SAFETY OF SHIPS AND THE ROLE OF CLASSIFICATION SOCIETIES AND IMO.

1. GENERAL :-

A “ship classification society” is a technical organization originally established

to satisfy needs relating to marine insurance. The concept of ship classification
society began in 18th century when the maritime trade entailed great
opportunities for profit, though at great risks. Marine insurance came into being
in order to warrant against such potential risks. Detailed objective information
was sought about the performance of the ships that would engage in trade. In
response to this classification societies came into being as organizations that
provide accurate and objective information about the ships.

The classification societies systematized their knowledge and experience with

the aid of physics and engineering and published the results as official Rules.

People who want to build a ship first design the ship referring to the rules of the
society with whom they want to class the vessel and then obtain the plans.
Surveys are next carried out of the ship during construction. If the ship satisfies
all the requirements of the rules as determined from these surveys, it is classed
with the classification society. Ships in service must also undergo and
satisfactorily pass periodic surveys if the owner wishes to retain the class.

By maintaining the class, the ship can enter into an insurance contract with
more favorable terms. Class also serves to indicate to cargo owners, the
general public as well as government authorities that the shipowner is paying
proper attention to and striving for safety. This is considered to be the basis of
ship classification.

Relation with maritime administration: Many national administrations delegate

the authority to implement various convention requirements to classification
societies.

1.1THE SHIP AND SAFETY :

The chief mission of the ship has been to reach port safely. It must resist the
attacks of the sea, change course with precision, maneuver at approaches to
difficult sea passages and get away from threatening collision. Other basic
physical items of safety include the load line limit which encompasses weather
tight integrity the capability to survive flooding, means for preventing a fire or
to fight it, the availability of life saving appliances, the provision of adequate
stability, good manning by qualified crews etc.
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1.2 MAIN OBJECTIVE OF SHIP CLASSIFICATION SOCIETY :

Objective: Safer Ships Cleaner Environment

Prime Role: A third party, not for profit foundation committed to the Safety of
life and
property at sea, and prevention of marine pollution.

SAFER SHIPS --- CLEANER ENVIRONMENT

- protection of the ship itself - protection of the

environment
- protection of its crew
- protection of its cargo
(Addressed by SOLAS, LLC, COLREG etc.) (Addressed by MARPOL )

1.3 MAIN ACTIVITIES OF A CLASSIFICATION SOCIETY

1. Survey of classed ships ( survey for classification).

2. Surveys to determine compliance with international conventions
3. Appraisal of various technical matters
4. Surveys for installation registration

1.3.1 Surveys for Classification:

1. Classification societies establish and publish the Rules and Regulations, which
aim to keep the safety margins of ships well above particular standards.

2. Based on such rules and regulations, Classification Societies periodically

survey ships for hull construction, machinery construction and equipment,
electrical installation and their materials during construction. When ships
meet CS standards, they are given a Class Notation and are registered in the
Register of Ships of the society.

3. Classification Society survey of registered ship to determine whether the ship

has maintained its class according to its Rules and Regulations.

4. Material, machinery, equipment etc used for the ship which is registered / to
be registered are surveyed according to the relevant Rules and Regulations.
Testing machines to be used for material testing are also surveyed.

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 5. Based on the results of surveys, CS periodically issue the Register of Ships,
which contain the main particulars and classification codes (ship classification
characters) for each vessel.

Classification Notations of different Societies Registered with London Institute of

Underwriters:

LR-Lloyd’s Register………………………………….100 A1
ABS- American Bureau of Shipping ……….… A1
BV- Bureau Veritas………………………………….1 3/3 E
GL- Germanischer Lloyd………………………..…100 A4
KR- Korean Register………………………………. KRS 1
NK- Nippon Kaiji Kyokai…………………………….NS*
DNV- Det Norske Veritas……………………….….1 A1
RINA- Registro Italiano Navale Group……..…100 [Link].L.
CCS- China Classification Society……………….ZCA
RS- Russian Maritime Register of Shipping.….KM

1.3.2 Surveys for Installation Registration:

Following installations are surveyed for compliance to established Rules and

Regulations.
1. Refrigerating machinery
2. Cargo gear
3. Centralized monitoring and control systems for machinery
4. Operating systems for periodically unattended machinery spaces
5. Safety equipment
6. Safety Radio Equipment
7. Marine Pollution Equipment etc

1.3.3 Other Technical Services:

1. Appraisal Services
1.1 Appraisal for ships and off shore units.
1.2 Ship Underwriter Survey
1.3 Appraisal relating to International Conventions.
1.4 Appraisal for the value of ships.
2. Technical Consultancy Services for ships for planning and supervising of new
building of a ship.
3. Tests, studies, calculations, by using Classification Society’s own programs.
4. Equipment and machinery for non-Marine use.
5. Assessment and Registration of Quality Systems
6. Assessment and Registration of Safety Management Systems.
7. Emergency Technical Assistance Service.

