PORT

State
Control
Preparation

1
 INTRODUCTION
2
 HOUSE RULES

3
 ❖ Legal background - Clear Grounds in general

When a PSCO inspects a foreign ship which is

required to hold a conversation any such
inspection should be limited to verifying that
there are on board valid certificates and other
relevant documents and the PSCO forming an
impression of the overall condition of the ship,
its equipment and its crew.

4
 ❖ Legal background - Clear Grounds in general

Unless

There are “clear grounds” for believing that

the condition of the ship its equipment does
not correspond substantially with the
particulars of the certificates.

5
 ❖ Legal background - Clear Grounds in general

Clear Grounds” to conduct a more detailed

inspection include:
• Absence of particular equipment or arrangement
required;
• In case certificates are missing, non-compatible
or clearly invalid or the condition of the ship or
its equipment does not correspond substantially
with the particulars of the certificates*;

6
 ❖ Legal background - Clear Grounds in general

“Clear Grounds” to conduct a more detailed

inspection include:
• Absence of particular equipment or arrangement
required;
• Evidence from the PSCO’s general impressions
and observations that serious hull or structural
or safety, pollution or navigational equipment
deterioration or deficiencies exist that may
place at risk the crew or ship or environment

7
 ❖ Legal background - Clear Grounds in general

• Information or evidence that the master or crew is not

familiar with essential shipboard operations to the
safety of ships or the prevention of pollution, or such
operations have not been carried out *;
• Indications that key crew members may not be able to
communicate with each other persons on board;
• The emission of the false distress alerts not followed by
proper cancellation procedures;

8
 ❖ Legal background - Clear Grounds in general

• Receipt of a report or complain containing

information that a ship appears to be substandard;
*reason for more detailed inspection
• Even if a valid certificate is on board the ship, the
duly authorized officers may still have clear grounds
for believing that the ships is not in compliance
based on their professional judgement

9
❖ Legal background – Clear Ground in general

Question

• Does the term “Clear Grounds” appear elsewhere in

the Conventions?
Answer

• Yes, we have this item into SOLAS/ISPS code

10
 ❖ Legal background - Clear Grounds in general

• According to ISPS code, clear grounds means that

the vessel is not in compliance and therefore;

• Evidence or reliable information that the ship does

not correspond with the requirements of chapter
XI-2 or part A of this code, taking into account the
guidance in this Part of the code.

11
 ❖ Legal background - Clear Grounds in general

• Evidence or reliable information may arise from the

duly authorized officer’s professional judgement or
observations gained while verifying the ship’s
International Ship Security Certificate or Interim
International Ship Security Certificate issued in
accordance with part A of this code (certificate) or
from other sources.

12
 ❖ Legal background - Clear Grounds in general

• Example of possible clear grounds under ISPS Code –

regulation XI-2/9.1 and XI-2/9.2 may include, when
relevant:

• Evidence from a review of the certificate that it is not

valid or it has expired;

13
 ❖ Clear Grounds and ISPS Code

• Evidence or reliable information

that serious deficiencies exist in
the security equipment,
documentation or arrangements
is required by chapter XI-2 and
part A of ISPS Code;

14
 ❖ Clear Grounds and ISPS Code

• Evidence or reliable information that serious

deficiencies exist in the security equipment,
documentation or arrangements is required by chapter
XI-2 and part A of ISPS Code;
• Receipt of a report or complaint, which, in the
professional judgement of the duly authorized officer,
Contains reliable information clearly indicating that the
ship does not comply with the requirements of Chapter
XI-2 or part A of ISPS Code;

15
 ❖ Clear Grounds and ISPS Code

• Evidence or observation gained by duly authorized

officer using professional judgement that the Captain
or Ship’s personnel is not familiar with essential
shipboard security of the ship or that such procedures
or drills have not been carried out;
• Evidence or observation gained by a duly authorized
officer using professional judgement that key
members ship’s personnel are not able to establish
proper communication with any other key members of
the ship’s personnel with security responsibilities on
board the ship;

