AMSA

2023 PSC REPORT

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Fleet Circular
FIRE DAMPERS

Deficient fire dampers are a leading cause of detention. The purpose of a fire damper is to be able to stop the flow of air
into a space to help stop a fire in an emergency. Correct operation of the dampers can usually be checked without
needing to open the casing because of the sound that can be heard.

Common fire damper issues include:

• holes caused by corrosion and rust

• not closing at all or completely
• excessive effort required to open and close the damper.

If these issues are found, your ship will be detained until it is fixed.

Routine checks and maintenance must be done to make sure fan mechanism and attachment of discs/louvers to shafts are
effective. When checking fire dampers regularly and before an inspection, make sure to check:

• they are properly marked open and closed

• the locking pins are free to be removed without excessive effort
• the operating handles are free to move without excessive force
• the operation is smooth and operates through the full range of motion.

Holes in fire damper Fire damper stuck in closed position and it has been cut in half to let air escape. Fire damper is rusty, stuck almost open and unable to move.

EMERGENCY FIRE PUMP

The emergency fire pump must be able to adequately pressurize the fire main.

If the emergency fire pump is non-operational, your ship may be detained. If we find the following conditions,
your ship will be detained:

• The pump is not able to perform at or between any draughts and no appropriate level equivalent level of
safety such as a connection to shore water has been provided.
• The pump is disabled due to draught.

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Fleet Circular
FIRE ISOLATION VALVE

Fire main isolating valves are also an important component of the fire system and its operation will generally be
checked during the inspection. Our inspector may test the engine room fire main isolating valve during the
emergency fire pump test.

When maintaining and checking the emergency fire main isolating valve regularly and before an inspection, make
sure to:

• test and check the condition of the fire hoses, nozzles and main
• test the fire pump and make sure it works without external priming (unless class approved)
• if fitted, test the fire pump priming system is working correctly.

Fire hose that is attached on a ship. It has holes and water is leaking out Holes in the fire main of the ship are causing water to leak out

HOURS OF REST AND FATIGUE

Fatigue is a safety hazard as it can reduce your ability to do your job, affects your wellbeing and can lead to accidents.
Not enough sleep, night work, irregular and long working hours, repetitive tasks and high work demands can all lead to
fatigue. Fatigued individuals suffer poor judgement and make bad decisions. You need to manage the risk of fatigue.

Reduce fatigue as a seafarer by:

• take regular breaks

• eat and exercise regularly
• rotate work tasks
• take naps if you can’t have a long break
• see a doctor for treatment if you think you have a sleep disorder such as insomnia or sleep apnoea

Reduce fatigue as a master or person in charge can do:

• Provide enough staff and resources to conduct tasks safely and effectively.
• Make sure schedules include work hours, rest periods and long sleep breaks. Keep reassessing and changing
where necessary.
• Offer fatigue awareness training to seafarers and other workers.

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 • Arrange napping plans to use when long periods of sleep are not available. Naps are a good boost of alertness but
they do not replace the need for a long period of sleep.
• Altering the ships work areas to support alertness when working such as bright lights and air ventilation.
• Altering the ships sleep areas to support sleep when resting such as dim lighting and quiet spaces if possible.

ALLOWANCES

Seafarers must be paid in full every month as required by the MARITIME LABOUR CONVENTION 2006. If there is not a
proper record of payment or the records are found to be untrue, the ship may be detained until crew are paid their
outstanding wage and agreements are in place for regular payment.

FOOD

There should be food of appropriate quality, nutritional value and quantity that meets the needs of the crew taking into
account the differing cultural and religious backgrounds onboard. If inspectors find there is not enough, the ship may be
detained until enough food is supplied for the rest of the trip.

LIFEBOAT

Lifeboats are essential for crew safety in an emergency. They must be checked and maintained regularly and before
an inspection. Routine checks and maintenance must be done by properly trained crew members and following the
manufacturer’s instructions.

Our surveyors will require additional lashings before entering the lifeboat.

When checking lifeboats regularly and before an inspection, make sure to:

• Check the release system and interlock is set correctly.

• If fitted, check the indicators are clear and in correct position.
• Keep the instructions secured in the boat.
• Check the lifeboat’s painter release is operable.