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2. Working on behalf the Flag state Governments

2.1STATUTORY SURVEYS BY CLASSIFICATION SOCIETY:

Classification societies perform two very distinct functions, namely in their own
right the Classification of ships in accordance with their own Rules and
Regulations and also the survey and certification of ships as Agents of
Governments in accordance with ratified International Conventions and Codes
and also with National Statutory Instruments. This latter role of Classification
Societies will be dealt with in the section entitled “GOVERNMENTS AND THE
CLASSIFICATION SOCIETIES”. The recognition and delegation of authority from
Government is another original phenomenon special to shipping which has no
equivalent in any other field of activities.

Flag state Governments after having ensured that the Classification Society
complies to
the requirements of A 739(18) will award a Recognized Organization Status to it.
Thereafter they work on behalf of the flag state Governments and Underwriters
to carry
out inspection of ships belonging to the owners and shipyards.
Flag state Governments may award several Classification Societies the status of
Recognized
Organization to carry out surveys on its behalf.
It is to be remembered that, Recognised Organisations have been authorized by
the
Administrations to work on their behalf with certain conditions, but they are not
the
Administration.

2.2Requirements to be met by Classification Societies IMO Res. A 739(18)

Requirements to be met by Classification Societies in order to get approved by

the
Administration as a Recognized Organization to carry out ship surveys on its
behalf.

Minimum requirements:
1. Rules and regulations on design, construction and issue of certificates
have been
published in English.
2. Participation by the Administration and other related organizations in the
establishment.
3. Organization to have adequate capability (resources) to manage and
support
personnel for establishing and maintaining of rules and regulations.
4. Organizations to have in house quality system equivalent to ISO 9000.
5. Organization to have quality system c3rtification from body recognized by
administration.
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 The owner has a choice of selecting any one Recognized Organization to class
their vessel
before the process of building the vessel and thereafter during the operating
life span of
the ship.

The owner and the Ship yards after having accepted to Class their vessel under
a particular
RO will have to strictly abide by the Class Rules of the selected Classification
Society.

2.3 Necessity for ships to comply to Classification Society Rules -- SOLAS CH II – A1

Ships shall be designed, constructed, and maintained in compliance with the

structural,
mechanical and electrical requirements of a classification society which is
recognized by
the Administration in accordance of Reg XI - 1, or with the applicable national
standard
which provide an equivalent level of safety.

2.4 Surveys to determine compliance with International Conventions --SOLAS CH I

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Surveys and the issue of the certificates relating to international conventions is

to be carried out by the flag government of the ships. However vide Reg. I- 6,the
governments are permitted to grant authority to organizations which it may
deem appropriate. Classification Society is one such authorized organization.
Classification Societies apply to the governments for granting such authority.
Once authorized, the classification society surveys on behalf of the government.
Surveys for compliance of requirements of following conventions are carried out
by classification societies.

1. ILLC,
2. SOLAS,
3. MARPOL,
4. COLREG,
5. TM- 69, etc.

3. GENERAL EVOLUTION OF SHIP SAFETY :

DEVELOPMENT OF SHIP SAFETY:

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 It is obvious that absolute safety can never exist. One cannot indeed imagine a
completely safe ship with no failure conditions and manned by an infallible
crew. No ship can ever be built so as to weather any storm, to survive any
damage. What man can do in the field of shipbuilding and shipping is to
promote and adopt the highest practical standards in safety. Furthermore, and
taking into account the evolution of technology, all efforts should be made so
that the natural trend of standards and factors of safety would be continually
raised upwards. Each advance of our knowledge should be used to improve the
margin of safety, which should match the potential hazards.

3.1ADVANCE IN SHIP TECHNOLOGY :

In the field of safety, one of the fundamentals, is the advance of technology.

Techniques have forged ahead, particularly in the last 50 years. All this has
been reflected in the evolution of ships, bearing witness to human ingenuity,
which has responded to the challenge of the sea. Each new phase in the
evolution of ships has created a new situation, which had to be examined from
the safety aspect.

3.2SIZE OF SHIPS & DIVERSITY :

Fifty years ago, the largest tanker was still in the 20,000 to 30,000 DWT range
and it was more or less treated like any other cargo ship. Today, the maximum
deadweight of tankers amounts to 500,000 tons. Within 50 years, combination
ships, ore carriers and bulk carriers have grown to between 150,000 and
300,000 tdw. As far as methane carriers are concerned, it is noteworthy that
units with a capacity of 135,000 m3 have been developed in a rather short
period.

