. TOPIC : PORT STATE CONTROLLECTURER :CAPT VIVEKANANDAN SIVA

PRESENTED BY :ABDUL JABBARKHAN

Overview Port State Control (PSC) is a ship inspection program whereby foreign vessels entering a sovereign state's waters are boarded and inspected to ensure compliance with various

Port State Control (PSC) is the inspection of foreign ships in other national ports by PSC officers (inspectors) for the purpose of verifying that the competency of the master and officers on board, and the condition of the ship and its equipment comply with the requirements of international conventions (e.g. SOLAS, MARPOL, STCW, etc.) and that the vessel is manned and operated in compliance with applicable international law.

SHIPS 2011 2010 2009 2008 2007

Inspections 1033 1082 1005 1099 1134

With Deficiencies

431 442 401 426 434

Detained 34 20 26 31 43

Table 1: Comparison of ships inspected, ships with deficiencies, and ships detained in Canada over the past five years

 Figure 1: Type of Inspection

Inspection Type Percentage Count More Detailed 54.70% 565 Initial 17.33% 179 Expanded 14.13% 146 Canadian Tanker Inspection

13.26% 137

Overriding Priority Inspection

0.58% 6

Total 100.00% 1033

MembersThe current Member States of the Viña del Mar Agreement region are, in alphabetical order: Argentina, Bolivia, Brazil, Colombia, Chile, Cuba, Ecuador, Honduras, Mexico, Panama, Peru, Uruguay and Venezuela. Total member state has 13 countries.

Abuja MOU (West and Central Africa MoU)Abuja MOU is namely as "West and Central Africa Memorandum of Understanding on Port State Control“

Black Sea MOUThe full name of this MoU is the "Black Sea Memorandum of Understanding on Port State Control “Member states are Bulgaria, Georgia, Romania, Russian Federation, Turkey and Ukraine.

Caribbean MOUThe MoU is mainly for the Caribbean Region and named as "Caribbean Memorandum of Understanding on Port State Control".

Indian Ocean MOUIndian Ocean MOU has nineteen countries' member: Australia, Bangladesh, Djibouti, Eritrea, France(La Reunion Island), India, Iran, Kenya, Maldives, Mauritius, Mozambique, Myanmar, Oman, Seychelles, South Africa, Sri Lanka, Sudan,

Mediterranean MOUThe full name of this MoU is "Mediterranean MOU on PSC". Member states are Algeria, Cyprus, Egypt, Israel, Jordan, Lebanon, Malta, Morocco, Tunisia and Turkey.

Paris MOU NIRThe Paris MoU New Inspection Regime is a recently implemented system (effective from 1 January 2011)

The current Member States of the Paris MOU region are, in alphabetical order: Belgium | Bulgaria | Canada | Croatia | Cyprus | Denmark | Estonia | Finland | France | Germany | Greece | Iceland | Ireland | Italy | Latvia | Lithuania | Malta | Netherlands | Norway | Poland | Portugal | Romania | Russian Federation | Slovenia | Spain | Sweden | United Kingdom. Total member state has 27 countries.

Pre arrival reporting obligationsVessels arriving in Paris MOU ports which are due for an expanded inspection must give a 72 hours pre-arrival notification. Other vessels must give 24 hours pre-arrival notification. Details of the reporting requirements can be found in Paris MOU [2]

Riyadh MoU (Gulf Region)The six member states are Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and UAEv. This MoU was signed in Oct 2004 in Riyadh, Kingdom of Saudi Arabia by the Ministers of Transport and Communication of the six above countries.Tokyo MOU (Asia-Pacific MoU)This MoU is maninly for the Asia-Pacific region.Members are Australia, Canada, Chile, China, Fiji, Hong Kong(China), Indonesia, Japan, Republic of Korea, Malaysia, New Zealand, Papua New Guinea, The Philippines, The Russian Federation, Singapore, Thailand, Vanuatu and Vietnam. Total member state has 18 countries.

Criteria for detaining a ship by PSCOThe main criteria for detention is that the ship is deemed unsafe to proceed to sea and that the deficiencies on a ship are considered serious by the inspector. These deficiencies must be rectified before the ship may sail again. In the annual report of Paris MOU,[9] it stated that the major deficiencies are:1. Certification of crew2. Safety3. Maritime Security4. Marine Pollution and Environment5. Working and Living Condition6. Operational7. ManagementThese deficiencies are the most common concern of a PSCO.

