite of this, the leading Societies have embarked on a serious capacity and
resources build-up in order to accommodate the demand for security services158. A
number of them have recruited security consultants and intelligence specialists into
their fold. Existing surveyors and auditors were made to undergo rigid trainings on
security courses.159 Model courses and training modules have been designed to
cater to the requirements for ship security officers and company security officers. 160

Societies also possess inherent strengths and advantages such as their

capacity to fulfill the major requirements in the Interim Guidelines for the
Authorization of RSOs acting on behalf of the Administration and/or Designated
Authority of the Contracting Government or MSC Cir.1074. Under the said guidelines
an RSO should have an adequate technical, managerial and support staff and a
sufficient number of qualified staff capable of providing the required services on an
adequate geographical coverage. In addition the quality system of the RSO should
comply with the ISO requirements. These qualities have long been identified with the
Class and can actually give credence to their designation as RSOs.

Furthermore, the drafting of Part B of the ISPS Code seems to support the
choice of Classification Societies as RSO in particular Section 4.5.2 which states that
an RSO should be able to demonstrate appropriate knowledge of ship and port
operations, including knowledge of ship design. Clearly, Classification Societies tend
to benefit from this provision through their long history of maritime involvement.

From another perspective, it can be argued that the security bandwagon

resulting from the September 11 incident also offered another golden opportunity for

157
See “ Flag faces its greatest test ”, Fairplay, 20 May 2004 at http://www.fairplay.co.uk.
158
See however Graham Botterill, “ Rushing ISPS compliance will lead to a useless piece of paper “, Lloyd’s
List, 14 July 2004, where it mentions that the training and qualifications of plan approvers and RSOs is open to
question.
159
DNV tapped UK’s Maritime and Underwater Security Consultants to train its security surveyors and
auditors. See “ Taking the necessary steps “, DNV news, 15 December 2002 at http://www.dnv.com
160
See “ Getting ready for the ISPS Code ”, Fairplay, 07 August 2003 at http://www.fairplay.co.uk.

47
the Class to make a good business venture161 out of the prevailing requirements of
the industry. This has been the comment of some sectors when the Class first came
out to offer ISM services.162 The RSO concept now offers the same incentive163.

The general trend is that Classification Societies especially IACS members

will continue to dominate the field as RSOs because of the work they have also done
under SOLAS. As an example, Lloyd’s Register received RSO status from more than
30 States164. Germanischer Lloyd has been authorized as an RSO for 20 States165
while DNV has received RSO status from 52 Flag States166. Other leading
Classification Societies also share the same recognition. The world’s busiest port,
Hong Kong authorized eight Classification Societies as RSOs.167

Judging from the experience in the introduction of the ISM Code, the
likelihood is that it will also take more years before a satisfactory level of compliance
for the ISPS Code is reached among States. It took the industry 10 years to
appreciate and apply the ISM Code, it took only 18 months to enforce the Code168.

To address this problem, IMO has issued some guidelines169 to ensure the
smooth implementation of the ISPS Code. In addition to these Guidelines, the IMO
should also establish methods and criteria for evaluating the performance of RSOs.
Regional organizations such as the EU are also likely to issue Directives on the
same subject. At the same time IACS must issue its procedural guidelines and
uniform interpretation of the Code.

161
See “ High fees behind ISPS delay “, Fairplay 05 Nov 2003 at http://www.fairplay.co.uk.
162
See “ Special Report on ISM Deadline : The art of classification “, Lloyd’s List, 01 July 1998.
163
Hans van Leuven “ Port and Maritime Security, the Approach of Netherlands “, Presentation on the
occasion of the visit of WMU students to the Port of Rotterdam, 09 March 2004.
164
See “ RSO status “ at http://www.lr.org/market_sector/marine/maritime-security/rso_status.htm.
165
Supra, footnote 160.
166
Email from Mr. Per Oscar Saugestad, Principal Surveyor/Security Surveyor, MTPN0879, Naval Ships and
Ships Security, DNV, dated 23 August 2004.
167
See “ Asia gears up for the inevitable ”, Fairplay, 18 March 2004 at http://www.fairplay.co.uk.
168
Supra, footnote 158.
169
IMO Guidelines include : MSC Circular 1097 - Guidelines for the implementation of Chapter XI-2 and the
ISPS Code ; MSC Circular 1111 – Guidance relating to the implementation of Chapter XI-2 and the ISPS Code;
MSC Circular 1074 – Interim Guidelines for the Authorization of RSOs acting on behalf of the Administration
and/or Designated Authority of a Contracting GovernmentResolution MSC.159(78) – Interim Guidance on
control and Compliance Measures to Enhance Maritime Security.

48
 There are several other issues pertaining to the implementation of the ISPS
Code such as the prevention of conflicts of interest in the case of RSOs. An RSO or
a Classification Society involved in the preparation of security plans and
assessments should in no way be involved in the approval of the same. Another
issue is the liability of the RSO which will be the subject of the formal written
agreement concluded between the Flag State Administration and the recognized
security organization. Other issues and concerns will come to light as the entire
maritime world begins to feel the effects of the ISPS Code coming into force.

49
 Chapter Five

5. RELATIONSHIP BETWEEN THE CLASSIFICATION SOCIETY AND

THE FLAG STATE ADMINISTRATION
5.1 Capacity of Flag State Administrations to perform international and
national obligations

Since its inception in 1958, one of the major functions of the IMO has been
the development of international maritime law and regulations170. It is said that the
IMO is the proper forum for the development of international instruments relating to
the safe operation of ships and for pollution prevention. Likewise the phrase “
competent international organization ” as used in UNCLOS applies exclusively to
IMO171. As the UN system’s regulatory agency for the maritime sector with a global
mandate to ensure safer shipping and cleaner oceans, IMO pursues that mandate by
adopting international maritime rules and standards that are then implemented and
enforced by Governments in the exercise of Flag, Port and Coastal State
jurisdiction172. The task of implementing IMO conventions is within the purview of
State-Parties173 who are expected to promulgate laws and regulations and to take all
other steps necessary to give these instruments full and complete effect.

This obligation is more commonly known as Flag State Implementation (FSI)

of IMO instruments. From the point of view of FSI, the most significant IMO
instruments are : SOLAS, MARPOL, LOADLINES, STCW, COLREG and
TONNAGE.174 The problem with flag state implementation is that some countries
lack the expertise, experience and resources necessary to do this properly. This is
unfortunate because the effectiveness of IMO safety and pollution prevention
instruments depend primarily on the application and enforcement of their
requirements by the States party to them and that many have experienced difficulties

170
See Rosalie Balkin, “ The Legal Work of IMO “, IMO, London at p.2.
171
See “ Implications of the entry into force of the UNCLOS for the IMO “, IMO, London at p.2.
172
“ Comprehensive Analysis of Difficulties encountered in the Implementation of IMO instruments “, Sub-
Committtee on FSI, 12th Session, Agenda Item No. 8 , IMO, London.
173
The consent of a State to be bound by a treaty may be expressed by signature, exchange of instruments
constituting a treaty, ratification, acceptance, approval or accession or by any other means if so agreed. See
“ 1969 Vienna Convention on the Law of Treaties “, Article 11.
174
“ Self-Assessment of Flag State Performance “, Res. A.912(22) , IMO, London.

50
in complying fully with the provisions of those instruments175. It is also notable that
States that become Parties to the conventions fail to derive any benefits due to their
failure to implement them into their national legislation.176

In the area of expertise, Flag States have varying capacities but majority of
them have had to rely on the expertise of external sources such as Classification
Societies especially on technical matters relating to ship design, construction and
operation. There are many reasons why Administrations have not been able to
develop and maintain their pool of experts. A major factor of which is the cost of
employing a sufficient number of highly qualified technical people such as
surveyors177, nautical personnel, naval architects, marine engineers, maritime
lawyers and other specialists. In developing countries, the motivation of skilled
people and new graduates is to seek high paying jobs, something which the
government services find difficult to offer and which private companies such as
Classification Societies have consistently exploited. The promise of higher pay and
unlimited opportunities for career advancement and self-improvement are simply too
irresistible to ignore. It is important to note that it is not only the quantity of experts
which is lacking in the Administration. An equally significant factor that should be
considered is the quality of people employed.178 As an institution for advanced
maritime training, the World Maritime University is geared towards the rectification of
this problem.179 It is dangerous to make such generalizations or sweeping
statements but in some labour-producing countries , this is what they call “brain

175
“The Work of the Sub-Committee on Flag State Implementation- An Overview“ at
http://www.imo.org/home.asp.
176
P.K: Mukherjee, “ Transformation of conventions into national legislation: Piracy and suppression of
unlawful acts “, Proceedings of the International Symposium on Maritime Violence and other Security Issues at
Sea , World Maritime University, Malmö, Sweden, 26-30 August 2002.
177
The qualifications required for Flag State surveyors based on educational background and experience are
listed in the Draft Code for the Implementation of IMO Instruments. Obligations of Flag States to ensure
qualifications of surveyors including the establishment and maintenance of training programs and conducting
assessments may be burdensome for Flag States. See “ Responsibilities of Governments and Measures to
encourage Flag State Compliance “, Sub-Committee on FSI Implementation, 12th Session, Agenda Item No. 7.
178
According to C.P. Srivastava, former IMO Secretary General and WMU Chancellor, the problem of
inadequate maritime expertise could not possibly be resolved just by organizing seminars and workshops or
visits of advisers and consultants. The people occupying the maritime infrastructure of developing States need to
attend and pass 2-year long advanced post-graduate courses in relevant disciplines of maritime technology. This
is one of the major reasons for the establishment of the World Maritime University. For more details see C.P.
Srivastava, “ World Maritime University : First 20 Years “, Thomson Press, India, 2003 at page 28 and page 44.
179
See William O’Neil, “ Human Element in Shipping “, WMU Journal of Maritime Affairs, , WMU, Sweden,
October 2003, Vol.2, No.2, p.97. See also Michael Grey, “ Why Flags could matter again “, Bimco Bulletin,
June 2004, Vol.99 No.3, p. 20.

51
drain“180 where the best and the brightest people are lost by the government to the
other sectors or to other industries.

In terms of experience, the traditional maritime States may have had an upper
hand supported by years of exposure to the day to day requirements of operating
their fleets under a body of international rules and regulations already existing. There
are however a large number of Flag States who lack the regulatory capacity181 to
transform international conventions into their national legislations. This is evidenced
by their failure to establish effective organizations and thereby sacrificing proper
implementation and enforcement of international rules and regulations. The
fragmentation of maritime responsibilities in different government agencies and
departments have resulted in a less coordinated and harmonized implementation of
safety regulations. The privatization of certain maritime infrastructures such as port
terminals has also resulted in the blurring of responsibilities between the public and
the private sectors.182

Another major handicap of most Flag State Administrations is the lack of

resources necessary to give full and complete effect to the Conventions. Compliance
with IMO Conventions require significant investments in infrastructure, equipment
and technology. For developing States183 the costs associated with these
requirements are simply beyond their reach. For developed States who may have
the resources but have not decided to perform their obligations directly, it is just a
question of priorities on where to best utilize their limited resources184. For others
who may have the capacity but have not performed at par with the expectations, this
can be attributed either to negligence or plain indifference185.

180
The expression 'brain-drain migration' was popularised in the 1960s with the loss of skilled labour-power
from a number of poor countries, notably India. Of particular concern was the emigration of those with scarce
professional skills, like doctors and engineers, who had been trained at considerable expense by means of
taxpayers' subsidies to higher education. See Robin Cohen, “ Brain Drain Migration “ at
http://www.queensu.ca/samp/transform/Cohen1.htm.
181
Regulatory capacity is defined as the capacity of a Flag State to issue and enforce rules and procedures
resulting in compliance with international maritime law, international conventions and best operational practice.
182
Supra, footnote 172.
183
See however J. Guy, “ Class distinction “, Fairplay, 09 January 1986 where it mentions that budgetary
restrictions are not limited to developing countries but also to leading seagoing nations.
184
Socio-economic aspects may require special attention to be given to sectors such as agriculture, education,
health and housing. See footnote 172 for more details.
185
The indifference may come as a result of an inadequate appreciation of the benefits and impact of global
maritime standards on the preservation and protection of national interests. See footnote 172.

52
 There may be other reasons for the Flag States’ halfhearted performance of
its obligations. For one, there are States who believe that their interests align more
appropriately with shipowners and are therefore reluctant to commit to rigorous
enforcement of regulations.186 The combination of variable Flag State performance
and inattentive policing of standards often leads to a tiered response to
regulations.187

The FOC phenomenon further elucidated the inability of Flag State

Administrations to deliver an effective implementation and enforcement of
international maritime safety regulations. The decline of traditional flag
administrations and the growth of open registers has altered the balance between
the size of the Administration and the size of the registered fleet.188 The lack of a
comprehensive Administration has led to an improperly managed fleet.189 The
relaxation of safety standards whether by design or by default is quite common
among open registers.190 This is not to say that all FOCs are inefficient or
irresponsible in the performance of their duties. It is just the character of FOCs as
being flexible, less expensive and with increasing reliance on Societies for the
enforcement of international safety regulations191. There are also quite a number of
quality FOCs living up to their obligations192 such as Liberia.193

The problems encountered by Flag States associated with implementation of

international instruments194 have been recognized by the IMO. Such recognition has
led to the creation of the IMO Sub-Commmittee of FSI.195 A number of measures196
were also initiated by the IMO such as the adoption of Res. A.946(23) IMO Voluntary
Member State Audit Scheme, Flag State Self-Assessment Form and the Code for

186
There are allegations that some Flag States have limited their auditing scope for ISM to just four hours even
for large companies. See ” ISM has led to 3-way effect throughout industry ”, Lloyd’s List , 29 July 2000.
187
Supra, footnote 54.
188
See “ IMO standing firm on deadline : Countdown to ISM “, Lloyd’s List, 11 May 1998
189
See however “ ISM dilemmas revealed in new survey “, Lloyd’s List, 10 June 1998 where it mentions that
the relative shortage of qualified personnel is not a problem limited to Flag of Convenience States.
190
See Chris Horrocks, “ Stiffening the Resolve of the Flag States “, Bimco Review, 1996 at page 234.
191
Supra, footnote 9 at p.405.
192
Supra, footnote 190.
193
See Herbert, C.,” The Liberian Shipping Registry: Strategies to Improve Flag State Implementation and
Increase Market Competitivenes ”, Unpublished master’s thesis, World Maritime University, Malmö, Sweden
194
Flag States also have the responsibility for the implementation and enforcement of rules adopted by other
intergovernmental bodies such as the International Labor Organization (ILO) and the IOPC Fund.
195
Supra, footnote 190.
196
Other measures include Resolution A. 847(20), Resolution A.912(22) and Resolution A.914(22).

