Tag: RISK4SEA

PSCO’s checklists have a dedicated LSA section with specific items to be checked. Some PSC authorities issue specific information and PSC findings on LSA equipment (eg AMSA). This a practice to declare the importance of such items and systems. After all, LSA is the type of equipment which aims to provide seafarers protection in case of emergency.

Many operators monitor specific KPIs, but these are not necessarily make the difference; it is not only the detention ratio, but country, port, age, and ship type that matter. Analyzing more than 33,500 inspections and related data from RISK4SEA - the online intelligence platform providing PSC inspection analytics & benchmarking - the global KPIs for the first semester of 2019 show 1.88 deficiencies per inspection, in comparison to the last running quarter which was 1.76. The detention rate is 2.46%, and the clean inspection rate is 52%.

Normally, a vessel entering a port is possible to be subject to a PSC inspection. The vessel is assessed through the PSC regime assessment procedure in order to be categorized as high/standard/low risk vessel or Priority I,II, Non Priority for USCG. One of the elements that is taken into consideration is the type of vessel. So why the type of vessel plays key role to determine the performance category of a vessel?

The Med MoU involves ten Member States: Algeria, Cyprus, Egypt, Israel, Jordan, Lebanon, Malta, Morocco, Tunisia and Turkey. In this rather busy maritime area, there are three important crossings for the world trade: the Suez canal, connecting Indian Ocean/red sea; the Gibraltar straight, connecting Atlantic ocean and the Dardanelles and Bosporus, connecting Black sea.

The UK is part of the Paris MOU PSC Regime. Inspections of foreign flagged ships in UK ports are undertaken by surveyors from the UK Maritime and Coastguard agency ( UK MCA) which publishes details of the foreign flagged vessels detained in UK ports each month.

The North West Europe area, a high density trading route inside the North Sea ECA, is considered as one of the most challenging PSC areas within the Paris MoU region. The main ports included in this area are: Amsterdam (Netherlands), Rotterdam (Netherlands), Antwerp (Belgium) and Hamburg (Germany).

Australia region is the second most common trade destination in Tokyo MoU, following China, in which AMSA is responsible for conducting inspections. The detainable items are not only recorded in detailed inspections but also in typical/ initial inspections.

In general, tankers have a better PSC performance than bulk carriers but what about their age? Although it is usually common to compare vessels as per their vessel type, when considering ship performance other parameters, such as age, may result to interesting findings as well.

The Port of Hong Kong is a deepwater seaport which mainly supports the trade of containers. It is one of the busiest ports in the world as its strategic location gives access to the Far East trade routes, being at the same time the gate of China to Western trade. In 2017, the global detention rate is estimated at 2.6% ; Tokyo’s  MoU rate is 3.00% while Hong Kong shows a detention rate up to 3.12%.

During first half of 2018, PSCOs conducted in China a total of 4,141 inspections which resulted to 15,135 deficiencies and 158 detentions. This led to a detention rate of 3.82% and an expected number of deficiencies per inspection 3 to 4. At the same time, the overall Tokyo MoU figures for the same period show a detention rate of 2.25% and deficiencies per inspection 1 to 2 (1.98).