Port State Control (PSC) allows countries to inspect foreign-flagged vessels entering their ports to ensure safety and environmental compliance. PSC officers check certificates and inspect vessel conditions. Major deficiencies include crew certification and safety issues. Detention occurs when deficiencies make a vessel unsafe to sail. Neither the port state nor owner want long detentions, so time is normally insufficient to void contracts under frustration doctrine. Pre-arrival reporting and inspections involve testing essential equipment and documentation.

1. .
TOPIC : PORT STATE CONTROL
LECTURER :
CAPT VIVEKANANDAN SIVA
PRESENTED BY :
ABDUL JABBAR
KHAN

2. 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.

3. 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

4. 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

5. Members
The 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.

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

7. Indian Ocean MOU
Indian 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 MOU
The 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 NIR
The Paris MoU New Inspection Regime is a recently
implemented system (effective from 1 January 2011)

8. 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 obligations
Vessels 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]

9. 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.

10. Criteria for detaining a ship by PSCO
The 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 crew
2. Safety
3. Maritime Security
4. Marine Pollution and Environment
5. Working and Living Condition
6. Operational
7. Management
These deficiencies are the most common concern of a

11. 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 bridge
2. accommodation and galley
3. decks including forecastle
4. cargo holds/area
5. engine room
meets 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.

12. 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. 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
 The more detailed inspection will take account of the human elements
covered by ILO, ISM and STCW.

13. 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.

14. 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.

15.  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

16.  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.

17. Practical Demonstrations:
1. Is relevant documentation regarding the SMS in a working language or
languages understood by the ship's personnel?
2. Are programs for drills and exercises to prepare for emergency actions
available 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 of
duties related to the SMS?

18. CONCLUSION
In 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 doctrine
Under 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.

19. GOOD LUCK
THANKX!!!
End of voyage