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 • Check the engine has enough fuel and is de-watered as necessary.
• Turn the lifeboat on and make sure there is no start delay.
• Test the propulsion allows it to go ahead and astern and that it can be steered in all directions.
• Keep the engine starting batteries maintained and in good condition.

Lifeboats may be found deficient if any of these cannot be properly demonstrated. If this happens, the ship will be
detained until a lifeboat technician can fix it.

LIFEBOAT HOOK AND RELEASE SYSTEMS

Most lifeboats in use have a hook and release system that are either:

• Off-load: the boat is floating and the weight must be off the hooks before they can be opened.
• On-load: the hooks can be opened with the load of equipment and people inside the boat.

Both types have to be regularly checked, maintained and used properly so that there is no risk that the lifeboat
will fall from any height with people onboard.

HYDROSTATIC OVERRIDE

The release levers may look to be in position and reset, but the deficiency occurs when each of the devices in the
release system are not maintained in their original condition.

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MORSE CABLES

Morse cables (similar to brake cables on a bicycle) are common connections between the hydrostatic unit and the
interlock, and also between the release lever(s) and the hooks.

Problems that can occur with the morse cable:

• Moisture can damage cables and cause rust.

• Loose or missing cable clamps can cause the morse cable to break.

These issues can cause:

• mechanisms to become stiff to operate and need excessive force

• one hook to release
• one hook to release before the other.

COMMUNICATION EQUIPMENT

Ship radio systems are important tools for safe navigation and communication in an emergency.

When checking communication equipment regularly and before an inspection, make sure to check:

• The MF / HF DSC by making a test call and getting an answer—make a record of it.
• The VHF DSC by making a test call and getting an answer—make a record of it.
• The Inmarsat C system by sending a link test—make a record of it.
• The appropriate navarea is selected for reception of maritime safety information—and records are maintained.
• All communications can be properly operated on reserve power.
• All radios are installed properly and the power supply is in good condition.
• That operators are familiar with the equipment.
• The 406MHz emergency position indicating radio beacon is stored properly and regularly tested in case of
emergency.

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If any of these are found to be deficient, your ship may be detained.

EMERGENCY GENERATORS

As with the communications equipment, the emergency source of power to other critical systems is very important.

As part of our standard port State control inspection, we will generally request a demonstration of the emergency
generator. This will usually be simply a no-load, manual start or if fitted, auto-start based on a simulated black-out
condition. The test requested will not impact upon shipboard operations. We find examples where either the generator
will not start or if started, will not provide power as required.

When checking the emergency generators regularly and before an inspection, make sure to check:

• The generator starts and it is in good condition.

• The means of starting are working and in good condition.
• The required onboard crew are familiar with running the emergency power supplies.
• When running, that the generator supplies the right voltage and frequency.
• The safety management system onboard includes the above steps for regular checks.

If any of these are found to be deficient, your ship may be detained.

OILY WATER SEPARATOR (OWS)

The OWS is designed with two main elements:

• the separator that separates oil and water

• the discharge monitoring device that measures the oil content of the discharged liquid.

An operational OWS is the evidence that we require to be reasonably certain that the ship complies with MARPOL.

The permitted level for oil discharge is generally 15 parts per million oil in water—a concentration at which oil is not
normally visible. If permitted oil content levels are exceeded, an alarm is triggered and the discharge is shut down.

When checking OWS regularly and before an AMSA inspection, make sure to check:

• all oil record book entries completed according to MARPOL

• OWS is working properly
• that there is no oil in the discharge
• the alarm and stopping device is operational.

If any of these are found to be deficient or your oil record book is not
accurately filled out, your ship may be detained.

If clear grounds exist, our inspector may also ask for a section of
piping after the monitor be removed for internal inspection.

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Fleet Circular
SEWAGE TREATMENT PLANT (STP)

If a vessel is fitted with a STP it should be operational, but may not be in operation if the vessel is directing sewage to a
designated sewage holding tank.

Our surveyors regularly find that the STP is not being operated correctly, often being turned on just before entering
Australian waters and the plants that use bacteria to process the sewage do not have enough time to produce bacteria. Our
inspectors have found internal chambers to be severely wasted, or valves incorrectly positioned so that raw sewage may
be inadvertently discharged overboard.