16
 ❖ Clear Grounds and ISPS Code

• Evidence or reliable information that the ships

has embarked persons, or
• loaded stores or goods at a port facility or from
another ship where either the port facility or the
other ship is in validation of Chapter XI-2 or
part A of ISPS Code, and the ship in question
has not completed a Declaration of Security,
• nor taken appropriate, special or additional
security measures or has not maintained
appropriate ship security procedures;

17
 ❖ Clear Grounds and ISPS Code

• Evidence or reliable information that the ship

has embarked persons, or loaded stores or
goods at a port facility from another source
(e.g., another ship or helicopter transfer),
• where either the port facility or the other
source is not required to comply with Chapter
XI-2 or part A of ISPS Code,
• and the ships has not taken appropriate
special or additional security measures or has
not maintained appropriate security
procedures; and

18
 ❖ Clear Grounds and ISPS Code

• If the ship holds a subsequent consecutively

issued Interim International Security Safety
Certificate as described in section A/19.4,
• and if, in the professional judgement of an
officer duly authorized, one of the purposed of
the ship or a company in requesting such a
certificate is to avoid full compliance with
Chapter XI-2 and part A of ISPS Code beyond
the period of the initial information that
equipped in section A/19.4.4

19
 ❖ Tool for the Surveyor

The Port State Control (PSC) is the inspection of

foreign ships in national ports by PSC officers
(inspectors) for the purpose of verifying that the
competency of the master and officers onboard,
and the condition of the ship and its equipment
comply with the requirements of International
Conventions and that the vessel is manned and
operated in compliance with applicable
international law.

20
 ❖ Tool for the Surveyor

The basic tool for the Surveyors is:

• Resolution A.1052(27) Adopted on 30

November 2011
• Procedures for Port State Control

21
 PSC History

• In 1978, a number of European countries agreed in

the Hague on a memorandum to audit the labour
conditions onboard vessels were in accordance
with the rules of the ILO.
• However that year VLCC Amoco Cadiz under
Liberia flag sank. At that point, it was decided that
also audit on safety and pollution should be
performed.
• A few years later, in 1982, the Paris Memorandum
of Understanding (Paris MoU) was agreed upon,
establishing port State control.

22
 Reason of Existence of PSC

• It was a reaction to the failure of the flag states -

especially Flags of Conventions that have
delegated their task to Classification Societies
to comply with their survey and certifications
duties.
• All countries have the right to inspect ships of
foreign flags visiting their ports to ensure that
they meet IMO requirements regarding safety
and machine pollution preventions standards.

23
 Reason of Existence of PSC

• Port State Control is intended as a tool for

any country to control safety standards,
safeguard the own territory against hazards
to safety and the environment and keep
substandard ships off their coast.

24
 What is a Memorandum of Understanding?

• Since 1982 various countries agreed within

certain areas in the world to co-operate with
PSC and have an agreement called
“Memorandum of Understanding on Port State
Control”.

25
 What is a Memorandum of Understanding?

• These agreements established rules for:

⮚Training of the inspectors
⮚Inspections on common scope,
⮚Targets for amount of inspections per
year, general agreement on clear grounds
for detaining a ship,
⮚A database for exchanging information
about inspected ships.

26
 ❖ Global PSC MoUs

• Following Ports MoU establishment(Established:

1 July 1982) the following MoUs were created:

⮚Tokyo MoU (Pacific Ocean)/ 1 December 1993

⮚Acuerdo Latino or Acuerdo de Viña de
Mar(South-Central America )/5 November
1992
⮚Caribbean MoU/9 February 1996

27
 ❖ Global PSC MoUs

• Following Ports MoU

establishment(Established: 1 July 1982) the
following MoUs were created:

⮚Mediterranean MOU/11 July 1997

⮚Indian Ocean/5 June 1998
⮚Abuja MoU(West Central)/22 October 1999
⮚Africa Black Sea MoU/7 April 2000
⮚Riyadh MoU(Persian Gulf)/ 30 June 2004

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MoUs Map

29
 1.2 Vessel Obligations

• Reporting Obligation
• Classification for Ships & Companies
• Categories for Ships & Companies
• Time Windows
• Classifications for Ships & Companies
• Overriding or Unexpected Factors
• Classifications for Ships & Companies
• Priority for Inspections
• Ship’s Risk Profile

30
 ❖ Reporting Obligation

• Electronic arrival notifications using

national ship reporting system Safe Sea
Net(SSN) will be extended with the
introduction of the new Inspection Regime.
• Eligibility for expanded inspection can be
consulted on www.parismou.org after the
January 1, 2011

31
 ❖ Reporting Obligation

• As of January 1, 2011, a 72 hour pre-arrival

(ETA72) notification be obligatory for all
ships with a High Risk Ship Profile and
bulk carriers, chemical tankers, gas
carriers, oil tankers and passenger ships
older than 12 years eligible for an
expanded inspection.

32
 Classification for Ships & Companies Categories of
Inspection

• The NIR includes two categories of inspections,

a periodic and an additional inspection.
• Periodic inspections are determined by the time
window.
• Additional inspections are triggered by
overriding or unexpected factors

33
 Classification for Ships & Companies Categories of
Inspection

• In case of a periodic inspections each ship

with a High Risk Ship profile and each bulk
carrier, chemical tankers, gas carriers, oil
tanker or passenger ship older than 12 years
will have to undergo an expanded inspection.

34
Classification for Ships & Companies Time Windows

The Time Window is set according to the Ship

Risk Profile as follows:
⮚High Risk Ships(HRS):between 5-6 months
after last inspection in the MoU region;
⮚Standard Risk Ships (SBS): between 10-12
months after the last inspection in the MoU
Region;

35
Classification for Ships & Companies Time Windows

The Time Window is set according to the Ship

Risk Profile as follows:
⮚Low Risk Ships(LRS): between 24-36 months
after the last inspection in the MoU region.
Providing no overriding or unexpected factors
apply.

36
Classification for Ships & Companies Overriding or
Unexpected Factors

• These overriding factors include:

✔If class suspended or withdrawn since

last inspection;
✔Ships with accidents while en route to
port;

37
Classification for Ships & Companies Overriding or
Unexpected Factors

• These overriding factors include:

✔Ships not identified in the data base of

compulsory inspection by PSC;
✔Reports by pilots;
✔Ships with no detentions within the last 3
months.

38
Classification for Ships & Companies Priority for
Inspection

• If the time window has passed a ship

becomes Priority I. the ship will be selected
for a periodic inspection.
• When the time windows opens a ship
becomes Priority II. The ship can be selected
for a periodic inspection.

39
Classification for Ships & Companies Priority for
Inspection

• If an overriding factor is logged against a ship

it becomes Priority I irrespective of the time
window and the ship will ne selected for
inspection.
• If an unexpected factors logged against a
ship becomes Priority II irrespective of the
time window and the ship can be selected for
inspection.

40
 Banning Criteria

The banning criteria for the 1st and 2nd ban

have been amended with the NIR as
follows:

⮚If the ships flies a black listed flag, it

will be banned after more than 3
detentions in the last 36 months

41
 Banning Criteria

⮚If the ship files a grey listed flag, it will be

banned after more than 3 detentions in the
last 24 months.
⮚Any subsequent detention after the 2nd
banning will lead to a ban regardless of the
flag of the ship.

42
 Banning Criteria

In addition, the new Paris MoU regulations allow

the PSC to determine a “Stoppage of operation”
similar to a detention in the following cases:
⮚If the cargo operations presents a hazard.
⮚Also, inspection can be carried out on vessels at
anchorage, and other port authorities have to
inform PSC about onboard anomalies.

