POST STATE CONTROL Archives - Page 2 of 4 - SHIP IP LTD


A reminder that accurate AIS data entry and display is essential to safe navigation has been issued by the USCG as Marine Safety Alert 04-20 following a collision on the Mississippi River.

The incident serves as an important reminder that accurate AIS data entry and display is essential to safe navigation as one of the many important tools used in providing vessel operators with a clear picture of potential upcoming vessel passing situations, especially on waterways with bends, bridges, or other visual obstructions. Although the investigation into this casualty is not yet complete, the following information is provided to alert owners and operators of the hazards created by inaccurate AIS data, and prompt them to review and update their procedures to prevent similar casualties from occurring.

Before sunrise, two towing vessels were approaching a bend on the Mississippi River. Neither vessel was broadcasting the total length overall of their tow to other AIS users. The first vessel’s AIS broadcast showed its length at 72 feet, but the overall length of the vessel and its two-barge tow was 672 feet. The second vessel’s AIS broadcast showed the length at 200 feet, but the overall length of the vessel and its 40-barge tow was 1,600 feet. Without the information regarding the total length of the other vessel and its tow, the operators did not have a full understanding of the pending passing situation. As the vessels rounded the bend and completed their turns, they collided, causing the down bound towing vessel to capsize and sink with several fatalities.

The USCG says AIS is a valuable tool which broadcasts critical vessel information to other vessels on the waterways. However, proper function of the AIS is dependent on accurate vessel data entry, including entering the proper ship type code and the full length of a vessel and its tow. The accurate display of a vessel’s full length becomes particularly important in situations that prevent vessels from seeing each other until they are in very close proximity.

The AIS carriage and operating requirements are found in Title 33 Code of Federal Regulations 164.46, which includes a requirement for the accurate input and upkeep of all AIS data fields. The Coast Guard Navigation Center has produced the AIS Encoding Guide, which provides instructions on how to populate all data fields in AIS, including steps to report the total length of the vessel and the vessel’s tow.

The Coast Guard strongly recommends that vessel Owners and Operators:

Use the AIS Encoding Guide to ensure that accurate and up to date information is entered into the AIS, including, but not limited to, the overall dimensions of the vessel and its tow.

For vessels towing ahead or alongside, use Ship Type 57 (not Ship Type 31) within the static data fields in order to broadcast the overall dimensions of the vessel and its tow.

Ensure towing vessel personnel responsible for navigational duties have the appropriate training and resources in order to update AIS data when tow sizes change.

Investigations and inspection personnel are encouraged to maintain an acute awareness of AIS data issues while investigating marine casualties, and initiate corrective actions as needed.



The most awaited regulation of the decade for the maritime industry has been implemented from 1st January 2020. The implementation of 0.5% sulfur cap for marine fuel, popularly known as IMO 2020 will need strict compliance from the crew and shipowners, making it one of the most stringent regulations under MARPOL in the recent times.

Whenever any new regulations are implemented in the maritime industry, the first authorities to ensure ships are complying with them are the port state authorities.

Every port state authority will come onboard ships to check if the shipowners and the crew have done their part in making the new regulation effectively implemented onboard. Failing to do so will ask for hefty fines and even detention.

The IMO 2020 Regulation requires vessels to ensure ships machinery burns the fuel whose exhaust sulphur component by wt percentage is not more than 0.5%.

Needless to say, is extremely critical for the ships’ crews to be familiar with the new regulations, how it can be effectively implemented and all the associated documentation with it so that when a PSC inspector is onboard for checking the compliance, the ship can easily sail to the next port without any remarks or non-compliance.

How ship can prepare for IMO 2020 inspection by PSC?

The most important thing for the ship crew is to understand the requirements clearly. The fuel received onboard the ship will be considered as one of the most important evidence for any inspection.

Hence, with respect to the fuel oil, the crew must:

1. Ensure Bunker delivery note and Fuel Sample is kept onboard

As per the requirement, the BDN to be kept on board ship for three years from the date of issue. The BDN should be accompanied by a Representative Sample of the fuel delivered – the MARPOL Sample.