3.3 EXTRAPOLATION IN SHIP SIZE & NEW HAZARDS :

For the marine Community, these 50 years represent an historical period in the
course of which the problems posed by the design, construction, and operation
of large ships have had to be solved. Experience, which has been of primary
importance where conventional constructions were concerned, has had to be
supplemented by means of calculation which with the aid of the computer,
have permitted an analysis of large and complex structures with a minimum
weight, in a very short period of time. However, it should not be forgotten that
the rapid growth in the transport of oil and of dangerous goods in bulk, the
increase in size and speed of ships brought about new hazards resulting in an
unavoidable increase in the number of accidents, fires, explosions and loss of
life at sea.

3.4 MANNING & TRAINING :

As far as manpower is concerned, in the past, manning with reduced crews and
unattended engine rooms were unheard of. Furthermore, crews, particularly
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 Officers, tended to stay on one particular ship long enough to get to know the
safety systems and learn how to use them properly. Today, many of these
factors are missing. Instead, we have multinational crews and officers on short-
term contracts, with a diverse background of Education & training, thereby
giving rise to problems of communication, co-ordination and harmony, and
increasing the risk of accidents.

4. SHIP CLASSIFICATION SOCIETIES AROUND THE WORLD &

INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES :

4.1SHIP CLASSIFICATION SOCIETIES AROUND THE WORLD :

There are many Ship Classification Societies around the world and several
countries have reportedly established their respective ship classification
societies. Ten ship classification societies have been internationally recognized
as major ship classification societies, having full membership in the
International Association of Classification Societies, which will be referred to
later.

4.1.1 Lloyd’s Register of Shipping (LR) :

In the second half of the 16 th Century, the United Kingdom began to expand
and steadily acquired colonies overseas one after another. As a result, trade
thrived there, so that the marine insurance business took root in London.
In the 2nd half of the 17th Century, coffee houses were opened at many
locations throughout London. People in a specific line of business came
together to the ship auctions, which were held in such coffee houses.
Famous newspaper were available in the coffee houses, which were
convenient media for posting advertisements and for announcing auctions.
Lloyd’s coffee house reportedly opened in 1688 and those concerned with
shipping became regular customers. Thus, the coffee house naturally
became a place to exchange information related to shipping and marine
insurance. Edward Lloyd (1642 through 1713), the owner of that particular
coffee house sought to collect maritime information while managing the
coffee house. He furnished the coffee house’s customers with the
information by what was known as the Ship’s List. According to the Ship’s
List dated October 5, 1702, it contained the names, ownership’s, captain’s
names, tonnages number of cannons and crew numbers of those ships in
service between the United Kingdom and the Orient (India and China).
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 Eventually, a co-operative was organized by those underwriters who visited
Lloyd’s Coffee House which was named the Corporation of Lloyd’s after the
owner of the coffee house. In 1760, the co-operating marine underwriters
and brokers organized a committee; and a register book called ‘Register of
Shipping’ was prepared in the same year.

4.1.2 History of Nippon Kaiji Kyokai (NK) :

Background to the Establishment of NK : When Japan won the Sino-Japanese
War (August 1894 through April 1895), the Japanese Government realized
that Japan was weak in many maritime aspects.
In March 1896, the Government officially announced various
regulations that sought to protect and promote shipping and the shipbuilding
industries, followed by such development as the issuance of the Ship Survey
Act.
Thus, Maritime regulations started at this point. In the background of such
policies and public opinion calling for the promotion of shipping, NK
(originally designated as the Teikoku Kaiji Kyokai – Imperial Japanese Marine
Corporation) was founded on November 15, 1899 as a public organization
aiming at developing overall marine aspects. In this respect, NK has an
origin that is somewhat different from ship classification societies in other
countries.

Development of NK : In August 1915, NK established a ship classification

department, thus establishing its readiness to operate as a full-fledged ship
classification society.
In July 1919, NK organized a four ship classification society federation with
three other societies, ABS, BC and RINA. NK thus was able to integrate with
the ship classification societies of the world.
In January 1920, the Ships Survey Act and other regulations in Japan
were revised so that the non-passenger ships surveyed by the Ship
Classification Society would be exempted from the statutory survey
performed by the Government. In June of the same year, NK was authorized
as the ship classification society under those regulations.
In March 1934, the Ship’s Safety Law was implemented and NK was
authorized as a ship classification society of Japan under this Law. Thus the
foundation of NK was definitely established and operations developed
steadily. NK was able to obtain a variety of authorizations from many
governments and sought to internationalize out operations by establishing
overseas offices one after another. Incidentally Nippon Kaiji Kyokai now
known as CLassNK for convenience, will be completed its centenary in
November 1999.