53
the Implementation of IMO Instruments which is currently being worked out in the
IMO197. The Roundtable of shipping industry organizations has also published its
“Shipping Industry Guidelines on Flag State Performance”. 198

5.2 Expertise, Experience and Internationality of Classification Societies

As mentioned before, the Classification Societies enjoy the distinction of

having developed a large base of highly qualified technical experts covering a very
wide array of specializations which is quite difficult for Flag States to achieve. Over
the years, Classification Societies have achieved a great degree of success in
recruiting and maintaining highly competent people through the industry-level salary
they offer to prospective applicants. In addition, they have also instituted certain
programs to attract quality people such as graduate training programs and under-
graduate sponsorships199. Some offer extensive in-house training, job security and
even tuition fee reimbursements200. Such incentives ensure to the Class a
consistent supply of highly qualified and satisfied people.

It is evident that the expertise of Classification Societies has been a

consequence of years of experience in performing surveys and statutory work for the
maritime industry. The Societies have gained much credibility and confidence
through years of in-service experience and feedback from the various industry
players. As a criteria for evaluating Classification Societies, it can be stated
categorically that experience is an area where they are not lacking.

Much has been said also of the international nature of the Class with their
global network of almost 1,600 offices comprised of at least 6,000 surveyors
supported by 6,000 technical staff. This international network of Classification
Societies allows them to apply regulatory requirements in a uniform way. IACS
Societies are authorized by more than 100 IMO member States to perform statutory

197
Supra, footnote 175.
198
The Roundtable of Shipping Industry Organizations is composed of Bimco, Intercargo, ICS, ISF and
Intertanko. See “ Shipping Industry Guidelines on Flag State Performance “, Maritime International Secretariat
Services Limited, London.
199
See “ Jobs in Lloyd’s Register Group “ at http://www.lr.org/corporate_information/jobs/index.htm.
200
See “ What ABS offers employees “ at http://www.eagle.org/company/careers.html.

54
international and national regulation compliance surveys and to issue the necessary
certification on their behalf. 201

5.3 IMO Guidelines on Recognized Organizations acting on behalf of the

Administration

Being conscious of the need for Flag States to delegate some of the
obligations from the IMO Conventions to certain organizations, IMO has adopted a
number of guidelines to ensure an effective and uniform system of delegation by
Flag States such as Res. A.739(18)202 Guidelines for the Authorization of
Organizations acting on behalf of the Administration203 .

Under this Resolution, national administrations are recommended to follow

certain requirements such as to check that the recognized organization has
adequate technical, management and research resources to carry out its delegated
tasks, have a formal written agreement204 with the organization, including the main
aspects of delegation operation, provide instructions detailing actions to be followed
when the ship is regarded as unfit to proceed to sea, provide the organization with all
appropriate elements of national law, and finally to specify that the organization
should maintain records to assist in the interpretation of convention regulations.205
Another requirement is for the Administration to establish a system for monitoring
and verifying the performance of recognized organizations including provisions for
the conduct of additional ship inspections by the Flag State, audits and proper
communication procedures. 206

An amendment to the Resolution is currently being considered by the FSI

Subcommittee to include a provision requiring recognized organizations to use only
exclusive surveyors and auditors with the only exemption allowed for radio surveys.

201
Supra, footnote 14.
202
See Appendix C.
203
The EU Council has also issued Directive 94/57/EC to provide minimum criteria for the recognition of
organizations and common standards for Classification Societies. For details see Council Directive 94/57/EC of
22 November 1994 at http://europa.eu.int/comm/transport/maritime/legislation/index_en.htm.
204
See “ Model Agreement for the Authorization of Recognized Organizations acting on behalf of the
Administration “, MSC Cir. 710 / MEPC Cir. 307 dated 09 October 1995, Appendix B.
205
Supra, footnote 9 at p.408.
206
Ibid.

55
 In addition, IMO also issued Res. A.789(19) Specifications on the survey and
certification functions of recognized organizations acting on behalf of the
Administration. The specifications are divided into 4 sections namely management,
technical appraisal of services, surveys and qualification and training of surveyors.

5.4 EU Guidelines on Recognized Organizations acting on behalf of the

Administration

The guidelines adopted by the IMO on the authorization of ROs, delegation

procedures, specifications of survey and certification functions of ROs and Model
Agreement had a positive effect on efforts to create uniformity, procedurally and
substantially, in the delegation of statutory survey functions. It is submitted that these
guidelines were able to establish a workable framework from which individual Flag
States can base their formal relationship with the Classification Society.

It is no surprise therefore when regional organizations such as the EU have

similarly adopted the IMO guidelines on the authorization of recognized
organizations acting on behalf of the Administration. But the EU has done more than
adopting the IMO guidelines. It has created its own Directive effectively establishing
common rules and standards for ship inspection and survey organizations and for
the relevant activities of the maritime administration. It is intended to involve national
administrations more closely in the process of ship certification and surveying,
requiring Member States to introduce a recognition procedure.207 Council Directive
94/57/EC208 was adopted on 22 November 1994 and Member States were required
to bring the requirements of the Directive into force through national legislation by
the end of 1995.209

It is important to note that the Directive specifically obliges its Member States
to delegate its statutory duties only to recognized organizations. Further, States are
to ensure that ships flying their flag are constructed and maintained according to the
rules of a recognized Classification Society. A distinctive feature of the Directive is

207
Ibid, at p. 409.
208
See Appendix D, Council Directive 94/57/EC .
209
Supra, footnote 41 at p.6.

56
that it goes beyond the guidelines set by the IMO Resolutions by prescribing
quantitative and qualitative criteria for obtaining recognition. 210

Experience in the past have shown the strong inclination of the EU law-
making system to prescribe rules and standards higher than those which are set by
other competent international organizations such as the IMO in order to protect its
vast interests211 in maritime transport. Stricter rules and higher standards contained
in the Community-wide recognition regime for Classification Societies equate to
weeding out players who may not have sufficient expertise, experience and
resources. One effect of the Directive is that it has intentionally limited the choice of
Member States to Societies with vast resources including the number of exclusive
surveyors and covering a wide range of clientele or with an enormous size of classed
fleet.212 The overall objective of course is to ensure that only highly reliable and
professionally competent Societies are authorized to act on behalf of EU Member
States.213 Similar to IMO Resolutions, the Directive provides for the monitoring of
performance of recognized organizations to ensure that they continue to meet the
provisions of the Directive as well as to assess their quality performance.

It should be noted that there were some weaknesses discovered during the
implementation of the Directive such as the lack of harmonization in the recognition
procedures for the Class which were left to the Member States and a centralized
control for the recognition of Classification Societies as per the Directive. In view of
these, a proposal to amend the Directive is currently being considered by EC. 214

5.5 Internal and External methods of monitoring and assessing

Classification Societies’ performance

210
Supra, footnote 9 at p.409. See also Appendix E for the list of EU-recognized Classification Societies.
211
Over 90% of external trade and some 43% of internal trade of EU goes by sea. More than 1 billion tonnes of
freight a year are loaded and unloaded in EU ports. More than 2.5 million people are employed by the maritime
transport sector. See Maritime Transport at http://www.europa.eu.int/comm/transport/maritime/index_en.htm.
212
However, the Directive also contains a procedure under which organizations which meet the qualitative but
not the quantitative criteria may be granted a provisional recognition within a Member State for a period of three
years. Supra, footnote 41 at p.7.
213
Supra, footnote 211.
214
See Appendix E, Proposed Amendments to 94/57/EC.

57
 To ensure the integrity and the highest standards in ship classification
practice, IACS adopted its Quality Management System Certification Scheme
(QSCS) in 1991. This scheme requires that IACS members develop their own
internal quality management system relating to both classification and statutory work.
The requirements included in the system conform with the requirements of ISO
Standard 9001, EN 45004, IMO Resolutions A.739(18) and A.789(19) and other
applicable standards. Compliance of Member Societies with the requirements are
checked through the conduct of review and evaluation of the system documentation
and audit of the system implementation. Proof of compliance is evidenced with the
issue of a Quality Management System Certificate of Conformity. Non-compliance
with the requirements may result to a withdrawal or suspension of the certificate. 215

As mentioned earlier, IMO Res. A.739(18) has provided the guidelines by

which Flag States may authorize recognized organizations to act on its behalf.
Included also in the guidelines is the requirement for Flag States to establish a
system to ensure the adequacy of work performed by the recognized organization
including monitoring and verification of class related matters.

According to the IMO’s Model Agreement, the Administration will be given the
opportunity to satisfy itself that the RO’s quality system continues to comply with the
requirements of Appendix 1 to the Annex to Res. A.739(18). The Administration has
the discretion whether to recognize the audits of an independent audit group or
perform the audits itself and determine the frequency thereof. This may be
conducted randomly or as scheduled depending on the agreement.

Perhaps the most controversial method of assessing Class performance is

through the Port State Control mechanism. Analysis of statistics, in particular the list
of detentions may provide additional tools for evaluating the performance of the
Class. This procedure supports the practice of Class targeting by some PSC
authorities. Related to this but is not really a reliable tool to gauge Class
performance are the reports played up by media especially in the aftermath of
casualty incidents. Media reports which can be biased are usually bereft of scientific

215
See “ Quality Management System Certification Scheme “ at http://www.iacs.org.uk.

58
evidence to support their claims and may not only be misleading but also unfair to
the Classification Societies.

Regional measures to assess Class performance may also be initiated as in

the EU. Under Council Directive 94/57/EC a common minimum criteria was
established for the recognition of organizations acting on behalf of the
Administration. Under the said Directive, each Member State should periodically
assess the performance of recognized organizations and submit to the Commission
precise information relating to such performance. The Commission may decide
whether it will request the Member State concerned to withdraw the recognition of
organizations which are no longer fulfilling the common minimum criteria adopted.216

5.6 Conflict of interests between performing statutory duties and

classification work

The Classification Societies’ wearing of two hats by being agents to both the
shipowner and the Administration at the same time has led to some speculations on
the possible conflicts of interest arising from these relationships. As an organization
providing classification services to the shipowner, the Classification Society is
expected to promote the best interests of the shipowner in terms of the quality of the
services rendered and at the same time to give careful consideration to the
shipowner’s preference for frugality. As a representative of the Administration , the
Class is mandated to apply, interpret and enforce the Conventions as if the
Administration is directly performing the statutory obligations itself.

The international safety rules and regulations have been drafted in such a
way as to avoid ambiguities in interpretations, at least this was the objective. In
some cases where it could not be avoided, the remedy has been for the IMO to issue
additional guidelines for a more uniform implementation. IACS for its part also issues
its Unified Interpretations and Procedural Guidelines to ensure a consistent
approach to safety regulations. Inspite of this, the actual enforcement of regulations
still rely on the subjective interpretation of rules by the surveyor attending to a
particular ship. The uniform and consistent application of classification rules and

216
Supra, footnote 203.

59
international regulations is dependent not only on the strength and resources of the
Societies but also on the skill, judgement and motivation of the individual surveyor
exercising his professional experience. The danger of course is that any pressure on
the surveyor or classification society may have significant influence on the ability to
render professional advice and fair judgement.217

It is therefore of paramount importance that Class surveyors are able to make

a clear distinction between undertaking pure classification work and statutory
surveys. Likewise it is important to make sure that there is a system of checks and
balance and that proper safeguards are in place to monitor performance of the two
distinct but related duties of the classification society. Societies need to remember
that reputation based on credibility is the stock of their trade. Failure to internalize
the significant differences between the Classification Societies’ twin roles may result
to loss of credibility and may open the floodgates of liability litigation if a maritime
casualty occurs as a consequence.

5.7 Liability of Classification Societies

The issue of liability has been a very sensitive issue not only for the Class but
also for the other major players in the maritime industry with whom Class have direct
or indirect relationship. Proponents of Class liability argue that in addition to the
responsibility for ensuring quality and transparency, the Class should also have
some degree of accountability. This accountability is anchored on the fact that the
Societies having established the design criteria for all the structure and much
machinery also has the responsibility for periodically conducting condition surveys.

On the other side, opponents of the liability concept argue that liability
resulting from gross negligence on the part of the Society may be difficult to prove.
Demonstrated compliance with published standards-provided they are adopted by a
fairly wide representation of the shipping industry as a whole and not merely by the
Societies themselves - could be well regarded as prima facie evidence that the

217
Supra, footnote 41 at p.11.

60
relevant society had not acted negligently and should be excused from any
liability.218

It is submitted that a balance has to be made on the two diverging views

regarding the imposition of Class liability. Firstly, most Societies are small
organizations at least financially speaking and they need to be protected against the
threat of multi-million dollar suits otherwise they will go out of business. Unless a
limited liability regime is in place, the only recourse would be to withdraw or limit the
services they perform which will be detrimental to the industry.219

Secondly, the notion of a limited liability is generally much preferred due to a

number of reasons which is supported by the CMI. Unlike the shipowners who are
subject to limited liability based on ships’ tonnage under the Limitation of Liability
Convention, Classification Societies should not be subjected to the same scheme
primarily because unlike shipowners, they do not control the level of maintenance,
training, manning, trade routes and choice of cargo. The fees charged by the CS
relate to the services rendered and are unconnected with the size of asset value.220

Thirdly, the Class do not contribute to the risk level. Their purpose is only to
reduce the risk and mistake only occurs in cases of omission or gross negligence.
Due to their wide exposure to several third parties, the potential for failure is also
greater. Like the government, the Class works in public interest and deserves some
degree of protection.221

Fourthly, on the question of whether the Class owed a duty of care to third
parties such as passengers or cargo, it was held in the recent judgement of the
House of Lords in Nicholas H , that such persons are not the intended beneficiaries

218
See Frank Wiswall, “ Comite Maritime International: Study of issues regarding Classification Societies “,
BIMCO Review,1996, London at p.152.
219
Increased liabilities may also lead to increased costs due to greater insurance coverage which will ultimately
translate to higher service fees. See Gilberto Chaves, “ The issue of liability “, Bimco Review, 1998 at p.114.
220
Ibid.
221
In the Sundancer and Scandinavian Star cases, the defendant Societies have successfully asserted their
entitlement to immunity from liability under the law of the Flag (Bahamas) in respect of statutory surveys.
Where such immunity is not provided in the State’s legislation, the agreement between the Class and the
government should provide that the CS working as an agent of the government should be entitled to all of the
defenses and protection of law normally available to the government. See footnote 218.

