Few appointees could be more appropriate as the European Commission’s Director of Maritime Transport than Georgette Lalis. Coming from a Greek shipowning family, Ms Lalis trained as a lawyer specialising in international law; in 1981 she was one of the first Greek nationals to join the Commission, subsequently rising through the Department of Industrial Affairs and other key posts to achieve her present appointment in June 1998. Holder of one of the most influential posts in international shipping, the Director put her views to DNV Forum in Brussels in mid-April.
Our main challenge today is that public opinion in regard to maritime risk as also in aviation and rail transport is becoming much more critical and better informed. This is especially the case when environmental aspects enter the scenario, such as the oil spills following the Sea Empress grounding, and loss of Erika off the coast of France. We do not plan to regulate shipbuilding but shipbuilders and classification societies must introduce greater self-regulation, and new vessel design should undergo more stringent risk assessment.
The human factor in shipping is another area of concern. We must make sure not only that STCW certification is fully and reliably implemented, but that the certificates are based on real knowledge of the relevant jobs.
Vessel maintenance is a further area which the EU must take into account. A significant proportion of ship losses and incidents can be attributed to lack of maintenance, usually on second or third-hand tonnage, and too often indicative of low freight rates. Ships should be designed and built for ease of maintenance.
Mandatory sanctions to support the Rules
Deciding the responsibility of any individual or organisation is difficult because of the unique, fragmented nature of the industry. Civil aviation, by contrast, is more readily monitored and regulated because of the unambiguous responsibility for airline operation and safety standards. But there is no maritime equivalent of the civil aviation authorities.
I have high regard for the International Maritime Organisation, and this I believe should be the single worldwide authority in shipping. But at present, though the IMO can establish shipping rules and regulations, the big problem is in implementing them. Most are recommendations, not mandatory requirements. But in the EU context, we must ensure controlled implementation of regulations by the Flag States, backed up by mandatory sanctions on both the shipowner and the Flag State in the event of failure to comply. These sanctions can include fining the EU states, as approved by the European Court of Justice. We can certainly follow this approach with the current 15 EU member states, incorporating existing IMO rules into EU legislation.
Class the guarantor of safety?
Classification Societies, at least the leading members of IACS, should be the guarantors of safety they have the technical expertise, people in place around the world, and above all experience. Flag States must ensure that rules are applied and met, but it is the classification societies which advise what rules are needed, and ensure that technical standards are established and upheld.
The problem for the Class Societies long recognised but difficult to solve is the competition between them. Not all are equally reliable, and some try to attract clients by perhaps dubious means such as stressing their flexibility. There is an underlying ambiguity for Class invested with a public authority role, yet needing to be commercially competitive.
Unfortunately, by virtue of their ownership structure, class societies find it difficult to convince the public and the authorities of their independence. This is a matter which IACS must continue to address most strongly.
Problems of expanding membership
As the EU member states expand in number, this could pose serious and growing problems in shipping safety. Several of them have poor quality in both their Flag State and Port State functions. So the Directorate is doing a lot of pre-entry work in helping them understand and prepare for their responsibilities before actually becoming EU members, and so meet the necessary international standards.
A professional career pattern
Another challenge facing shipping, both in the EU and worldwide, is the growing shortage of well-trained, motivated ship officers and crew.
At present our only weapon here is the STCW Convention, but we intend to implement this thoroughly. In October this year we shall launch ideas to try to attract people into shipping. Little remains of the old tradition of a life at sea the lifelong on-board career. This is especially a problem with the deepsea fleet. So we must try to make possible a job on land for everyone leaving a seagoing career after some years of service. The right career pattern could then utilise officers and seafarers skills in land-based work, but still in the world of shipping.
I believe this is vitally important, since shipowners and managers, and the technical employers such as ship designers and the classification societies, cannot afford to lose the skills and experience of professional seafarers.
As in so many areas of shipping, Georgette Lalis must take the long-term view. It is a complex industry, and change comes slowly. Sometimes it is simpler for governments and political appointees to take a short-term approach; but as in other industries she feels the main issue is to draw lessons from experience, learn from the experts, and not be over-influenced by public and political opinion.
Date: 15 August 2000