43
 Ship Risk Profile

The higher the value the higher the risk profile of the
vessel
⮚ How we get points???
✔Vessel older than 12 years old
✔Flag has been classified as black from the MoU.
✔RO performance is rated as “Very Low” or “Low”
✔ISM Company Performance is “Very Low” or “Low”
✔Number of detention is greater than 2

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 Risk Ship
Profile

45
 1.3 PSC and Administration

• Tokyo MoU Targeting System

• USCG Port State Control
• What is Equasis?
• Port State Control Officer – Inspector
• Boarding Procedures of PSC Inspectors
• Port State Control – Some Preventive Actions

46
 1.3 PSC and Administration

• How to deal with Port State Control Officer –

Inspectors
• What a PSCO will look for?
• What if the ship is not in order?
• Banning from EU Ports
• What happens if the ship is not in order
• After inspection

47
 Tokyo MoU Targeting System

What about?

To facilitate the selection of ships to be inspected to

Tokyo MOU region, a central computer database known
as “ACCESS” is consulted by SEC officers for data on
ships particulars and for reports of previous inspections
carried out within the region
The Tokyo MoU Authorities select Ships for PSC
inspection in accordance with a target factor that is
calculated based on information stored in the database.

48
 USCG Port State Control

General

The USCG users Boarding Priority Matrix which

enables it to rationally systematically determine
the probable risk posed by non- U.S. ships calling
at U.S. Ports
The matrix is used to decide which ships Port
State Control Officers should board on any given
day, in any given port.

49
 USCG Port State Control

General

Points are assessed in each of five columns for

Safety matters and four columns for Security
matters, and added up fore a total point score . The
numerical score, along with other performance
based factors, determines a ship’s boarding
priority (http://homeport.uscg.mil/)

50
 USCG Port State Control

Letter of Denial

All foreign flagged vessels operating in U.S.

waters are required to be maintained in compliance
with U.S regulations, international conventions and
other required standards.
Headquarters (USCG-HQ) will issue a Letter of
Denial prohibiting the ship from further entering
any U.S. port until such time as certain actions
have been taken to certify the situation.

51
 USCG Port State Control

Less than 3 detentions – be careful

⮚Even if a vessel has less than three detentions in

twelve months, a Letter of Denial may ne issued
to any vessel which, in the option of USCG;
⮚May pose a significant risk to the safety of the
vessel, crew or the marine environments; or

52
 USCG Port State Control

Less than 3 detentions – be careful

⮚Has a history of accident, pollution incidents, or

serious repair problems which creates reason
that such a vessel may be unsafe or create a
threat to the marine environment; or

53
 USCG Port State Control

Less than 3 detentions – be careful

⮚Has discharged oil or other hazardous materials

in violation of any law of the United States or in a
manner or quantities inconsistent with the
provisions of any treaty which the United State is
a party

54
 What is Equasis?

Equasis is a unique database that collects

safety-related information on the world
merchant fleet both public and private sources
and makes it easily accessible on the Internet (
http://www.equasis.org/)

55
 What is Equasis?

Equasis displays information from public

authorities (Port State inspections and detention
information from the three participating PSC
regions, i.e. the Paris MoU, Tokyo MoU and the
USCG) and industry players (such as information
on class, insurance, participation in industry
inspection schemes, and quality organizations),
all free of charges

56
 Port State Control Officer – Inspector

Who is coming on board??

According to PSC Resolution A 787 (19) as

Amended by Resolution A.882(21) the PSCO is:

⮚An experienced officer qualified as flag

State Surveyor

57
 Port State Control Officer – Inspector

Who is coming on board??

According to PSC Resolution A 787 (19) as

Amended by Resolution A.882(21) the PSCO is:

⮚Able to communicate in English with the

Key crew.
⮚Trained upon the provisions of the
applicable conventions relevant to PSC

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 Port State Control Officer – Inspector

Who is coming on board??

