PORT STATE CONTROL

A GUIDE FOR OWNERS AND

SHIPS PERSONNEL

While utmost care has been taken in the compilation of this booklet, neither Indian Register of Shipping nor any of its
officers, employees or agents shall be responsible or liable for any negligence or otherwise howsoever in respect of any
inaccuracy contained herein or omissions herefrom.
 THE SELECTION OF SHIPS
FOR INSPECTION

A Port State control authority undertakes inspections to satisfy itself that the foreign ships visiting its ports
meet the required international standards laid down in the conventions, and to check on the actual condition
of specific ships whose ability to meet those standards is in doubt.

Port States however recognize that inspecting all foreign ships would be both impractical due to the
resources it would take, and unnecessary since not all ships are substandard. The general approach taken
by regional port state authorities is to set overall percentage inspection rates to ensure that a minimum
number of ships are inspected, and to use targeting factors to focus inspection effort on those ships most
likely to be substandard. In addition, ships of a certain age and type are specially selected for the purpose
of conducting expanded inspections, and concentrated inspection campaigns are conducted to check
on special matters or areas of concern.

To help port States identify suitable ships for inspection, port arrival listings, shipping schedules and ship
position reports are monitored. Central regional databases such as SIRENAC and APCIS databases
managed by the Paris and Tokyo MOUs respectively are also used by port states to access data on ships,
including reports of previous inspections. While such databases only hold information and inspection
reports on ships that have undergone an inspection within any one region, international databases also now
exist where port state control information from all regions is consolidated and published.

EQUASIS is one such database. The European Commission and a number of quality – minded maritime
administrations (France, Japan, Singapore, Spain, The UK and the USA) established EQUASIS in 2000.

INSPECTION RATES
These are decided regionally and are designed to ensure that a minimum number of different foreign ships
are inspected each year. Because some ports or States have more PSCOs than others, normally the
inspection rate will vary from port to port. However and annual inspection rate, normally expressed in
percentage terms, is set for the whole region. The PARIS MOU, for example, currently has an inspection
rate of 25%.

Selection based purely on numbers can not, of course, differentiate between good and substandard ships.
Port states are now starting to consider weighting ship inspection rates according to the target factor
assigned to ships they inspect. Ships with a high target factor would count as more than one inspection (say
1.2 inspections) whereas a ship with a lower factor would count as less than one (say 0.8 inspections).

By focusing on the selection of ships with high target factors, the agreed inspection rate for the region can
be achieved by visiting less ships, and result in the resources of the port state being focused more
efficiently, to the benefit of well-run ships.

TARGETING
Certain selection criteria such as the ship’s flag, age and type, are believed to directly influence how well a
ship is likely to be operated and in what condition a ship is likely to be found. By allocating points to each
criteria a scoring system can be employed and a ship can be assigned a targeting factor. The PARIS MOU,
for example, assigns an overall targeting factor to ships, whereas the USCG has developed a boarding
priority matrix for the purpose of calculating a targeting factor. Up-to-date information on the targeting
factors used by various port state regions is widely published, including on their respective web sites.

Owner / Operator

The USCG, in particular, targets owners / operators of ships with a bad detention record. A Shipowner’s List
is updated regularly and published on its web site.

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Charterer
There are also moves to identify publicly the charterers of ships that have been detained. As more
information is collated concerning charterers then that criteria may also become a regular factor used in
targeting of ships.

Flag
Three-year rolling average tables of above detentions are published annually by the main port state regions.
Ships of flag states whose detention ratios exceed average detention ratios exceed average detention ratios
for all flag states can expect to be especially targeted, as can ships from the flag states that have not ratified
the main conventions. In some cases, the port state control authority might consider the fact that a ship was
registered to a targeted flag state as clear grounds for proceeding directly, on boarding, with a more detailed
inspection of the ship.

Classification Society

Class-related detention figures for each classification society are also compared against the average figure.
Ships classed with a society that has a poor detention ratio would be most affected, as would ships classed
by a society that was not a member society of IACS.

History
Ships visiting a port region for the first time or after an absence of at least six months would be likely to
receive particular attention, as would ships with outstanding deficiencies and a record of detentions. A ship
that has been specifically permitted to sail to another port to rectify deficiencies would also be targeted
should it not arrive at that agreed port within an agreed or reasonable period of time.