2. Correct Soundings Record:

Apart from the BDN, the PSC will check the soundings of the tanks where the low sulphur fuel is kept or where the HSFO is kept for ships with exhaust gas scrubber.

Any discrepancies in the value of the sounding may lead to suspicion and further investigation.

taking tank sounding

Credits: US Navy/

Ensure the officer in charge of sounding keeps all the records in place and the volume correction is done appropriately as per the temperature of the oil.

The sounding log books need to updated regularly and signed by the chief engineer and the officer taking the soundings.

Related Read: Fuel Oil Consumption Calculations For Ships: What Seafarers Should Know

3. Fuel Transfer Record:

The ship must keep ready the fuel oil transfer plan for LSFO and HSFO fuel. Along with that, the PSC may ask for a fuel oil line diagram for reference. The tanks dedicated to LSFO must clearly be shown in the line diagram.

Tank cleaning details and dates to store the LSFO must be present in onboard records, including Oil Record Book.

The bunker details with LSFO must be recorded in the Oil Record book and signed by both Master and Chief engineer.

All records of any internal transfer, retention, disposal etc related to fuel oil will be cross-checked by the port stat inspector, hence these records need to be properly maintained.

4. Fuel Transfer plan and Piping Diagram

The plan and piping diagrams are important too as the PSC inspector will ask them to study them to understand whether the fuel change-over has been done properly, by cross-referring the data in the BDN, LSFO record book and ORB.

The location of the tank, the number of tanks used, pipelines in play etc. will be studied from the piping diagram. Any modification done for the storage and transfer of LSFO must be indicated and have survey approval from relevant authorities.

Ships visiting Emission Control Areas must have a Fuel oil change over plan to use fuel with 0.1% sulphur content. The plan must be readily available in the engine room and ship staff must know the detailed procedure as PSC inspector may ask them the procedure and local regulations.

If the PSC has doubts about the fuel and the lab results are not available, they will take the sample from service and settling tank for their own oil analysis.

Related Read: Fuel Oil Change Over Procedure for Ship’s Main and Auxiliary Engines

5. IAPP Certificate:

As per the MARPOL Annex VI requirement, all 400GT and above ships are bound to carry a valid International Air Pollution Prevention Certificate and supplement as a confirmation that the ship is fulfilling the requirements of this Annex.

The Supplement of the IAPP certificate provides the details of Sulphur Oxides and Particular Matter and how the control of emissions from the ship is achieved. It also contains the sulphur content limit values for fuel for ships plying within the ECA.

Any additional equipment fitted to reduce the sulphur content within the required limit such as scrubber tower etc. are also specified in the supplement of the certificate. Thus Master must ensure the IAPPC and Supplement are valid and updated to indicate the compliance arrangements on board which will be checked by the PSC.

6. Scrubber System:

Most of the ships have adopted exhaust gas scrubber system to comply with the upcoming sulphur emission rule because of the ease of using heavy fuel oil.

The PSC will be having a keen eye for the EGB and following things to be taken care of:

  • The Data recorder must be operational and records the time, position, pressure, flowrate etc. of the wash water. The PSC will check all these details to establish the correct operation of the EGB
  • The data recording device should be robust, tamper-proof, read-only and able to record at a rate not less than 0.0035 Hz
    The data should be retained on board ship for 18 months
  • The ship officer must take out the recent data in readable format for Port state inspector in case he/she demands it
  • PSC inspector may ask and check the approved documentation relating to any installed exhaust gas cleaning systems
  • At each renewal survey, nitrate discharge data is to be available in respect of sample overboard discharge is drawn from each EGC system within the previous three months before the survey.
  • The nitrate discharge data and analysis certificate is to be retained on board the ship as part of the EGC Record Book and made available for PSC if requested

Closed Loop Scrubber System

Different port states have different regulations for the requirement of the open and closed-loop system. The ship officer must know if the port allows open scrubber or closed scrubber system to be operational in its territory and prohibit the discharge of effluent.