When checking the STP regularly and before an inspection, make

sure to check:

• that the ships crew are familiar with the operation and maintenance of the treatment plant
• the treatment plant is operated as required by the manufacturer’s instructions and in compliance with MARPOL
• the safety management system onboard includes the above steps for regular checks.

ISM

The purpose of the international safety management code (ISM code) is to provide an international standard for the safe
management and operation of ships and for pollution prevention.

Under the ISM code, the operator of the ship is required to have and maintain a safety management system to make sure
that there is safe systems for all operations on board.

During your regular checks and before an inspection, make sure to check:

• The safety management system on your ship:

o is up-to-date and accurate
o includes all the functions of the ship including emergency systems like firefighting and life-saving
equipment.
• The overall condition of your ship:
o Maintenance systems are effective.
o Lifesaving, fire fighting and communication systems are ready for use.
o Training in emergency arrangements are effective.
o Defects are identified, reported and acted upon in a timely manner.
o Crew are aware of their roles and responsibilities.

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Fleet Circular
A deficiency noted by our inspectors may require a more detailed inspection of the safety management system. You may
also be issued multiple deficiencies: an ISM detention as well as other deficiencies issued under other regulations and
conventions.

Other ISM deficiencies are normally given a code and three months to properly rectify, fix and document the changes to
the safety management system.

There is evidence during an inspection that there are several deficiencies which are related to one particular area—for
example fire-fighting capabilities or life-saving appliances. Where vessels are mandated to have an ISM system they will
have on board a safety management system. The purpose of the code and the safety management system is to provide a
safe system for all operations on board. Numerous deficiencies in one area may indicate that the safety management
system itself has failed in some way—either the deficiencies have resulted from something that is not adequately covered
in the safety management system, or the safety management system adequately covered the issues but was not effectively
implemented on board.

LOAD LINE

A load line or water line are lines on the side of a ship's hull that show where a ship can be legally loaded to.

There is ship equipment related to the load line that ensures weathertight integrity, boyancy, structure strength and crew
protection for the safety of the ship, people and the environment.

Self-closing mechanisms on air-pipes that are not working are a common deficiency found during inspections.

Ballast tank vent on the deck of a ship has a hole . Ballast tank head vent on a ship is rusted and not working. Hatch securing not aligning

When checking load line components regularly and before an inspection, make sure to check:

• Tank air pipe closing arrangements work.

• Hatch securing arrangements work.
• Hatch sealing arrangements work.
• The structure of the ship is in good shape.

Fleet Circular
SHIP ARRIVALS IN 2023
2022 2023 Change
Bulk carrier 14,456 14,493 +0.3% Bulk carrier
Chemical tanker 928 467 -49.7%
Container ship 3,897 4,169 +7.0% Chemical tanker

Gas carrier 1,359 1,475 +8.5%

Container ship
General cargo/ multi-
1,180 1,750 +48.3%
purpose Gas carrier
Livestock carrier 231 239 +3.5%
Oil tanker 842 839 -0.4% General cargo/ multi-
purpose
Passenger ships 488 1,075 +120.3%
Livestock carrier
Vehicle carrier 1,439 1,140 -20.8%
Other 1,954 3,116 +59.5% Oil tanker

Total arrivals 26,774 28,763 +7.4%

INSPECTIONS BY LOCATION (TOP 15 LOCATIONS IN 2023)

% of 400
%
Port 2022 2023 total in
Change
2023 350
Port Hedland 204 367 +79.9% 13.1%
300
Newcastle 294 318 +8.2% 11.4%
Brisbane 176 256 +45.5% 9.2% 250
Fremantle 246 256 +4.1% 9.2%
200
Melbourne 235 249 +6.0% 8.9%
Dampier 119 210 +76.5% 7.5% 150
Sydney 204 177 -13.2% 6.3%
100
Gladstone 93 100 +7.5% 3.6%
Hay Point 82 79 -3.7% 2.8% 50

Townsville 77 78 +1.3% 2.8%

0
Port Kembla 61 77 +26.2% 2.8%
-50
Geelong 70 76 +8.6% 2.7%
Darwin 65 67 +3.1% 2.4%
Port
77 64 -16.9% 2.3%
Adelaide
Geraldton 74 58 -21.6% 2.1%

