independent joint body to certify their quality-management systems. Organizations can be fined, or have their recognition withdrawn, if they fail to do their job properly. Approved societies must co-operate, recognising each other's classification certificates when the relevant regulations are equivalent. Port State Control Directive 2009/16/EC reformed the EU's Port State Control scheme. All ships calling on EU ports must be inspected, even if they only rarely visit the EU. A risk profile is established for each ship, based on its type, age, flag, company history, and detainment history. Depending on the risk profile, ships may be inspected as often as every six months, or as infrequently as every three years. Substandard ships are subject to a mandatory minimum ban period, and repeat offenders may be permanently banned. This provision was controversial, with some member states of the EU arguing that the costs would be too great. All five Maltese ministers of the European Parliament voted against the measures; the Erika, the vessel whose oil spill spurred the creation of these laws, was a Maltese-flagged vessel. The directive also establishes a blacklist of companies operating substandard ships, published under the Paris Memorandum of Understanding on Port State Control. Increased qualification and training requirements for Port State Control inspectors are also included in the directive. Traffic monitoring Erika II's traffic-monitoring requirements were amended by Directive 2009/17/EC, enhancing the traffic monitoring requirements. The directive sets SafeSeaNet as the standard maritime data exchange system for the EU, and establishes a European center to collect identification data and monitor shipping. The "place of refuge" provision of the original directive was revised with more detailed rules, in response to the Prestige spill. Under the amendments, all fishing vessels over in length will eventually be equipped with AIS. The amendments also provide for information and prevention measures when ice formation places shipping at risk. Accident investigation Directive 2009/18/EC provides guidelines for technical investigations and dissemination of "lessons learnt" following accidents at sea. It is based on the International Maritime Organization's existing code requirements, giving the principles of that code the force of law. With this directive, maritime accidents now have rules about technical investigations similar to those for civil-aviation and railway accidents. Passenger carrier liability A modern and uniform set of rules for compensating passengers who are the victim of an accident at sea was established by Regulation (EC) No 392/2009. It extends the IMO's Athens Convention,