Ship type and age

These criterion generally follow those used to decide whether or not a ship is of a type or age to justify it
undergoing expanded inspection. In general tankers (oil, gas and chemical), bulk carriers and passenger
ships are the ones likely to be targeted for such inspections. Any ship over ten years old should also expect
to be targeted.

EXPANDED INSPECTIONS
Oil and Chemical tankers, gas carriers, passenger ships and bulk carriers are often recognized as types of
ships that should be subjected to specific regular, usually annual inspections. The PSCO would use the
initial inspection to verify the age and type of ship, as this information would be contained on the ship’s
certificates.

These ship types may also be subject to more rigorous expanded inspections. If the condition of the hold
and hull structure during the expanded inspection give rise to concern, the PSCO is expected to consult the
ship’s flag state / classification society with a view to deciding whether or not a more detailed survey should
be undertaken.

CONCENTRATED INSPECTION CAMPAIGNS

Concentrated inspection campaigns have been a particular feature of the PARIS MOU in recent years, and
are also now being conducted by the TOKYO MOU. They focus on specific areas where high levels of
deficiencies have been encountered by the PSCO’s, or where new convention requirements have recently
entered into force. The Paris MOU has so far always announced its campaigns well in advance, both in the
press and on its website.

The campaigns have typically been concentrated over periods of about three months and recent campaigns
have centered o the “oil record book”, “living and working conditions on ships”, the “implementation of the
ISM Code”, “bulk carrier safety” and “oil tankers over fifteen years”.

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OVERIDING FACTORS
Irrespective of targeting factors, campaigns and the like, there are a number of circumstances or overriding
factors that would take a ship to the top of the inspection list and would result in the PSCO proceeding
directly to a more detailed inspection of the ship.

Ships that have been reported

Ships that have been reported by a pilot, port authority or another State can expect to be directly targeted.
Other complaints could similarly result in the ship being specifically targeted. While a compliant could
originate from the ship, or any other person or organization with a legitimate but external interest in the ship,
the PSCO is not required to reveal his source and has no legal obligation to do so.

Ships reported as having outstanding deficiencies

Where a PSCO has allowed the ship to sail on condition that the deficiencies are rectified within a period of
time, usually fourteen days, this stipulation will be recorded in the regional port State database to be
followed up in another port.

Where operational concerns about a ship exist

Operational incidents that could give rise to an inspection include:
• Collision, grounding or stranding on the way to the port
• An alleged pollution violation
• Erratic or unsafe monoeuvring, particularly around routeing measures or where safe navigation
practices and procedures have not been followed
• Failure to comply with reporting procedures, or
• The emission of a false alert that was not followed by proper cancellation procedures.

Ships suspended from class

Ships that have been suspended or withdrawn from their class for safety reasons in the previous six months
could expect to be inspected.

EXAMPLES OF DETAINABLE DEFICIENCIES

A. DOCUMENTATION DISCREPANCIES

1. Documents not available.

2. Document missing the name of its issuing authority.
3. Document does not identify the vessel.
4. Document lacks an issue date, signature of the duly authorized official issuing the
document, or seal or stamp of the issuing authority.
5. Disparities between actual condition on vessel and documentation listing.

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B. INTERNATIONAL CONVENTION OF SAFETY OF LIFE AT SEA (SOLAS)

1. Failure of proper operation of propulsion and other essential machinery, as well as electrical
installations.
2. Insufficient cleanliness of engine room, excess amount of oily-water mixture in bilges, insulation
of piping including exhaust pipes in engine room contaminated by oil, and improper operation of
bilge pumping arrangements.
3. Failure of proper operation of emergency generator, lighting, batteries, etc.
4. Failure of proper operation of steering gear (any modes).
5. Absence, insufficient capacity, or serious deterioration of personal lifesaving appliances, survival
craft and launching arrangements.
6. Absence, non-compliance, or substantial deterioration, to the extent that it cannot comply with
intended use of fire detection system, fire alarms, fire-fighting equipment, fixed fire-fighting
installation, ventilation valves, fire dampers and quick closing devices.
7. Absence, substantial deterioration, or failure of proper operation of cargo deck area fire
protection on tankers.
8. Absence, noncompliance, or serious deterioration of lights, shapes, or sound signals.
9. Absence or failure of proper operation of the radio equipment for distress and safety
communication.
10. Absence or failure of proper operation of the navigation equipment, taking into account the
relevant provisions of SOLAS regulation V/12(o)
11. Absence of corrected navigational charts and / or all other relevant nautical publications
necessary for the intended voyage, taking into account that electronic charts may be used as a
substitute for the charts.
12. Absence of non-sparking exhaust ventilation for cargo pump rooms.
13. Number, composition, or certification of crew not corresponding to safe manning document.
14. Non-implementation of the enhanced programme of inspection under resolution A.744(18).