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Fleet Circular
DEFICIENCIES BY CATEGORY AND SHIP TYPE
Structural
Total
Ship type / Operational Human Factor ISM MLC
deficiencies
Equipment
Bulk carrier 2153 591 588 217 553 4102
Chemical tanker 30 7 4 5 15 61
Combination carrier 5 2 0 1 0 8
Container ship 654 192 102 48 164 1160
Gas carrier 43 3 6 4 4 60
General cargo/multi-purpose
372 117 130 46 112 777
ship
Heavy load carrier 14 1 5 1 0 21
Livestock carrier 34 6 9 1 5 55
NLS tanker 12 3 0 0 10 25
Offshore service vessel 34 16 9 1 3 63
Oil tanker 107 16 15 3 21 162
Oil tanker/chemical tanker 78 24 18 2 22 144
Other types of ship 45 37 14 3 8 107
Passenger ship 46 12 32 5 15 110
Refrigerated cargo vessel 11 13 8 2 17 51
Ro-ro cargo ship 16 12 7 1 0 36
Special purpose ship 8 2 0 0 4 14
Tugboat 75 29 14 2 5 125
Vehicle carrier 145 45 49 12 44 295
Wood-chip carrier 56 16 11 4 28 115
Totals for 2023 3938 1144 1021 358 1030 7491

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Fleet Circular
SHIPS ISSUED WITH DIRECTIONS
Ship name (IMO number) Flag Direction Issue date Expiry
MSC KYMEA II (IMO Refused access for three
Liberia 27/02/2023 28/05/2023
9334844) months
FLEVOGRACHT (IMO Refused access for three
Netherlands 18/03/2023 16/06/2023
9509956) months
BABUZA WISDOM (IMO Refused access for three
Panama 03/06/2023 01/09/2023
9524815) months
BBC WESER (IMO Refused access for three
Antigua and Barbuda 12/06/2023 9/09/2023
9347047) months
BBC PEARL (IMO Refused access for six
Antigua and Barbuda 10/07/2023 05/01/2024
9504786 months
MSXT EMILY (IMO Refused access for one
Liberia 23/08/2023 22/08/2024
9929302) year
Refused access for 90
BIG LILLY (IMO 9150406) Marshall Islands 29/09/2023 29/12/2023
days
BBC JADE (IMO Refused access for three
Antigua and Barbuda 17/11/2023 15/02/2024
9421116) months
CESI QINGDAO (IMO Refused access for six
Hong Kong 23/12/2023 20/06/2023
9672832) months

POOR PERFORMING OPERATORS

Company Name IMO Company Number Issue date
Goldenking Ship Management Co Ltd 5752724 9 November 2023
Klaveness Ship Management AS Limited 5602215 9 November 2023
Trust Maritime Services Private Limited 9687069 29 August 2023
V.Ships Greece Limited 1425464 12 July 2023
Briese Heavylift GmbH & Co KG 6025045 14 April 2023
Marine Ace Company Limited 1333924 24 March 2023
First Marine Service Company Limited 0523249 24 March 2023
Asia Maritime Pacific (Shanghai) Limited 5636883 30 January 2023
MSC Shipmanagement Limited 1535947 30 January 2023
Chugoku Sougyo Company Limited 0724192 23 January 2023
COSCO Wallen Ship Management Company
5177491 6 January 2023
Limited
Marmaras Navigation Limited 0067761 6 January 2023