Related Read: 14 Technologies to Make the Ultimate Green Ship

The Port state inspector may demand to check the state of the wash water discharge pipe if it contains oil or not.

7. Record of Voyage:

The voyage records must be kept onboard as PSC inspector may demand to see the previous passages of the ship to know the time and coordinates for the entry in the port state or ECAs and if the ship has changed over to the compliant fuel in right time by cross-checking the data with ORB and other record books.

8. Fuel Oil Non-Availability Report:

If a ship is unable to acquire compliant fuel due to non-availability or any other reason, the master has to notify the flag state and other relevant authorities including the nearest or next port state.

This notification is called as FONAR or Fuel Oil Non-Availability Report.

This FONAR application and replies of the flag state respectively should be available for the PSC inspection. FONAR should be used only in case of extreme emergency and when all efforts fail to acquire a compliant fuel.

The PSC inspector will go through the report, correspondence and other details to accept the FONAR. However, a repeated FONAR may lead to negative reviews against the ship and the owner.



Paris MOU has issued its latest guidance related to COVID-19 for Port State Control Authorities.

1 MAB has considered and agreed that, noting the global impact of COVID-19, there is need to apply flexibility under these special circumstances. In Paris MoU member States, national measures are implemented which are to a large extend affecting the port State control regime. In view of a common approach in the region, not withstanding any possible national measures, and in view of the continued effects of the COVID-19 crisis, as a general principle the following guidelines would be applied on a case by case basis by the relevant port State Authority.

2 This guidance focusses on the effect of the COVID-19 crisis on the Paris MoU in relation to:
– preventive measure to halt the spread of COVID-19
– non-compliance with the Relevant Instruments due to COVID-19

3 A summary of relevant publications can be found on a dedicated COVID-19 page of the Paris MoU website: publications/paris-mou-covid-19-publications/paris-mou-covid-0

Preventive measure to halt the spread of COVID-19

4 PSCOs should be guided by the preventive measures adopted by their Maritime Administrations, including the use of appropriate personal protective equipment in order to protect themselves as well as the ship’s crew. MAB has noted that Paris MoU member States have implemented measures to limit the number and/or extent of PSC inspections. As shortages in personnel and staffing may become more common, port States which encounter such difficulties could consider to carry out primarily overriding priority inspections.

5 Whether an inspection takes place remains the decision of the port State. A vessel can be considered self-isolating only if there are no ship-shore interfaces.

Ship Certification Issues due to COVID-19

6 In relation to the COVID-19 situation, it may occur that a ship cannot fulfill the requirements from the Relevant Instruments or the follow-up on inspection results as would normally be required. As a basic principle the primary responsibility regarding compliance with the Conventions remains with the owner and flag State. However in those case where the owner and flag State have demonstrated to take that responsibility, but due to the current situation cannot carry out those duties that normally would be required, the Paris MoU should adopt a pragmatic approach and also be flexible as this is a rapidly developing situation.

7 Interval of surveys and audits required by Conventions
In the event that a ship has not complied with the requirements of the surveys, inspections and audits contained in relevant convention requirements (SOLAS Chapter I Regulation 10 etc.), the ship must provide evidence to the port State that the flag State has agreed to an exceptional delay specific to COVID-19. There should also be evidence that the ship has a plan that covers how the ship will be brought back into the regular survey or audit cycle.

8 Duration of statutory certificates
Giving consideration that an exceptional extension of validity of certificates specific to COVID-19 would be inevitable for certain ships, the flag State or RO, acting on behalf of the flag State, may extend the validity of certificates to an appropriate and proportional grace period specific to COVID-19. In such case the ship must provide the evidence to the port State that the flag State Administration has agreed to an exceptional delay specific to COVID-19 and that the ship has a plan that covers when the ship will be scheduled to be subject to the renewal survey and audits.