C. INTERNATIONAL CONVENTION ON LOADLINES (ICLL 66)

1. Significant areas of damage or corrosion, or pitting of plating affecting fitness or strength, unless
proper temporary repairs for a voyage to a port for permanent repairs has been authorized and
accepted by Class.
2. A recognized case of insufficient stability.
3. Load-line violation (overloading).
4. Absence or substantial deterioration or defective closing devices, hatch closing arrangements,
and watertight / weathertight doors.
5. The absence of sufficient and reliable information, in an approved form, which by rapid and
simple means enables the master to arrange for the loading and ballasting of the ship in such a
way that a safe margin of stability is maintained at all stages and at varying conditions of the
voyage, and that the creation of any unacceptable stresses in the ship’s structure are avoided.
6. Absence of, or impossibility to read, draught marks and / or loadline marks.

D. INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS

(MARPOL 73/78)

Annex I
1. Absence, serious deterioration, or failure of proper operation of the oily water separator, the oil
discharge monitoring and control system, or the 15-ppm alarm arrangements.
2. Remaining capacity of slop and/or sludge tank insufficient for the intended voyage.
3. Unauthorized discharge bypass fitted
4. Oil Record Book unavailable
5. Type test certificates of filtering and monitoring equipment not available.
6. Failure to meet requirements of 13G(4) or alternative requirements specified in regulation
13G(7).

Annex II
1. Absence of P & A Manual
2. Cargo not categorized
3. Cargo Record Book not available
4. Unauthorised discharge bypass fitted.
5. Transport of oil-like substances without satisfying the requirements.

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 Annex VI

1. Absence of valid IAPP Certificate, EIAPP Certificate or Technical files

2. A diesel engine, with a power output of more than 130 kW, which is installed on board a ship
st
constructed on or after 1 January 2000, or a diesel engine having undergone a major
st
conversion on or after 1 January 2000, which does not comply with the NOx Technical Code
3. The Sulphur content of any fuel on board exceeds 4.5% m/m
4. Non-compliance with the relevant requirements while operating within an Sox emission control
area
st
5. An incinerator installed on board the ship on or after 1 January 2000 does not comply with
requirements contained in appendix IV to the Annex, or the standard specifications for
shipboard incinerators developed by the Organisation (Res MEPC.76(40) and MEPC.93(45)
6. The Master or crew are not familiar with the necessary procedures regarding the operation of
air pollution prevention equipment.

E. INTERNATIONAL CONVENTION ON STANDARDS OF TRAINING, CERTIFICATION, AND

WATCHKEEPING FOR SEAFARERS (STCW)

1. Failure of seafarers to hold a certificate, to have an appropriate certificate, to have valid

dispensation, or to provide documentary proof that an application for an endorsement has
been submitted to the flag state administration.
2. Failure to comply with the applicable safe manning requirements of the flag state administration.
3. Failure of navigational or engineering watch arrangements to conform to the requirements
specified by the flag state administration.
4. Absence in a watch of a person qualified to operate equipment essential to safe navigation,
safety radio communications, or the prevention of marine pollution.
5. Failure to provide proof of professional proficiency for the duties assigned to seafarers for the
safety of the ship and the prevention of duty.
6. Inability to provide for the first watch at the commencement of a voyage and subsequent
relieving watches persons who are sufficiently rested and otherwise fit for duty.

