Port State Control Annual Reports Show Improvements for 2015

Paris and Tokyo MoUs have released their annual reports for 2015. They both show improvements in the number of vessels being detained, and the number of deficiencies being recorded.

The fall is particularly noticeable for the Tokyo MoU, which has also reported an increase in the number of inspections for 2015.

Above: Paris MOU and Tokyo MOU detentions 2011 – 2015.

Above: Paris MOU and Tokyo MOU deficiencies 2011 – 2015.

Above: Paris MOU and Tokyo MOU number of PSC Inspections 2011 – 2015.

The decrease in the number of detentions and deficiencies reported by the MOUs indicates improvements in the overall quality of the world fleet. There is still room for improvement. Many of the deficiencies recorded are common. Knowledge of these common deficiencies should help crews maintain the vessel so as to avoid PSC problems.

The majority of deficiencies reported by both the Tokyo and Paris MoU’s for 2015 relate to:

• ISM (both Ship Operations and Resources and Personnel).
• Fire doors / openings in Fire Divisions / Fire Dampers.
• Fire Detection and Alarms.
• Vents and Air Pipes.
• Lifeboats.
• Nautical Publications and Charts.
• Oil Record Book Oil Filtering Equipment and MARPOL.

ISM

A large number of deficiencies and detentions will be recorded as ISM. This can be used as a catch all by inspectors where there are numerous deficiencies.

Common issues reported include:

• The vessels certification is not available, well organised or up to date.
• Crew certification and training is invalid.
• Critical and main equipment documents and books are not on board.
• Stability, damage stability and cargo documentation not available.
• Emergency towing manual unavailable.
• Cargo Securing Manual not updated or available.
• Crew not aware of their own responsibilities including in emergency situations, or in the use of emergency equipment on board.
• Crew not aware of the company Designated Person Ashore and Company Security Officer.
• Crew unaware who the Ships Security Officer is.
• Crew have not completed a shipboard familiarisation induction, or records of this being completed are not available.
• It is evident, or there exists no record of shipboard operations being carried out as per the company SMS. Evidence is usually in the form of checklists that are being completed and recorded.
• The crew have not reviewed the relevant section of the SMS applicable to them.
• The Master has not conducted his review of the SMS.
• Drills are not up to date and a drill matrix is not being maintained.
• Crew do not act correctly during drills conducted in front of the Port State Inspector.
• Planned maintenance is not in accordance with maker’s guidance or company procedures.

Fire Suppression and Fire Fighting both Passive and Active

Common issues reported include:

• Fire doors do not operate correctly including any automatic closure devices.
• Fire doors held open by non-standard devices.
• Fire doors do not have the correct markings on them.
• Fire door frame gaskets are in poor condition.
• Cable transits are damaged, or not the correct fire class.
• Fire dampers and ventilators do not operate and are not maintained or tested correctly.
• Open and closed positions of dampers and ventilators are not correctly marked
• Fire detection system has faults including covered sensors.
• Fire Training Manual not available in the mess rooms.
• Emergency fire pump and pipe work in poor condition.
• Vessels fixed fire fighting system inoperative required service overdue.
• FFE equipment service out of date.
• Oil in the engine room bilges presenting a fire hazard.
• Excessive engine and machinery oil leaks, including full save-alls and the use of catchment devices instead of making repairs to stop leaking.
• Engine room tank sounding pipe self-closers found tied open.

Vents and Air Pipes

Common issues reported include:

• Tank vent pipes and vent heads are in poor condition. There is no evidence of regular maintenance, testing and checking.
• Sounding pipes are in poor condition with caps missing, striking plates are worn and there are signs of corrosion on the pipework.

Life Saving Equipment

Common issues reported include:

• The overall condition of the lifeboat hull and gel coat shows signs of damage.
• The lifeboat hooks and release system are incorrectly set up and show signs of no maintenance. The hydrostatic diaphragm is out of date or in poor condition.
• LSA service records are out of date.
• On board maintenance overdue or not done.
• Wire ropes, sheaves and blocks are uncertified and in poor condition.
• Harbour pins seized in place or unavailable.
• Hanging off wires still in place or unavailable.
• Free fall simulation equipment is not on board or records show that it is was not used as needed.
• Equipment including pyrotechnics and rations are not present, in poor condition or expired.
• Steering and emergency steering does not operate.
• The engine does not start or the emergency start. The engines do not go ahead and astern correctly.
• Launching and operating instructions are missing or are not in the working language of the ship.
• Davit limit switches inoperable.
• If fitted, air and sprinkler systems are inoperable, not serviced or maintained.
• Lifeboat steering stiff or inoperable.
• Issues with GMDSS equipment reserve batteries.
• SOLAS Training Manual not available in the mess rooms.
• Life raft service overdue, davits and / or cradles in poor conditions.
• Life raft hydrostatics not installed correctly or expired.
• MOB bridge marker found seized and unable to be released.
• Bridge pyrotechnics missing or overdue.
• Lifejackets in poor condition, un-serviced and too few.

Nautical Publications Charts

Common issues reported include:

• The vessel is not carrying the correct charts or publications.
• The vessels list of charts and publications is incorrect.
• The charts and publications are not the latest available.
• The vessel is not receiving weekly notices to mariners or alternative.
• The charts and publications are not corrected up to date.
• ECDIS, when fitted, is not up to date.
• ECDIS, when fitted, does not have the appropriate regions and charts available.
• Navigating Officers are unable to correctly operate the ECDIS.
• Navigating Officers have not completed ECDIS training.
• The vessel isn’t carrying all mandatory publications as per SOLAS.
• The officer in charge of the charts and publications is untrained in the subject.
• Passage plans are inadequate and do not run from berth to berth.

Oil Record Book, Oily Water Separator and MARPOL

Common issues reported include:

• Correct codes are not used for entries.
• Operations are not in date and time order.
• Correct date format is not used.
• Entries are unclear and unreadable.
• Bilge water and sludge transfer operations have not been recorded or are being recorded wrongly.
• Fuel and lubricating oil bunkering not recorded correctly.
• Quantities of water steamed off from sludge are not accurately recorded in oil record book
• Entries not signed by the relevant officer in charge.
• Empty lines have been left between entries.
• Wrong entries are not deleted correctly, (they should be scored out with a single line so the wrong entry can still be read. Then they should be signed and dated with a correction as the next entry).
• The tanks page at the front does not match the IOPP certificate.
• The Master has not signed the pages.
• Oil filtering equipment not functioning correctly, including oil content monitor and three way valve.
• Fuel oil sulphur content exceeding limits in emission control areas.
• Incinerator not allowing for sludge incineration in line with its design criteria.
• EIAPP certificates not available for machinery that requires them.
• Garbage Record Book is incorrectly completed and garbage disposal certificates are not available.
• SOPEP / SMPEP books unavailable and not up to date.
• Sewage treatment unit not in working order.

MLC related deficiencies were only recorded for those vessels whose states had ratified the convention, all others were still inspected as per ILO 147. More details on MLC related deficiencies can be expected in future reports.

The Paris and Tokyo MoU annual reports can be read by clicking on the links.