The first Ten Societies are Full members of IACS (Nos. 1 to 10). In
addition there are two classification societies who are associates of IACS
namely Indian Register of Shipping (IRS) founded in 1975 in India, and
Croatian Register of Shipping (CRS) founded in Croatia.

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4.1.3 THE TONNAGE REGISTERED WITH EACH SOCIETY UNTIL END DECEMBER
2000 IS GIVEN IN THE FIGURE 4.4.

CRITERIA FOR MEMBERSHIP OF IACS

Compliance with the IACS Quality System Certification Scheme QSCS and Observance of the
Code of Ethics is mandatory for both IACS Member and Associate status.
Member Status
Members of IACS have, as a minimum: 30 years experience as a Classification Society with its
own Classification Rules; Classed fleet of not less than 1500 ocean-going vessels (over 100
Gross Tonnage) with an aggregate total of not less than 8 million Gross Tonnage; Professional
Staff of 150 exclusive surveyors and 100 technical specialists all of whom should be qualified
and trained in accordance with IACS Procedures.
Associate Status
Associates of IACS have, as a minimum:
15 years experience as a Classification Society with its own Classification Rules; Classed fleet
of not less than 750 ocean-going vessels (over 100 Gross Tonnage) with an aggregate total of
not less than 2 million Gross Tonnage; Professional Staff of 75 exclusive surveyors and 50
technical specialists all of whom should be qualified and trained in accordance with IACS
Procedures.

5. ROLE OF THE INTERNATIONAL CLASSIFICATION SOCIETY IN THE

DEVELOPMENT OF SHIP SAFETY:

5.1CLASSIFICATION SOCIETY TODAY:

Despite the continuous evolution of ship technology, basically the aims of

classification have not changed since that time and the main object is still to
supply information on the reliability of merchant vessels. Furthermore the
fundamental system of ship classification societies has enlarged. These
societies have now become an inherent part of the process of designing,
building and operating merchant vessels. They are technical organizations,
which provide a vital service to the key parties concerned with the creation of a
new ship. Today the vast majority of the shipping community firmly supports
the concept of classed ships, that is, vessels designed, built and maintained to
engineering standards established and administered by a Classification Society.

5.2RULES OF CLASSIFICATION :
To ensure adequate strength and reliability, the construction of a classed ship
must comply with the requirements laid down in printed Rules of a
Classification Society. Maintenance throughout the life of a ship must be
adequate; the nature, extent and frequency of surveys are also described in the
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 Classification Society’s Rules. These Rules have been continuously updated
and improved on the basis of many years of experience and taking into account
various developments resulting from new design techniques, materials, new
types and functions of ships and changing character of cargoes etc. This is an
ongoing process, which leads to continuous improvement in ship safety. Thus
the Rules of Classification Societies have become a fundamental base for
shipbuilding, playing the double role of safety requirements and fabrication
standards.

5.3RULE DEVELOPMENT :
Classification Societies must develop their Rules fast enough not to impede
evolution yet carefully enough not to misguide designers. An expression of this
may be seen in the new method of direct calculations of designs and in the
analysis of the theories behind these calculations.

5.4CHANGING TO RULES :
It should not be forgotten that Classification Societies are able to change or
adapt their Rules swiftly to maintain the highest safety standards and great
strides have been made in this direction. This would not have been possible if
they were subject to the administrative and political difficulties surrounding the
worldwide implementation and acceptance on international safety requirements
by National Administrations.

5.5INTERNATIONAL CHARACTER OF CLASSIFICATION :

The character of International maritime traffic imposes a International character
to classification societies to meet its world wide obligations to shipping. Only an
international organization represented by its Surveyors at every port of the
world can follow closely the classed vessels in order to carry out, at any place
and at any time, the necessary surveys in accordance with uniform methods
and the same doctrine.

5.6ENVIRONMENTAL ISSUES :
As far as the environment is concerned until recently Classification Societies
have not dealt directly with this question. However one may say that,
indirectly, the important work carried out by Classification Societies in the field
of ship structural safety reliability, has greatly contributed to environment
protection.

5.7INDEPENDENT CHARACTER OF A SOCIETY :

Emphasis should be put once more on the important fact that the strength and
raison d’être of an International Classification Society is its total independence
from any Governments. Technical judgements and standards must not be
influenced by political and commercial considerations. A classification society
can only contribute to safety if its reputation and its engineering integrity are
maintained at a high level. This character of absolute independence is probably
the fundamental feature of the truly International Classification Societies and it
remains always and at the same time, the justification of their role and the
quality of which they remain firmly attached.
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6. ROLE OF THE INTERNATIONAL MARITIME ORGANIZATION (IMO) :

6.1INTERNATIONAL CO-OPERATION FOR SAFETY OF SHIPS:

It is obvious that the safety of ships is not dependent upon classification alone.
Other elements of safety are under the responsibility of Governments. Because
of the international nature of shipping, no country can ‘do it alone’ in the field
of ship safety. Thus, many safety problems must be dealt with by international
co-operation. In the early years of the 20 th century, with shipping developing
rapidly, the need for international agreements relating to various aspects of
Maritime Safety was widely recognized and several International Conferences
were held (i.e. the International Conference on Safety of Life at Sea, 1929 and
on Load Line convened in 1930).

