Assignment 2, group 1

Provoking further thought on the subject.

The following known regional port state control framework agreements are currently in operation

 Paris memorandum of understanding on port state control adopted in Paris in 1982

 The Latin American agreement signed in Vin Delmar Chile in 1992.
 Memorandum of understanding on port state control in the Asia-Pacific region signed in Tokyo
in 1993
 memorandum of understanding on port state control in the Caribbean region signed in
Christchurch Barbados in 1996
 memorandum of understanding on port state control in the Mediterranean region signed in
Malta of 1997
 the Indian Ocean memorandum of understanding on port state control sign in Pretoria South
Africa on June 5, 1998
 the memorandum of understanding for the West and Central African region signed in Abuja
Nigeria in 1999
 memorandum of understanding on port state control in the Black Sea signed in Istanbul Turkey
in 2000 and
 the Arab states of the golf sign in re-added in 2004
 it should be noted that the United States does not have a regional agreement and carries out
port state control on a unilateral basis .

The current membership is made up of 27 maritime authorities including 22 EU countries and five non-
EU countries covering some known 600 ports.

5 general (forward-looking/future based )areas for possible development as part of port state control
jurisdiction / role expansion within the Caribbean.

International safety and environmental standards monitoring, reporting and enforcement

 emissions testing and monitoring as part of the deliberate boarding process.

 Ballast water testing and verification to ensure compliance
 Fuel (both low sulfur emissions and liquor quality )testing and verification during turnarounds
 MLC 2006 interviews with crews for verification of working standards on board
 harmonization between port and flat states worldwide under a developed global
memorandum of understanding that would allow data sharing in the same manner as the
offshore vessel information database model for the purpose of ensuring and maintaining
clean seas, safe ships and the ultimate goal of commercial success – (port state vessel
information database) –GVID
Being done in the EU

EMSA facilitates technical cooperation between Member States and the Commission for the
exchange of EU vessel traffic information (SafeSeaNet), the long-range identification and
tracking of vessels (LRIT), and to support EU operational reporting services, including the
electronic transmission of reporting formalities.

Member States and EMSA operate SafeSeaNet, the vessel traffic monitoring and information
system covering the waters in and around Europe. It acts as a platform for maritime data
exchange, linking together maritime authorities from across the continent. It works by tracking
Automatic Identification System (AIS) radio signals transmitted by ships. These provide identity
details, latest positions and other status information in near-real-time for around 17,000 vessels
operating in and around EU waters.

This data can be enriched with information on:

 hazardous goods
 the number of people on board
 past positions of ships
 ships with high risk profiles
 accidents and incidents
 estimated or actual arrival and departure times in ports.

Tracking vessels outside the range of AIS coastal networks requires the use of satellites.

Long-Range Identification and Tracking (LRIT) is a mandatory international system to track

ships around the world. Vessels send signals via telecommunication satellites, which are received
by Data Centres in flag States. EMSA operates the EU LRIT Cooperative Data Centre, covering
over 35 countries. The Agency also hosts the International Data Exchange, for the exchange of
ship positions between Data Centres around the world.

Emerging technologies now enable AIS signals to be received by satellite. This will
progressively extend the geographical range of the AIS system. EMSA is at the forefront of
exploring how this can support the European vessel traffic monitoring community.

We need a bit speaking to how local law can be modified to achieve this activity either through
international security framework (which I believe that work) or other comments invited…

In summary as I see it,

 we have defined port state control

 attached is the overview of the framework under which PSE M sits regionally and
internationally
 will name areas of interest that are forward-looking in nature (outside of people in motion)
for further development
 I recommend and support the position of expanding on the idea of a global vessel information
database leading to a global MOU using as an example a current EU model such as EMSA and
Q88 AIS information
 Keeping the model simple so it can get started utilizing such information as mentioned earlier:

“data can be enriched with information on:

 ships general particulars and capability

 hazardous goods
 the number of people on board
 past positions of ships
 ships with high risk profiles
 accidents and incidents
 estimated or actual arrival and departure times in ports.”