Class & Ce Certification

It is all about your safety only.
Classification societies are organizations that establish and apply technical standards in relation to the design, construction and survey of marine related facilities including ships and offshore structures. These standards are issued by the classification society as published rules. A vessel that has been designed and built to the appropriate rules of a society may apply for a Certificate of Classification from that society. The society issues this certificate upon completion of relevant classification surveys.

Such a certificate does not imply, and should not be construed as an express warranty of safety, fitness for purpose or seaworthiness of the ship. It is an attestation only that the vessel is in compliance with the standards that have been developed and published by the society issuing the classification certificate.

More than 50 organizations worldwide define their activities as providing marine classification. Some of those organizations form the International Association of Classification Societies (IACS).

Commonly Known Class Societies are listed below:

DCI (Dutch Certification Institute)
RINA (Registro Italiano Navale)
TL (Turk Loydu)
BV (Bureau Veritas)
GL (Germanischer Lloyd)
ABS (American Bureau of Shipping)
LR (Lloyd’s Register)
RS (Russian Maritime Register)
IMCI (International Marine Certification Institute)

Classification is one element within a network of maritime safety partners. Other elements are parties such as the ship-owner, the shipbuilder, the flag State, port States, underwriters, shipping financiers and charterers among others.

The role of classification societies has been recognized in the International Convention for the Safety of Life at Sea (SOLAS) and in the 1988 Protocol to the International Convention on Load Lines. As an independent, self-regulating body, a classification society has no commercial interests related to ship design, ship building, ship ownership, ship operation, ship management, ship maintenance or repairs, insurance or chartering. In establishing its rules, each classification society may draw upon the advice and review of members of the industry who are considered expert in their field.

Classification rules are developed to contribute to the structural strength and integrity of essential parts of the ship’s hull and its appendages, and the reliability and the function of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship in order to maintain essential services on board.

Classification rules are not intended as a design code and in fact cannot be used as such. A ship built in accordance with an IACS Member’s rules will be assigned a class designation by the society on satisfactory completion of the relevant surveys. For ships in service, the society carries out surveys to ascertain that the ship remains in compliance with those rules. Should any defects that may affect class become apparent, or damages be sustained between the relevant surveys, the ship owner and operator are required to inform the society concerned without delay.

A ship is maintained in class provided that the relevant rules have, in the opinion of the society concerned, been complied with and surveys carried out in accordance with its rules. Classification societies also maintain significant research departments that contribute towards the on-going development of appropriate, advanced technical standards.

All classification societies publish an annual register and the most well-known of these is Lloyd’s Register.

WHAT CE CERTIFICATION MEANS FOR BOAT BUYERS?
“In 1998 the European Union created a Recreational Craft Directive that established design standards for most recreational boats from 8 to 79 feet.”

In 1998 the European Union created a Recreational Craft Directive that established design standards for most recreational boats from 2.5 to 24 meters (8 to 79 feet). New and used boats sold in Europe, including boats built in the US – or anywhere else – for export to Europe, must be certified as complying with one of four design categories.

The following four design categories help to quantify a boat’s degree of seaworthiness, based on the wave height and wind speed the boat is designed to encounter and handle. The further offshore the vessel is expected to venture, the higher are the expectations for construction strength, stability, freeboard, reserve buoyancy, resistance to down flooding, deck drainage and other seaworthiness criteria.

Category A – Ocean: covers largely self-sufficient boats designed for extended voyages with winds of over Beaufort Force 8 (over 40 knots), and significant wave heights above 13 feet, but excluding abnormal conditions such as hurricanes.

Category B – Offshore: includes boats operating offshore with winds to 40 knots and significant seas to 13 feet.

Category C – Inshore: is for boats operating in coastal waters and large bays and lakes with winds to Force 6, up to 27 knots, and significant seas 7 feet high.

Category D – Inland or sheltered coastal waters: is for boats in small lakes and rivers with winds to Force 4 and significant wave heights to 18 inches.

Since the number of people onboard can impact a boat’s seaworthiness, changing the number of people on the boat can also change its category, with more people aboard — and more weight and potentially less stability — putting a boat into the next lower category.

While the European standards are no guarantee that a boat will be suitable in all respects for the conditions in its designated category, they help to separate the purely inshore craft from those capable of operating safely in more demanding conditions.

Regulation in U.S: Boats sold in the U.S. do not have to be CE rated, but rather, must only meet a few US Coast Guard regulations which address required safety items such as PFDs and flares, carrying capacity for boats under 26’ and level flotation if swamped for boats 20’ and under.

America’s versions of CE Standards and Recommendations have been promulgated by the American Boat and Yacht Council but they are strictly voluntary. Most critically, there are no ABYC design categories to differentiate between boats of different capabilities, a crucial distinction CE ratings and American NMMA certification, which itself only requires about 70% of the ABYC recommended standards. While most quality U.S. builders follow the ABYC standards and many exceed those required by the NMMA, they are not mandatory as the CE standards are in Europe.

When you’re picking out your next boat, be sure to ask what its CE classification is or would be if it is sold in Europe.

Copyright 2022 - All Rights Reserved.
www.monachusyachting.com
Yaka Digital Agency "Yaka Digital"