IMIF would like to thank Richard Schiferli, the Secretary General of the Paris MoU and his co-presenters for an immensely informative day regarding the many new legislations and objectives of the Paris MoU.
The day commenced with Richard Schiferli presenting an overview of the new objectives agreed, only in May, for the forthcoming year, which include training of the Port State Control Officers, new Concentrated Inspection Campaign and the recently agreed structure and strategy for the future.
It can easily be seen that Paris MoU has increased in reputation and influence, rightly so, by the increase in membership from its original of 14 nations up to 27.
The Concentrated Inspection Campaign will focus on Fire Safety Systems and will be held between September and November 2012. The CIC will be carried out jointly with the Tokyo MoU and other MoUs.
The future CICs agreed are:
2013: Propulsion and auxiliary Machinery,
2014: Hours of Work and Rest
2015: Maritime Labour Convention (tentative).
During 2011 the Top Five deficiencies are ISM Nautical Publications, Charts, Oil Record Books, and Fire Doors.
There is a new White-Grey-Black list of flags ranking but it must be acknowledged that many flags have not had enough vessels inspected (less than 60 in a 3 year period) in Paris MoU ports to be included in the lists.
It has been recognised that the hours of work and rest is a challenge to verify, and for seafarers on coastal voyages it is more difficult due to the volume of ports visited.
Carien Droppers followed with a presentation on the “New Inspection Regime”. In addition to the previous inspection system the new system targets with Less Flexibility, uses a Regional commitment, rather than national commitment and enhanced refusal of access provisions (banning all ship types and Grey listed flag ships), benchmarking of flags, RO’s and Companies and a widened scope from ports, to ports & anchorages.
The ship risk profile now includes Company performance in addition to the Flag and RO performances.
Importantly ships listed as high risk are checked at least every 6 month.
The specifications of a low risk ship have been agreed as having a white listed flag and undergone an IMO audit, the RO is recognised and having high performance, and the Company also has high performance. The Ship Type and age have no overriding influence on the risk rating and if over 3 years the vessel has less than or equal to five deficiencies in each inspection and no detention then it is considered a low risk ship.
High Risk Ships are inspected every 5 – 6 months, Standard Risk every 10 -12 months and a low risk ship every 24-36 months.
There are 2 inspection priorities. Priority I – must be inspected, Priority II – may be inspected. Unexpected circumstances/factors may be taken into account.
A 1st ban can be lifted after 3 months from the moment that a ship is banned. For a 2nd time after 3 detentions within 3 years, the ban can be lifted after 12 months, and if it’s banned a 3rd time, the vessel can be released after 24 months but only if the vessel is sailing under a white listed flag and with an PMoU recognized RO with High Performance, or it will be permanently banned.
With regard to the entry into force of the MLC,2006, John Whitlow mentioned that for ITF, the inspectors shall be fully trained by the end of the year.
Peter Aarsen, made a presentation on the Training Policy of Port State Control Officers (PSCOs). Not all Port State Control officers are ex-seafarers or naval architects; they can be a university graduate with a related degree.
There is a new scheme which trains both new entrant PSCOs and provides further development for experienced professionals.
The new PSCO training policy offers guidance. It concentrates on the Procedures, PSCC Instructions, Relevant Instruments and states the required number of supervised inspections (by PSCOs)
To qualify as an experienced Port State Control Officer, the PSCO must earn at least 30 ‘points’, conduct at least 10 inspections per year, and have completed the specific training required by Paris MoU which includes a Distance Learning Programme on Paris MoU procedures, and a face to face training programme, which could be either a national programme, or the Paris MoU or EMSA courses.
Following participation in an expert training it will be possible to do an ‘exchange’ to get experience on different ship types as many PSCOs specialise on ship types commonly visiting their ports.
The seminars are hosted by a member State and will deal with both PSCC developments, as well as updates on regulatory developments.
Paris MoU believes training is very important and they have concentrated greatly on improving and expanding this area.
The final presentation of the day was held by Linda Korpershoek titled “Detention Review Panel”.
For a number of years it has been possible to appeal against a detention, either through a national (legal) appeal or a Paris MoU detention review panel.
The master or owner can follow the legal appeal procedures as indicated on the Paris MoU web site.
This request for review shall be submitted to the Secretariat by the Flag State or a recognised organisation within the 120 day time limit.
In Summary, Port State Control inspections may vary World Wide. The aim, however, is to encourage co-operation between the regions in order to achieve a higher level of harmonization.
These notes summarise in condensed form the mass of varied work undertaken by Port State Control.