6.2IMCO ESTABLISHED :
In 1948, the United Nations Maritime Conference was held in Geneva and the
Convention establishing the Inter-Governmental Maritime Consultative
Organization (IMCO) was adopted. This Convention came into force in 1958,
and the main purposes of IMCO were to provide machinery for co-operation
among Governments in the field of Governmental Regulations and practices
relating to technical matters of all kinds affecting shipping engaged in
international trade; to encourage the general adoption of the highest practical
standards in matters concerning maritime safety; efficiency of navigation and
the prevention and control of marine pollution from ships. In other words,
among other things, the main activities of IMCO are the promotion of maritime
safety and the prevention of marine pollution. Its functions are consultative
and advisory. The IMCO was re-named as the International Maritime
Organisation(IMO) in May, 1982,

6.3IMO ACHIEVEMENTS :
Since it’s creation 50 years ago, IMO has an impressive list of achievements,
notably in the formulation of Conventions and Codes, including SOLAS 1960,
Load Line 1966, Marine Pollution 1973 with its Protocol 1978, SOLAS 1974 with
its Protocol 1978 etc. However, IMO itself has no power to enforce any of the
requirements of its Conventions, Resolutions and Codes. It can only invite
Governments to take the needed action and some do not always respond
accordingly. Furthermore, IMO instruments can have an official status only
after ratification by individual Governments and this procedure may take many
years.

7. IMO AND THE INTERNATIONAL ASSOCIATION OF CLASSIFICATION

SOCIETIES(IACS):
7.1SETTING UP OF IACS :

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 Initially, IMO was strictly an inter-governmental body. With the need for wider
consultation, its Rules were changed so that the IMO Assembly may grant
consultative status to any non-governmental organizations which are in a
position to contribute to IMO work. When it was recognized that IMO was the
correct forum for the development of international maritime regulations at
Governments level, it was obviously desirable for the classification societies, as
a Group, to establish formal liaison with IMO. Thus the International Association
of Classification Societies (IACS) was formally founded in September 1968.

7.2AIMS OF IACS:
According to the Charter of IACS, the purpose of the Association is to provide
for consultation and co-operation with relevant national and international
maritime organization and to co-operate closely and actively with marine
Industries in the world.
The two main aims of IACS are:
- To help IMO to ensure that International Safety and Anti-Pollution Rules are
technically adequate for the requirements of shipping and are based on the
most advanced knowledge and experience in current use.
- To provide unified standards on fundamental matters (such as longitudinal
and transverse strength, hull steel grades etc.) in order not to leave the
initiative with IMO for the preparation of International Rules in this field
which would tend to inhibit technical progress.

7.3IACS MEMBERSHIP :
To be a member of IACS, a classification society must have: world wide
reputation, more than 20 years experience, a large number of classed ships,
tonnage, exclusive Surveyors, published Rules in English and a published
Register.
Associate status of IACS requires among other things, at least 10 years
experience.

7.4RECOGNITION OF IACS AND INTERACTION AT IMO:

Immediately after the foundation of IACS, IMO recognized the Association by
granting ‘Consultative Status’ to IACS. Since 1969, IACS representative have
attended, as Observers, various meetings of the Assembly namely the Maritime
Safety Committee, the Marine Environment Protection Committee, different
Sub- Committees and Working Groups of IMO.

IACS relationship with IMO is maintained by a Permanent Representative of

IACS at IMO. The Permanent Representative keeps IACS Members properly
advised of all new developments within IMO of importance or relevance to IACS.

IACS worked with the highest priority on those subjects under discussion at IMO
which have a close relationship with the function of Classification Societies in
order to submit IACS’s views for their consideration in the formulation of IMO
Resolutions. In addition, to assist in IMO decisions, IACS observers usually
introduce and / or explain at IMO meetings the uniform or majority views of
IACS.
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 IACS is the only non-Governmental Organization with Observer Status at IMO
able to develop rules. These rules implemented by its Members Societies, are
accepted by maritime community as technical standards.

