Australian Maritime Safety

Authority

Port State Control Regulations &

Compliance

PSC Should not be something to fear

AMSA Vision

AMSA’s vision is:

Safe shipping, clean seas and saving lives

Reflects the fact that AMSA has carriage of ship safety as well as emergency response related to the safety of the environment and safety of life

AMSA Mission

Ensuring Safe Vessel operations

Both as a flag state and as a port state

Combatting Marine Pollution

As the lead agency for the national plan and pollution response

Rescuing People in Distress

As the federal response agency for air and sea rescue

Operating Environment

Australia is the largest island nation in the world

3rd largest EEZ – 10 million km2

60,000 km of coastline with 12,000 islands

79 ports receive about 27,000 international visits

10% of earths surface equates to SAR Region

10% of world sea trade

Covers 5 of the world’s ocean climate zones

6 maritime boundaries

AMSA2.0 - Reorganisation

Operations (North, East, South, West)

17 Offices covering over 70 Ports

Ship Inspection – what’s it all about?

Ensuring seaworthiness &

safe operation of

Australian & foreign ships

in Australian waters

How we do this?

Port State Control (PSC) and Flag State

Control (FSC) inspections

Compliance with international safety &

environmental protection standards

Ships identified for inspection based

on factors such as ship type, age and

inspection history

Ships found to have major

deficiencies are detained

Deficiencies in 2016

During the calendar year of 2016 there

were:

8942 deficiencies issued of all kinds

(there were 9484 in 2015, so a drop

of 542 or 5.7%)

246 detainable deficiencies issued

(there were 347 in 2015 giving a

drop of 101 or 29.0%)

deficiencies per inspection is 2.4

(little changes of 2.3 in 2015)

2015 – PSC inspections by ship type

2016 – PSC Inspections by Ship Type

Bulk carrier

Chemical tanker

Combinationcarrier

Container ship

Gas carrier

General cargo/multi-purposeshipHeavy loadcarrier

High speedpassenger craft

Livestockcarrier

MODU or FPSO

NLS tanker

2015 – PSC inspections by ship type

2016 – PSC Inspections by Ship Type

2015 – PSC inspections by ship type

Ship arrivals in Australian ports for 2016

2015 – PSC inspections by ship type

inspection, detentions and deficiency rate

2015 – PSC inspections by ship type

Snapshot comparison to previous year

2016 – PSC Deficiencies percentage per inspection by ship type

PORT STATE CONTROL IN AUSTRALIA

Targeting and Risk

Risk Factors & Inspection target rates

Ship arrivals by Risk Factor

Inspection Priority

Ship Arrivals Eligible Ships Ships Inspected Inspection Rate

2015 2016 2015 2016 2015 2016 2015 2016

Priority 1 692 610 487 349 459 334 94% 95.7%

Priority 2 727 696 385 416 343 338 89% 81.3%

Priority 3 1,956 1,859 1403 1,332 1074 868 77% 65.2%

Priority 4 3,807 3,958 3143 3,864 1623 1,880 52% 48.7%

Totals 7,182 7,123 5418 5,961 3499 3420 65% 57.4%

Inspection targets and inspection rates

Effort is directed at high

risk vessels

Low priority ships get

inspected less than other risk

groups.

Number of deficiencies according to vessels risk factor

Top 5 – Detainable Deficiencies 2014-16

PORT STATE CONTROL IN AUSTRALIA

MLC 2006

Maritime Labour Convention

•What does it mean …..

•MLC outlines minimum requirements for the world’s 1.4 million seafarers with regard to their health and welfare.

Maritime Labour Convention 2014 - 2016

MLC related deficiencies 2014 2015 2016

Number of MLC deficiencies issued 1652 1443 1091

Percentage of total deficiencies 15.1% 15.2% 12%

MLC deficiencies per inspection 0.4 0.4 0.3

Number of detainable MLC deficiencies 21 26 20

Percentage of total detainable

deficiencies 5.5% 7.5% 8%

Vessels banned for repeated breaches

of MLC requirements 1 1 1

In summary …. Less MLC deficiencies and less per

inspection but a steady increase in detainable

deficiencies and detentions.