61
of the rules of classification.222 If the Class owed them a duty of care, it springs only
from the national and international law on the safety of ships rather than
classification. As a direct customer it is the shipowner which the Class owes a duty
of care.223

Finally, Classification Societies need to be reminded of their commitment to

enforce higher standards of safety in the face of industry-level competition. Despite
the pressures from shipowners to economize in their design features and shipyard
preferences for lesser scantlings, safety should not be compromised. The Class
needs to maintain its independence, integrity and impartiality in all aspects. The risk
of incurring liabilities promotes a more pragmatic and rational approach to
classification work. It seems acceptable that Classification Societies may be
deprived of their right to limit liability in cases of willful fault or gross negligence224.
But in cases of simple negligence, it should be able to invoke limited liability.

A model for the limited liability concept is the case of Det Norske Veritas
which included a clause in its contract saying that the company will compensate any
person who suffers from a proved direct loss or damage due to DNV’s negligent act
or omission. Started in 1997, DNV can grant compensation up to 10 times the fee
charged for the service but shall not exceed US $ 2 million.225 On the other hand EU
Directive 94/57 provides limitation of liability to ROs of up to EURO 5 million and 2.5
million for loss of life and property respectively. 226

Discussions and debates on the topic of Class liability will continue in the
future due to the Classification Societies’ wide geographical coverage, industry-wide
exposure and continuously expanding services. Due to States’ varied legal systems,
Classification Societies remain prone to legal actions especially those who view
them as deep-pocket sources.227 A balance of interests, although difficult to achieve

222
Tort liability of Class towards third parties may be claimed under United States law where negligence is
proven and provided there is a causal link between the offence and the injury suffered. Supra, footnote 9 p. 397.
223
Supra, footnote 218.
224
Three main claims are possible under the terms of contractual liability namely : breach of contract, gross
negligence and negligent misrepresentation. See footnote 9 at p.396.
225
See William Gray, “ Why don’t Classification Societies admit Liability “, Bimco Review 1998 at p.109.
226
See Appendix D, Council Directive 94/57EC of the European Union.
227
CMI endeavoured to address this concern by drafting model contract clauses and principles of conduct to
define the role and obligations of Classification Societies towards the shipowner and other third parties. See
footnote 9 at p.398.

62
within the industry, is indispensable if we are to prevent the disappearance of
Classification Societies or at any rate, in weakening them, to the great detriment of
safety on all the seas. 228

5.8 The Classification Society as an Extension of the Flag State

Administration: Its rationality and implications

Much has already been said about the obligations of Flag States relating to
the implementation and enforcement of international instruments arising from the
multitude of IMO and ILO Conventions. The objective of achieving a higher level of
safety and pollution prevention rests on the Flag States’ capacity to give full and
complete effect to the various international conventions. Towards this end, history
has shown the difficulties associated with Flag States’ fulfillment of their mandate. 229

Flag State Administrations come in different shapes and sizes. Some have
very intricate and complex structures. Others are straightforward and rudimentary.
States have varying capacities in the performance of their international safety
obligations. Underdeveloped Administrations and those which lack the capacity and
resources necessary for an efficient and credible Flag State Implementation have
found convenience in delegating their functions to Recognized Organizations.230 This
is not to say however that it is only the Administrations which are lacking in
capacity and resources that have utilized the services of recognized
organizations.There are also a number of developed Administrations especially
those from the traditional maritime nations that have decided to delegate some of
their functions to the recognized organizations.

It is worth mentioning that the growth of Flag State Administrations has been
preceded231 by the evolution of the Classification Society which were the first formal

228
The notion of criminal liability for Classification Societies is included in the proposed EU Directive on the
introduction of criminal sanctions for ship-source pollution. Under the proposed Directive, any Classification
Society that may have caused or participated in causing illegal pollution intentionally or by gross negligence
must be subject to sanctions. See http://europa.eu.int/scadplus/leg/en/lvb/l24123.htm
229
Supra, footnote 178 at p.14.
230
The decline of the traditional maritime administrations, and the shedding of experienced seagoing and shore-
based staff, meant that the responsibilities of Classification Societies had become far greater than ever before –
almost by default. See “Putting its house in order under harsh safety spotlight “, Lloyd’s List, 27 June 1994, p.4
231
Supra, footnote 41 at p.1.

63
standard–setting organization for ship safety on technical matters.232 Throughout the
history of maritime trade, Societies have gained the reputation of being the premier
authority for adopting the highest technical standards for ship safety and pollution
prevention. It is the universal recognition of the Societies’ expertise, experience and
internationality that has been the cornerstone of its continued patronage and
acceptance within the maritime industry.

With the inexorable obligation of implementing international instruments as a

background, the combination of the Flag State Administrations’ weaknesses and the
Classification Societies’ obvious strengths have led to the existing understanding
and cooperation between the two major pillars of maritime safety. From its original
purpose of providing accurate and reliable information on the technical condition of
ships, the work of Classification Societies have been stretched to cover the other
areas relating to the regulation of ship operation such as the performance of
statutory functions originating from the various international conventions. Further
recognition on the potentials of the Class was manifested in the additional role given
to them under the ISM. It should be noted that certification and auditing under the
ISM Code is substantially different from the nature of classification work. The
Societies have also showed potentials for delivering other services such as crew
training certification233, competence management certification234 and green
235
standards for classification . The most recent and perhaps the most
controversial addition to their work is the role of RSO under the ISPS Code.

The deficiencies, unwillingness, lack of interest and the other significant

reasons for the inability of Flag State Administrations to assume their obligations
under the international conventions have been compensated by the delegation of
some functions to the Classification Society who are in better position to perform
the requirements under the conventions. For the Administration, it is a matter of
convenience and at the same time exigency of ensuring the conventions to which the
Flag State is party to are given full and complete effect by the Administration.

232
The first attempt to regulate the shipping industry in terms of maritime safety came from the UK Government
in the middle of the 19th century. See Jaime Viega, “ Safety Culture in Shipping ”, WMU Journal of Maritime
Affairs, WMU, Sweden, October 2002, No. 1, p.16.
233
Supra, footnote 76.
234
See “ A first for Teekay and DNV “, DNV News, 02 June 2004 at http://www.dnv.com
235
See Giuliano Pattofatto, “ Green Standards for Greener Shipping “, Bimco Review, 2001, pp. 124-127.

64
 The special relationship that has evolved through years of close collaboration
and association between the Flag State Administration and the Classification
Societies has created the notion of the Class as an extension of the Flag State
Administration. This impression stems from the Flag States’ consistent reliance on
the Class for technical, management and security related services. As an extension
of the Flag State Administration, the Class aims to fill the void in services caused by
the apparent incapacities of the Administration. The relationship has been mutual.
The Administration finds convenience in the expertise of Societies for the proper
implementation of statutory obligations, hence the term Convenience of Flags (COF)
should be introduced. To avoid incurring huge financial costs associated with
additional investments on infrastructure, manpower recruitment and government
reorganization, Flag States are more likely to find it convenient to delegate their
statutory functions to the Classification Societies.

On the other hand, the Class enjoy the financial benefits and more
importantly, global recognition of the indispensable role of Classification Societies in
the promotion of maritime safety and security and the prevention of marine pollution.

An implication of this relationship between the Flag State Administration and

the Classification Society is that the international maritime community may view this
as an overreliance of Flag States on the Class for the safety obligations which they
were originally bound to perform. An unwanted consequence may be the hampering
of the growth of the Administration as brought about by increased complacency
associated with Class delegation. Flag States will then have to face the risk of losing
credibility in the eyes of the international maritime community and from being
branded as the weakest link in the maritime safety chain.

If, on the other hand, the close cooperation between the Administration and
the Class can lead to more productive results such as an improved Flag State
Implementation and performance, then the Flag State’s safety reputation may benefit
in the long run.236

236
Liberia has proved, by a consistently improving performance that it can ensure a generally high standard of
operation across its fleet, achieved by appropriate centralized control and supervised delegation of statutory
survey work to the Classification Societies. Supra, footnote 190.

65
 As for Classification Societies, it is submitted that there are both advantages
and disadvantages resulting from this relationship. Allegations of conflicts of
interests, loss of independence and impartiality have to be balanced against the
benefits of gaining wider recognition for the Societies’ role in promoting a safety
culture, security and environmental consciousness. The benefit of State protection
afforded to the Classification Society as an extension of the Flag State
Administration is also a significant factor.

66
 Chapter Six

6. CONCLUSION

The history of Classification Societies spanning two centuries of active

contribution to the promotion of the highest standards of ship safety covers a wide
area of involvement from the development of classification rules to performance of
delegated statutory survey work and certification including work on such matters as
safety management, human element, crew competency and most recently, security.

The fact that Classification Societies have endured the challenges to their
very existence and relevance in the industry is manifested in the ever increasing
roles that they have to assume. There is confidence therefore in saying that the
unique features and strengths of the Classification Societies have made them an
indispensable link in the maritime safety chain.

The efficiency and diligence with which Classification Societies have

developed and applied their rules have earned them the recognition of the Flag
States, Port States, the IMO and other international organizations and the entire
industry. Their records of competence have likewise earned them the respect of Flag
State Administrations who have looked to the Societies for their expertise,
experience and vast network of resources.

As more and more regulations continue to be generated from the IMO and
other international organizations, the onus is on the Flag State Administration to
ensure that these regulations to which they are Party are given full and complete
effect. The problem herein lies in the fact that the legislative mechanism of the IMO
and other international organizations have developed quite dramatically over the
past years and have overtaken the development of maritime administrations. It is
arguable that there were some delays in the entry into force of a number of
international instruments but these may partly be due to the hesitation of Flag States
to ratify the conventions due to lack of necessary infrastructure including an
underdeveloped maritime administration. For those Flag States parties to the
conventions, the more obvious task of implementing them is the primordial concern.

67
 The rising popularity of open registries have all the more highlighted the
reliance of Flag States on Classification Societies.237 It is the combination of the Flag
States’ lack of capacity to implement the conventions and the strength of
Classification Societies which continue to govern the existing relationship between
the Administration and the Classification Societies.

Developing States often face the dilemma of either delegating most of the
statutory functions to Classification Societies or to perform the obligations
themselves at the risk of sacrificing the quantity and quality of statutory work. More
often than not, the choice will be for the former with the hope that gradually, the
Administration may be able to develop its own expertise and resources to undertake
the obligations they were bound to perform in the first place. With limited financial
resources, developing States face an uphill battle for self-reliance and improvement
often plagued with the problem of prioritizing its limited budget.

For traditional maritime States and other developed States, the decision to
delegate most of the statutory functions to Classification Societies is simply a matter
of choice and convenience owing to the well established reputation of Classification
Societies and the efficiency with which they operate.

There are no restrictions on the maximum amount of statutory functions that

can be delegated to the Classification Societies although these are limited to
international instruments providing for such delegation. Guidelines on authorization
of recognized organizations and specifications of survey and certification have been
adopted by IMO but there are no clear cut guidelines on the limit to which Flag
States can delegate all their statutory functions. This issue is therefore left to the
good judgement of the Flag State as to their ability to monitor the work of
Classification Societies and at the same time to ensure that international conventions
are given full and complete effect through the various methods of assessing the
performance of Classification Societies. These subjects are usually incorporated in
the respective Class Agreements concluded between Flag States and individual
Classification Societies. 238

237
Supra, footnote 37.
238
See Appendix F, Examples of Class Agreements.

68
 Flag States will continue to use Classification Societies as agents for
performing their statutory obligations under the increasing body of international
instruments constantly being developed within the IMO. Classification Societies
have proven that they can be relied upon to assume the multitude of diverse tasks
associated with their delegated statutory work. Flag States find comfort in this and in
realizing that the Societies have adapted quite well to the challenges brought about
by the introduction of new regulations crafted at the IMO. The ability to mutate, to
assume newer roles and to extend its arms to cover wider areas of maritime
interests makes the Classification Society a most suitable extension of the Flag State
Administration.

The Classification Societies have become so well entrenched that it is difficult

to imagine a maritime industry without them. Therefore, doubts occasionally being
raised on their usefulness coupled with accusations that Classification Societies
have been reduced to anachronism are totally devoid of value and significance. Such
propositions will not merit support even from the IMO239. In an era of increasing
desire to achieve a safety culture, and security and environmental consciousness,
the greater likelihood is that Flag States will continue to treat the Classification
Societies as an extension and as a formidable partner in serving the maritime
industry.

239
A Polish proposal submitted to the IMO’s MSC 78 Meeting suggested that Classification Societies should
be formally approved by the IMO was supported by Japan although it failed to solicit wider support from the
majority of the Committee’s members. It is an indication of the continuing political pressure on the Class to be
fully transparent and accountable. See “ Goal based standards and common rules of Class “, Aline De Bievre,
Bimco Bulletin, Vol.99. No.3, June 2004, p.26.

69
 BIBLIOGRAPHY

BOOKS

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Ready, N.P. 3rd Ed.(1998). Ship Registration. Hong Kong: LLP.

Smith, J.R.G. (1998). IACS and IMO : The essential relationship. London: IACS.

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70
ARTICLES

“ A cure worse than the disease “, Fairplay, January 30, 2003.

Abe, M., “ Classification Societies: Their role, duties and responsibilities ”, Bimco
Review, 2000.

“ Agency warns of ISPS shortfall “, Fairplay, June 24, 2004.

“ Asia gears up for the inevitable ”, Fairplay, March 18, 2004.

“ Astonishing fall in non-OECD maritime accidents since ISM “, Lloyd’s List,

November 2, 2001.

Bell, J., “ Current developments in Classification “, Bimco Review, 1996.

Bell, J., “ The Role of Class in Maritime Safety “, Bimco, 995,Volume 90, No.2

“ BMT reconsiders flag inspections “, Lloyd’s List, April 25,1996.

Botterill, G., “ Rushing ISPS compliance will lead to a useless piece of paper “
Lloyd’s List, July 14, 2004.

“ Certification delays cast doubt on ISM “, Lloyd’s List, July 31, 1997.

Chaves, G., “ The Issue of Liability ”, Bimco Review, 1998.

Chun, Sung-Kyu “ Moving towards higher quality “, Bimco Review, 2002.

“ Collision report slams safety procedure “, Fairplay, June 8, 2000.

“ Consternation over security “, Fairplay, April 3, 2003.

Corse, J., “ Requirements and Responsibilities “, Bimco Review, 1997.

De Bievre, Aliene, “Goal based standards and common rules of Class”, Bimco
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De Livois, Pierre “ Towards a Total Safety Concept “, Bimco Review, 1996.

“ DNV offers integrated consultancy “, Lloyd’s List, October 26, 2000.

“ DNV to class crews ”, Fairplay, November 6, 2003.

Ferrall, P., “ Commitment to Safety “, Bimco Review, 1995.

“ Flag faces its greatest test ”, Fairplay, May 20, 2004.

71
“ Flag States urged to standardize and publish inspection results “, Lloyd’s List,
November 20, 1996.

“ Getting ready for the ISPS Code ”, Fairplay, August 7, 2003.

“ Giving Flag States a Helping Hand ”, Fairplay, August 1, 2002.