9 Installation of Ballast Water Management System
In the event that a ship cannot meet the requirements of Regulation B-3 of the Ballast Water Management Convention (ballast water management instead of ballast water exchange) due to delay of dry-docking caused by disruption from COVID-19, the port State should seek confirmation that the flag State has agreed to an exceptional delay specific to COVID-19. There should also be evidence that the ship has a plan that covers how the ship will comply with the requirements of Regulation B-3 of BWM.

10 Where, under par. 7 to 9, the required evidence from the flag State is missing, the ship should be treated in the normal manner as per the Paris MoU procedures. This also applies to any vessel operating beyond any indicated grace period.

11 The pragmatic relaxation of requirements, which may include the acceptance of copies of certificates of which the validity can be verified, should be applied by port States on ships which have not exceeded the requirements by the appropriate and proportional grace period specific to COVID-19, unless it is evident that the COVID-19 pandemic is used as an excuse to breach the Convention requirements.

Personnel issues due to COVID-19

12 MLC 2006
MAB has considered that there may be a need to apply flexibility under the circumstances on the issue of extending periods of service on board ships. In doing so the port State should request the operator of the ship to confirm that the flag State, the relevant crew members and relevant seafarer organisations (if applicable) have been involved in the process.

Further guidance regarding what the port State should look at in case of non- compliance with MLC due to force majeure related to COVID-19, could be found in ILOs “Information note on maritime labour issues and coronavirus (COVID-19)”:

13 STCW Certification
MAB has considered cases where seafarers have faced issues with completing refresher courses for the renewal of personal certification. This could be caused by cancelled courses, quarantine or travel bans. In such cases the maritime administration may have extended the validity of such certificates and this should be accepted as a case of force majeure. For foreign certificates if the flag administration has granted an extension due to force majeure then this should be accepted as similarly extending the endorsement of the flag state of the ship on which the seafarer is serving.

14 Medical Certificates
In cases where it has been difficult for seafarers to extend their medical certificate the flag administration may allow seafarers to remain on-board. PSCO should accept documents produced by flag States which acknowledges seafarers extended stay on board due to force majeure associated with COVID-19.

15 Rectification and follow-up on inspection reports
In relation to the rectification of recorded or outstanding deficiencies, guidance should be taken from PSCC Instruction 50/2017/11 – Guidance on Detention and Action Taken (including eg. AT code 48 – as in the agreed flag State condition) and PSCC43- 2010-11 – Flag State exemptions. In case a ship is detained on ISM, but no external audit can be organised, despite best efforts by the company and flag State (which may include temporarily authorization of another RO), the ship may be allowed to proceed to the next port to carry out the external audit. In order to use AT code 48 in combination with ISM deficiency 15150, a ticket with a justification has to be send to to activate the possibility in THETIS.
Consequently, the guidance regarding the use of AT code 48 should then be applied.

Review of the guidance

16 This PSCircular will be reviewed, as appropriate, to keep aligned with developments of the COVID-19 virus and future initiatives by relevant stakeholders.
Source: Paris MoU


The new IMO global sulphur cap requirements enter force on 1st January 2020 and a robust and consistent approach to compliance is expected by all Port State Control (PSC) regimes. PSC inspections will be carried out in accordance with the IMO PSC procedures, the 2019 guidelines for PSC under MARPOL Annex VI.

In order to establish whether a ship is in compliance, PSC inspectors will likely focus their attention on documents and procedures maintained on board. In certain jurisdictions PSC inspectors will carry portable sulphur testing kits and if the results of these tests are inconclusive or indicate potential non-compliance then additional sampling will take place for verification ashore.

It is important therefore that ships’ crews are aware and familiar with the new regulations, associated documentation and procedures and are able to confidently demonstrate this knowledge to a PSC inspector.