F. INTERNATIONAL LABOUR ORGANIZATION CONVENTION NO. 147 (ILO 147)

1. Insufficient food for voyage to next port.

2. Insufficient potable water for voyage to next port.
3. Excessively unsanitary conditions on board.
4. No cooling or heating in accommodation of a ship operating in areas where temperatures may
be excessive.
5. Excessive garbage, blockage by equipment or cargo or otherwise unsafe conditions in
passageways/accommodations.
G. INTERNATIONAL BULK CARRIER (IBC) CODE

1. Transportation of a substance not mentioned in the Certificate of Fitness or missing cargo

information..
2. Missing or damaged high-pressure safety devices.
3. Electrical installations not intrinsically safe or not corresponding to code requirements.
4. Sources of ignition in hazardous locations.
5. Insufficient heat protection for sensitive products.
6. Contravention of special requirements
7. Exceeding the maximum allowable cargo quantity per tank.

H. INTERNATIONAL GAS CARRIER (IGC) CODE

1. Transport of substance not mentioned in the Certificate of Fitness.

2. Missing closing devices for accommodations or service spaces.
3. Bulkhead not gastight.
4. Defective air locks.
5. Missing or defective quick closing valves.

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 6. Missing or defective safety valves.
7. Electrical installations not intrinsically safe or not corresponding to code requirements.
8. Ventilators in cargo area not operable.
9. Pressure alarms for cargo tanks not operable.
10. Gas detection plant and/or toxic gas detection plant not operable.
11. Transport of substances to be inhibited without valid inhibitor certificate.

I. INTERNATIONAL SAFETY MANAGEMENT CODE (ISM) CODE

1. Safety Management Systems (SMS) document a company’s management procedures to

ensure that conditions, activities and tasks, both ashore and on board, affecting safety,
security and environmental protection are planned, organized, executed, and checked in
accordance with statutory and company requirements. The SMS is the procedural
requirements for vessels to carry out normal operations including, but not limited to,
preventative maintenance, navigation procedures, bunkering operations, emergency
preparedness, pollution prevention procedures, technical systems, and operations and
communications procedures. With this in mind, a great deal of deficiencies can be attributed to
a failure to follow some standardized procedure or an inappropriate procedure. Therefore, if a
failure occurs, the vessel and/ or company must correct the deficiencies as well as review
systems management to ensure correct procedures are implemented.

2. Should the PSCO discover vessels with failures in the vessel’s SMS, the vessel will be
considered for detention and an external audit requested. Should grossly negligent systems be
discovered, these vessels will be considered for denial of entry until they can prove substantial
compliance. Should PSCO suspect problems exist on the company side, a letter should be
forwarded to G-MOC via the district and area, fully documenting the suspected problems and
requesting that the flag state be urged to conduct an external audit of the company involved.

J. INTERNATIONAL SHIP AND PORT FACILITY SECURITY (ISPS) CODE

1. Lack of or expired/invalid International Ship Security Certificate or interim International Ship

Security Certificate (deny entry/expel from port).
2. Lack of/incomplete approved ship security plan (deny entry/expel from port).
3. Lack of an assigned ship security officer (deny entry/expel from port).
4. Ship security officer cannot display an acceptable level of competency in regards to vessel
security (may deny entry/expel from port).
5. Crew anomalies (e.g. gross incompetence, unaccounted personnel, overstaffed, fraudulent
documents, etc.) (may deny entry/expel from port)
6. Inaccurate or incomplete Notice of Arrival information (may deny entry/expel from port).
7. Evidence that serious deficiencies exist in the vessel’s security equipment, documentation or
arrangements.
8. Master or crewmembers not familiar with essential shipboard security procedures.
9. Inability of crewmembers to establish communications with other key members with security
responsibilities.
10. Missing or inoperable ship security alert system.
11. Lack of Declaration of Security when required or agreed upon amongst parties (may delay
vessel).
12. Evidence that cargo handling security procedures are not in place (may restrict operations,
delay vessel and/ or expel from port).
13. Poor screening procedures associated with passenger access control or unaccompanied
passenger baggage (may restrict operations, delay vessel and/ or expel from port).

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 PREPARATION OF THE VESSEL BEFORE ENTERING PORTS
Because inspections are unannounced it is difficult for a ship to make any special preparations for an
inspection, except in cases where one could be anticipated. A ship should therefore be ready to face an
inspection at any port, at any time.
The following items are particularly scrutinised by the PSC Authorities.