Maritime Labour Convention

So why are ships getting detained:

• Non payment of wages

• Excessive service period (see MN 17/2016)

• Lack of provisions

• Hours of work and rest

• Sanitary and recreational facilities

MLC – recent questions

Exemptions in respect to hours of work and rest.

On this issue AMSA notes that standard A2.3.14 states:

“Nothing in this Standard shall be deemed to impair the right of the master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea.

Accordingly, the master may suspend the schedule of hours of work or hours of rest and require a seafarer to perform any hours of work necessary until the normal situation has been restored. As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest.“

Maritime Labour Convention

MLC – Onshore complaints

AMSA notes that the number of Onshore complaints has

increased over time and we are aware these may not

always be valid.

2014 2015 2016

Complaints received 114 132 132

Unsubstantiated complaints 19% 32% 39%

Issues from complaints received 197 220 181

Note: there has been a general trend of unsubstantiated

complaints increasing.

PORT STATE CONTROL IN AUSTRALIA

PSC is still evolving, what is changing?

PSC into the future – Why change?

PSC processes are changing both within AMSA and within the MOUs.

These changes occur to take account of the need to:

• React to new requirements adopted by the IMO (and ILO)

• Ensure that the process of MOUs are as consistent as possible

• Ensure that issues identified are not ‘lost’ due to internal process rules

• Make PSC Efficient

PSC into the future – New obligations

Atmosphere Testing equipment

From 1 July 2016 PSCOs have been looking at the carriage of atmosphere testing equipment required by changes to Chapter XI-1/7 of SOLAS. This equipment has to be a ‘4 gas meter’ covering O2, CO, H2S and a flammable gas.

Such equipment should be listed on the Form E to the Safety Equipment Certificate.

Note: Enclosed space entry drills required from 01 July 2015 mean that ships should really be carrying this equipment since then (noting MSC/Circ.1485 suggest implementation should be as soon as practical)

PSC into the future – Changed processes

Deficiencies remain ‘live’ for 24 months

As a result of decision made at the IOMOU and TMOU all deficiencies will now have a 24 month life in the APCIS and IOCIS systems. This is in line with the period the ships are required to maintain PSC records.

As a result APCIS, IOCIS and Australia's ShipSys (NAVIS) will alert PSCO’s to all outstanding deficiencies that have not been closed out.

The From B will include all outstanding deficiencies.

PORT STATE CONTROL IN AUSTRALIA

Don’t forget … PSC also covers cargo!

Bulk Cargoes – IMSBC Code

The IMSBC code is mandatory through SOLAS Chapter VI and the obligations placed on the master are subject to PSC.

The master must ensure they have: o Cargo information before loading; and

o An agreed plan; and

o Established a process for ensuring the plan is being

followed.

IMSBC Code – Liquefaction

Because some materials (even iron ore when transported as ‘fines’) can liquefy

Bulk Carriers are not designed for a ‘mobile’ cargo and their stability may

be inadequate. If the cargo shifts (suddenly or gradually) the vessel may list dangerously and/or capsize. Capsize can be sudden

Iron ore fines before

and after

liquefaction

PORT STATE CONTROL IN AUSTRALIA

Vessel Banning

Refusal of Access … or Banning

Section 246 of the Navigation Act 2012 allows AMSA to direct that:

A vessel must not enter or use any port, or a specified port/s, in Australia or the exclusive economic zone (EEZ) of Australia.

The direction document will detail the duration ….. Essentially the ship cannot enter or use and Australian port for that period.

Note: This does not prevent the use of ports in distress situations

Refusal of Access, General principals

This process may look like this:

• This covers individual ships but AMSA will also react to the poor performance of ships belong to an operator as a whole for breaches of Australian law.

• Such action may be combined with, or in addition to, action against individual vessels

Port Hedland incidents reported to AMSA

The number of incidents reported to AMSA by ships in Port Hedland is more than in comparable ports.

Most incidents reported to AMSA in Port Hedland are

• main engine failures and slow downs

• mooring line failures

• navigation and GMDSS equipment failures

• engine room machinery & steering gear failures

• LSA & FFA deficiencies

AMSA Form 18 Incident Alert

AMSA Form 19 Incident Report