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What We Do

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PSC Overview

What is Port State Control (PSC)?

Port State Control (PSC) is a system whereby port states inspect foreign ships visiting their ports to verify compliance with international safety, security, and environmental standards as outlined in international conventions. If deficiencies are identified during inspections, the port state takes necessary actions, including detention, until these deficiencies are rectified. In Korea, this is managed by the Ministry of Oceans and Fisheries.

Overview

Traditionally, ships were considered an extension of their Flag State’s territory and enjoyed extraterritorial rights even when docked in foreign ports. It was the Flag State’s responsibility to ensure compliance with various safety standards. However, after World War II, maritime traffic increased dramatically, resulting in the emergence of new maritime nations, some of which lacked the capability to adequately perform their responsibilities as Flag States. This led to the proliferation of sub-standard vessels, posing significant risks to maritime safety and the marine environment of coastal and port states.

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To mitigate these risks, Port State Control officers (PSCOs) inspect foreign vessels to ensure adherence to international standards. Ships with identified deficiencies face sanctions, including possible detention.

Objective

Marine accidents can cause substantial loss of life and property. Accidents involving vessels carrying hazardous materials pose severe risks of environmental disasters. The primary objective of PSC is to protect the marine environment and safeguard human lives and property from maritime incidents caused by sub-standard foreign ships. The International Maritime Organization (IMO) and the International Labour Organization (ILO) have established international conventions for PSC implementation. IMO member states must ensure compliance with these conventions.

Legal Basis for PSC

International Conventions
  • International Load Line Convention (LL66, 1966)
  • Convention on the International Regulations for Preventing Collisions at Sea (COLREG 72, 1972)
  • ILO Convention No. 147 (Minimum Standards in Merchant Ships, 1976)
  • International Convention on Tonnage Measurement of Ships (ITC69, 1969)
  • International Convention for the Safety of Life at Sea and its 1978 Protocol (SOLAS 74/78)
  • International Convention for the Prevention of Pollution from Ships and its 1978 Protocol (MARPOL 73/78)
  • International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 78/95)
Domestic Legislation
  • Ship Safety Act
  • Ship Act
  • Seafarers Act
  • Ship Officers Act
  • Framework Act on Maritime Safety
  • Marine Environment Management Act
  • International Ship and Port Facility Security Act

Maritime Accidents and International Regulatory Responses by Year

Maritime Accidents and International Regulatory Responses by Year - Year, Accident, Regulatory Response, Description
Year Accident Regulatory Response Description
1912 Sinking of the Titanic Adoption of SOLAS Convention (1914) Strengthened maritime safety standards
1967 Grounding of the Torrey Canyon Intervention Convention (1969), CLC Convention (1969) Coastal state intervention in accidents
1978 Grounding of the Amoco Cadiz MARPOL (1978), SOLAS Protocol (1978), STCW (1978) Strengthened IMO response; emergence of Port State principle
1987 Herald of Free Enterprise Adoption of ISM Code Enhanced human element inspections
1990 Scandinavian Star fire incident Adoption of ISM Code Enhanced human element inspections
2001 September 11 terrorist attacks Adoption of ISPS Code Enhanced security for ships and ports

Deficiency Action Codes

Deficiency Action Codes - Action Code, Description
Action Code Description
10 Deficiency rectified
15 Rectify deficiency at next port
16 Rectify deficiency within 14 days
17 Rectify deficiency before departure
18 Rectify deficiency within 3 months
30 Detainable deficiency
99 Other (specify)