Item Items Remarks

No.
1.1 Liferaft markings, the following should be clearly marked on each liferaft: name of vessel,
manufacturer’s name, type, number of persons, serial number and date of last service.
The service report will be reviewed by the PSC.
1.2 Liferaft hydrostatic release, check the correct installation, and date of last service, and
date of last service. In case of a dome type of hydrostatic release, make sure that the date
of the last service is stamped on the attached tag and also that the servicing of the
hydrostatic release is listed on the service report of the liferaft.
1.3 Reflective tape to be placed on the bottom of lifeboats in addition to the sides and top.
1.4 Lifeboat blocks are sometimes found frozen, these have to be in a good operating
condition and well greased.
1.5 Lifeboat davits at the contact point when they are housed, some are found wasted and
cracked.
1.6 Lifeboat davit structures, particularly where they are attached to the deck are sometimes
found wasted. Brackets and structures should be closely examined and repaired as
necessary.
1.7 Internal lower attachments of lifeboats, are frequently found wasted. These are hidden
in the bow and stern areas of the lifeboat and are often overlooked. A repairs to these
attachments is time consuming, and the lifeboat has to be supported by an alternative
method or lowered to carry out this work.
1.8 Lifeboat chains to check for wear together with release mechanisms. The condition of the
chain is often concealed by paint.
1.9 Operation of lifeboat bilge pumps, check that the pumps are actually working and also
check the condition of the flexible hoses on these pumps.
1.10 Wooden seating and decks in lifeboats, defective and rotten wood to be renewed.
1.11 Lifeboat falls, the following should be available for review, certificates for the lifeboat falls,
plus log book entries of the last changing of the falls or end for ending.
1.12 Covers of lifeboats, these should be in a good condition and a highly visible colour with
markings.
1.13 Grab lines on the lifeboats and lifebuoys to be examined for ageing. If they are becoming
hard and brittle renew them.
1.14 Condition of the lifeboat engine cover, this should fit correctly and should be made from
steel.
1.15 Firemain is be free of any leakage no matter how small. If the firemain on deck has a
leakage requiring a new section then the remaining firemain will also be suspect. It is a
false economy to renew only the leaking section, as the remaining firemain will be in a
similar condition and after a few months there will be another leak and possibly a detention.
1.16 Condition of the fire hydrant and hose rubber seals, these are frequently found hard
and cracked with consequent leakage. A supply of rubber seals should be kept on board.
1.17 All fire hydrant valves must operate easily by hand. Any hydrant valve requiring a valve
key to operate should be repaired/renewed.
1.18 Condition of the fire hoses. Any fire hose which is old, with a poor appearance,
contaminated by oil or product on the outside, etc. should be renewed. Close attention
should be paid to the connection of the hoses to their connectors. All hoses should be
periodically tested by connecting them end to end and putting full pressure on them.

1.19 All fire hoses to be stowed in their hose boxes together with the correct type of nozzle,
and spanners to be provided in each box.
1.20 All fire hoses to be interchangeable. (Depending on Flag Authority, smaller diameter
hoses/nozzles may be permitted in accommodation areas).
1.21 Deteriorated hose boxes to be replaced.
1.22 Clear operating instructions for fixed fire extinguishing systems to be posted at the
operating station.