According to PSC Resolution A 787 (19) as

Amended by Resolution A.882(21) the PSCO is:

⮚Specialized on the type of ship inspecting

59
 Port State Control Officer – Inspector

Who is coming on board??

⮚Trained and Updated concerning the

instruments related to PSC and latest IMO
Resolutions
And most importantly:
• Has a direct access to shore based support
from the Port State

60
 Boarding Procedures of PSC Inspectors

❑PSC Inspections are boarding a ship without

announcement and primarily check the ship’s
documents for completeness and validity.

❑If there are any grounds to believe that the

ship is substantially not conforming with the
International Conventions, the Inspector will
carry out an expanded inspection of the ship’s
condition and the required equipment.

61
 Boarding Procedures of PSC Inspectors

❑The master will receive an official inspection

report consisting of Form A and Form B. From
A lists the ship’s details and the validity of the
relevant certificates.

❑Form B the list of deficiencies found(if any),

with an action code which describes a
timeframe fro rectification for each deficiency

62
Boarding Procedures of PSC Inspectors
(cont.)

❑It clear grounds are established that the ship

forms a hazard to safety and/or the
environment, the PSC officer(PSCO) has the
right to detain the ship in port until the
respective deficiencies have been rectified
and resurveyed.

❑The PSC authority will either resurvey to

verify the rectification for each deficiency.

63
Boarding Procedures of PSC Inspectors
(cont.)

❑In case of a detention the PSC authority has

the right to present a bill about their
inspection activities.
❑Any detention has to be reported as soon as
possible by the authority to the flag state, the
classification society and IMO.
❑The data about the inspection and the given
timeframe for rectification are entered in a
computer system used by all members of a
regional PSC agreement.

64
Port State Control – Some Preventive
Actions

In order to avoid problems;

The following points should be observed:

⮚Continues maintenance onboard

⮚Regular training of the crew for
emergency situations
⮚Regular check of the certificates’ validity
and due surveys

65
Port State Control – Some Preventive
Actions

In order to avoid problems;

Following points should be observed:
⮚Cleanliness on deck (this is the first
impression!)
⮚Access control onboard
⮚ISM/ISPS/MLC paperwork
⮚Correct and polite cooperation with the
PSC official, accompany PSCO to clarify
questions on the spot, open locked doors,
etc.

66
Port State Control – Some Preventive
Actions

⮚Critical Areas: the statistics on the

deficiencies found by PSC shoe that the
majority of the deficiencies is found in the
areas of the Safety and MARPOL Equipment.

⮚ISM Code: All safety issues are linked with ISM

code – Take Care of the paperwork

67
Port State Control – Some Preventive
Actions

⮚Advise in advance the Flag and/or Class

Society in “dangerous parts”

⮚Checklists: Prepare “Pre-Arrival” Maintenance

Checklist for controlling the conditions of ship
and equipment in order to avoid problems with
PSC inspections.

68
 How to deal with Port State Control officer –
Inspector

✔An officer should always the first person the

PSC officer meets and a seaman should
write his details asking his ID card fro
security reasons

✔The master should write select a room for

initial meeting that is quiet and comfortable

69
 How to deal with Port State Control officer –
Inspector

✔All certificates and documentations should

be readily available.

✔The reports of previous Port State should be

shown to the inspector

70
 How to deal with Port State Control officer –
Inspector

✔All the questions asked by the PSC should

be responded honestly and straightforward
manner
✔A senior and knowledgeable officer should
be assigned to accompany him
✔If a spare rating is available, it would be
more than recommended to assign him
accompany as well

71
 What a PSC will look for?

His Basic Tool is IMO Resolution A.788(19)

as amended by A.882(21)

A well maintained ship

with:
⮚All certificates are in order
⮚Log books filled in correctly
⮚Navigational charts up to date

72
 What happen if the ship is not in
order?

In general, a ship is regarded as substandard if

the
• Hull.,
• Machinery
• Equipment, or operational safety
Is substantially below the standards required
by the relevant conventions
Or
Whose crew is not in conformance with the
safe manning document

