PORT STATE CONTROL INSPECTIONS
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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 1st January
2011.
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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
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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 follow-up 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
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the type of ship,
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age,
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company performance,
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previous deficiencies and
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detentions.
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High risk ships will be due inspections every 5 - 6 months,
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standard risk ships every 10 - 12 months and
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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 ship’s 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:
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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 PSCO’s.
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 ship’s risk profile is recalculated daily taking into account
changes in the more dynamic parameters such as
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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
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Company
CLASS
and then
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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 ?