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1.23 Fire Safety Plans to be fully legible and to be in the working language plus either English
or French. Frequently, fire safety plans are found to be old and faded.
1.24 Loose wiring, often found particularly in the accommodation, to be put in a correct
condition.
1.25 Operational test of the main and emergency fire pumps, there should be no gland
leakage and the priming device for the emergency fire pump must function if this pump is
installed above sea level. Instructions for use of emergency fire pump to be clearly posted.
1.26 Paint cans or other containers containing, flammable liquids to be stored in the paint
locker.
1.27 Any soft patches on piping to be removed and new piping inserted. This applies to any
piping on the vessel.
1.28 Test means of communication between bridge and steering room.
1.29 Change over procedures for emergency steering to be posted in the steering room and
the bridge.
1.30 Rudder indicator position on the bridge must coincide with the actual position of the
rudder.
1.31 Manoeuvring diagram to be posted on the bridge.
1.32 Repair any oil leaks from engine room machinery.
1.33 Engine room bilges to be clean and deck plates to be free of oil/grease.
1.34 Repair any oil leaks from hydraulic pumps on deck machinery.
1.35 All engine room lights to have flame proof covers.
1.36 Engine room ventilation flaps to fully inspect. These have to seal correctly and be easy to
operate.
1.37 Crew to be fully trained for a fire drill and lifeboat launching drill. This is a very
important item, there have been several detentions when the crew failed these drills. The
PSC will review all logs which indicate that fire and boat drills. The PSC will review of logs
which indicate that fire and boat drills have been held, and also review the ships Training
Manual.
1.38 Examination of the crews lifejackets, check the expiry dates of batteries on the lifejacket
lights.
1.39 Examination of lifeboat provisions, and equipment, operation of motor lifeboats.
1.40 Operational test of the emergency generator under load, check that all the emergency
lighting is working. Method of operation to be clearly posted.
1.41 Examination of fireman’s outfits, check that the crew is knowledgeable about the
operation of the breathing apparatus. Check that all equipment is in place and also check
the date of the last refilling of the air bottles. All air bottles are to be interchangeable.
1.42 Check the last servicing dates of the portable and fixed fire extinguishers. Check that
the operational controls of the fixed extinguishers is in order.
1.43 Test the steering gear and associated alarms in all modes of operation and from all
control locations.
1.44 Operational test of the oily water separator and the 15 ppm overboard discharge alarm.
The PSC will expect to see a functional test of the sensor controlling the solenoid or three
way valve returning the oily water to the sludge tank. To make this easier to demonstrate,
make a return pipe from the overboard discharge line emptying into a funnel which leads
back to the sludge tank. By using a funnel arrangement it prevents any unwanted
discussion as to whether the return pipe is used to bypass the filter. By using this
arrangement the overboard valve can be closed and prevent any possibility of overboard
contamination while carrying out testing. The PSC will also review the SOPEP.
1.45 Examination of vent pipes and closing devices, there must be no holes, patches or
missing balls, etc. Vent screens for fuel tank vents to be properly screened 30 x 30.
1.46 Examination of vents to the engine room and mast houses.
1.47 Examination of the watertight integrity: main deck, doors, vents leading into cargo
holds, etc.
1.48 Inspection of bulkheads for any unauthorised penetrations of piping or wiring.
1.49 Inspection of the crew quarters. Although this is not a class item it is worth mentioning
as the PSC will check on the crews quarters and from this they will receive a certain
impression about the vessel. Poor condition of the crew’s quarters will lead to a greatly
intensified PSC inspection of the rest of the vessel.
1.50 Check of Muster List and Emergency Instructions to see that it is correctly prepared as
per SOLAS requirements.

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 DEALING WITH THE PSCO DURING INSPECTION

The master should select a room for the opening meeting that is quiet and comfortable, and have all the
certificates and documentation ready for checking. The reports of previous Port State Inspections should
also be at hand. All questions asked by the PSCO should be responded to in a honest and straightforward
manner.

Should there be some deficiencies that have already been identified by the ship’s staff, and repairs are in
hand, it is better to inform these to the PSCO so that when he sees them he may not consider them as
detainable and would only want to see the repairs after completion.

When the PSCO is ready to make an inspection of the ship, a senior officer should be assigned to
accompany him. That person should be familiar with the ship and have the necessary keys with him to
ensure that all spaces can be readily accessed. If a spare crewmember or a cadet were available, his
attendance would also be recommended. If anything needs immediate attention or if assistance needs to be
called, that person could attend to such matters without the flow of the inspection being disrupted.

The officer should be vigilant and not afraid to point out and immediately rectify discrepancies that appear
during the inspection, rather than risk the PSCO identifying the discrepancies himself. Being able to fix
things on the spot is an indication of being well organized. Even if something does not work or needs
adjusting but cannot be fixed Immediately, move on and let the PSCO return later. This could save a
second visit to the ship.

First impressions are very very important.

Before boarding the PSCO is likely to walk along the quay and look at the general condition of the ship, the
state of the mooring lines and whether or not the draught and load line marks are present and readable.
The condition of the paint work, signs of corrosion, tank leakage or unrepaired damage would give the
PSCO an immediate impression of the standard of care and maintenance on board.

Subject to favourable first impressions, the initial inspection should largely be limited to checking the ship’s
certificates and manning arrangements.

