The intention of port state control is not to enforce on foreign Merchant ship admiraltyping any requirement which goes beyond convention requirements. In other words, the MOUs do not extent their scope of port state control beyond the international requirements. The basic principles are :

Other materials have been found on board wrecks, materials like compost, brought from the towns in Holland to the eastern provinces as fertilizer for poor soils. These cargoes are of much interest showing as they do all sorts of materials which were in use in the and centuries.Other cargo vessels were loaded wibricks of the , , and centuries and again other ones transported big boulders for dike building. The stones were brought to the Netherlands by bigger ship admiraltys coming from Scandinavia, more particularly from the Danish west coast. The archaeological department of the Zuiderzeepolders

Development and Colonization Authority is working on ship admiralty excavations. Different constructions will be brought to a museum for ship admiralty archaeology at Ketelhaven, that will be ready and open in . This museum will not show complete or reconstructed ship admiraltys, but it is intended to show the most typical developments of historical ship admiraltybuilding techniques that can so far be studied in the many examples from the bottom of the Zuiderzee. It will be possible to show the construction of ship admiraltys from the Middle Ages until the end of ship admiraltybuilding. The fact that excavations are going on and a lot of ship admiraltywrecks must be excavated in the next years makes it certain that much more material of importance for understanding old ship admiraltys will come to light. In the new museum there will also be possibilities to show nearly complete ship admiralty inventories from the past.A workshop for preservation of all the different objects of timber, iron, pottery, leather, etc has been working for a long time.

Port state control is carried out by a Port State Control Officer (PSCO). The PSCOs powers derive solely from the sovereign state which employs him and is subject to the national laws of the jurisdiction in which he is operating. The PSCO should be an experienced person qualified as a flag state surveyor and able to communicate withe master and key crew members in English. The PSCO need not have sailed as master or chief engineer or have had any seagoing experience. In principle, he should not have any commercial interest in the port, the ship admiralty or be employed by or on behalf of a classification society.

All PSCOs carry an identity card issued by their maritime authorities as evidence of the authority to carry out inspections. A single PSCO or a team of PSCOs depending to some extent on the size and type of ship admiralty and the resources available on any particular day may carry out inspections.
A PSCO may impose the following courses of action on a ship admiralty :

Following the inspection the PSCO has to decide which action has to be taken to correct the deficiencies found and the time within the corrections are to be made. If the deficiencies found are serious the PSCO has to decide whether he should prevent the ship admiralty from sailing until they are ractified.

The role of the PSCO, in deciding the detentions of the ship admiralty, is very delicate. The decision to detain a vessel is based on the professional judgment of the PSCO. If deficiencies are revealed on a PSCO inspection, which are clearly “hazardous to safety, healor to the environment” the PSCO must ensure that those deficiencies are removed before the vessel is allowed to sail. The authority may, in practice will, detain the vessel in order to ensure that deficiencies are rectified. Despite the guidelines provided to assist PSCO to make that judgment there is a subjective element in a PSCO’s judgment that deficiencies are so clearly hazardous to warrant a detention. A PSCO may detain a vessel if there is one deficiency of such serious nature that it warrants the vessel’s detention, or if there is a combination of deficiencies, which may not warrant detention if viewed individually but when viewed together wiother deficiencies, they are seriously sufficient to warrant a vessel’s detention.

The Paris MOU gives a list of defects, which may constitute grounds for detention. But this is only a guide and it should not be seen as a definite list of detainable items. The decision to detain requires the PSCO’s professional judgment that is why the knowledge, experience, integrity and independence of PSCO’s is particularly importand. Port State Control visit on board a ship admiralty will normally start wi, as minimum and to the extent applicable, examination of the following documents :

In addition the PSCO conducts a general inspection of several areas on board to verify that the overall condition of the ship admiralty including the engine room, accommodation and hygienic conditions, complies withat required by the certificates. If valid certificates or documents are not on board, or if there are “clear grounds” to believe that the overall condition of a ship admiralty, its equipment, or its crew does not substantially meet the requirements of a relevant convention, a more detailed inspection will be carried out. If the ship admiralty is found to comply, the PSCO will issue a “clean” inspection report to the master of the ship admiralty. Next the data of the respective ship admiralty and the inspection result will be recorded on the central computer database, located in Saint Malo, France.