Guy, J., “ Class distinction “ Fairplay, January 9, 1986.

Gray, W., “ Why Don’t Classification Societies Admit Liability ? ”, Bimco Review,
1998.

Grey, M., “ ISM Code can offer real gains finds study “, Lloyd’s List, October 16,
2003.

Grey, M., “ Why Flags could matter again “, Bimco Bulletin, Volume 99 No.3, June
2004.

“ Hasty security worries shipping “, Fairplay, December 5, 2002.

“ High fees behind ISPS delay “, Fairplay, November 5, 2003.

Horrocks, C., “ Stiffening the Resolve of the Flag States “, Bimco Review,1996.

Iarossi, F., “ The Future Relationship of Classification Societies to Port States “,

Bimco Review, 1996.

“ IMO standing firm on deadline: Countdown to ISM “, Lloyd’s List, May 11, 1998.

“ IMO struggles to keep members united “, Fairplay, February 20, 2003.

“ IMO urged to get tough with Flag States over ISM Code “, Lloyd’s List, May 14,
2002.

“ Is it time to get off the security bandwagon? “, Lloyd’s List, July 20, 2004.

“ ISM Code has led to 3-way effect throughout industry “, Lloyd’s List, July 29, 2000.

“ ISM Code involves cultural change “, Lloyd’s List, June 27, 1994.

“ ISM Code no cure for disasters “, Lloyd’sList, August 4, 1995.

“ ISM Code pays dividends “, Fairplay, October 18, 2001.

“ ISM dilemmas revealed in new survey “, Lloyd’s List, June 10, 1998.

” ISM has led to 3-way effect throughout industry ”, Lloyd’s List, July 29, 2000.

“ ISPS compliance crisis imminent “, Fairplay , March 25, 2004.

“ Japan PSC move angers North Korea “, Fairplay, July 3, 2003.

72
“ Korea curbs maritime mishaps “,Fairplay, July 3, 2003.

Lee, K.L., “ Flag State Quality Control System “, Bimco Review, 2001.

“ Legal Focus : Enforcing the ISM Code “, Lloyd’s List, July 1, 1998.

“ Lions without teeth ”, Fairplay, August 24, 2000.

“ Managers face tight ISPS deadline ”, Fairplay, May 1, 2003.

“ Maritime threats could be overplayed “, Lloyd’s List , July 2, 2004.

“ New independent auditing body aims to enter the ISM field “, Lloyd’s List,
November 4, 1996.

O’Ferrall, P., “ The Changing Role of Classification Societies “, Bimco Review, 1996.

“ O’Neil in ISM warning: Slow implementation of safety code will hurt shipping lines
“, Lloyd’s List, September 4,1997.

O’Neil, W., “ Human Element in Shipping “, WMU Journal of Maritime Affairs, Vol.2,
No.2, WMU Publications, Sweden, October 2003.

“ Owners face frightening figures “, Fairplay, March 13, 2003.

“ P&I clubs warn clients on ISM certification “, Lloyd’s List, September 18, 1998.

“ Papering over the cracks “, Fairplay, August 23, 2001.

Pattofatto, G., “ Green Standards for Greener Shipping “, Bimco Review, 2001.

Payer, Dr. H., “ The Human Factor in Ship Safety “, Bimco Review,1996.

“ Piracy makes an unwelcome return “, Fairplay, January 16, 2003.

“ Port State shortcomings admitted “, Fairplay, February 9, 2004.

“ Putting its house in order under harsh safety spotlight “, Lloyd’s List, June 27, 1994.

Rial, Capt. W.B., “ Port State Control on Non-Convention Size Ships ”.

Seafarers and their Ships, Ministry of Transport and Civil Aviation and the Central
Office of Information, London, 1955 in Viega, J., “ Safety Culture in Shipping ”
WMU Journal of Maritime Affairs, No. 1, WMU Publications, Sweden, October
2002.

“ Security bandwagon set to roll “, Fairplay, January 9, 2003.

“ Security should not be a class issue “ Fairplay, April 3, 2003.

Sohmen, Dr. H., “ Differences in Class ”, Bimco Review,1997.

73
Somerville, R., “ Will Classification Be Credible In The Year 2000 ? “, Bimco Review,
1998.

“ Special Report on ISM Deadline : The art of classification “, Lloyd’s List, July 1,
1998.

Squassafichi, N., “ RINA, the ISM Code and the Human Element ”, Bimco Review,
1996.

“ Systems work, but humans fail “, Fairplay, February 21, 2002.

“ The effectiveness of the ISM Code requires an urgent review “, Lloyd’s List, May
16, 2003.
“ Ugland company to offer ISM advice “, Lloyd’s List, August 1,1994.

“ UK confident that it will meet ISM Code deadline “, Lloyd’s List , June 23, 1997.

Viega, J., “ Safety Culture in Shipping “, WMU Journal of Maritime Affairs, No.1,
WMU, Sweden, October 2002.

Wade, C., “ ISM Code – A major boost to marine safety “, Bimco Review, 1997.

“ Where are all the substandard ships “, Fairplay, February 7, 2002.

Wiswall, F., “ Comite Maritime International: Study of issues regarding classification

societies “ Bimco Review,1996.

TEXTS AND DOCUMENTS

“ A Unique Contribution to Safe Shipping and Clean Seas”, International Association

of Classification Societies Permanent Secretariat, U.K.

Balkin, Rosalie, “ The Legal Work of IMO “, IMO, London.

“ Classification Societies “, Safety Panel Briefing Pamphlet No.4, International Cargo

Handling Coordination Association, UK, 1993.

“ Competitive advantages obtained by some shipowners as a result of non-

observance of applicable international rules and standards “, OECD, Volume
IV, No. 2, Paris, 1996.

“ Comprehensive Analysis of Difficulties encountered in the Implementation of IMO

instruments “ Sub-Committtee on FSI, 12th Session, Agenda Item No. 8, IMO,
London.

“ Implications of the entry into force of the UNCLOS for the IMO “, IMO, London.

74
McLean, D., “ Maritime Regulations : The Role of the Classification Societies “,
Proceedings of the Greenwich Forum and Hazards Forum Joint Conference,
Safety of Ships : Assessment and Regulations, May 24-25, 1995, The Solent
Conference Centre, Southampton.

Mejia, Max, “ Defining maritime violence and maritime security “, Proceedings of the
International Symposium on Maritime Violence and other Security Issues at
Sea “ World Maritime University, Malmö, Sweden, August 26-30, 2002.

Mejia, Max, “ The ISM Code’s Impact on Swedish PSC Statistics ”, Proceedings of
KONBIN 2003, 3rd Safety and Reliability International Conference, Gdynia,
Poland, May 26-30, 2003.

Mukherjee, Dr. P.K., “ Selected Aspects of the Recognition Regime of the STCW
Convention “ , Proceedings of the International Conference on Port and
Maritime R & D and Technology Singapore, September 10-12, 2003.

Mukherjee, Dr. P.K., “ Transformation of conventions into national legislation: Piracy

and suppression of unlawful acts “, Proceedings of the International
Symposium on Maritime Violence and other Security Issues at Sea, World
Maritime University, Malmö, Sweden, August 26-30, 2002.

Nacarra, George, “ PSC in the United States and the interaction with Classification
Societies “ Proceedings of Substandard Ships Forum 1997, Nor-Shipping,
Oslo, June 9, 1997.

Paris MOU Annual Report 2001

Planeix, J., ” New Outlooks for Guardians of Safety: Explicit Versus Implicit Risk
Analysis in Classification/ Certification “ in Safety at Sea-Proceedings of the
2nd West European Conference on Marine Technology, London, May 23-
27,1977.

“ Responsibilities of Governments and Measures to encourage Flag State

Compliance “, Sub-Committee on FSI Implementation, 12th Session, Agenda
Item No. 7

“ Safety at Sea “, Proceedings of the Second West European Conference on Marine

Technology, WEMT Executive Committee, London, May 23-27, 1977.

“ Shipping Industry Guidelines on Flag State Performance “, Maritime International

Secretariat Services Limited, London.

Smith, J. R., “ IACS and IMO, The Essential Relationship “, IACS Edition 3, July
1,1998.

Wergeland, Jens Henrik, “ Do Classification Societies have a major role to play in

preventing major catastrophies and has the role become more or less
important in recent years? “, Proceedings of the SKULD Conference, Oslo,
June 13, 1995.

75
Winchester, Nik and Alderton, Tony,” Flag State Audit 2003 “, Seafarers International
Research Center, Cardiff University,UK, 2003.

TREATY INSTRUMENTS

Convention for the Suppression of Unlawful Acts against the Safety of Maritime
Navigation, IMO, London, 1988.

Council Directive 94/57/EC of the European Union of 22 November 1994

European Commission Decision 2002/221/EC dated 14 March 2002.

Guidelines for the Authorization of Organizations acting on behalf of the

Administration, Resolution A.739(18), IMO, London.

Guidelines to Assist Flag States in the Implementation of IMO instruments,

Resolution A. 847(20), IMO, London, 1997.

Human Element, Principles and Goals for the Administration, Resolution A.947(23),
IMO, London, 2003.

IMO Voluntary Member State Audit Scheme, Resolution A.946(23), IMO, London.

International Convention on Standards of Training, Certification and Watchkeeping,

1978 as amended (STCW 1995).

International Safety Management Code, IMO, London, 2002.

International Ship and Port Facility Security Code, IMO, London, 2003.

Measures to Further Strengthen Flag State Implementation, Resolution A.914(22),

IMO, London, 2001.

Model Agreement for the Authorization of Recognized Organizations acting on behalf

of the Administration, MSC Circular. 710 / MEPC Circular. 307, October 9,
1995.

Revised Guidelines on the Implementation of the ISM Code by the Administration,

Resolution A. 913(22), IMO, London. 2001

Self-Assessment of Flag State Performance, Resolution A.912(22), IMO, London,

2001.

Specifications on Survey and Certification functions of Recognized Organizations

acting on behalf of the Administration, Resolution 789(19), IMO, London

Vienna Convention on the Law of Treaties, 1969

76
DISSERTATIONS

Herbert, C., The Liberian Shipping Registry : Strategies to improve Flag State
Implementation and increase market competitiveness. Unpublished master’s
thesis, World Maritime University, Malmö, Sweden, 1999.

Laihui, S., A Study of the Roles of Classification Societies under the New Maritime
Atmosphere. Unpublished master’s thesis, World Maritime University, Malmö,
Sweden, 1999.

Liang, Jing, Strategic Challenges Facing Classification Societies: Possible Future

Scenarios and Proposed Solutions for China Classification Society,
Unpublished master’s thesis, World Maritime University, Malmö, Sweden,
2000.

Shaikh, AA., The Role of Maritime Safety Administration and Classification Societies
towards achieving IMO’s goals: Safety of Ships and Cleaner Seas,
Unpublished master’s thesis, World Maritime University, Malmö, Sweden,
1993.

Weon Jae, H., The Role of Classification Societies, in Particular the Korean Register
of Shipping, as regards Ship Safety, Unpublished master’s thesis, World
Maritime University, Malmö, Sweden, 1987.

Shaikh, Altaf Ahmad, The Role of Maritime Safety Administration and Classification
Societies towards achieving IMO’s goals, Unpublished master’s thesis, World
Maritime University, Malmö, Sweden, 1993.

SPEECHES AND LECTURES

Dr. Jens-Uwe Schröder, “ The IMO/ILO Approach to Human Element in Marine

Casualties “, PowerPoint presentation at the WMU, Malmö, Sweden, April 27,
2004.

Hans van Leuven “ Port and Maritime Security, the Approach of Netherlands “
Presentation on the occasion of the visit of WMU students to the Port of
Rotterdam, March 9, 2004.

“ Maritime Crime “ lectures of Mr. Max Mejia delivered at the World Maritime
University, Malmö, Sweden, February 25-27, 2004.

“ Maritime Law “ lectures of Dr.. P.K. Mukherjee at the World Maritime University,
Malmö, Sweden.

Phone interview conducted with Peter Escherich, Deputy Head of Section of

Maritime Safety, German Federal Ministry of Transport, Building and Housing
on July 14, 2004.

77
Speech by Dr. Donald Liu, Executive Vice President and Chief Technology Officer of
ABS at the 15th International Ship and Offshore Structures Congress at
http://www.eagle.org/news/speeches/index.html

Speech of IMO Secretary General Efthimios Mitropolous at the “12th FSI Sub-
Committtee Meeting “, March 15-19, 2004.

Speech of IMO Secretary General Efthimios Mitropolous at the “ European

Parliament Temporary Committee on Improving Safety at Sea “, January 22,
2004 at http://www.imo.org/home.asp

Speech of IMO Secretary General William O’Neil at the “ Biennial Symposium of the
Seafarers International Research Center ”, Cardiff, 29 June 2001 at
http://www.imo.org/home.asp

Ulf Freudendahl, “ Classification Societies “, PowerPoint presentation at the World

Maritime University, Malmö, Sweden, 23 January 2004.

INTERNET SOURCES

Cohen, Robin, “ Brain Drain Migration “ at

http://www.queensu.ca/samp/transform/Cohen1.htm.

“ Conventions “, at http://www.imo.org/home.asp.

Definition of Ergonomics at http://www.ergonomics.org.uk/ergonomics/definition.htm

Hesse, H., “ IMO activities to enhance maritime security “, at

http://www.imo.org/home.asp.

IACS Procedural Requirements on ISM Code at http://iacs.org.uk/preqs/main.htm.

IMO’s Human Element Vision, Principles and Goals at http://www.imo.org/home.asp.

“ ISM Certification “, IACS Briefing No. 3, November 1996 at http://www.iacs.org.uk

“ ISM Code List “, at http://www.iacs.org.uk/whitelist/wlindex.htm.

“ ISPS Code Status Update No. 5 ” at http://www.imo.org/home.asp.

“ Jobs in Lloyd’s Register Group “ at

http://www.lr.org/corporate_information/jobs/index.htm

Ozcayir, Dr.Z. Oya “ Port State Control ”, at

http://denizhukuku.bilgi.edu.tr/doc/Oya%20ozcayir%20article.doc.

“ Quality Management System Certification Scheme “ at http://www.iacs.org.uk.

78
“ RSO status “ at http://www.lr.org/market_sector/marine/maritime-
security/rso_status.htm.

Schoen, John, “ Ships and ports are terrorism’s new frontier “, at

http://www.msnbc.com.

“ Shipping enters the ISM Code era with second phase of implementation “, IMO
Press Briefing 23/2002 at http://www.imo.org/home.html.

“ The Work of the Sub-Committee on Flag State Implementation : An Overview ”, at

http://www.imo.org/includes/blastDataOnly.asp/data_id%3D8587/TheWorkoft
heSub-.doc.