It is however becoming common practice for the PSCO to also “walk around” the ship to check its overall
condition and to see that the ship is actually in the condition that the certificates suggest it should be.
Deficiencies related to overdue statutory surveys are common.

If during the walk around, the PSCO starts off finding little wrong, the inspection is likely to be concluded
fairly rapidly. A check on the internal structure would not normally be undertaken at this stage. Further, the
PSCO would be likely to rely on visual signs to if equipment is being regularly used and tested. Paint in the
davits or rusted harbour pins could, for example, indicate that the lifeboat had not been recently lowered and
this might conflict with statements in the logbooks concerning the carrying out of boat drills.

Discrepancies of this nature could encourage the PSCO to believe that sufficient clear grounds existed to
justify moving onto to a more detailed inspection. A request for a drill to be conducted might be one
approach that the PSCO takes, and it would provide him with an opportunity to communicate with the crew
and the see how well the crew members communicate with each other.

The PSCO would also be likely to want to check the living and working conditions on board with a view to
verifying that the ship conformed to standards laid down in ILO Convention. No.147. A visit to the engine
room and a tour of the accommodation and galley should therefore be expected, with the PSCO paying
particular attention to hygiene and safe practices.

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 TYPICAL DEFICIENCIES
COMMONLY REPORTED BY PORT STATE INSPECTORS
AND SUGGESTIONS FOR TESTING AND REPAIRS

1. FIRE MAIN

2. EMERGENCY FIRE PUMP

3. LIFEBOAT DAVITS

4. LIFEBOATS

5. EXPOSED DECK ITEMS AND FITTINGS

6. ELECTRICAL EQUIPMENT

1. FIRE MAIN

Common deficiencies

1.1 Leaks at flanges, welds or pipe clamps

1.2 Localized heavy corrosion, thinned pipe wall or holes
1.3 General corrosion, heavy scale
1.4 Hydrant wheels, broken or missing

Method of investigation

• Visual examination
Remark: the pipeline should be examined on its full length on exposed decks; obstacles should be
cleared.
• Hammer testing
Remark: If the steel cannot resist the hammer test, that means only 1 or 2 mm left!
Also bear in mind the PSC inspector will not be shy!
• Pressure test
Remark: The pipeline should be examined under pressure on its full length and hammer tested under
pressure; this is the best way to detect potential problems.
• Ultrasonic gauging
Remark: US gauging is normally not necessary on fire main; This may be necessary in case there are
still doubts about the condition.

Method of repair

• The only efficient method of permanent repair is Pipe renewal, full section flange to flange.

• Any other type of repair may be accepted for a very limited period, i.e. till next port, or next repair
facility, only in case it is not possible to repair on the spot.

• Temporary repairs carried out at sea by way of clamping or cold repairs should be attended to in port.

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 2. EMERGENCY FIRE PUMP

Common deficiencies

2.1 Prime mover not starting

2.2 Prime-mover starting, but starting phase too long
2.3 Prime-mover starting, but no priming and/or delivery pressure insufficient
2.4 Prime-mover starting, but unable to sustain load for the required period of time

Method of investigation

• Visual examination
Remark: the pump should be examined before starting for general condition, then under operating
condition.
• Starting test
• Working test, under load for 10 minutes minimum
Remark: During this test, one should look for abnormal leaks at stuffing box, leaks on exhaust pipe, abnormal
noise. The pressure should be checked at the gauge, and two hoses should be prepared, one on forecastle
deck, one on poop deck, discharging simultaneously with powerful jets.
Remark: In many cases, the vessel will be in light condition, with very shallow draft, and the pump may
show difficulty in priming because of the suction head. The Emergency fire pump must be capable of
priming in any circumstances, whether at sea or in port. It is the Master’s responsibility to maintain a
sufficient draft at all times, so as to enable the pump to deliver the required pressure.

Method of repair

• The only efficient method of permanent repair is a complete strip down of the prime mover and the pump
in a qualified workshop, with re-conditioning and full testing on board.
Note: The pump should be overhauled systematically during the Class Special Survey Machinery, irrespective
of the number of working hours.