73
 What a PSC will look for?

His Basic Tool is IMO Resolution A.788(19) as

amended by A.882(21)

A well maintained ship

with:
⮚Lifesaving appliances as required
⮚Firefighting equipment as required
⮚MARPOL related items as required
⮚ISM, ISPS &MLC issues as required

74
 What is the ships is not in order?

At this case we may have a substandard ship

“Substandard is defined in IMO Resolution

a.787(19) as being ‘substantially below the
standards required’ but is interpreted to widely
varying degrees from one organization to
another.
Or
Whose crew is not conformance with the safe
manning document.”

75
 Banning from EU Ports

⮚The NIR Introduces a time period until

the banning can be lifted:

✔3 months after the first ban

✔12 months after the second ban
✔24 months after the third ban
✔Permanent ban

76
 After the Inspection

If the deficiency were found, the PSCO may

impose the following courses of action on a
ships:

⮚Rectification of deficiencies in the next port,

under specific conditions;
⮚Rectification of (minor) deficiencies (only)
within 14 days;
⮚Detention of the ship.

77
 1.4 Deficiencies and Detainable Items

• SOLAS
• MARPOL
• Load Line
• STCW
• ILO- IMO 2006
• Safety Precaution
• Fire Drill
• Fire Drill – Fire Pump Test
• Dirty Engine Room
• Dirty Engine
• Piping

78
 1.4 Deficiencies and Detainable Items

❖Under SOLAS

❑A drill or communication during a frill

failed;
❑Poor cleanliness of engine room;

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 1.4 Deficiencies and Detainable Items

❖Under SOLAS

❑Poor condition of LSA & FFA

equipment
❑Nautical charts and publications
not updated
❑Compulsory navigation systems
and equipment not in place or
working condition.

80
 1.4 Deficiencies and Detainable Items

❖Under MARPOL

❑A SOPEP drill or communication during

the drill failed;
❑Oil-Water separator not working
properly;
❑Fuel Leaks or Excessive Oil leaks
around the vessel;
❑No Longer maintenance of Oil Record
Book

81
 1.4 Deficiencies and Detainable Items

❖Under Load Line

❑Poor condition of hull closing

devices(hatch covers & water tight doors);
❑Poor condition of draught mark;
❑Overloaded vessel
❑Extended areas of control shell plating;
❑Damaged Hull

*contributes approximately 8% of detentions

82
 1.4 Deficiencies and Detainable Items

❖Under STCW

❑Crew not familiar with the Working

language;
❑Crew member certificates/endorsements
are not valid;
❑Recommended Working – Rest hours not
registered or followed;

83
 1.4 Deficiencies and Detainable Items

❖Under STCW

❑Crew members are not competent for the

assigned duties;
❑Protective Clothing

*contributes approximately 5% of detentions

84
 1.4 Deficiencies and Detainable Items

Under ILO-MLC 2006

❑Insufficient or expired Food providers;
❑Poor condition of Sanitary Facilities;
❑No A/C in place (Heating - Cooling);
❑Excessive litter;
❑Missing Contract Agreement with Crew

*Contributes approximately 9% of detentions

85
 1.4 Deficiencies and Detainable Items

What about the

Safety
Precaution?

86
 1.4 Deficiencies and Detainable Items

• Fire Drill

Sufficient??? Obviously = “No”

Please check the requirements
87
 1.4 Deficiencies and Detainable Items

• Fire Drill

Sufficient??? Obviously = “Yes”