Bunker Delivery Notes (BDNs) and Fuel Sampling

Details of fuel delivered on board for combustion purposes should be recorded by means of a BDN. The BDN should be accompanied by a Representative Sample of the fuel delivered – the MARPOL Sample. Most ships will also take commercial samples in the normal way. The Representative Sample is to be sealed and signed by the supplier’s representative and the Master (or senior officer in charge of the bunker operation) on completion of bunker delivery and retained on board until the fuel has been substantially consumed, but in any case for a period of not less than twelve months from the time of delivery. BDNs and associated samples should be easily identifiable and filed properly on board. BDNs should be retained on board for at least three years after the fuel has been received on board.

There are two locations where fuel sampling might be required by PSC: (1) downstream of the fuel oil service tank and (2) the storage tanks, “in use” and “on-board” respectively. In accordance with ISO 4259-2: 2017, and allowing for a 95% confidence limit, the maximum amount of sulphur allowed in these samples is 0.11% m/m for ECA fuel and 0.53% m/m for global fuel.

In situations where the Commercial Samples (taken during bunkering) indicate a higher sulphur content than noted on the BDN then the flag administration and PSC at destination need to be notified in writing without delay. Note that the ship will have likely sailed by the time these test results are known. In the event of any further investigation by PSC, the Representative Sample (MARPOL sample) will be used by PSC for further verification procedures and the ship may be ordered to de-bunker the fuel at the next port.




India has decided to act on reducing plastic litter pollution and has introduced a ban on the use of single-use plastics onboard calling vessels.

The ban will require some items to be locked away and introduces a new requirement for recording all single-use plastics onboard vessels. The ban applies to all Indian vessels and to foreign flag vessels calling at Indian ports.

The ban will take effect in two stages – the first effective immediately and the second stage on 1 January 2020.

The immediate ban applies to single-use plastic items used as:

  • Cutlery, plates and cups
  • Water and other drinks bottles up to 10 litres
  • Garbage and shopping bags
  • Dispensing containers for cleaning fluids which are less than 10 litres.

Taking effect from 1 January 2020, the following single-use plastics are prohibited:

  • Bags, trays, containers, food packaging film
  • Milk bottles, freezer bags, shampoo bottles, ice cream containers
  • Bottle for water and other drinks, dispensing containers for cleaning fluids, biscuit trays
  • Hot drink cups, insulated food packaging, protective packaging for fragile items
  • Microwave dishes, ice cream tubs, potato chip bags, bottle caps.

The North of England P&I club has advised that enforcement will be done by Port State Control and that affected plastic items must be stored prior entering Indian territorial waters. Vessels calling at Indian ports are required to make a log entry identifying the ‘Single Use Plastic Items’ on board the ship, along with the onboard location of where these items are stored, and the time and ship’s position of when this is done. No single use plastic items are to be discharged to a port reception facility at Indian ports.

PSC inspectors may verify compliance with this regulation as part of a PSC inspection. However, the Directorate General of Shipping (DGS) has stated that no detentions of foreign ships will be enforced. A handwritten deficiency in the printed PSC Form ‘B’ (to be rectified prior departure) may be issued.


22nd October 2019

1. The primary regulations impacting the inventory of hazardous materials are as follows:
a) The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, not yet in force, and
b) The European Regulation No. 1257/2013 on Ship Recycling (EU SRR), having already
entered into force in December 2016, regulates the safe and environmentally sound
recycling of EU flagged vessels but also expanding to cover non-EU flagged vessels of
their last voyage from EU waters.

2. The Hong Kong International Convention covers the design, construction, operation and
preparation of ships, to facilitate sustainable ship recycling without compromising safety and
operational efficiency. EU SRR closely follows the text of HKC and is designed to facilitate
early adoption of the Convention.

3. The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships.

4. The Hong Kong Convention was adopted in May 2009. After the entry into force of the
Convention, the development and maintenance of an Inventory of Hazardous Materials (IHM),
which identifies the amount and location of hazardous materials onboard a ship, will be
required for all ships over 500 GT. Furthermore, ships shall only be recycled at ship recycling
facilities authorized in accordance with the Convention.

