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Sunday, December 17, 2017

Downward trend in number of detentions – Paris MoU

The 2003 Annual Report of the Paris MoU on Port State Control was published on 5 August 2004. The Report shows that the number of ships inspected has shown a steady increase from 1996, when the number of inspections was 10,256, until 2003, when the number of inspections was 12,382. The number of detained ships indicates a positive downward trend from 2000 when the number of detentions was 1,764 until 2003 when the number of detentions was 1,428. The detention rate as a percentage of inspections has been reduced from a maximum of 11.21% in 1995 to 7.05% in 2003.

The highest inspection rates of ships calling were in Croatia (49%), Canada (47%) and Spain (39%) and the lowest were in Iceland (24%), Netherlands (24%) and Portugal (25%). The largest number of inspections - 6,446 - was carried out by Italy.

The amendments of the port State control Directive from the European Commission contained in the so-called “Erika I package” have been implemented by all Paris MOU members, thereby extending their scope across the Atlantic and along the Russian coast line. A three-tier approach has made it much more difficult for substandard ships to operate from ports in the region:

  • The enhanced targeting criteria have enabled port States to give priority to ships with a higher risk profile.
  • Ships with a good safety record are less likely to be inspected every 6 months.
  • Expanded inspections for certain ship types and ships with a high target factor have revealed defects which otherwise perhaps would go unnoticed.

The risk of a Paris MOU-wide refusal of access (banning) after multiple detentions has already been shown to be an effective deterrent. Owner, FlagState and, when delegated, the classification society, are said to form the “Triangle of Compliance”. If all parties are quality minded there is a strong bond and the involvement of port State control should be minimal. The Report says that the role of classification societies is significant in the drive for improvement.

The Report singles out Albania, Sao Tome, North Korea and Bolivia among the very high risk flag states. However, there are only a total of just over 50 tankers under these flags, mainly small ones. Of more concern to the tanker industry is that Turkey with 166 tankers and St. Vincent and Grenadines with 87 tankers are also among the very high and high risk flags and Panama, Malta and Cyprus with 1408, 341 and 202 tankers respectively are on the medium risk list. (The number of tankers is taken from the LR Fairplay database and includes newbuildings.) Relatively large flag states high up on the white list include Demark, China, Norway, Liberia, the United States, Netherlands, Germany, Isle of Man, Sweden and, the best, the United Kingdom.

The Paris MoU has closely monitored the performance of classification societies. All IACS societies perform within +/-1% of the average of a performance ranking that works according to the same principles as for flag states, but that includes “class-related detentions”. A more interesting statistic would be a rating of total detentions by Class and related to flag as Class also do the main part of the statutory surveys, which in practice mean that most detentions are class-related.

The detention Review Panel, as advocated and championed, became a permanent feature of Paris MoU in 2003. In 2003 the Paris MoU received 6 official requests for review. In 3 of these cases it requested the port state to reconsider its judgement.

Tankers and combined carriers had a detention percentage of 4.66% for 2003 and chemical tankers had a detention percentage of 5.50%, which is below the overall average of 7.05% for 2003.

There has been some delay in introducing the Paris MoU reward system. The criteria will take account of:

  • The flag of the ship, which should appear on the White List
  • Whether an IMO self-assessment form has been submitted to the MoU
  • The performance record of its classification society
  • The PSC history of the ship.

The potential reward for operators is a reduction in the inspection burden, which at the same time will enable port state control authorities to direct their resources more effectively. It is anticipated that the reward system will start in January 2005.

The 2003 Paris MoU annual report is available on the following link

Contact: Jan Svenne