PORT STATE CONTROL INSPECTIONS

Under the new regime established by Directive

2009/16 in the UK.
The new EU directive came into force in
June 2009
It has been incorporated into UK law as of
1stJanuary 2011.

The Paris MOU were also looking at a new approach

to Port State Control (PSC) to target
substandard ships and move away from the
25% inspection regime where good ships were
being targeted as well as poor ships.
The New Inspection Regime (NIR) was developed by
the Paris MOU to provide:
a more risk based system of targeting ships;
dispense with the 25% inspection commitment
and provide full inspection coverage of ships
visiting the Paris MOU region as a whole.

PORT STATE INSPECTION

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Another aim of the NIR is to eliminate substandard

shipping by increasing the frequency of
inspection of high risk ships, while
reducing the frequency of inspection of low risk
ships, with the intention of rewarding the good
operator.
The concept of the NIR is incorporated into the new
PSC directive.
One wonders if there have been other considerations given that EU
flagged ships have been good PSC performers.

PORT STATE INSPECTION

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Inspections

A port State control visit on board a ship will

normally start with, as a minimum and to the
extent applicable, examination of the
documents in accordance with Annex 10 of the
Paris MOU.
In addition the PSCO conducts a general
inspection of several areas on board to verify that
the overall condition of the ship complies with
that required by the various certificates.

PORT STATE INSPECTION....

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If the ship is found to comply, the PSCO will

issue a clean inspection report (Form A) to
the master of the ship.
In case deficiencies have been identified, the
inspection report will include a deficiencies
found report (Form B) indicating any followup actions to be taken to rectify the
deficiencies indicated.
Next, the data of the respective ship and the
inspection result will be recorded on the
central computer database, located at EMSA
in Lisbon, Portugal.

PORT STATE INSPECTION.....

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Furthermore,
control on compliance with on board
operational requirements may be
included in the control procedures,
particularly if the PSCO has reason to
believe that the crew demonstrates
insufficient proficiency in that area

PORT STATE INSPECTION...

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PARIS MOU is part of IMO BUT the database

facility is owned and supplied by EMSA
Paris MOU controls inspections in Europe and
Canada.
Essentially the inspection is a spot IMO audit on
the performance of the ship in terms of;
FLAG STATE
CLASSIFICATION
COMPANY PERFORMANCE

PORT STATE INSPECTION...

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This policy was theoretically EFFECTIVE FROM

JUNE 2009, but MIN 380 is Jan 2011
What does this mean?
Generally a get tougher and meaner inspection
regime, based upon data consistently
gathered and analyzed with reference to
White grey and black listings.

The new Directive

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This new directive incorporateS the Paris MOU New Inspection Regime (NIR) which
will bring about significant changes in the way ships are targeted in member
states.

The key purpose of the NIR is to take a risk based approach to PSC targeting, with
the aim of eliminating substandard shipping. This will be achieved by frequently
targeting high-risk ships whilst reducing the inspections on low-risk ships.

Some of the key points of the directive, incorporating the NIR are listed below.

Ships will be targeted based upon a risk profile which will take into account

the type of ship,

age,

company performance,

previous deficiencies and

detentions.

High risk ships will be due inspections every 5 - 6 months,

standard risk ships every 10 - 12 months and

low-risk ships every 24 - 36 months.

The new Directive

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Additional inspections may be carried out between the

above mentioned intervals due to unexpected factors
such as reports from pilots, collisions, groundings etc.
The type of inspection will depend on the ships risk
profile;
the minimum for a high risk ship will be an expanded
inspection.
Ships requiring an expanded inspection must give 72
hours notice, prior to arrival.
In order to be a low risk ship, the flag state must be on
the Paris MOU white list and have undergone the
Voluntary IMO Member State Audit Scheme.
To maintain the low risk status a vessel must have no
more than 5 deficiencies during any one inspection and
no detention recorded in the preceding three years.

