Training and cooperation

To ensure that ships are built and maintainedaccording to the latest safety requirements, theirdesign, construction and maintenance must beapproved based on inspection and certificationprocedures that have been developed atinternational level.

This responsibility lies with the countries whichregister ships (flag states) for the vessels undertheir jurisdiction. Countries can also authoriseclassification societies to perform these tasks ontheir behalf. Classification societies are multi-national bodies which issue many different typesof certificate within two main categories:'certificates of class' covering compliance withthe rules of the societies themselves; and'statutory certificates' covering compliance withinternational regulations. Although there aremore than 50 organisations engaged in this workworldwide, only 13 classification societies arecurrently recognised by the European Unionincluding all the large societies, which survey andcertify vessels representing over 90 % of theworld’s cargo carrying tonnage. EU MemberStates are only allowed to delegate their shipinspection and certification responsibilities tothese 13 recognised organisations.

The main EU legislation which deals withclassification societies is Directive 94/57/EC, asamended, which lays down a number ofimportant criteria for the recognition oforganisations. To ensure that these recognisedorganisations maintain the quality standards andcontinue to fulfil the criteria laid down, eachorganisation must be assessed every two years.EMSA has been tasked by the Commission tocarry out this verification and, to do so, itsassessors visit the head offices of classificationsocieties, together with a selection of theirregional and/or local offices, as well as individualships and shipbuilding sites worldwide. EMSA’sinspection teams carry out an average ofgenerally 20 inspections per year. Followinginspections, EMSA reports its findings to theEuropean Commission. The Commission mayrequire corrective action and/or impose fines ifserious failure or a sustained problem isestablished.

Consistency of Port State ControlEU port states have the task of inspectingforeign ships that visit them (port state control).This port state control process is of particularimportance to maritime safety, because eventhough flag states have the primaryresponsibility for the good condition of theirships, they are not always able to carry this out ina consistent way. Port states have the power torequire that the necessary remedies to identifieddeficiencies be applied, and may detain vesselsuntil these have been completed. Should a shipbe detained repeatedly within a certain period oftime, access to all EU ports can be denied untilthe ship owner has demonstrated that the ship isin appropriate condition to sail (the so-called'banning provision').

Port state control is one of the areas whereEMSA operates on behalf of the EuropeanCommission and hand-in-hand with the MemberStates. It also interacts closely with the ParisMemorandum of Understanding, which consistsof 27 participating maritime administrations andaims at harmonised port state controlthroughout the waters of the European coastalstates and the North Atlantic.

IMPROVED CONTROL OF CONSTRUCTION

Table 2.

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AND MAINTENANCEFor years individual Member States wererequired to inspect at least 25% of the numberof ships calling at their ports, in accordance withEU Directive 95/21/EC. Following a thoroughreview of this Directive a new inspection regimewill be introduced.

A decisive element in this regime is a shift awayfrom commitments for the individualparticipating states to regional commitments.The new regime aims at inspecting all shipscalling the EU region at least once per year, andsecondly the new regime aims to improve thetransparency of the industry by highlighting theresponsible parties involved in shipping. Theexisting method of ranking flag states andrecognised organisations will be complementedwith a similar system for companies.

This change to regional commitments will bothensure and require further harmonisation ofworking procedures by the Member States.Harmonisation will optimise the use of availableresources by targeting poor-performing shipsthroughout the region and, at the same time,reducing the burden of over-inspecting well-performing ships.

EMSA has been tasked, in close collaborationwith the Member States, to develop, implementand operate a database in support of the newregime. This system will be embedded in thedaily operations of all port states and will be akey element in the proper regional functioning ofport state control.

To enable this approach to function consistently,the importance of properly trained and qualifiedport state control officers has been emphasisedand recognised by both the industry and theMember States. The success of a uniform regimewill be ensured through further harmonisation ofinspection criteria, reporting procedures andtraining principles. The Agency organises thenecessary training on port state controlprocedures, using, inter alia, the lessons learnedfrom the visits to Member States. Thedevelopment by EMSA of a state-of-the-artdistance learning tool for port state controlofficers employed in the region also aims atfurther raising levels of professionalism.

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In 2007, EMSA provided the inspectors of theParis MOU region with Rulecheck, an electronictool that provides a quick reference to theentirety of international rules concerning shipsafety, labour and the Paris MoU procedures intheir most up-to-date version. Since the totalbody of rules governing ship safety is vast andcomplex, the availability of an electronic rulefinder, which inspectors carry on their laptops,has greatly facilitated the work of the inspectors.

The effectiveness of the Port State Controlsystem in the EU region is subject to constantmonitoring by the Agency. The results of theanalysis are fed back into training systems andmay also lead to the adjustment of proceduresand/or to future legislation.

Table 3. Paris MoU port States's individualcontribution to the total amount of inspections.