INITIAL INSPECTION

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 bridge2. accommodation and galley3. decks including forecastle4. cargo holds/area5. engine roommeets generally accepted international rules and standards; 

verify, if it has not previously been done, whether any deficiencies found by an Authority at a previous inspection have been rectified in accordance with the time specified in the inspection report.

DETAILED INSPECTION

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  other areas at random from the following risk areas:

1. Documentation2. Structural condition3. Water/Weather tight condition4. Emergency systems5. Radio communication6. Cargo operations7. Fire safety8. Alarms9. Living and working condition10. Navigation equipment11. Life saving appliances12. Dangerous Goods13. Propulsion and auxiliary machinery14. Pollution prevention

The more detailed inspection will take account of the human elements covered by ILO, ISM and STCW.

PSC requirement upon detaining a ship

The PSC [ require a ship being detained to remedy the deficiencies which caused the detention. If the deficiencies cannot be remedied in the port of inspection, the port state would allow the ship to proceed to another port under special condition. The ship become free of detention only when all the fee induced by the inspection and detention is paid by the ship-owner.

No party wants a long detention

Rationally, both the port state and the ship-owner do not want the ship to be detained for a long time. For the port state, the hazard of the ship might affect the condition of the port, and the ship-owner understand the vessel can only make money when it is sailing. Neither party would have the intention to keep the vessel being detained for an extremely long period of time. Therefore, the time of detention is normally not long enough to provoke the detention doctrine to discharge a contract.

PRE-PORT STATE CONTROL VERIFICATION OF ESSENTIAL ITEMS

 

Confirm operation of the following by actual test 1.Black-out and start of emergency generator 2 Black-out operation of emergency lighting; 3 Operation of emergency fire pump with two fire hoses connected to the fire

main line 4 Operation of bilge pumps 5 Closing of watertight doors (all dogs and packing satisfactory) 6. (A) Test run engines and lowering of one seaside lifeboat to the water

(empty of personnel). 6.b Sight valid annual certificate attesting to Lifeboats for Fitness for Service,

including on-load release and dynamic winch brake test 7 Test of remote emergency stops & quick closing valves for machinery 8 Testing of steering gear including auxiliary steering gear 9 Test of emergency source of power to radio installations 10. Test operation of all fire flaps & dampers 11. Test Fire + Smoke Sensors and Alarms

Marpol Related Checks:

1. Is the oil filtering equipment (oily water separator - OWS) onboard type-approved according to the IOPP certificate?

  2. IS the OWS effectively inspected, tested and maintained in accordance with the planned maintenance system (PMS) on board? 3. Is the 15 ppm oil content alarm correctly adjusted and operating properly? 4. Is the automatic 3-way valve or stopping device at the outlet of the OWS functioning? 5. Is the OWS system free of illegal bypasses or unauthorized modifications? 6. If the incinerator is designed for burning oil residues, has it been marked in the IOPP certificate? 7. If the auxiliary boiler is designed for burning oil residues, has it been marked in the IOPP

certificate? 8. Are the sludge tanks free of illegal direct connections overboard? And all piping is as per class approved drawings? 9. Is there a standard discharge connection to enable sludge to be discharged to shore reception

facilities? 10. Is there evidence that sludge and or bilge water has been discharged to port reception facilities? 11. If sludge has not been discharged into port reception facilities, has the incinerator or the

auxiliary boiler been used for burning sludge on board? 12. Is there sufficient capacity remaining in the sludge and or bilge water tanks for the intended

voyage? 13. Oil Record Book Entries correct and up to date? 14. Are Fuel + Cargo oil pipes hydrostatically tested in last year.

Practical Demonstrations:

1. Is relevant documentation regarding the SMS in a working language orlanguages understood by the ship's personnel?

2. Are programs for drills and exercises to prepare for emergency actionsavailable on board and are records available?

3. Is there evidence of an effective maintenance system?

4. Are introduction/familiarization procedures for crew members carried out?

5. Are the crew members able to communicate effectively in the execution ofduties related to the SMS?

CONCLUSIONIn conclusion, a voyage contract can be frustrated when: The vessel is beyond the control of the parties in the contract The time delayed is long enough to provoke the frustration doctrineUnder PSC, detention is mostly caused by self-induced deficiencies which is neither unforeseeable and unexpected, and the time for detention is not likely being long enough to provoke the frustration doctrine.Therefore, detention of a ship by PSC cannot discharge a voyage contract by frustration.

GOOD LUCKTHANKX!!!

End of voyage