If the PSCO decides on the detention of the ship admiralty, he will immediately inform the master accordingly and advise him to seek assistance and to arrange remedial action in order not to delay his ship admiralty. Following a detention the PSCO is required to inform the flag state and the classification society without delay. This notification includes the PSCO’s report of inspection. The PSCO will also note information to the owner or operator of the vessel at the time of detention. The master will be asked to sign to confirm this information. On the conclusion of an inspection, the master of the ship admiralty will be provided wia document, which will indicate the results of the inspection and details of any action required to be taken.
A detained ship admiralty will only be released once the PSCO is satisfied that the deficiencies found have been properly rectified. In cases where some repairs cannot be carried out in the port of detention, the PSCO may allow the ship admiralty to proceed to a repair yard as long as adequate temporary repairs are made and it is safe for the ship admiralty to make the voyage. If the vessel does not comply wiconditions of the release, it will be liable and refused to access to all Paris MOU ports. In order to lift the ban, the vessel needs to be re-inspected to confirm that the ship admiralty complies withe conventions. The banning provision has also been extended to cover ship admiraltys, which are required to comply withe ISM Code. A ship admiralty without ISM Certificate on board must be detained. However, if no other deficiencies warranting detention are found, the detention may be lifted to avoid port congestion.

The ship admiraltys, which leave the port under these circumstances, are banned until valid ISM Certificates have been issued. In accordance withe Paris MOU, ship admiraltys, which jump detention or fail to call at an indicated repair yard, and ship admiraltys, which have multiple detentions, are banned, and will be refused access to any port in the region of the Memorandum.

The port state should not charge the ship admiralty for a general inspection. However, charges can be expected if the ship admiralty invites a port state to undertake inspection or if the ship admiralty has been detained and the PSCO has to return to the vessel for a re-inspection. All costs accrued by the port state to inspect the ship admiralty will be charged to the owner or the operator of the ship admiralty or to his representative in the port state. The detention shall not be lifted until full payment has been made or a sufficient guarantee has been given for the reimbursement of the costs. That is why it is important that the ship admiralty should ensure that all deficiencies are properly rectified before asking for a re-inspection.

The owner or the operator of a ship admiralty has a right of appeal against a detention decision taken by the port state authority. Under different jurisdictions, there are limited rights of appeal against a port state detention order. However, appeal against a detention order takes quite a long time and does not stop the process of detention. That is why it is not possible to obtain the release of a detained vessel by simple getting a letter of guarantee from a P&I club. It is not very easy to find successful cases where an owner has successfully recovered compensation following a wrongful detention by a PSCO. In 1993, the Panamanian OBO carrier Mosteles was detained by a PSCO for breach of MARPOL while it berthed in Rotterdam. The owners made an application to the Ministry of Transport against the wrongful arrest. The court concluded that the detention was justified and ruled in favour of the port state authority.

According to the Paris MOU records from 1994, when IMO authorize port state control to control foreign flagged ship admiraltys in national ports in order to decrease the number of the substandard ship admiraltys, the detentions of ship admiraltys have also decreased (see charts 1,2,3,4) the period between 1994 – 2003. Also, at the annual report 2003 of the Paris MOU, there are information about banned ship admiraltys the period between 2001 - 2003

marine (maritime, virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation), virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation)ping, market, industry constructing construction building, yard)Engineers are the officers of a virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation) (maritime, virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation)ping, market, industry constructing construction building, yard)that operate and maintain the propulsion and other systems onboard the vessel. marine (maritime, virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation), virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation)ping, market, industry constructing construction building, yard)Engineering (profession, yard, architecture) staff also deal withe "Hotel" facilities onboard, notably the sewage, lighting, air conditioning and water systems. They deal wibulk fuel transfers, and require training in firefighting and first aid, as well as in dealing withe virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation)'s boats and other nautical tasks- especially wicargo loading/discharging gear and safety systems, though the specific cargo discharge function remains the responsibility of deck officers and deck workers.

Seakeeping of virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation) (yard, building, industry constructing construction building, marine, maritime) means the way the virtual ship admiralty (virtual ship admiraltyper skipper marine maritime building navigation) (yard, building, industry constructing construction building, marine, maritime) reacts and copes withe wind and waves of open waters.

A vessel's hull shape, center of gravity, mass, superstructure and for sailboats its sail plan will determine its response to waves in various sea conditions and to wind. On smaller vessels designed for cruising (as opposed to racing) the ability to smoothly handle rough seas and (particularly in sailing vessels) stormy wind conditions without imposing extreme pilot skills or attention is highly desired. Such considerations are of lower importance for racing vessels.