Source: Paris Memorandum of Understanding, 2008 Data.

GETTING SEAFARERSIt is estimated that around 80% of accidents atsea occur as a result of human error.

A prominent example is when those on thebridge of a ship make the wrong decisions, inparticular under difficult navigation and/orweather conditions. Alternatively, they mightoccur as a result of the malfunctioning of enginesor other equipment, which can be exacerbatedby the crew’s inability to correct the situationquickly due to poor training. Consequently, it isvital that seafarers are trained in accordance withthe highest standards.

Roughly 75% of seafarers on EU registered shipsoriginate from non-EU countries and obtain theirqualifications in non-EU training institutions inover 50 countries. This makes it difficult to assessthe quality of their education, training andqualifications. To allow for effective monitoringof this situation, the IMO’s InternationalConvention on Standards of Training,Certification and Watchkeeping for Seafarers(STCW) gives countries which register ships theability to verify how countries which provideseafarers for their ships implement theinternationally agreed standards.

In the past, each EU Member State had to carryout the assessments of the maritime educationand training systems in non-EU countriesindividually. In order to avoid duplication ofinspections, it was decided that the work should

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PROPERLY TRAINED

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be undertaken centrally. The task was assignedto the European Commission, which delegatedthe technical work to EMSA. The assignment of asingle EU body adds value by creatingeconomies of scale and guaranteeing aconsistent approach for all assessments.

EMSA’s inspectors carry out an assessment ofthe education system of each non-EU countrythat provides seafarers working on board EUregistered ships once every five years. Inpractice, with the limited means available, thismeans inspecting 35 or more institutions in six toeight different countries per year.

Closer to home, in 2007 EMSA started visits toEU Member States to verify how they areimplementing their obligations in this area. In thesame way as for the non-EU countries, visits toEU countries include inspections of the offices ofthe maritime administration and a sample ofeducation and training institutions, to beinspected on a five year cycle.

The findings of the inspections arecommunicated to the competent nationalauthorities and to the European Commissionwho has certain legal powers to requirecorrective action when necessary.

FIGHTING OIL POLLUTIONOil pollution disasters may occur again in thefuture, and these can have a high impact on theenvironment, local economies and fisheries.

Increases in tanker operations – partly related toincreasing oil exports - contribute to future risklevels. On the financial side, we should also bearin mind that clean up operations are costly. Wellover EUR 1 billion has been spent in dealing withthe consequences of the Erika and Prestigedisasters alone.

The serious financial and ecologicalconsequences of a major tanker spill can bereduced substantially by removing the oil fromthe sea before it washes ashore. However, thePrestige disaster in 2002 clearly demonstratedthat there were not enough pollution responseships in Europe with the capacity to deal withmajor spills effectively.

Figure 1. Substantial pollution incidentsreported around European waters,2004–2008

Source: EMSA Marinfo database / Lloyds MarineIntelligence Unit.

Against this background, EMSA was givenresponsibility for setting up a network of vessels,equipment and other resources to help MemberStates deal with pollution from ships. Based onan Action Plan for Oil Pollution Preparedness andResponse, the Agency contracts commercialvessels which can, at short notice — normallywithin 24 hours — be transformed into oilrecovery vessels with state-of-the-art equipment.These ships normally undertake other day-to-daytasks, but have the ability to load equipment andrespond rapidly to spills when needed.

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The vessels that EMSA has under contract arelarge, and are there to support national responsecapabilities, which traditionally have a tankcapacity of around 500m3, when a major incidentoccurs.

Since 2006 the Agency has tendered this service,and from 2009 a comprehensive fleet of Stand-by Oil Spill Recovery Vessels (OSRV) is availablein all major European sea areas, from the Balticto the Black Sea, encompassing ships available inmost parts of the Mediterranean, Atlantic andNorth Sea. The Agency will maintain this serviceand optimise the vessel configuration andlocation as appropriate over the coming years.

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Figure 2. EMSA stand-by oil spill recovery vessels – location of stockpiles and vessels

More information about the technicalspecification of the vessels and the location ofthe stockpiles can be gained from Figure 2 andTable 4.

In order to ensure that these vessels and theircrews are ready to respond to a major oilpollution incident, EMSA participates in theregular drills and exercises that are organisedwith the regional cooperation agreements forpollution response, namely with the partnercountries who are members of the HELCOM,REMPEC and other agreements.

POLLUTION RESPONSE

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Table 4. EMSA stand-by oil spill recovery vessels, and technical specification (2009)

However it was also recognised early on, thatrisk assessments and further actions by theAgency are necessary to address marinepollution caused other than oil.

Clear information on how to deal with otherpollutants such as hazardous and noxioussubstances (HNS) is diificult to obtain, andrequires the involvement of chemical experts.These actions are identified in EMSA’s ActionPlan for HNS Pollution Preparedness andResponse and are phased in gradually.