“ What ABS offers employees “ at http://www.eagle.org/company/careers.html.

“ What is Port State Control “, at http://www.tokyo-mou.org/.

INTERVIEWS AND E-MAILS

E-mail of Mr. Brice Martin-Castex, Maritime Safety Division, International Maritime

Organization (IMO) dated 01 July 2004.

E-mail of Mr. Colin Wright ([email protected]), Senior Technical Officer, IACS

Permanent Secretariat dated May 27, 2004.

E-mail of Mr. John Taverner ([email protected]), Manager - Regulatory Affairs &

Information Services, External Affairs, Lloyd's Register dated June 2, 2004.

Email of Mr. Hoon Na ([email protected]), Surveyor, Statutory Services Department,

Korean Register of Shipping dated June 3, 2004.

E-mail of Mr. Mark Benson ([email protected]), Client Training Product Manager,

Marine Training Services, Lloyd's Register dated May 20, 2004.

Email of Mr. Per Oscar Saugestad ([email protected]), Principal

Surveyor/Security Surveyor, MTPN0879, Naval Ships and Ships Security, Det
Norske Veritas, dated 23 August 2004,

E-mail of Mr. Steve McIntyre ([email protected]) of American Bureau of

Shipping dated May 27, 2004.

E-mail of Mr. Turid Fiskeseth ([email protected]) of Det Norske Veritas dated June 3,
2004.

E-mail of Ms. Marianne Harvey ([email protected]), Senior External Relations

Officer, IMO Library Services, External Relations Office, International Maritime
Organization (IMO) dated 01 July 2004.

79
E-mail of Ms. Natasha Brown ([email protected]), External Relations Officer, Public
Information Services (PIS), External Relations Office, International Maritime
Organization (IMO) dated 01 July 2004.

Phone Interview with Mr. Peter Escherich, Deputy Head of Maritime Safety Section
of the German Federal Ministry of Transport, Building and Housing on July 14,
2004.

Personal Interview with Mr. Serdar Isik, B.Sc., C. Eng., MRINA, Ships in Service
Management, Knowledge Management Department, Head of Damage and
Repair Control Centre of Bureau Veritas at the World Maritime University on
May 27, 2004.

80
 APPENDIX A

Table A.1 – Summary of Status of Conventions as at 30 June 2004

Entry into force No. of Contracting
Instrument % world tonnage*
date States

IMO Convention 17-Mar-58 164 98.48

1991 amendments - 81 82.76

SOLAS 1974 25-May-80 152 98.45

SOLAS Protocol 1978 01-May-81 105 94.83

SOLAS Protocol 1988 03-Feb-00 73 63.46

Stockholm Agreement 1996 01-Apr-97 9 9.65

LL 1966 21-Jul-68 154 98.41

LL Protocol 1988 03-Feb-00 70 63.32

TONNAGE 1969 18-Jul-82 141 98.18

COLREG 1972 15-Jul-77 146 97.44

CSC 1972 06-Sep-77 76 60.36

1993 amendments - 7 4.39

SFV Protocol 1993 - 10 10.09

STCW 1978 28-Apr-84 147 98.42

STCW-F 1995 - 4 3.33

SAR 1979 22-Jun-85 82 51.59

STP 1971 02-Jan-74 17 22.42

SPACE STP 1973 02-Jun-77 16 21.51

INMARSAT C 1976 16-Jul-79 89 92.37

INMARSAT OA 1976 16-Jul-79 87 91.40

1994 amendments - 40 29.57

FAL 1965 05-Mar-67 98 64.96

MARPOL 73/78 (Annex I/II) 02-Oct-83 127 96.95

MARPOL 73/78 (Annex III) 01-Jul-92 112 92.82

MARPOL 73/78 (Annex IV) 27-Sep-03 97 54.26

MARPOL 73/78 (Annex V) 31-Dec-88 116 95.10

MARPOL Protocol 1997 (Annex

VI) - 15 54.57

81
LC 1972 30-Aug-75 81 70.08

1978 amendments - 20 19.06

LC Protocol 1996 - 20 11.96

INTERVENTION 1969 06-May-75 81 71.40

INTERVENTION Protocol 1973 30-Mar-83 47 45.12

CLC 1969 19-Jun-75 44 4.83

CLC Protocol 1976 08-Apr-81 55 57.92

CLC Protocol 1992 30-May-96 97 93.03

FUND Protocol 1976 22-Nov-94 33 47.01

FUND Protocol 1992 30-May-96 88 88.14

FUND Protocol 2000 27-Jun-01 - -

FUND Protocol 2003 - 4 6.16

NUCLEAR 1971 15-Jul-75 16 19.81

PAL 1974 28-Apr-87 30 35.59

PAL Protocol 1976 30-Apr-89 24 35.29

PAL Protocol 1990 - 4 0.81

PAL Protocol 2002 - - -

LLMC 1976 01-Dec-86 46 44.44

LLMC Protocol 1996 13-May-04 13 14.49

SUA 1988 01-Mar-92 108 81.52

SUA Protocol 1988 01-Mar-92 97 77.66

SALVAGE 1989 14-Jul-96 45 34.38

OPRC 1990 13-May-95 77 58.92

HNS Convention 1996 - 5 1.92

OPRC/HNS 2000 - 10 15.39

BUNKERS CONVENTION 2001 - 5 0.47

AFS CONVENTION 2001 - 8 9.36

BWM CONVENTION 2004 - - -

* Source: Lloyd's Register of Shipping/World Fleet Statistics

as at 31 December 2002

Source : Summary of Status of Conventions Retrieved July 9, 2004 from http://www.imo.org/home.asp

82
 APPENDIX B

ANNEX
MODEL AGREEMENT
AGREEMENT GOVERNING THE DELEGATION OF
STATUTORY CERTIFICATION SERVICES FOR VESSELS REGISTERED IN
[STATE]
between
[ADMINISTRATION]
and
[RECOGNIZED ORGANIZATION]

This Agreement pursuant to the [legal authority] and in compliance with the
"Guidelines for the authorization of organizations acting on behalf of the
Administration", Assembly resolution A.739(18) and the Annexes thereto, is between
Recognised Organization hereinafter referred to as "RO " and [State] hereinafter
referred to as "the Administration" with respect to the performance of marine
statutory surveys and issuance of relevant certificates.

1 Purpose

1.1 The purpose of this Agreement is to delegate authority to perform statutory

certification services and to define the scope, terms, conditions and requirements of
that delegation.

2 General Conditions

2.1 Statutory certification services comprise the assessment of [State] registered

vessels in order to determine the compliance of such vessels with the applicable
requirements of the international conventions, codes and national requirements
(hereinafter referred to as "applicable instruments") and the issue of relevant
certificates as set out in appendix 1 hereto.

2.2 In so far as the certification services covered by this Agreement are concerned,
RO agrees to co-operate with port State control officers to facilitate the rectification
of reported deficiencies on behalf of the Administration when so requested, and
report to the Administration.

2.3 Statutory services rendered and statutory certificates issued by RO will be

accepted as services rendered by or certificates issued by the Administration
provided that RO maintains compliance with the provisions of Appendix 1 of the
Annex to Assembly resolution A.739(18).

2.4 Authorizations for services outside the scope of Appendix 1 to this Agreement
will be dealt with as mutually agreed on a case-by-case basis.

2.5 RO shall endeavour to avoid undertaking activities which may result in a conflict
of interest.

3 Interpretations, Equivalents and Exemptions

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3.1 While interpretations of the applicable instruments, as well as the determination
of equivalents or the acceptance of substitutes to the requirements of the applicable
instruments are the prerogative of the Administration, RO will co-operate in their
establishment as necessary.

3.2 Exemptions from the requirements of the applicable instruments are the
prerogative of the Administration and must be approved by the Administration prior
to issuance.

3.3 In instances where, temporarily, the requirements of an applicable instrument

cannot be met under particular circumstances, the RO surveyor will specify such
measures or supplementary equipment as may be available to permit the vessel to
proceed to a suitable port where permanent repairs or rectifications can be effected
or replacement equipment fitted.

4 Information and Liaison

4.1 RO will report to the Administration such information at such frequency as

agreed between RO and the Administration, as delineated in Appendix 2 to this
agreement.

4.2 The Administration shall be granted access to all plans and documents including
reports on surveys on the basis of which certificates are issued or endorsed by RO.

4.3 The Administration will provide RO with all necessary documentation for the
purpose of RO's provision of statutory certification services.

4.4 RO and the Administration, recognizing the importance of technical liaison, agree
to co-operate toward this end and maintain an effective dialogue.

4.5 Regulations, rules, instructions and report forms shall be written in [language to
be used].

5 Supervision

5.1 The Administration will be given the opportunity to satisfy itself that RO's quality
system continues to comply with the requirements of Appendix 1 of the Annex to
Assembly resolution A.739(18).

5.2 The Administration may choose to recognize audits performed on RO by an

independent audit group effectively representing the interests of the Administration
or IMO.

5.3 Should the Administration choose to conduct direct auditing of RO, the frequency
and extent of audit will be subject to mutual agreement between the Administration
and RO.

6 Other Conditions

6.1 Remuneration

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Remuneration for statutory certification services carried out by RO on behalf of the
Administration will be charged by RO directly to the party requesting such services.

6.2 Confidentiality
In so far as activities related to this Agreement are concerned, both RO and
theAdministration shall be bound by confidentiality provisions to be agreed between
them.

6.3 Surveyors
Normally, surveys shall be carried out by surveyors working exclusively for RO. RO
may use exclusive surveyors of another organization with which RO has a bilateral
agreement provided that the other organization is recognized by the Administration.
However, RO may use non-exclusive surveyors provided such surveyors and all
services and functions performed by such personnel relevant to this agreement, are
subject to the quality assurance system of the RO. These provisions apply to
subcontractors and to all other suppliers of support services being relevant to statutory
survey and certification.

6.4 Amendments
Amendments to this Agreement and appendixes will become effective only after consultation
and written agreement between the Administration and RO.

6.5 Governing Law and settlement of Disputes

.1 The Agreement shall be governed by and construed in accordance with [Agreed
State] law. Any dispute arising in connection with this Agreement which cannot be
settled by private negotiations between the parties shall be settled finally by
arbitration in accordance with the Rules of Conciliation and Arbitration of the
International Chamber of Commerce in [Agreed Location].

.2 In the performance of statutory certification services hereunder, RO, its officers,

employees and other acting on its behalf are entitled to all the protection of law and
the same defences and/or counterclaims as would be available to the Administration
and its own staff surveyors or employees if the latter had conducted the statutory
certification services in question.

6.6 Liability
.1 In the context of this Agreement, if a liability is finally and definitively imposed on
the State of the Administration for loss or damage which is proved in a court of law to
have been caused by any negligent act or omission by RO, its officers, employees or
others who act on behalf of RO under this Agreement, the Administration is entitled
to seek from RO compensation up to but not exceeding the amount of financial
liability as defined in the standard terms and conditions of RO.

.2 While acting for the Administration under this Agreement RO shall be free to
create contracts direct with its clients and such contracts may contain RO's normal
contractual conditions for limiting its legalliability.

6.7 Termination
.1 If this Agreement is breached by one of the parties, the other party will notify the
violating party of its breach in writing to allow the notified party the opportunity to
remedy the breach within days, failing which the notifying party has the right to
terminate the Agreement immediately.

.2 This Agreement may be terminated by either party by giving the other party 12
months written notice.
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7 This Agreement commences on [ Date ].

IN WITNESS WHEREOF the undersigned, duly authorised by the parties, have on the [
Date ] signed this Agreement.

...................................................... ....................................................
For [Recognised Organization ] For [the Government of State ]

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 APPENDIX C

Resolution A.739(18)
Adopted on 4 November 1993
(Agenda item 11)
GUIDELINES FOR THE AUTHORIZATION OF ORGANIZATIONS
ACTING ON BEHALF OF THE ADMINISTRATION
( SOLAS reg I/6, reg XI/1, LL Art 13, MARPOL reg II/4, reg II/10,TM Art 6, MARPOL
reg VI/5(3) )

THE ASSEMBLY,

RECALLING Article 15(j) of the Convention on the International Maritime

Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety and the prevention and control of marine pollution from
ships,

RECOGNIZING the importance of ships being in compliance with the provisions of

relevant international conventions, such as SOLAS 74, Load Lines 66, MARPOL
73/78 and STCW 78, to ensure prevention of maritime casualties and marine
pollution from ships,

NOTING that the Administrations are responsible for taking necessary measures to
ensure that ships flying their States' flags comply with the provisions of such
conventions, including surveys and certification,

NOTING FURTHER that, under regulation 1/6 of the 1974 SOLAS Convention and
regulation 4 of Annex I and regulation 10 of Annex II of MARPOL 73/78, the
Administration may entrust the inspections and surveys to nominated surveyors or
recognized organizations and further that the Administration shall notify the
Organization of the specific responsibilities and conditions of the authority delegated
to nominated surveyors or recognized organizations,

DESIRING to develop uniform procedures and a mechanism for the delegation of

authority to, and the minimum standards for, recognized organizations acting on
behalf of the Administration, which would assist flag States in the uniform and
effective implementation of the relevant IMO conventions,

HAVING CONSIDERED the recommendations made by the Maritime Safety

Committee at its sixty-second session and by the Marine Environment Protection
Committee at its thirty-fourth session,

1. ADOPTS the Guidelines for the Authorization of Organizations Acting on Behalf of

the Administration, set out in the annex to the present resolution;
2. URGES Governments as soon possible to:
(a) apply the said Guidelines; and
(b) review the standards of already recognized organizations in the light of the
Minimum Standards for Recognized Organizations Acting on Behalf of the
Administration set out in appendix 1 to the annex to the present resolution;

87
3. REQUESTS the Maritime Safety Committee and the Marine Environment
Protection
Committee:
(a) to review the Guidelines and Minimum Standards with a view to improving
them as necessary;
(b) to develop, as a matter of urgency, detailed specifications on the precise
survey and certification functions of recognized organizations;

4. REQUESTS the Secretary-General to collect from Member Governments

information on the implementation of the present resolution.

Annex
GUIDELINES FOR THE AUTHORIZATION OF ORGANIZATIONS
ACTING ON BEHALF OF THE ADMINISTRATION
GENERAL

1 Under the provisions of regulation 1/6 of SOLAS 74, article 13 of Load Lines 66,
regulation 4 of Annex 1 and regulation 10 of Annex II of MARPOL 73/78 and article 6
of Tonnage 60, many flag States authorize organizations to act on their behalf in the
surveys and certification and determination of tonnages as required by these
conventions.