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INSPECTIONS BY FLAG STATE
Flag State 2019 2020 2021 2022 2023
ANTIGUA & BARBUDA 30 37 36 32 52
BAHAMAS 119 114 89 79 101
BANGLADESH 0 0 1 0 1
BARBADOS 1 2 1 1 4
BELGIUM 3 12 3 4 10
BELIZE 0 0 0 0 0
BERMUDA 17 7 3 4 9
BRUNEI DARUSSALAM 0 0 0 0 0
CAYMAN ISLANDS 29 29 25 15 14
CHINA 63 36 41 52 55
COOK ISLANDS 5 8 9 6 7
CROATIA 0 1 1 0 1
CYPRUS 66 54 57 51 58
DENMARK 24 12 10 15 12
DOMINICA 1 0 0 0 0
EGYPT 0 0 0 0 0
FIJI 0 0 0 0 0
FRANCE 8 3 0 5 3
GERMANY 4 1 3 0 2
GIBRALTAR 2 2 3 4 4
GREECE 63 47 42 24 41
HONG KONG, CHINA 399 330 358 257 277
INDIA 6 5 7 7 7
INDONESIA 0 0 1 1 0
ISLE OF MAN 54 40 42 22 33
ITALY 24 20 9 5 10
JAMAICA 2 0 1 3 2
JAPAN 58 66 49 43 48
KIRIBATI 0 0 0 1 0
KOREA (THE REPUBLIC OF) 37 27 23 30 26
KUWAIT 4 3 3 4 2
LIBERIA 401 399 378 313 446
LIBYA 2 0 1 0 0
LUXEMBOURG 16 5 8 6 6
MALAYSIA 12 8 6 2 7
MALTA 191 184 143 125 136
MARSHALL ISLANDS 405 397 429 353 349

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MONTENEGRO 0 0 1 1 2
NETHERLANDS 22 23 14 21 38
NEW ZEALAND 2 1 2 2 4
NORWAY 70 55 56 49 76
PAKISTAN 0 1 0 0 0
PALAU 0 0 0 0 2
PANAMA 678 703 624 523 568
PAPUA NEW GUINEA 0 1 0 0 2
PHILIPPINES 11 9 7 11 6
PORTUGAL 42 35 34 29 56
QATAR 0 5 3 1 1
RUSSIAN FEDERATION 1 0 0 0 0
SAINT VINCENT AND THE GRENADINES 0 0 1 3 1
SAMOA 0 0 1 0 0
SAUDI ARABIA 2 0 0 1 2
SINGAPORE 289 295 238 248 255
SOUTH AFRICA 0 0 1 0 0
SPAIN 2 1 0 0 0
SRI LANKA 1 0 1 0 0
SWEDEN 7 2 6 7 8
SWITZERLAND 1 1 1 2 2
TAIWAN (PROVINCE OF CHINA) 9 10 10 6 12
THAILAND 6 6 10 4 4
TURKEY 3 1 2 1 0
TUVALU 1 2 1 4 3
UNITED KINGDOM 22 18 16 17 21
UNITED STATES OF AMERICA 2 0 2 8 4
VANUATU 4 3 5 1 6
VIETNAM 0 0 2 1 1
Total: 3222 3021 2820 2405 2797

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RECOGNISED ORGANISATION PERFORMANCE
RO
RO responsible
PSC Detention Detainable responsible as share of
Recognised Organisation Deficiencies Detentions
inspection rate deficiencies detainable all
deficiencies detainable
deficiencies
American Bureau of Shipping
381 827 19 5.0% 29 1 3.4%
(ABS)
Bureau Veritas (BV) 257 857 20 7.8% 26 1 3.8%
China Classification
159 384 8 5.0% 13 0 0.0%
Society (CCS)
CR Classification
14 11 1 7.1% 1 0 0.0%
Society (CCRS)
Croatian Register of Shipping
5 12 0 0.0% 0 0 0.0%
(CRS)
DNV (formerly DNVGL) 1 488 1,249 30 6.1% 44 4 10%
Indian Register of Shipping
3 8 0 0.0% 0 0 0.0%
(IRS)
Korea Classification Society
1 0 0 0.0% 0 0 0.0%
(KCS)
Korean Register of Shipping
118 446 8 6.8% 14 1 7.1%
(KRS)
Lloyd's Register (LR) 365 1,025 26 7.1% 35 0 0.0%
Nippon Kaiji Kyokai (NKK) 906 2,271 53 5.8% 70 7 10.0%
RINA Services SpA (RINA) 89 327 10 11.2% 26 3 11.5%
No class 11 74 1 9.1% 5 0 0.0%
Totals: 2,797 7,491 176 6.3% 263 17 6.5%

For more details visit: https://www.amsa.gov.au/inspections-annual-report-2023/appendix-1-psc-inspection-data

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