8. GOVERNMENTS AND THE CLASSIFICATION SOCIETIES :

8.1GOVERNMENTS AND IMO CONVENTIONS :

The implementation of ratified International Conventions and Codes is the
responsibility of individual Governments. Furthermore, each country may have
in addition its own national statutory regulations. For maritime countries, which
have experienced administrations, the survey and certification of ships did not
represent great difficulties. For other nations, however, these tasks caused a
demand on technical skills which most Governments found and still find difficult
to fulfil, bearing in mind the number of existing International Conventions and
Codes and their revisions. Many countries have appreciated the worldwide
reputation and surveying network of the International Classification Societies
and they have delegated the Authority to act on their behalf in the field of
statutory survey work.

8.2GOVERNMENTS AND CLASSIFICATION SOCIETIES:

It is worth noting that for the benefit of all concerned, there exists currently in
this field a co-operation between virtually all Administrations and the major
Classification Societies. These Societies issue, as Agents of Governments
Statutory Certificates to the world Merchant Ships. Good Relations between
Governments and Classification Societies can improve the service to the
Shipping Community and thereby increase Ship Safety.

9. UNDERWRITIERS AND THE CLASSIFICATION SOCIETIES:

9.1UNDERWRITERS AND CLASSIFICATION :

In the field of maritime insurance, there are two distinct spheres of underwriting
activities where the recognition of a classification society is important :
- cargo insurance
- hull insurance
The ‘Institute Classification Clause’ in the Insurance Policy recognizes a list of
Classification Societies which are members of IACS.
Where cargo is carried in a vessel having the highest class of one of such
Classification Socieites, normal insurance rates will apply.
Cargo carried in a vessel not falling within the scope of the above ‘Institute
Classification Clause’, must be covered at a higher premium and on special
conditions to be arranged with the Underwriters.

9.2HULL INSURANCE :
The same principles apply to hull insurance. To be recognized by Cargo and Hull
Underwriters for inclusion in the list of the ‘Institute Classification Clause’, a
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 Classification Society should have an international character. In other words,
the Society concerned should be a Member of IACS. It should be noted that
even associate Status of IACS would not be sufficient.

9.3UNDERWRITERS & SHIP SAFETY :

One may appreciate that the Underwriters could play an important role in ship
safety, particularly in the case of the so-called substandard vessels. If they
show strong willingness to make the less safety conscious Owners pay for their
shortcomings, the situation will be greatly improved. The conscientious
operators should be protected from the bad ones who seek to obtain a
commercial advantage through a less correct compliance with safety
requirements, & by classifying their vessels with relatively unknown
classification societies.

Port State Control

PSC is a check on visiting ships to see that they comply with international rules
on safety, pollution and seafarers living and working conditions. It is a means of
enforcing compliance where the owner and Flag State have failed in their
responsibilities to implement or ensure compliance. The port State can require to
be put right, and detain the ship for this purpose if necessary. It is therefore also a
port State’s defense against visiting substandard shipping. Regional PSC was
initiated in 1982 when fourteen European countries agreed to co-ordinate their
port State inspection effort under a voluntary agreement known as Paris MOU on
PSC. Under the agreement each country undertakes to inspect 25% of individual
foreign flagships visiting their ports, to pool inspection information and harmonise
procedures.

Appendix 0113 Guidelines for the survey of voyage repair

The purpose of these notes is to provide guidance to the field Surveyors in dealing
with voyage hull repairs and is to be considered in addition to the Rules of the
Classification Society; no part of this guide is intended to conflict with Rules of the
Classification Society.

A. A meeting is to be held with the owners prior to commencement of hull repairs

during a vessel’s voyage to discuss and confirm the following:
1. It is the owner’s responsibility to ensure continued effectiveness of the
structure, including the longitudinal strength and the watertight/waethertight
integrity of the vessel.
2. Extent of intended repairs. All repairs to be based on the Classification Society’s
recommendations and/or concurrence.
3. Availability of pertinent drawings.

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4. Verification of new materials regarding certification, grade and scantlings.
Verified mill sheets to remain on board and to be provided to attending Surveyor
examining completed repairs.
5. Verification of welding consumables regarding certification and suitability for
materials involved. Check on availability of drying ovens, holding containers, etc.
6. Verification of the qualification of welders and supervisory personnel,
qualification records to remain on board and to be provided to attending Surveyor
examining completed repairs.
7. Review of intended repair.
8. Review of the intended provisions to facilitate sound weldments, i.e. cleaning,
preheating (if
applicable) adherence to welding sequence principles.
Further, it might be necessary to restrict welding to certain positions and prohibit
welding in more difficult positions when the ship’s motions might influence the
quality of the welding.
9. Review of intended working conditions, i.e. staging, lighting, ventilation, etc.
10. Review of intended supervision and quality control.
11. Completed repairs to be examined and tested as required to the satisfaction of
the attending Surveyor.
B. Any contemplated repairs to primary hull structures, i.e. main longitudinal and
transverse members and their attachments, are to be submitted to the
Classification Society for review prior to commencing voyage repairs.
Any repairs to primary hull structures shall require attendance by a Surveyor
riding-ship survey or at regular intervals to confirm fit-up, alignment, general
workmanship and compliance with
recommendations.
NDT of completed repairs to primary structure to be carried out to attending
Surveyor’s satisfaction.
Repairs to other hull structural parts may be accepted based on examination upon
completion of repairs.
C. No hull repairs carried out by a riding crew should be accepted unless:
1. The initial meeting had been carried out and conditions found satisfactory.
2. A final satisfactory examination upon completion was carried out.