2 Control in the assignment of such authority is needed in order to promote

uniformity of
inspections and maintain established standards. Therefore, any assignment of
authority to
recognized organizations should:

.1 determine that the organization has adequate resources in terms of

technical, managerial and research capabilities to accomplish the tasks being
assigned, in accordance with the Minimum Standards for Recognized
Organizations Acting on Behalf of the Administration set out in appendix 1;
.2 ha e a formal written agreement between the Administration and the
organization being authorized which should as a minimum include the
elements as set out in appendix 2 or equivalent legal arrangements;
.3 specify instructions detailing actions to be followed in the event that a ship
is found not fit to proceed to sea without danger to the ship or persons on
board, or presenting unreasonable threat of harm to the marine environment;
.4 provide the organization with all appropriate instruments of national law
giving effect to the provisions of the conventions or specify whether the
Administraion's standards go beyond convention requirements in any respect;
and
.5 specify that the organization maintains records which can provide the
Administration with data to assist in interpretation of convention regulations.

VERIFICATION AND MONITORING

3 The Administration should establish a system to ensure the adequacy of work
performed by the organizations authorized to act on its behalf. Such a system
should, inter alia, include the following items:

.1 Procedures for communication with the organization

88
 .2 Procedures for reporting from the organization and processing of reports by
the Administration
.3 Additional ship's inspections by the Administration
.4 The Administration's evaluation/acceptance of the certification of the
organization's quality system by an independent body of auditors recognized
by the Administration
.5 Monitoring and verification of class-related matters, as applicable.

Appendix 1
MINIMUM STANDARDS FOR RECOGNIZED ORGANIZATIONS
acting on behalf of the Administration

An organization may be recognized by the Administration to perform statutory work

on its behalf subject to compliance with the following minimum condition for which
the organization should submit complete information and substantiation.

General
1 The relative size, structure, experience and capability of the organization
commensurate with the type and degree of authority intended to be delegated
thereto should be demonstrated.
2 The organization should be able to document extensive experience in assessing
the design, construction and equipment of merchant ships and, as applicable, their
safety-management system.

Specific provisions
3 For the purpose of delegating authority to perform certification services of a
statutory nature in accordance with regulatory instruments which require the ability to
review applicable engineering designs, drawings, calculations and similar technical
information to technical regulatory criteria as dictated by the Administration and to
conduct field survey and inspection to ascertain the degree of compliance of
structural and mechanical systems and components with such technical criteria, the
following should apply:

.1 The organization should provide for the publication and systematic

maintenance of rules and/or regulations in the English language for the
design, construction and certification of ships and their associated essential
engineering systems as well as the provision of and adequate research
capability to ensure appropriate updating of the published criteria.
.2 The organization should allow participation in the development of its rules
and/or regulations by representatives of the Administration and other parties
concerned.
.3 The organization should be established with:
.3.1 a significant technical, managerial and support staff, catering also
for capability of developing and maintaining rules and/or regulations;
and
.3.2 a qualified professional staff to provide the required service
representing and adequate geographical coverage and local
representing as required.
.4 The organization should be governed by the principles of ethical behaviour,
which should be contained in a Code of Ethics and as such recognize the
inherent responsibility associated with a delegation of authority to include

89
 assurance as to the adequate performance of services as well as the
confidentiality or related in formation as appropriate.
.5 The organization should demonstrate the technical, administrative and
managerial competence and capacity to ensure the provision of quality
services in a timely fashion.
.6 The organization should be prepared to provide relevant information to the
Administration.
.7 The organization's management should define and document its policy and
objectives for, and commitment to, quality and ensure that this policy is
understood, implemented and maintained at all levels in the organization.
.8 The organization should develop, implement and maintain an effective
internal quality system based on appropriate parts of internationally
recognized quality standards no less effective than ISO 9000 series, and
which, inter alia, ensures that:

.8.1 the organization's rules and/or regulations are established and

maintained in a systematic manner;
.8.2 the organization's rules and/or regulations are complied with;
.8.3 the requirements of the statutory work for which the organization is
authorized, are satisfied;
.8.4 the responsibilities, authorities and interrelation of personnel
whose work affects the quality of the organization's services are
defined and documented;
.8.5 all work is carried out under controlled conditions;
.8.6 a supervisory system is in place which monitors the actions and
work carried out by the organization;
.8.7 a system for qualification of surveyors and continuous updating of
their knowledge is implemented;
.8.8 records are maintained, demonstrating achievement of the
required standards in the items covered by the services performed as
well as the effective operation of the quality system; and
.8.9 a comprehensive system of planned and documented internal
audits of the quality-related activities in all locations is implemented.

.9 The organization should be subject to certification of its quality system by

and independent body of auditors recognized by the Administration.

4 For the purpose of delegating authority to perform certification services of a

statutory nature in accordance with regulatory instruments which require the ability to
assess by audit and similar inspection of the relevant safety-management system
attributes of shore-based ship management entities and shipboard personnel and
systems, the following should, in addition, apply:

.1 the provision and application of proper procedures to assess the degree of

compliance of the applicable shore-side and shipboard safety-management
systems;
.2 the provision of a systematic training and qualification regime for its
professional personnel engaged in the safety-management system
certification process to ensure proficiency in the applicable quality and safety-
management criteria as well as adequate knowledge of the technical and
operational aspects of maritime safety management; and

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 .3 the means of assessing through the use of qualified professional staff the
application and maintenance of the safety-management system, both shore-
based as well as on board ships, intended to be covered in the certification.

Appendix 2
Elements to be included in an agreement

A formal written agreement or equivalent between the Administration and the

recognized
organization should, as minimum, cover the following items:
1 Application
2 Purpose
3 General conditions
4 The execution of functions under authorization
.1 Functions in accordance with the general authorization
.2 Functions in accordance with special (additional) authorization
.3 Relationship between the organization's statutory and other related
activities
.4 Functions to co-operate with port States to facilitate the rectification of
reported port State control deficiencies or the discrepancies within the
organization's purview.
5 Legal basis of the functions under authorization
.1 Acts, regulations and supplementary provisions
.2 Interpretations
.3 Deviations and equivalent solutions
6 Reporting to the Administration
.1 Procedures for reporting in the case of general authorization
.2 Procedures for reporting in the case of special authorization
.3 Reporting on classification of ships (assignment of class, alterations and
cancellations), as applicable
.4 Reporting of cases where a ship did not in all respects remain fit to proceed
to sea without danger to the ship or persons on board or presenting
unreasonable threat or harm to the environment
.5 Other reporting
7 Development of rules and/or regulations - Information
.1 Co-operation in connection with development of rules and/or regulations –
liaison meetings
.2 Exchange of rules and/or regulations and information
.3 Language and form
8 Other conditions
.1 Remuneration
.2 Rules for administrative proceedings
.3 Confidentiality
.4 Liability
.5 Financial responsibility
.6 Entry into force
.7 Termination
.8 Breach of agreement
.9 Settlement of disputes
.10 Use of sub-contractors
.11 Issue of the agreement

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 .12 Amendments
9 Specification of the authorization from the Administration to the organization
.1 Ship types and sizes
.2 Conventions and other instruments, including relevant national legislation
.3 Approval of drawings
.4 Approval of material and equipment
.5 Surveys
.6 Issuance of certificates
.7 Corrective actions
.8 Withdrawal of certificates
.9 Reporting

10 The Administration's supervision of duties delegated to the organization

.1 Documentation of quality assurance system
.2 Access to internal instructions, circulars and guidelines
.3 Access by the Administration to the organization's documentation relevant
to the Administration's fleet
.4 Co-operation with the Administration's inspection and verification work
.5 Provision of information and statistics on, e.g. damage and casualties
relevant to the Administration's fleet

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 APPENDIX D

COUNCIL DIRECTIVE 94/57/EC of 22 November 1994 on common rules and

standards for ship inspection and survey organizations and for the relevant activities
of maritime administrations

THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community and in particular
Article 84 (2) thereof,

Having regard to the proposal from the Commission (1),

Having regard to the opinion of the Economic and Social Committee (2),
Acting in accordance with the procedure referred to in Article 189c of the Treaty (3),
Whereas in its resolution of 8 June 1993 on a common policy on safe seas, the
Council has set the objective of removing all substandard vessels from Community
waters and has given priority to Community action to secure the effective and
uniform implementation of international rules by elaborating common standards for
classification societies (4);
Whereas safety and pollution prevention at sea may be effectively enhanced by
strictly applying international conventions, codes and resolutions while furthering the
objective of freedom to provide services;
Whereas the control of compliance of ships with the uniform international standards
for safety and prevention of pollution of the seas is the responsibility of flag and port
States;
Whereas Member States are responsible for the issuing of international certificates
for safety and pollution provided for under conventions such as Solas 74, Load Lines
66 and Marpol 73/78, and for the implementation of the provisions thereof;
Whereas in compliance with such conventions all Member States may authorize to a
various extent technical organizations for the certification of such compliance and
may delegate the issue of the relevant safety certificates;
Whereas worldwide a large number of the existing classification societies do not
ensure either adequate implementation of the rules or reliability when acting on
behalf of national administrations as they do not have adequate structures and
experience to be relied upon and to enable them to carry out their duties in a highly
professional manner;
Whereas the objective of submitting classification societies to adequate standards
cannot be sufficiently achieved by the Member States acting individually and can be
better achieved by the Community;
Whereas the appropriate way to act is by means of a Council Directive laying down
minimum criteria for recognition of organizations, while leaving recognition itself, the
means of enforcement, and the implementation of the Directive to the Member
States;
Whereas EN 45004 and EN 29001 standards combined with International
Association of Classification Societies (IACS) standards constitute an adequate
guarantee of performance quality of organizations;
Whereas the issue of the Cargo Ship Safety Radio Certificate may be entrusted to
private bodies having sufficient expertise and qualified personnel;
Whereas organizations wishing to be recognized for the purpose of this Directive
must submit to the Member States complete information and evidence of their

93
compliance with the minimum criteria, and the Member States must notify to the
Commission and to the other Member States the organizations they have
recognized;
Whereas a three-year recognition may be granted by the Commission for
organizations which do not meet the criteria fixing the minimum number and tonnage
of classed vessels and minimum number of exclusive surveyors laid down in the
Annex but meet all the other criteria; whereas such organizations should be granted
an extension of recognition after the period of three years provided they continue to
meet the same criteria; whereas the effects of the three-year recognition should be
limited to the requesting Member States, for that period only;
Whereas the establishment of the internal market involves free circulation of services
so that organizations meeting a set of common criteria which guarantee their
professionalism and reliability cannot be prevented from supplying their services
within the Community provided a Member State has decided to delegate such
statutory duties; whereas such a Member State may nevertheless restrict the
number of organizations it authorizes in accordance with its needs based on
objective and transparent grounds, subject to control exercised by the Commission
through the comitology procedures;
Whereas the implementation of the principle of freedom to provide ship inspection
and survey services could be gradual, but not beyond prescribed time limits;
Whereas a tighter involvement of the national administrations in ship surveys and in
the issue of the related certificates is necessary to ensure full compliance with the
international safety rules even if the Member States rely upon organizations outside
their administration for carrying out statutory duties; whereas it is appropriate,
therefore, to establish a close working relationship between the administrations and
the organizations, which may require that the organization has a local representation
on the territory of the Member State on behalf of which it performs its duties;
Whereas a committee of a regulatory nature should be established in order to assist
the Commission in its effort to ensure effective application of the existing maritime
safety and environmental standards while taking account of the national ratification
procedures;
Whereas the Commission must act according to the procedure laid down in Article
13 in order to take due account of progress in international fora and to update the
minimum criteria;
Whereas on the basis of the information provided in accordance with Article 11 by
the Member States about the performance of the organizations working on their
behalf, the Commission will decide whether it will request Member States to
withdraw the recognition of recognized organizations which no longer fulfil the set of
common minimum criteria, acting in accordance with the procedure of Article 13;
Whereas Member States must nevertheless be left the possibility of suspending their
authorization to an organization for reasons of serious danger to safety or
environment; whereas the Commission must rapidly decide in accordance with the
procedure referred to above whether it is necessary to overrule such national
measure;
Whereas each Member State should periodically assess the performance of the
organizations working on its behalf and provide the Commission and all the other
Member States with precise information related to such performance;
Whereas Member States, as port authorities, are required to enhance safety and
prevention of pollution in Community waters through priority inspection of vessels
carrying certificates of organizations which do not fulfil the common criteria, thereby
ensuring no more favourable treatment to vessels flying the flag of a third State;

94
Whereas the procedure by which the committee will decide should be Procedure III
A of Article 2 of Council Decision 87/373/EEC of 13 July 1987 laying down the
procedures for the exercise of implementing powers conferred on the Commission
(5);
Whereas classification societies must update and enforce their technical standards
in order to harmonize safety rules and ensure uniform implementation of
international rules within the Community;
Whereas at present there are not uniform international standards to which all ships
must conform at the building stage and during their entire life, as regards hull,
machinery and electrical and control installations; whereas such standards may be
fixed according to the rules of recognized classification societies or to equivalent
standards to be decided by the national administrations in accordance with the
procedure laid down in Council Directive 83/189/EEC of 28 March 1983 laying down
a procedure for the provision of information in the field of technical standards and
regulations (6),

HAS ADOPTED THIS DIRECTIVE:

Article 1
This Directive establishes measures to be followed by the Member States and
organizations concerned with the inspection, survey and certification of ships for
compliance with the international conventions on safety at sea and prevention of
marine pollution, while furthering the objective of freedom to provide services. This
process includes the development and implementation of safety requirements for
hull, machinery and electrical and control installations of ships falling under the
scope of the international conventions.

Article 2
For the purpose of this Directive:
(a) 'ship` means a ship falling within the scope of the international conventions;
(b) 'ship flying the flag of a Member State` means a ship registered in and flying the
flag of a Member State in accordance with its legislation, including ships registered in
Euros once that register is approved by the Council. Ships not corresponding to this
definition are assimilated to ships flying the flag of a third country;
(c) 'inspections and surveys` means inspections and surveys made mandatory by
the international conventions;
(d) 'international conventions` means the 1974 International Convention for the
Safety of Life at Sea, the 1966 International Convention on Load Lines and the
1973/78 International Convention for the Prevention of Pollution from Ships, together
with the protocols and amendments thereto, and related codes of mandatory status
in all Member States, in force at the date of adoption of this Directive;
(e) 'organization` means a classification society or other private body carrying out
safety assessment work for an administration;
(f) 'recognized organization` means an organization recognized in conformity with
Article 4;
g) 'authorization` means an act whereby a Member State grants an authorization or
delegates powers to a recognized organization;
(h) 'certificate` means a certificate issued by or on behalf of a Member State in
accordance with the international conventions;
(i) 'class certificate` means a document issued by a classification society certifying
the structural and mechanical fitness of a ship for a particular use or service in

95
accordance with its rules and regulations;
(j) 'cargo ship safety radio certificate` means the certificate introduced by the
amended Solas 74/78 Radio Regulations, adopted by the IMO and includes, during a
transitional period ending on 1 February 1999, the Cargo Ship Safety
Radiotelegraphy Certificate and the Cargo Ship Safety Radiotelephony Certificate;
(k) 'location` refers to the place of the registered office, central administration or
principal place of business of an organization.