MAR-ICEIn order to strengthen the information flow inEurope in cases of marine pollution incidentsinvolving chemicals caused by ships, the MAR-ICE Network was created in close cooperationwith the chemical industry. MAR-ICE stands forthe 'Marine Intervention in ChemicalEmergencies Network'. It became operational atthe start of 2009, and delivers an informationservice available to all EU Member States andcoastal EFTA States for intervention in marinechemical emergencies.

CleanSeaNetThe majority of oil spills occur when tankers andother vessels clean out their oil tanks at sea. As asupport service for the Member States in thefight against pollution, in 2007 EMSA set upCleanSeaNet, a satellite surveillance for oil slickdetection. This practice is illegal, but was verydifficult to detect, and subsequently prosecute.

The system provides images to help with theinitial identification and tracing of potential oildischarges using satellites, which is then backed-up using other types of surveillance, such as onthe spot checks with patrol vessels andspecialised aircrafts in the Member States.

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CleanSeaNet also has an operational role inmonitoring accidental pollution and supportresponse activities when major incidents occur.The system has also been enhanced with newfunctions which allows it to exchangeinformation and enhance the its functionalityusing the data from existing systems that EMSAoperates. Traffic monitoring information fromSafeSeaNet (see below) has been added, andtogether with weather and oceanographicinformation and radar satellite data,CleanSeaNet gains a clearer and more accuratepicture. This allows Member States to receivefrom one source extensive information forpollution response actions and gain certaintywhen identifying the polluter.

The Agency is the the only source for theEuropean Commission and Member States toobtain images, data and other information tosupport their maritime pollution responseactivities at the EU level. The Agency alsopromotes cooperation, provides training anddisseminates knowledge and best practice in thisarea. EMSA’s aim is to make an effectivecontribution to the protection of the entire EUcoastline from accidental and deliberate spillagesof oil and other pollutants.

Figure 3. CleanSeaNet image showingoilspill off Irish coast

IMPROVED VESSELAt any given time, there are more than 20,000commercial ships at sea in European waters.

When the Erika incident occurred in 1999, exactinformation concerning her cargo was notknown. With so many vessels loading andunloading in Europe’s ports, information aboutcargo, ship safety records and port destinationsis of vital interest for safety at sea, protection ofthe marine environment and for economicactors. Yet this information is dealt with by amyriad of actors at local and national level. Veryoften, exchanging information is difficult becausesuch bodies as port authorities use differentways to collate, store and transfer data, andmany have incompatible IT systems. Informationis transmitted in different ways, often by fax,phone or email.

That is why, since 2002, Member States and theEuropean Commission have been workingtogether to develop a solution to theseinformation exchange problems and toimplement EU Directive 2002/59/EC, whichestablishes a Community vessel trafficmonitoring and information system (VTMIS). Theresult was a European network calledSafeSeaNet, which is managed by EMSA, toharmonise the way in which maritime data isexchanged.

SafeSeaNet links together a large number ofmaritime authorities across Europe. Theinformation contained in the messages isgathered from a variety of local sources, knownas local competent authorities (LCAs), such ascoastal stations and port authorities. Thisinformation is provided in near real time topublic authorities around Europe. The EuropeanUnion has the best-covered coastline with AIS(Automatic Identification System) receivingstations, picking up signals at all times from shipspassing by. The Agency cooperates withMember States to improve the receiving rangeof these stations, with a view to achievingcomplete coverage of the sea areas surroundingEurope.

More accurate ship tracking will help preventpollution incidents through early identification ofvessels posing a risk. SafeSeaNet can providereports on a vessel’s behaviour (accident,

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TRACKING AND MARITIME SURVEILLANCEpollution, infringement of navigation rules etc.)or details of hazardous materials being carriedby a ship. Knowing where that ship is going andwhat it is carrying will improve emergencyresponse times should the worst happen.SafeSeaNet also streamlines cargo and positionreporting processes in ports and on board shipswhich will reduce workloads and costs.

2009 will see the start of inspection visits to allcoastal Member States, including the nationalcompetent authority, commercial ports andcoastal stations monitoring vessel traffic, withthe aim of establishing the level of control ofships carrying dangerous or polluting goods inthe seas around Europe.

Vessel tracking beyond Europe’s watersThe International Maritime Organisation adopteda decision to set up a system providinginformation on ships sailing anywhere around theworld for safety, security, search and rescue(SAR) and environmental protection purposes.This Long Range Identification and Trackingsystem (LRIT) is intended to provide informationon a ship at least every six hours. Each flag state,including the EU flag states, is responsible forproviding these reports for ships flying its flag.Following a Council Resolution in October 2007,EMSA set up a data centre on behalf of allEuropean flag states to disseminate LRITinformation to each participating Member Stateand exchange information upon request withother data centres around the world.Operational from mid 2009, the EU LRIT DataCentre is the biggest data centre of the wholeinternational LRIT system, tracking around10 000 ships which generate a minimum of40 000 position reports per day. In addition totracking the EU-flagged ships, the EU LRIT DataCentre will also provide Member States, onrequest, with the LRIT information of any thirdcountry vessel bound to, or sailing within, EUwaters.