WHY IS IT CALLED "CLASSIFICATION"?

Origins of IACS | Definition of Classification | A Unique Contribution to IMO | Serving
the World Fleet | The Organisation
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In 17th and 18th Century London, the coffee-houses were popular centres for
businessmen to meet. The first was opened in 1652 in Cornhill and by 1714 there
were around 500, many catering for specialised clienteles. Marine insurers, who
until the Great Fire of 1666 had met at the Royal Exchange, rendezvoused at
Lloyd's in Lombard Street.

15
A foreign visitor in the 1730's wrote that coffee-houses were 'not over clean or well
furnished, owing to the quantity of people……and because of the smoke'. However,
a prime attraction was the newspapers kept there: 'All Englishmen are great
newsmongers,' he noted, 'workmen habitually begin the day by going to coffee-
rooms in order to read the latest news'. The rise of the coffee-house was thus
mirrored by the rise of London as a media-centre. Titles from the Daily Courant
(1702) through to The Times (1785) were launched.
Edward Lloyd distributed information in Lloyd's News which first appeared in 1696;
it lasted only a few months, an indiscreet reference to proceedings in Parliament
earning the disapproval of the Government. In its place, Lloyd printed bulletins, or
Ship's Lists, giving brief descriptions of ships likely to be offered for insurance, but
in the absence of any organised system of survey, the details were sketchy. The
newspaper was revived in 1734, however, as Lloyd's List and Shipping Gazette,
and, with the exception of the official London Gazette, it is the oldest continuously
published newspaper still in existence.
From the time of the Phoenecians, through the Romans, Venetians, Hanseatics and
onward, marine insurers have been looking for some guarantee of the fitness of a
ship for the voyage to be undertaken. It was therefore inevitable that the
underwriters, gathered as a group at Lloyd's, should set up some system of
inspection of hulls and equipment. In 1760 a Committee was formed for the
purpose, the earliest existing result of their labours being Lloyd's Register Book for
the years 1764-65-66. This detailed vessel ownership, the master (early ISM?),
characteristics and condition - but based on the unstated (and differing) standards
of the earliest surveyors.
Nonetheless, an attempt was made to 'classify' the condition on an annual basis.
The condition of the hull was classified A, E, I, O or U, according to the excellence
of its construction and continuing soundness (or otherwise). Equipment was G, M,
or B: simply, good, middling or bad. Any ship thus classed AG was considered as
sound as could be, whilst one classed UB was obviously a bad risk. After a few
years, G, M or B were replaced by 1, 2 or 3, which is the origin of the expression
'A1', meaning 'first or highest class'.
In 1769 the leading underwriters moved to their own premises off Cornhill and
called themselves 'Members of the Society'. The many fallacies in the system of
assigning class, not least the arbitrary limits to the number of years that a ship
could remain in the highest class, which also depended on the place of build, led to
a rival society of owners setting up their own register. In the 1820s, moves were
made to clean up what had become a system in disrepute and combine the two
registers. A telling point, made by one of the leading campaigners, was that the
system of classification based on age created a glut of tonnage, because a ship,
however well maintained, could never be restored to the highest class. Thus the
reputable owner was forced to discard and replace her with new tonnage to
acquire "the talismanic charm of A1" - presumably the discarded ship continued to
trade, eventually to compete as 'sub-standard'.
Eventually, after long argument, in 1834 a self-standing 'classification society' was
set up and called 'Lloyd's Register of British and Foreign Shipping'. Rules for
construction and survey were developed, those for iron ships appearing in 1855.
The idea of such an organisation caught on around the world, BV being founded in
Antwerp in 1828 but based in Paris from 1832. RINA dates from 1861; ABS traces
16
its origins back to 1862. Adoption of common rules for ship construction by
Norwegian insurance societies in the late 1850s led to the establishment of DNV in
1864. GL was formed in 1867 and ClassNK in 1899. The Russian Maritime Register
of Shipping was an early offshoot of the River Register of 1913. More recent
foundations have been CRS in 1949; CCS, 1956; KR, 1960; and IRS, 1975. They are
all called 'classification societies' but, with some exceptions, today do not assign
different 'classifications'. The ship is either 'in' or 'out' of 'class'.
To read about the Origins of IACS, click here.
Return