3. LIFEBOAT DAVITS

Common deficiencies

3.1 Lifeboat unable to launch

3.2 Lifeboat can launch, but launching phase too long
3.3 Davit structure corroded, thinned, or wasted, locally or generally
3.4 Davits bent or buckled
3.5 Blocks, pulleys, hooks and shackles corroded, seized, worn out
3.6 Winch brake not operable or inefficient
3.7 Davit falls rusty, excessively dry, showing broken strands
3.8 Davit falls too short, or no date for renewal and <<turning end-to-end>>
3.9 Deck in way of davits foundation corroded, thinned or repaired by doubler-plate(s)

Method of investigation

• Visual examination
• Hammer testing (davit structure)
• Launching test

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Methods of repair

3.3, 3.4: Steel renewal

3.5: Renewal of loose gear
3.6: Renewal brake lining
3.7, 3.8: Renewal of falls with suitably certified wire
3.9: Deck plate renewed with inserts

4. LIFEBOAT

Common deficiencies

4.1 Hull perforated or corroded (Steel/Aluminum), or rotten (wood) or unapproved repair (GRP)
4.2 Buoyancy tanks perforated, deformed, de-laminated (GRP),
4.3 Lifting bar under hook, corroded and/or keel connections corroded
4.4 Bench(es) broken, cracked
4.5 Watertight containers holed, corroded, deformed
4.6 Missing loose equipment. Ex. sail
4.7 Missing fixed equipment
4.8 Loose or fixed equipment; rotten/corroded/wasted/broken
4.9 Food rations, drinking water, gas oil etc., insufficient or out-of date
4.10 Motor not starting, or cannot take the load
4.11 Propeller shaft not rotating or gearbox not functioning correctly

Method of investigation

• Visual examination
Remark: The boat should be cleared of any unwanted item from the boat, for proper visual inspection
• Knife test (wooden parts)
• Pressure test (hull, buoyancy tanks)
• Working test (motor)

Method of repair

4.1, 4.2: Whether the boat can be repaired or not will depend the result of the investigation.
4.3 to 4.8: Renewal or relevant part or equipment
4.9: Missing consumable(s) to be supplied
4.10, 4.11: Motor, clutch and shaft to be taken to workshop for overhauling, re-conditioning and testing
on board after repair.

5. EXPOSED DECKS ITEMS AND FITTINGS

Common deficiencies

5.1 Air-pipes holed, closing device missing or not operating

5.2 Weather doors holed, bent, packing missing or deteriorated, packing channel corroded, dogs
missing or door not closing properly
5.3 Ventilator casing(s) holed, closing device(s) missing or not operating
5.4 Fire-dampers stuck, frozen, flap missing, handle positions unmarked
5.5 Guard-rails missing, broken or bent
5.6 Bulwarks holed, corroded or cracked
5.7 Bulwark stays wasted, cracked holed, bent
5.8 Companionway casing(s) holed, cover(s) holed, packing missing, deteriorated, hinges corroded,
securing nuts/bolts missing or broken
5.9 Hatch coming perforated, thinned locally corroded

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5.10 Hatch cover plating holed, corroded, thinned locally, doubled up, securing devices missing of
weakened, stiffeners corroded, operating gear not working, packing defective and leaking

Method of investigation

• Visual examination
Remark: all covers, fire dampers, closing devices, Weathertight doors, should be operated
• Hammer testing
Remark: If the steel cannot resist the hammer test, that means only 1 or 2 mm left!
Also bear in mind the PSC inspector will not be shy!
• Leak test (hatch covers)
Remark: usually hose test, but other testing means can be used.
• US gauging (hatch covers, coamings, bulwark)

Method of repair

Steel or packing renewal, as applicable

6. ELECTRICAL EQUIPMENT

Common deficiencies

4.12 Cable ducts on exposed decks deteriorated or destroyed

4.13 Light fittings on exposed decks corroded, not secured, cover missing, bulb missing, naked wires
4.14 Non-approved temporary connections (flying cables)
4.15 Light fittings in Engine spaces: missing bulbs, missing covers, naked wires
4.16 Emergency source of power deficient (batteries or diesel generator)

Method of investigation

• Visual examination
• Insulation test, if considered necessary

Method of repair

5.1 to 5.4: Renewal of missing, damaged component, removal of flying cables, as relevant.
5.5 Renewal of batteries, overhauling & re-conditioning of diesel engine and
emergency alternator.

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