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TYPES OF INSPECTION
PORT STATE INSPECTION
INITIAL
An initial inspection will consist of a visit on board
the ship in order to:
check the certificates and documents listed in
Annex 10 of the MoU text;

check that the overall condition and hygiene of

the ship including:
1.navigation bridge
2. accommodation and galley
3.decks including forecastle
4.cargo holds/area
5.engine room
meets generally accepted international rules and
standards;

More detailed inspection

PORT STATE INSPECTION

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A more detailed inspection will be carried out

whenever there are clear grounds for believing,
during an inspection, that the condition of the ship or
of it's equipment or crew does not substantially meet the
relevant requirements of a relevant instrument.

Clear grounds definition:

Clear Grounds exist when a Port State Control
Officer finds evidence, which in his/her professional
judgement warrants a more detailed inspection of
the ship, its equipment or its crew.

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The absence of valid certificates or documents is

considered a clear ground.
Other examples of clear grounds can be found in
Annex 9, paragraph 6 of the MoU text.

A more detailed inspection will include an in-depth

examination in:

the area (s) where clear grounds were established

the areas relevant to any overriding or
unexpected factors, which means practically
anywhere the PSC officer decides.

And also the following risk areas:

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1.Documentation
2.Structural condition
3.Water/Weather-tight condition
4.Emergency systems
5.Radio communication
6.Cargo operations
7.Fire safety
8.Alarms
9.Living and working condition
10.Navigation equipment
11.Life saving appliances
12.Dangerous Goods
13.Propulsion and auxiliary machinery
14.Pollution prevention

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The more detailed inspection will take

account of the human elements covered by
ILO, ISM and STCW.

Expanded inspection.
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An expanded inspection shall include a

check of the overall condition, including
human element where relevant, in the
following risk areas:
Refer to 1-14 as previous, namely

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1. Documentation
2. Structural condition
3. Water/Weathertight condition
4. Emergency systems
5. Radio communication
6. Cargo operations
7. Fire safety
8. Alarms
9. Living and working conditions
10. Navigation equipment
11. Life saving appliances
12. Dangerous Goods
13. Propulsion and auxiliary machinery
14. Pollution prevention

CONCENTRATED INSPECTION CAMPAIGNS

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Only one so far, Tanker Damage Stability

Sept-Nov 2010

Targeting
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Every day a number of ships will be selected for a

port State control inspection. To facilitate such
selection, the central computer database, known
as THETIS is consulted by PSCOs.

This information system, hosted by the European

Maritime Safety Agency, informs national PSC
authorities which ships are due for an inspection.
Data on ships particulars and reports of previous
inspections carried out within the Paris MoU
region are provided by the information system as
well

Ship risk profile

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Each ship in the information system will be

attributed a ship risk profile (SRP), in accordance
with Annex 7 of the Paris MoU text.
This SRP will determine:
the ships priority for inspection,
the interval between its inspections and
the scope of the inspection.

Ships are assigned high, standard or low risk. This

is based on generic and historic parameters
(i.e. on its type, age and its inspections record).

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A ships risk profile is recalculated daily taking into

account
changes in the more dynamic parameters such as

age,
the 36 month history and
company performance.
Recalculation also occurs after every inspection
and when the applicable performance tables for
flag and ROs (recognized organizations= CLASS)
are changed.

UK legislation on 1st January 2011.

BANNING
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Refusal of Access (banning) is amended to include all ship

types registered with a black of grey listed flag, according
to the ParisMOU BGW list.
Banning will be based, as at present, on the number of
detentions within a specified period.
For a black listed flag ship, if it has been detained more than
twice in the preceding 36 months it will be banned.
For a grey listed ship, if it has been detained more than
twice in the previous 24 months it will also be banned.
A minimum time of banning will apply, 3 months for first ban,
12 months for second ban.
A detention after a second ban could lead to possible
permanent exclusion from EU ports and anchorages;

What does it all mean?

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Essentially, performance ratings which have up till

now meant FLAG only ( re Black list etc) are now
expanding to include

Company
CLASS

and then

Ship build
Ship repair

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Coupled with this expansion is the plan to

connect all MOU databases to talk to
each other.

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Signatories to the Paris MOU (blue), Tokyo MOU (red),

Indian Ocean MOU (green), Mediterranean MOU (dark
green), Acuerdo Latino (yellow), Caribbean MOU
(olive), Abuja MOU (dark red), Black Sea MOU (cyan)
and Riyadh MOU (navy).

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QUESTIONS ?