5. Essential to the implementation scheme of the Hong Kong Convention and the EU SRR is
the development and maintenance of a document referred to as the Inventory IHM, listing the
type and amount of hazardous materials and their location on board. An IHM must be thorough
and ship specific and updated throughout the life of a vessel to support an effective plan to
discard hazardous materials.

6. Upon entry into force of the Hong Kong Convention all vessels to which this circular applies
should be certified in accordance with the requirements of the Convention. This Administration
recommends the early preparation of the IHM in order to smoothly implement the requirements
of the Convention after its entry into force.
IHM should be completed taking into account the relevant IMO guidelines and it should be
verified by a Recognized Organization to this Administration.

7. The EU Regulation No 1257/2013 on Ship Recycling (EU SRR)

8. EU adopted Regulation (EU) No. 1257/2013 which brings into force an early implementation
of the requirements of the Hong Kong Convention for the development and maintaining IHM,
including requirements for foreign or non-EU flagged ships.
The EU SRR will affect the owners of non-EU-flagged vessels calling at EU ports or
anchorage earlier than the Hong Kong Convention.

9. This requires a foreign or non-EU-flagged vessels of 500 GT and more, including
submersibles, floating crafts, floating platforms, self-elevating platforms, Floating storage units
(FSUs), and Floating Production Storage and Offloading Units (FPSOs), including a vessel
stripped of equipment or being towed, calling at EU ports or anchorages, to have onboard
a verified IHM, that identifies at least the hazardous materials required by the EU
Regulation, and a Statement of Compliance at the earliest by 31 December 2020.

10. It is important to note that, currently, any non-EU flagged vessel having a last voyage that
either starts from an EU port, or transits through an EU port, is subject to EU Waste Shipment
Regulation (and not the EU SRR). Therefore owners are advised to contact relevant EU port
authorities well in advance of the last voyage their vessel for further information.

11. Ship owners/ Ship operators/Managers and masters are required to take note of the above.
It is strongly recommended that owners and operators of existing vessels with IHMs start
planning to comply with EU SRR well ahead of December 2020 in order to avoid delays.

Revision History: Rev 1; Paragraphs 2,3,4,6,7,8,9 and 10 have been revised.

  ST. VINCENT AND THE GRENADINES CIRCULAR N° GEN 024 - Rev.1 (15.3 KiB, 108 hits)




Port state control organization Tokyo MOU has accepted Panama as the 21st member authority.

This was decided at the Tokyo MOU’s 30th meeting in Majuro, the Marshall Islands, held from October 14 to 17, 2019.

Having completed a three-year term as a cooperating member authority, Panama applied for full membership of the Tokyo MOU. The committee considered the application and the report of a fact finding mission, which confirmed full compliance with the qualitative membership criteria by Panama.

In accordance with provisions of the Memorandum of Understanding on Port State Control in the Asia-Pacific Region (Tokyo MOU), the committee unanimously agreed to accept Panama as the member authority.

As explained, the committee considered and adopted amendments to the memorandum relating to full membership of Panama.

Tokyo MOU was signed among eighteen maritime authorities in the region in December 1993 and came into operation in April 1994.

Current full member authorities include Australia, Canada, Chile, China, Fiji, Hong Kong, Indonesia, Japan, Republic of Korea, Malaysia, Marshall Islands, New Zealand, Panama, Papua New Guinea, Peru, Philipines, Russia, Singapore, Thailand, Vanuatu and Vietnam, with Mexico being a cooperating member.

Guidance on inspections of ships by the port States in accordance with Regulation (EU) 1257/2013 on ship recycling Inventory of hazardous materials Overview IHM


The purpose of Regulation (EU) No 1257/20131 on ship recycling (hereinafter the “SRR”) is to prevent, reduce, minimise and, to the extent practicable, eliminate accidents, injuries and other adverse effects on human health and the environment caused by ship recycling. The Regulation is also designed to enhance safety, the protection of human health and of the Union marine environment throughout a ship′s life-cycle; in particular to ensure that hazardous waste from such ship recycling is subject to environmentally sound management. The Regulation also lays down rules to ensure the proper management of hazardous materials on ships.