DEFINITION OF SHIP CLASSIFICATION

Why is it "Classification"? | Origins of IACS | A Unique Contribution to IMO | Serving
the World Fleet | The Organisation
IACS Members | Criteria for Membership | Code of Ethics | QSCS | Resolutions |
Transparency (PDF - 23Kb) | Classification & the Future | Contact IACS
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Ship Classification, as a minimum, is to be regarded as the development and

worldwide implementation of published Rules and/or Regulations which will provide
for:
1. the structural strength of (and where necessary the watertight integrity of)
all essential parts of the hull and its appendages,
2. the safety and reliability of the propulsion and steering systems, and those
other features and auxiliary systems which have been built into the ship in
order to establish and maintain basic conditions on board,
thereby enabling the ship to operate in its intended service.
The achievement of these goals is conditional upon continued compliance with the
Rules and/or Regulations and proper care and conduct on the part of the Owner
and Operator. (see IACS' 'Guide to Managing Maintenance' - PDF 507Kb)
Notes:-
(a) A ship built in accordance with a Member Society's Rules and/or Regulations, or
in accordance with requirements equivalent thereto, and fulfilling the applicable
stability requirements will be assigned a class in the Register Book of the Society.
For ships in service, each Member Society maintains the provisions of class by way
of periodical visits by its Surveyors to the ship as defined in its Rules and/or
Regulations in order to ascertain that the ship currently complies with those Rules
and/or Regulations. Should significant defects become apparent or damages be
sustained between the relevant visits by the Surveyors, the Owner and Operator
are required to inform the Society concerned without delay. Similarly any
modification which would affect Class must receive prior approval by the Society.
(b) A ship is said to be in Class when the Rules and/or Regulations which pertain to
it have, in the opinion of the Society concerned, been complied with.
Individual Societies to explain by an additional note as to how they deal with items,
either statutory or class, beyond the basic definition.
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17
PROCEDURAL REQUIREMENTS
Unifed Requirements | QSCS | Service Supplier Approval | IACS Initiatives
FSA Bulk Carriers | TOCA - PR1A (PDF - 105Kb)
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PROCEDURAL REQUIREMENTS

Procedural Requirements are adopted resolutions on matters of procedures

to be followed by Members and Associates.

Procedural Requirements adopted shall be incorporated in the practices and

procedures of the members within the periods agreed by the IACS Council.

Requirements concerning
DELETED March 2000 (Incorporated
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Class, Re-assignment of Class and
1A Class Withdrawal and Reporting of 3
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Procedure for Failure Incident
Reporting and Early Warning of
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Serious Failure Incidents - IACS
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 o
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Qualification of ISM Code Auditors
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 e
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22
UNIFIED REQUIREMENTS
Procedural Requirements | QSCS | Service Supplier Approval | IACS Initiatives
FSA Bulk Carriers | TOCA - PR1A (PDF - 105Kb)
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UNIFIED REQUIREMENTS

Unified Requirements are adopted resolutions on matters directly connected

to or covered by specific Rule requirements and practices of classification
societies and the general philosophy on which the rules and practices of
classification societies are established.

Subject to ratification by the governing body of each Member Society and

Associate, Unified Requirements shall be incorporated in the Rules and
practices of the Member Societies and the Associates, within one year of
approval by the IACS Council. The existence of a UR does not oblige a
Member Society or an Associate to issue respective Rules if it chooses not to
have Rules for the type of ship or marine structure concerned.

Unified Requirements are minimum requirements. Each Member and

Associate remains free to set more stringent requirements.

The revised texts concerning the measures to improve bulk carrier safety
announced in March 2002 can be found here.

The harmonised notations and corresponding design loading conditions for

new bulk carriers can be found here.

Requirements concerning
A Mooring and Anchoring (57Kb)
DMobile Offshore Drilling Units (207Kb)
E Electricity (324Kb)
F Fire Protection (190Kb)
GGas Tankers (142Kb)
K Propellers (27Kb)
L Subdivision, Stability and Load Line (114Kb)
MMachinery Installations (530Kb)
NNavigation (41Kb)
P Pipes and Pressure Vessels (371Kb)
(1,753Kb
S Strength of Ships
)
(1,137Kb
WMaterials and Welding
)
(1,765Kb
Z Survey and Certification
)

23
Official Logs :

Official Logs are Flag State matter covered by Merchant Shipping Act

See Indian MSA Rule 212 to 217

24