Integrating maritime surveillance systemsSuch systems are part of EMSA’s drive to harvestand disseminate more and more informationfrom different sources. As of 2009, the Agencywill integrate these systems in order to provideMember States and the European Commissionwith a comprehensive image of vessel traffic in

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the EU. Short and long range information will belinked. Information on ships, ship cargos,inspection results etc. contained in differentdatabases will be pooled. Information onpotential illegal discharges coming fromCleanSeaNet, the Agency's European satellite oilspill detection system, will be combined withtraffic information for the same sea area fromSafeSeaNet and a real-time satellite image.Under the overall heading of Maritime SupportServices, this one-stop-shop is due to operateround the clock from the second half of 2009.The Agency is thus growing towards becomingthe major provider of maritime data on and forthe European Union.

Following the European Commission’s Blue BookIntegrated maritime policy for the EuropeanUnion with as its cornerstone, the Ten yearmaritime transport strategy and the subsequentinitiatives in the field of maritime surveillance,the Agency will further develop its workingrelations with other EU Agencies and Europeaninitiatives for sharing ship-related information.Where possible the Agency will participate inongoing activities aimed specifically at creating aEuropean network for maritime surveillance. Itwill support the Commission by offering thetechnical expertise gained in developingSafeSeaNet and other relevant maritimeapplications. And it will review its maritimeinformation systems to enable dissemination ofinformation to other EU bodies and Agencies forthe purposes of maritime surveillance.

Figure 4.

EMSA is a relatively young Agency. Itwas only in May 2003 that a pioneergroup of six people began its firstactivities. A lot of progress has beenmade in its first five years, to create anorganisation capable of carrying out thetasks entrusted to it by the EU legislator.The year 2006 was of particularsignificance because it saw the Agencymove from Brussels to Lisbon, Portugal,the seat of its official headquarters.

All activities related to the properimplementation of EU legislation in the field ofmaritime safety and pollution prevention haveremained a priority. As we approach 2010, theAgency has been considerably strengthened,and its core tasks have been consolidated andexpanded. The year 2009 marks a secondsymbolic milestone, with over 200 staff membersmoving to permanent, purpose-built offices inthe centre of Lisbon.

Finding solutions to common problems, incontinuous dialogue with experts of MemberStates, the European Commission and, whereappropriate, industry, is at the very heart of theAgency’s activities. This is a very dynamicprocess, as new Member States become anintegral part of activities and the breadth ofsubjects that call for a common approach atinternational and EU level expands.

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OUTLOOK FOR 2015

Several new proposals for policy and legislativedevelopments in the EU are well underway, andtheir adoption in the future is expected toimpact directly on the work of the Agency.

In this vibrant context, the run-up to 2015 islikely to bring both new tasks and the expansionof existing tasks. In the field of maritimesurveillance in particular, EMSA has developedstrong capabilities in the cross-fertilisation andthe analysis of data. EMSA is fast becoming thecentral facilitator and provider of maritimeinformation. And wherever the activities of arange of authorities and services touch uponeach other — maritime safety, border control,defence, fishing — there is scope for furtherdevelopments, strengthened cooperation andintegration.

European Maritime Safety AgencySafer and Cleaner Shipping in the European UnionLuxembourg: Office for Official Publications of theEuropean Communities2009 — 20 pp. — 21.0 x 29.7 cmISBN 978-92-95032-25-5

How to obtain EU publicationsEU publications are available from EUBookshop (http://bookshop.europa.eu),where you can place an order with the salesagent of your choice.The Publications Office has a worldwidenetwork of sales agents. You can obtain theircontact details by sending a fax to (352) 2929-42758.

Image credits

EMSA staff, José R. Rodríguez Montero, Pembrokeshire

Coast National Park Authority/Tiv Thomas, Marine

Photobank/Russian Doors, Flickr Creative Commons/a.o.

Micke-fi, shaire productions, enidanc, Pembrokeshire Dave,

Superlative Retrospectiveness, Håkan Dahlström, Mr Hayata.

TN-81-09-559-EN

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About EMSAThe European Maritime Safety Agency is one ofthe European Union's decentralised agencies.Based in Lisbon, the Agency provides technicalassistance to the European Commission in thedevelopment and implementation of EU legislationon maritime safety. It has also been givenoperational tasks in the field of oil pollutionresponse, satellite monitoring and in the long-range identification and tracking of vessels.

EUROPEAN MARITIME SAFETY AGENCY

www.emsa.europa.eu