Article 3
1. In assuming their responsibilities and obligations under the international
conventions, Member States shall ensure that their competent administrations can
assure an appropriate enforcement of the provisions of the international conventions,
in particular with regard to the inspection and survey of ships and the issue of
certificates and exemption certificates.
2. Where for the purpose of paragraph 1 a Member State decides with respect to
ships flying its flag:
(i) to authorize organizations to undertake fully or in part inspections and surveys
related to certificates including those for the assessment of compliance with Article
14 and, where appropriate, to issue or renew the related certificates; or
(ii) to rely upon organizations to undertake fully or in part the inspections and surveys
referred to in subparagraph (i);
it shall entrust these duties only to recognized organizations.
The competent administration shall in all cases approve the first issue of the
exemption certificates.
However for the cargo ship safety radio certificate these duties may be entrusted to a
private body recognized by a competent administration and having sufficient
expertise and qualified personnel to carry out specified safety assessment work on
radio-communication on its behalf.
3. This Article does not concern the certification of specific items of marine
equipment.

Article 4
1. Member States may only recognize such organizations which fulfil the criteria set
out in the Annex. The organizations shall submit to the Member States from which
recognition has been requested complete information concerning, and evidence of,
compliance with these criteria. The Member States will notify the organizations in an
appropriate manner of their recognition.
2. Each Member State shall notify to the Commission and the other Member States
those organizations it has recognized.
3. Member States may submit to the Commission a request for a recognition of three
years for organizations which meet all the criteria of the Annex other than those set
out under paragraph 2 and 3 of the section 'General` of the Annex.
Such recognition shall be granted in accordance with the procedure laid down in
Article 13. The effects of this recognition shall be limited to the Member States which
have submitted a request for such recognition.
4. All the organizations which are granted recognition shall be closely monitored by
the committee set up under Article 7, also in view of deciding about extension of the
recognition of organizations referred to in paragraph 3. A decision on the extension
of such recognition shall not take into account the criteria set out under paragraphs 2
and 3 of the section 'General` of the Annex. The limitation of the effects of the
recognition provided for in paragraph 3 shall no longer apply.

96
5. The Commission shall draw up and update a list of the organizations notified by
the Member States in compliance with paragraphs 1, 3 and 4. The list shall be
published in the Official Journal of the European Communities.

Article 5
1. In applying Article 3 (2) (i), Member States shall in principle not refuse to authorize
any of the recognized organizations located in the Community to undertake such
functions, subject to the provisions of Articles 6 and 11. However, they may restrict
the number of organizations they authorize in accordance with

their needs provided there are transparent and objective grounds for so doing. At the
request of a Member State, the Commission shall, in accordance with the procedure
laid down in Article 13, adopt appropriate measures.
2. By way of derogation, Member States may be temporarily exempted by the
Commission from the implementation of the provisions of paragraph 1 until 31
December 1997.
3. In order for a Member State to accept that an organization located in a third State
is to carry out the duties mentioned in Article 3 or part of them it may request that the
said third State grant a reciprocal recognition for those recognized organizations
which are located in the Community.

Article 6
1. Member States which decide to act as described in Article 3 (2), shall set out a
working relationship between their competent administration and the organizations
acting on their behalf.
2. The working relationship shall be regulated by a formalized written and non-
discriminatory agreement or equivalent legal arrangements setting out the specific
duties and functions assumed by the organizations and including at least:
- the provisions set out in Appendix II of IMO Resolution A.739 (18) on guidelines for
the authorization of organizations acting on behalf of the administration as it stands
at the date of adoption of this Directive,
- provisions for a periodical audit by the administration or by an impartial external
body appointed by the administration into the duties the organizations are
undertaking on its behalf,
- the possibility for random and detailed inspections of ships,
- provisions for reporting essential information about their classed fleet, changes of
class or declassing of vessels.
3. The agreement or equivalent legal arrangement may set the requirement that the
recognized organization has a local representation on the territory of the Member
State on behalf of which it performs the duties referred to in Article 3. A local
representation of a legal nature ensuring legal personality under the law of the
Member State and the competence of its national courts may satisfy such
requirement.
4. Each Member State shall provide the Commission with precise information on the
working relationship established in accordance with this Article. The Commission
shall subsequently inform the other Member States.

Article 7
A committee composed of the representatives of the Member States and chaired by
the representative of the Commission is hereby instituted to assist the Commission.
This committee shall be called by the Commission at least once a year and

97
whenever required in the case of suspension of authorization of an organization by a
Member State under the provisions of Article 10.
The Committee shall draw up its rules of procedure.

Article 8
1. This Directive may be amended in accordance with the procedure laid down in
Article 13, in order to:
- apply, for the purposes of this Directive, subsequent amendments to the
international codes and resolution mentioned in Articles 2 (d) and 6 (2), which have
entered into force,
- update the criteria in the Annex taking into account, in particular, the relevant
decisions of the IMO.
2. Following the adoption of new instruments or protocols to the conventions referred
to in Article 2 (d), the Council, acting on a proposal from the Commission, shall
decide, taking into account the Member States parliamentary procedures as well as
the relevant procedures within IMO, on the detailed arrangements for ratifying those
new instruments or protocols, while ensuring that they are applied uniformly and
simultaneously in the Member States.

Article 9
1. Each Member State may be requested, in accordance with the procedure laid
down in Article 13, to withdraw the recognition of recognized organizations referred
to in Article 4 which no longer fulfil the criteria set out in the Annex, where applicable.
2. In preparing drafts for a decision relating to the matters referred to in paragraph

1, the Commission shall take into account the reports and information mentioned in
Articles 11 and 12. In preparing such draft measures, the Commission shall pay
particular attention to the safety and pollution prevention performance records of the
organizations. Draft decisions relating to the matters referred to in paragraph 1 shall
also be submitted to the committee by the Commission upon its own initiative or at
the request of a Member State.

Article 10
Notwithstanding the criteria specified in the Annex, where a Member State considers
that a recognized organization can no longer be authorized to carry out on its behalf
the tasks specified in Article 3 it may suspend such authorization.
In the above circumstances the following procedure shall apply:
(a) the Member State shall inform the Commission and the other Member States of
its decision without delay, giving substantiated reasons therefore;
(b) the Commission shall examine whether the suspension is justified for reasons of
serious danger to safety or environment;
(c) acting in accordance with the procedure laid down in Article 13, the Commission
shall inform the Member State whether or not its decision to suspend the
authorization is justified for reasons of serious danger to safety or environment and,
if it is not justified, request the Member State to withdraw the suspension.

Article 11
1. Each Member State must satisfy itself that the recognized organizations acting on
its behalf for the purpose of Article 3 (2), effectively carry out the functions referred to
in that Article to the satisfaction of its competent administration and that such
organizations fulfil the criteria specified in the Annex. It may do so by having the

98
recognized organizations directly monitored by its competent administration or, in the
case of organizations located in another Member State, by relying upon the
corresponding monitoring of such organizations by the administration of another
Member State.
2. Each Member State shall carry out this task on a biennial basis and shall provide
the other Member States and the Commission with a report of the results of this
monitoring at the latest by 31 March of each year following the years for which
compliance has been assessed.
3. Where a Member State chooses, for the purpose of carrying out this task, to rely
upon monitoring by another Member State, its report shall be provided at the latest
by 30 June of each year following the year for which compliance has been assessed.
4. Member States shall forward to the Commission and the other Member States any
information relevant to the assessment of the performance of organizations.

Article 12
1. In exercising their inspection rights and obligations as port states:
(a) Member States shall ensure that ships flying a third State flag are not treated
more favourably than ships entitled to fly the flag of a Member State. To this end the
fact that the ship certificates and the class certificate are known to have been
delivered by an organization which does not fulfil the criteria of the Annex, with the
exception of organizations recognized in accordance with Article 4 (3) and (4), shall
be taken as one of the primary criteria for selecting ships for inspection.
(b) Member States shall take appropriate measures when ships do not meet the
internationally agreed standards and shall report to the Commission and the
Secretariat of the Memorandum of Understanding on Port State Control the
discovery of any issue of valid certificates by organizations acting on behalf of a flag
State to a ship which does not fulfil the relevant requirements of the international
conventions, or any failure of a ship carrying a valid class certificate and relating to
items covered by that certificate.
2. Each Member State shall establish a performance record of the organizations
acting on behalf of flag States. This performance record shall be updated yearly and
distributed to the other Member States and the Commission.

Article 13
The following procedure shall apply for matters covered by Article 4 (3) and (4),
Article 5 (1) and Articles 8, 9, 10 and Article 14 (2):
(a) The representative of the Commission shall submit to the committee referred to in
Article 7 a draft of the measures to be taken.
(b) The committee shall deliver its opinion on the draft within a time limit which the

chairman may lay down according to the urgency of the matter. The opinion shall be
delivered by the majority laid down in Article 148 (2) of the Treaty in the case of
decisions which the Council is required to adopt on a proposal from the Commission.
The votes of the representatives of the Member States within the committee shall be
weighted in the manner set out in that Article. The chairman shall not vote.
(c) The Commission shall adopt the measures envisaged if they are in accordance
with the opinion of the committee.
(d) If the measures envisaged are not in accordance with the opinion of the
committee, or if no opinion is delivered, the Commission shall, without delay, submit
to the Council a proposal relating to the measure to be taken. The Council shall act
by a qualified majority. If, within three months from the date of referral to it, the

99
Council has not acted, the proposed measure shall be adopted by the Commission.

Article 14
1. Each Member State shall ensure that ships flying its flag shall be constructed and
maintained in accordance with the hull, machinery and electrical and control
installation requirements of a recognized organization.
2. A Member State may decide to use rules it considers equivalent to those of a
recognized organization only on the proviso that it immediately notified them to the
Commission in conformity with the procedure of Directive 83/189/EEC and to the
other Member States and they are not objected to by another Member State or the
Commission and found through the procedure of Article 13 not to be equivalent.

Article 15
1. The recognized organizations shall consult with each other periodically with a view
to maintaining equivalence of their technical standards and the implementation
thereof. They shall provide the Commission with periodic reports on fundamental
progress in standards.
2. The recognized organizations shall demonstrate willingness to cooperate with port
State control administrations when a ship of their class is concerned, in particular, in
order to facilitate the rectification of reported deficiencies or other

discrepancies.
3. The recognized organizations shall provide all relevant information to the
administration about changes of class or declassing of vessels.
4. The recognized organizations shall not issue certificates to a ship declassed or
changing class for safety reasons before consulting the competent administration of
the flag State to determine whether a full inspection is necessary.

Article 16
1. Member States shall bring into force the laws, regulations and administrative
provisions necessary to comply with the Directive no later than 31 December 1995.
2. When Member States adopt these provisions, they shall contain a reference to
this Directive or shall be accompanied by such reference on the occasion of their
official publication. The methods of making such a reference shall be laid down by
the Member States.
3. The Member States shall immediately communicate to the Commission the text of
all the provisions of domestic law which they adopt in the field governed by this
Directive. The Commission shall inform the other Member States thereof.

Article 17
This Directive is addressed to the Member States.

Done at Brussels, 22 November 1994.

For the Council
The President
M. WISSMANN

(1) OJ No C 167, 18. 6. 1993, p. 13.

(2) OJ No C 34, 2. 2. 1994, p. 14.
(3) Opinion of the European Parliament of 9 March 1994 (OJ No C 91, 28. 3. 1994,
p. 9), Council common position of 19 September 1994 (OJ No C 301, 27. 10. 1994,

100
p. 75) and Decision of the European Parliament of 16 November 1994 (not yet
published in the Official Journal).
(4) OJ No C 271, 7. 10. 1993, p. 1.

(5) OJ No L 197, 18. 7. 1987, p. 33.

(6) OJ No L 109, 26. 4. 1983, p. 8. Directive as last amended by Directive 94/10/EC
(OJ No L 100, 19. 4. 1994, p. 30).

ANNEX

MINIMUM CRITERIA FOR ORGANIZATIONS REFERRED TO IN ARTICLE 3

A. GENERAL
1. The recognized organization must be able to document extensive experience in
assessing the design and construction of merchant ships.
2. The organization should have in its class a fleet of at least 1 000 ocean-going
vessels (over 100 GRT) totalling no less than 5 million GRT.
3. The organization must employ a technical staff commensurate with the number of
vessels classed. As a minimum, 100 exclusive surveyors would be needed to meet
the requirements in paragraph 2.
4. The organization should have comprehensive rules and regulations for the design,
construction and periodic survey of merchant ships, published and continually
upgraded and improved through research and development programmes.
5. The organization should have its register of vessels published on an annual basis.
6. The organization should not be controlled by shipowners or shipbuilders, or by
others engaged commercially in the manufacture, equipping, repair or operation of
ships. The organization should not be substantially dependent on a single
commercial enterprise for its revenue.

B. SPECIFIC
1. The organization is established with:
(a) a significant technical, managerial, support and research staff commensurate to
the tasks and to the vessels classed, catering also for capability - developing and
upholding rules and regulations;
(b) world-wide coverage by its exclusive technical staff or through exclusive technical
staff 2. The organization is governed by a code of ethics.
3. The organization is managed and administered in such a way as to ensure the
confidentiality of information required by the administration.
4. The organization is prepared to provide relevant information to the administration.
of other recognized organizations.
5. The organization's management has defined and documented its policy and
objectives for, and commitment to, quality and has ensured that this policy is
understood, implemented and maintained at all levels in the organization.
6. The organization has developed, implemented and maintains an effective internal
quality system based on appropriate parts of internationally recognized quality
standards and in compliance with EN 45004 (inspection bodies) and with EN 29001,
as interpreted by the IACS Quality System Certification Scheme Requirements, and
which, inter alia, ensures that:
(a) the organization's rules and regulations are established and maintained in a

101
systematic manner;
(b) the organization's rules and regulations are complied with;
(c) the requirements of the statutory work for which the organization is authorized are
satisfied;
(d) the responsibilities, authorities and interrelation of personnel whose work affects
the quality of the organization's services are defined and documented;
(e) all work is carried out under controlled conditions;
(f) a supervisory system is in place which monitors the actions and work carried out
by surveyors and technical and administrative staff employed directly by the
organization;
(g) the requirements of major statutory work for which the organization is authorized
are only carried out or directly supervised by its exclusive surveyors or through
exclusive surveyors of other recognized organizations;
(h) a system for qualification of surveyors and continuous updating of their
knowledge is implemented;
(i) records are maintained, demonstrating achievement of the required standards in
the items covered by the services performed, as well as the effective operation of the
quality system; and
(j) a comprehensive system of planned and documented internal audits of the quality
related activities in all locations.
7. The organization must demonstrate ability:
(a) to develop and keep updated a full and adequate set of own rules and regulations
on hull, machinery and electrical and control equipment having the quality of
internationally recognized technical standards on the basis of which Solas
Convention and Passenger Ship Safety Certificates (as regards adequacy of ship
structure and essential shipboard machinery systems) and Load Line Certificates (as
regards adequacy of ship strength) can be issued;
(b) to carry out all inspections and surveys required by the international conventions
for the issue of certificates, including the means of assessing, through the use of
qualified professional staff, the application and maintenance of the safety
management system, both shore-based and on board ships, intended to be covered
in the certification.
8. The organization is subject to certification of its quality system by an independent
body of auditors recognized by the administration of the State in which it is located.
9. The organization should allow participation in the development of its rules and/or
regulations by representatives of the administration and other parties concerned.