The aim of this EMSA guidance is to assist the Member States and their designated inspectors in their efforts to fulfil the requirements of SRR and PSC Directive, in relation to inspections covering the respective requirements of these two instruments. It is a reference document that provides both technical information and procedural guidance thus contributing to harmonised implementation and enforcement of the provisions of the SRR and the PSC Directive.

Inventory of hazardous materials Overview IHM

During each inspection of a ship initiated under the PSC Directive regime, the port State control inspector (PSCO), as a minimum, must check the inventory certificate s (IC) or a ready for recycling certificate (RfRC) or a statement of compliance (SoC) as applicable is kept on board and report this in THETIS.
The IC and RfRC formats, which have been established, respectively, under Commission Implementing Decisions (EU) 2016/2325 and 2016/2321 can be found in Annexes 4 and 5 of this guidance document. A model of a SoC that may be used for ships flying the flag of a third country is provided in Annex 3 of this guidance document.
It should be noted that, any initial check of the SR certificates or the PSCO’s observations of the ship may reveal clear grounds to imply that the ship is not in compliance with the SRR. In this case, the PSCO will continue the inspection under the SRR regime.

Before boarding, relevant information about the ships in port may be obtained from THETIS or THETIS-EU and other sources (e.g. from AIS, NGOs, port Authorities etc). This may include information on ship particulars, last and next port of call, arrival and departure times, port stay duration, possible intention to send the ship for recycling etc. Further information may directly be obtained through the port Authorities or the ship’s agent

The general application date of the SRR was 31 December 2018. From thereon, new EU ships6 have to carry a the inventory certificate (IC) and EU ships going for recycling have to carry a ready for recycling certificate (RfRC).
However, it should be noted that existing EU ships7 shall only carry a certificate on the inventory of hazardous materials (IC) from 31 December 2020.
Moreover, non-EU ships should only be requested to submit a statement of compliance (SoC), together with the inventory of hazardous materials, from 31 December 2020.

Inventory of hazardous materials Overview IHM


Leading classification society ClassNK has released its annual report on Port State Control. The report aims to assist ship operators and management companies in maintaining compliant operations by providing information about ships detained by PSC as well as deficiencies that were found on board from many port states in 2018.

In line with the International Safety Management (ISM) Code, PSC inspections ensure that vessels departing the port meet international standards and have proved to be highly effective in eliminating substandard ships that are in operation. They oversee not only the hardware of a ship, but also the software by examining the maintenance and operation methods being used.

To help its customers improve safety management systems and overall fleet quality, ClassNK has included a breakdown of deficiencies which shows that fire safety-related deficiencies continue to be the most frequent detainable deficiencies item. ISM, lifesaving appliances and safety of navigation also remain major items where many detainable deficiencies are found.

The ClassNK report also provides detailed analyses on PSC detentions by flag state, port state, ship type, ship size, and ship’s age as well as a summary of major amendments made to international conventions such as the SOLAS Convention. These amendments have further widened the scope of PSC inspections, a trend that will undoubtedly continue as the rules applied to ships increase and diversify.


Download ClassNK Port State Control Annual Report June 2019



PARIS MOU – Guidance on Procedures for Operational Controls

This Guideline is solely drafted for the purpose of providing guidance to the PSCO in performing a PSC inspection on the subject matter. This Guideline does not restrict the PSCO in the scope of inspection or in using his/her professional judgement while performing the PSC inspection. Third parties cannot claim any rights based on this guideline with regard to the PSC inspection as performed by the PSCO.
The goal of this guidance is to provide Port State Control Officers with procedures how to carry out operational controls including drills.

PARIS MOU – Guidance on Procedures for Operational Controls