Navigation and radio equipment at port state control

What gives clear grounds

The IMO Procedures, section 2.4.2, give examples of clear grounds for a more detailed inspection. Those most relevant to the bridge are:

• the absence of principal equipment or arrangements required by the conventions;
• certificates that are invalid, or documents listed in appendix 12 that are not on board, incomplete or not maintained;
• serious deficiencies in navigational equipment seen during the general inspection;
• evidence that the master or crew are not familiar with essential shipboard operations; and
• the emission of false distress alerts not followed by proper cancellation procedures.

Documents the PSCO may ask for

Appendix 12 lists the certificates and documents to be checked. For this course the key ones are:

For the radio certificate, appendix 6 says its validity and Form R may be accepted as proof of the equipment, but the PSCO should make sure certificated personnel are carried for its operation and listening watches, should examine the radio log, and may carry out operational checks where necessary.

Detainable deficiencies on the bridge and in the radio room

Appendix 2 lists deficiencies that may warrant detention. Under SOLAS they include:

• absence, non-compliance or serious deterioration of lights, shapes or sound signals (item 8);
• absence or failure of the proper operation of the radio equipment for distress and safety communication (item 9);
• absence or failure of the proper operation of navigation equipment, taking regulation V/16.2 into account (item 10);
• absence of corrected navigational charts and other nautical publications for the intended voyage, noting that electronic charts may be used (item 11); and
• absence or failure of a VDR, when its use is compulsory (item 17).

Under STCW, item 4 is the absence in a watch of a person qualified to operate equipment essential to safe navigation or safety radiocommunications.

Appendix 7 adds operational failings that may justify detention, including lack of awareness of the operation and limitations of navigation equipment or how to test it, deck officers unable to demonstrate essential navigation equipment such as ECDIS and integrated navigation systems (including monitoring and interrogating alarms), and deck officers unfamiliar with operating and testing radio equipment or with how maritime safety information reaches the ship.

Regulation V/16.2 and the PSCO

The phrase “taking the relevant provisions of SOLAS 1974 regulation V/16.2 into account” matters. A ship whose equipment failed at sea, and whose master has planned around it, is not automatically detained. But V/16.2 only protects the ship where repair facilities are not readily available. The UK reads that as meaning no repair engineers or spares are available locally. In a port where a technician can be on board in hours, expect the PSCO to require the repair before departure.

Preparing the bridge for PSC

A practical pre-arrival check, based on the items above:

1. Certificates and Form E and Form R match what is fitted, including any exemptions.
2. VDR certificate of compliance and AIS test report are current and on board.
3. ECDIS charts and permits are up to date for the voyage, and the back-up is ready.
4. Passage plan covers berth to berth.
5. Deviation card and compass book are current; shadow sector diagram is posted.
6. GMDSS log is complete, daily and weekly tests are recorded, battery checks are logged.
7. EPIRB, SART and two-way VHF battery and release expiry dates are in date.
8. Every watchkeeper can demonstrate the radar, ECDIS, BNWAS and a GMDSS test call.
9. Any defect is logged with the action taken, the company informed and a repair booked.