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 APPENDIX E

COMMISSION
COMMISSION DECISION

of 14 March 2002

amending Decision 96/587/EC on the publication of the list of recognised

organisations which have been notified by Member States in accordance with
Council Directive 94/57/EC

(notified under document number C(2002) 995)

(2002/221/EC)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European
Community,

Having regard to Council Directive 94/57/EC of 22 November

1994 on common rules and standards for ship inspection and
survey organisations and for the relevant activities of maritime
administrations (1), as amended by Commission Directive 97/
58/EC (2), and in particular Article 4(5) thereof,

Whereas:

(1) A list of recognised organisations was published by

Commission Decision 96/587/EC of 30 September
1996 (3), as amended by Decision 98/403/EC (4).

(2) In the light of Commission Decision 2000/481/EC of 14

July 2000 on the recognition of the ‘Rinave — Registro
Internacional Naval, SA’ in accordance with Council
Directive 94/57/EC (5) and Commission Decision 2001/
890/EC of 13 December 2001 on the recognition of the
‘Hellenic Register of Shipping’ in accordance with
Council Directive 94/57/EC (6) the Commission should
update that list.

(3) Decision 96/587/EC should therefore be amended

accordingly,

103
HAS ADOPTED THIS DECISION:

Article 1
The Annex to Decision 96/587/EC is replaced by the Annex to
this Decision.

Article 2

This Decision is addressed to the Member States.

Done at Brussels, 14 March 2002.

For the Commission

Loyola DE PALACIO
Vice-President

(1) OJ L 319, 12.12.1994, p. 20.

(2) OJ L 274, 7.10.1997, p. 8.
(3) OJ L 257, 10.10.1996, p. 43.
(4) OJ L 178, 23.6.1998, p. 39.
(5) OJ L 193, 29.7.2000, p. 91.
(6) OJ L 329, 14.12.2001, p. 72.

EN Official Journal of the European Communities 15.3.2002 L 73/31

ANNEX

The Annex is replaced by the following:

1. Organisations recognised on the basis of Article 4(1) of Directive 94/57/EC:

American Bureau of Shipping (ABS)

Bureau Veritas (BV)
China Classification Society (CCS)
Det Norske Veritas (DNV)
Germanischer Lloyd (GL)
Korean Register of Shipping (KR)
Lloyd's Register of Shipping (LR)
Nippon Kaiji Kyokai (NK)
Registro Italiano Navale (RINA)
Russian Maritime Register of Shipping (RS)

2. Organisations recognised on the basis of Article 4(3) of Directive 94/57/EC:

Hellenic Register of Shipping (HR)

(The effects of this recognition are limited to Greece)
Registro Internacional Naval, SA (RINAVE)
(The effects of this recognition are limited to Portugal)’.

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 APPENDIX F

COMMISSION OF THE EUROPEAN COMMUNITIES

Brussels, 21.3.2000
COM(2000) 142 final
2000/0065 (COD)
2000/0066 (COD)
2000/0067 (COD)

COMMUNICATION FROM THE COMMISSION

TO THE EUROPEAN PARLIAMENT AND THE COUNCIL
ON THE SAFETY OF THE SEABORNE OIL TRADE

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Council Directive 95/21/EC concerning the enforcement, in respect of

shipping using Community ports and sailing in the waters under the jurisdiction of the
Member States, of international standards for ship safety, pollution prevention and
shipboard living and working conditions (port State control)

Proposal for a

DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

amending Council Directive 94/57/EC on common rules and standards for ship
inspection and survey organisations
and for the relevant activities of maritime administrations

Proposal for a

REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

on the accelerated phasing-in of double hull or equivalent design requirements

for single hull oil tankers

(presented by the Commission)

105
 COMMUNICATION FROM THE COMMISSION
TO THE EUROPEAN PARLIAMENT AND THE COUNCIL

ON THE SAFETY OF THE SEABORNE OIL TRADE

TABLE OF CONTENTS
INTRODUCTION
I. BACKGROUND

A : SEABORNE OIL TRADE

1 Importance of oil transport
2. Oil tanker fleets
3. Tanker casualties

B : TANKER SAFETY
1. Developments in tanker safety
2. Weaknesses in the present system

II. PROPOSALS FOR ACTION

A : PROPOSALS FOR IMMEDIATE LEGISLATIVE MEASURES

1. Port State control
2. Classification societies
3. Single and double hull oil tankers

B : PROPOSALS FOR FUTURE MEASURES

1. Increased transparency
2. Surveillance of navigation
3. Enlargement of the European Union
4. Towards a European structure for Maritime Safety
5. Liability of the maritime players

C : VOLUNTARY AGREEMENT WITH INDUSTRY

CONCLUSION
ANNEXES

I-A Tanker accidents

I-B Double hull or equivalent design tankers

LEGISLATIVE PROPOSALS

I. Proposal for a Directive of the European Parliament and of the Council amending
Directive 95/21/EC on port State control of shipping

II. Proposal for a Directive of the European Parliament and of the Council amending
Directive 94/57/EC on classification societies

III. Proposal for a Regulation of the European Parliament and of the Council on the
accelerated phasing-in of double hull or equivalent design requirements for single hull
oil tankers

106
2. Classification societies

Classification societies22 are key players in the maritime safety field. It would be
difficult to imagine a shipping world without the technical expertise provided by these
organisations. However, largely due to the commercial pressure exercised on the
classification societies, and to the growing number of organisations operating in the
field without having sufficient expertise and professionalism, the confidence of the
shipping community in these organisations has declined in the recent decades.

A first response to these problems was provided at Community level by the adoption,
in 1994, of Council Directive 94/57/EC, which introduced a system for Community-
wide recognition of classification societies. This Directive addressed the overall issue
of the quality of the classification societies to be authorised to work on behalf of the
maritime administrations of the Member States. The qualitative criteria of the Annex
to the Directive aimed to ensure that only highly reliable and professionally
competent bodies be authorised to work on behalf of the EU Member States. The
overall provisions of this legal instrument were designed to ensure that the relevant
safety requirements were applied in a harmonised and scrupulous manner on board
ships. Furthermore, the Directive introduced obligations to control classification
societies working on behalf of the Member States, both to ensure that the recognised
organisations continued to meet the provisions of the Directive and to assess their
quality performance.

This Directive represented one of the first steps on the road to the establishment of a
Community policy on maritime safety. Its transposition into the national laws of the
Member States constituted a long and complicated process, with twelve infringement
procedures launched by the Commission for failure to comply with the transposition
time-limit laid down in the Directive and with the last Member State transposing the
Directive only in 1998. The Commission also launched a number of infringement
procedures – some of which are still pending – for non-compliance, mainly related to
the establishment of the working relationships between the maritime administrations
and the organisations authorised to work on their behalf.

The Directive suffered, on a number of issues, from some shortcomings that

appeared following its implementation. The procedure for the recognition of the
classification societies, for example, was completely left to individual Member States
without ex ante harmonised and centralised control of the fulfilment of the criteria of
the Directive by the organisation wishing to be recognised. The same lack of
harmonised and centralised approach applied to the periodic ex post controls of the
recognised organisations. The safety and pollution prevention performance record of
the organisations – measured in respect of all their classed ships, irrespective of the
flag they fly – was not regarded as a conditio sine qua non to recognise the
classification societies or to maintain their recognition.

The lessons learned from the practical implementation of the Directive have led to
the identification of a number of areas where the provisions of the Directive can be
further strengthened. Hence the proposed amendments, which are described in
detail in the second legislative proposal attached to this Communication. The main
content of the proposed amendments is the following:

107
• The granting and the withdrawal of the recognition of the classification
societies are decided by the Commission on the basis of the Comitology
procedure. The periodic inspections of the recognised organisations are
carried out by the Commission together with the Member State proposing the
recognition.
• A new sanction for the recognised organisation is introduced: the suspension
of recognition for one year, which leads to the withdrawal of the recognition if
the shortcomings causing the suspension are not removed.
• A good record of safety and pollution prevention performance of the
recognized organisations – measured in respect of all the ships they have in
class, irrespective of the flag they fly – becomes a conditio sine qua non to
grant and maintain the recognition.
• The conditions of the financial liability of the recognised organisation carrying
out statutory tasks on behalf of the Member States are harmonised at
Community level. The financial liability is unlimited or can be limited to
different levels in accordance with the seriousness of the negligent act of the
classification society.
• More stringent qualitative criteria have to be met by the recognised
organisations, including the need to respect certain procedures when ships
change class and the need to communicate more information about the ships
they have in class to the port State control authorities. In order to ensure in
particular that the gaining organisation has a full picture of the condition of a
ship when it changes class, the complete file on the history of the vessel must
be transferred by the losing society to the gaining society.
• The obligations of the Member States as flag States are reinforced in the field
of maritime safety.

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 APPENDIX G

EXAMPLES OF CLASS AGREEMENTS :

A. Danish Class Agreement

The Danish Class Agreement of 2003 is the agreement governing the

authorization of seven recognized organizations to undertake statutory certification
services for vessels registered in Denmark. The Agreement defines the scope,
terms, conditions, requirements and cooperation between the RO and the Danish
Maritime Authority (DMA). Annex I to the Agreement refers to the Scope of
Authorization while Annex II includes Frequently Answered Questions (FAQ).

As per the Agreement, ROs authorized by the DMA should comply with the
requirements of IMO Res. A.739(18), Res A. 789(19) and the Council Directive
94/57/EU. Surveys conducted and certificates issued by the RO are deemed issued
by the DMA as long as they comply with the above provisions. In case of deficiencies
requiring actions beyond the scope of the delegated statutory functions, these are
covered by special authorizations.

In compliance with IMO and EU guidelines, DMA exerts its supervisory

powers over the RO through a system of audits, random inspections, planned
inspections or expanded special surveys. The Agreement also provides for a proper
reporting and communications procedure. DMA is granted access to information on
services performed by the RO including the status of inspections, the use of forms
and checklists either through electronic access or in hardcopy format. DMA is also
enjoined to participate in the RO’s relevant technical committees. The RO is required
to establish a local representation on the territory of Denmark. The recognition of the
RO can be suspended, withdrawn and suspended if the RO fails to meet certain
criteria. The DMA reserves the right to perform any statutory survey or certification.

In the performance of statutory certification services, ROs are entitled to all

the protection of law and the same defences and/or counterclaims including but not
limited to any immunity from or limitation of liability as would be available to the
DMA. Financial compensation from the RO is limited to 5 million Euro for personal
injury or death and 2.5 million Euro for loss or damage.

B. Cayman Islands Class Agreement

The Cayman Islands Class Agreement follows most of the provisions of the
the IMO Model Class Agreement. Delegation of authority to the Class can either be
general authorization or specific authorization. Under the general authorization,
delegation is categorized into full, modifies full and partial delegation. The
Administration has authorized seven Societies to act on its behalf.

109
 One of the important features of the Agreement is that it lays down the right of
the Administration to suspend, cancel or revoke any certificate, document or
approval issued by the Classification Society. The Class is also required to maintain
an effective internal quality system. The Administration is granted access to the
Societies’ data banks, register of ships, plans and documents, reports on surveys,
computer systems and other documentation. The Administration also exerts
supervisory powers over the Class to ensure that its quality system continues to
meet the criteria set forth under Res. A.739(18) by conducting direct auditing or
requesting the MCA to conduct such audit on its behalf. Monitoring of all delegated
functions will be on a sampling basis, both random and scheduled. The Societies are
required to observe reporting procedures established by the Agreement.

The Agreement permits the Class the use of non-exclusive surveyors

depending on the circumstances and subject to some conditions. The amount of
financial liability for the Class should not exceed the amount defined in the standard
terms and conditions of the Classification Society or CI$ 1 million whichever is
greater for any loss or damage. The Society is then required to secure appropriate
insurance policies to provide cover against potential liabilities.

C. Hong Kong Class Agreement

The Hong Kong Class Agreement follows the IMO Model Agreement to a
large extent with some specific provisions added subject to the negotiations
concluded between the Maritime Administration and each Classification Society.
Delegation of authority is either full authorization or partial authorization.
Authorizations for services beyond the scope of the Agreement are made on a case-
by-case basis.

Under the Agreement, the Classification Society is required to set up a

representative office in Hong Kong. It is interesting to note that the maritime
administration is referred to in the Agreement as the Director. The Director shall be
given full access to all plans and documents including survey reports. The Director
retains supervision of the performance of the Class through the conduct of direct
audits or reliance on the work of an independent audit group. The Director has the
right to conduct inspection of ships and other activities to monitor the statutory
surveys and SMS verification work performed by the Classification Society.

The use of non-exclusive surveyors may be permitted provided they are from
another Society also recognized by the Director. Any dispute arising from the terms
of the Agreement shall be dealt with under the Laws of the Hong Kong Special
Administrative Region (HKSAR). Parties may also bring the dispute to the
International Chamber of Commerce if they mutually agree.

Finally, the Class enjoys all the protections of law and same defences and or
counterclaims as the Director would have been entitled. Compensation from the CS
may be limited to the amount of financial liability as set out in the terms and
conditions in the contract. Insurance policies may be required for this purpose.
Other clauses may be included in the furtherance of the interests of the
Administration and the Classification Societies.

110
D. Philippine Class Agreement
The Agreement follows closely the IMO Model Agreement with very minimal
variations. Delegation of authority can be classified as full authorization, partial
authorization, limited authorization and issuance of certificate. Annex I to the
Agreement outlines the applicable instruments and the degree of authorization while
Annex II provides for the reporting procedures to be followed by the Class. An
Addendum to the original Agreement included the authorization of the Class as an
RSO under Sec. 4.3 of Part A and Sec.4.3 to 4.7 Part B of the ISPS Code.

111