Please check the requirements

88
 1.4 Deficiencies and Detainable Items

• Fire Drill
• Fire Pump Test

89
 1.4 Deficiencies and Detainable Items

Dirty Room Engine

An Oily Room
Engine is clear
ground for SMS
not Working

90
 1.4 Deficiencies and Detainable Items

• Dirty Engine

Always clean
Engine Room as also
it is an ISM problem
for the SMs not
working

91
 1.4 Deficiencies and Detainable Items

• Piping

Soft Patch on Critical

Equipment is clear
ground for SMS not
working

92
 1.4 Deficiencies and Detainable Items

Bunkering Stations

93
 1.4 Deficiencies and Detainable Items

• Leakages
Leakages in
the Main
Water Piping

Leakages in the
Main Fire Piping

94
 1.4 Deficiencies and Detainable Items

• Life boats

Life Boat is in good

condition and fully
equipped

95
 1.4 Deficiencies and Detainable Items

Proper Drills

Never forget the Drills & Exercises – a schedule for Drills

MUST be on board and MUST be followed
96
 1.4 Deficiencies and Detainable Items

Deficiency list and Paris MoU coding

Certificates & Documents – Ship Certificates

01 – Certificates & Documentation

011 – Certificate & Documentation – Ship
Certificates
012 – Certificates & Documentation – Crew
Certificates
013 – Certificates & Documentation -
Documents

97
 1.4 Deficiencies and Detainable Items

Deficiency list and Paris MoU coding

Structural condition

⮚02 – Structural Condition

⮚03 – Water/ Weather tight condition
⮚04 – Emergency systems

98
 1.4 Deficiencies and Detainable Items

Deficiency list and Paris MoU coding

Structural condition

⮚05 – Radio Communication

⮚06 – Cargo operations including equipment
⮚07 – Fire Safety
⮚08 - Alarms

99
 1.4 Deficiencies and Detainable Items

Deficiency list and Paris MoU coding

Working and Living Conditions

⮚09 – Working and living Condition

⮚ 091 – Working and Living Conditions –
Living Conditions
⮚093 – Working and Living Conditions –
Working conditions

100
 1.4 Deficiencies and Detainable Items

MoU Actions Codes

30 = Ground Detentions
17 = master instructed to rectify
deficiency before departure
16 = to be rectified within 14 days
15 = to be rectified at the next port of call
19 = rectify major non-conformity before
departure

101
 1.4 Deficiencies and Detainable Items

MoU Actions Codes

18 = rectify non-conformity within 3 months
10 = deficiency rectified
40 = next port informed
50 = Flag State/Consul informed
70 = classification society informed
80 = temporary repair
90 = to be specified in free text

102
 1.5 After Detention

• What if the Vessel is detained?

• Detention Appeal Procedure
• Preventive Measures
• Case study for a Real Case of Detention
• Black List Tokyo MoU
• Case Study of a Real Detention

103
 1.5 After Detention

If the Vessel has been detained or it

under process of detention what should
you do?

104
 1.5 After Detention
• Detention Appeal Procedure
If the master believe that the detention order is unfair:
He should directly
query the PSCO before
he disembarks.
Fail

He should make an informal appeal Congratulations! You have

to senior officials within the Port avoided the Detention
State Control Administration ccess
Su
Fail

The vessel has a formal right

to appeal

105
 1.5 After Detention

If the operator disagrees with the detention, there

is formal appeal procedure.
The appeal has to be done ASAP to the Port State
Authority.
These forms can be found:
Paris MoU: http://www.parismou.org/
Tokyo MoU: http://www.Tokyo-mou.org/
USCG :
https://homeport.uscg.mil/mycg/portal/ep/browse.do

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 1.5 After Detention

Preventive Measures

• Continuous maintenance onboard

• Regular training of the crew for emergency
situations, regular check-up of the certificates’
validity and due surveys cleanliness on deck
(first impression)
• Access control onboard
• Correct and polite cooperation with the PSC
official, accompany PSCO to clarify questions
on the spot, open locked doors, etc.

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 1.5 After Detention

• Case Study for

Real Case Detention

108
 1.5 After Detention

Case study for

Real Case Detention

109
 1.5 After Detention

Case study for

Real Case Detention

110
 1.5 After Detention

• Black List Tokyo MoU

Sample

111