NADZOR DRŽAVE PRISTANIŠČA IN NJEGOV VPLIV NA ODPRAVO PODSTANDARDNIH LADIJ

Gasparini, Sandro (author), Vidmar, Peter (mentor)

Začetek izvajanja nadzora države pristanišča na tujih ladjah v nacionalnih pristaniščih temelji na dogovoru štirinajstih evropskih držav, da so združile moči in ukrepale proti nevarnim ladjam, neustrezno usposobljenim posadkam in neodgovornim ladjarjem, in je povezan z nesrečo tankerja za prevoz surove nafte "AMOCO CADIZ", ki je leta 1978 nasedel ob francoski obali. Leta 1982 je bil sprejet Pariški memorandum o soglasju glede nadzora države pristanišča. Hiter in očiten uspeh sprejetega memoranduma o soglasju v Evropi je na globalni ravni sprožil razvoj in sprejetje podobnih sporazumov o nadzoru države pristanišča. Mednarodna pomorska organizacija IMO je spodbujala ustanovitev regionalnih organizacij za nadzor države pristanišča. Do danes je bilo sprejetih devet posebnih regionalnih sporazumov ali memorandumov o soglasju glede nadzora države pristanišča, ki zajemajo vsa pristanišča svetovnih oceanov. Obalna straža ZDA nadzira pristanišča na območju ZDA in se šteje kot deseta organizacija, ki izvaja nadzor države pristanišča. 1. januarja 2011 je začel na območju Pariškega memoranduma delovati nov inšpekcijski režim, ki je preoblikoval in posodobil režim nadzora države pristanišča ter ga dvignil na višjo raven. Evropska agencija za pomorsko varnost EMSA je razvila in vzpostavila nov informacijski sistem THETIS, ki podpira nov inšpekcijski režim za izvajanje nadzora države pristanišča ter usklajuje standardizirane postopke za izmenjavo in prenos podatkov. Nov inšpekcijski režim zahteva pregled 100-% števila tujih ladij, s sorazmerno delitvijo inšpekcijskih pregledov med posameznimi državami članicami. Ladje se razvrščajo v tri kategorije na podlagi izračuna rizičnega profila, tako da so bolj rizične ladje podvržene bolj pogostim inšpekcijskim pregledom, manj rizične pa manj pogostim pregledom. Z novimi ukrepi za zavrnitev dostopa ladje v pristanišče se večkratnim kršiteljicam prepove vstop na celotno območje Memoranduma, do česar je v preteklosti že velikokrat prišlo. Tako da so bile nekatere ladje v vmesnem času že razrezane in reciklirane. Vse več ladjarjev je spoznalo, da se podstandardne ladje ne tolerirajo več. Po zgledu Pariškega memoranduma so tudi nekateri drugi memorandumi o soglasju že sprejeli in uvedli podobne nove inšpekcijske režime. Prav z medsebojnim sodelovanjem memorandumov o soglasju je pomorstvo na poti, da enkrat za vselej odpravi podstandardne ladje s svetovnih morij in oceanov.

• Language: Slovenian
• Keywords: Memorandum, nadzor države pristanišča, podstandardna ladja, inšpekcijski pregled, rizični profil ladje, prednostna skupina I ali II, zelo pomembna ali nepričakovana okoliščina, utemeljen razlog, zadržanje ladje, prepoved vplutja
• Work type: Master's thesis/paper
• Organization: FPP - Faculty of Maritime Studies and Transport
• Year: 2022
• PID: 20.500.12556/RUL-141137
• Publication date in RUL: 23.09.2022

Secondary language

• Language: English
• Title: PORT STATE CONTROL AND ITS IMPACT ON THE ELIMINATION OF SUBSTANDARD SHIPS

Abstract

The introduction of Port State Control on foreign ships in national ports is based on the agreement of fourteen European countries to join forces and take action against unsafe ships, inadequately trained crews and irresponsible shipowners, as a result of the accident of the crude oil tanker "AMOCO CADIZ", which ran aground off the French coast in 1978. In 1982, the Paris Memorandum of Understanding on Port State Control was adopted. The rapid and apparent success of the adopted Memorandum of understanding in Europe triggered the development and adoption of similar Port State Control Agreements globally. The International Maritime Organization IMO encouraged the establishment of regional organizations for Port State Control. To date, 9 specific regional agreements or memorandum of understanding on Port State Control have been adopted, covering all ports of the world's oceans. The U.S. Coast Guard controls ports in the U.S. territory and is considered the tenth Port State Control organization. On January 1, 2011, a new inspection regime began to operate in the Paris Memorandum area, reshaping and modernizing the Port State Control regime and raising it to a higher level. The European Maritime Safety Agency EMSA developed and established a new information system THETIS, which supports the new inspection regime for the implementation of Port State Control and coordinates standardized procedures for the exchange and transfer of data. The new inspection regime requires the inspection of 100-% of the number of foreign ships, with a proportional sharing of inspections among individual member states. Ships are classified into three categories based on the calculation of the risk profile, so that more risky ships are subject to more frequent inspections, and that less risky to less frequent inspections. With the new measures to deny the ship access to the port, repeated violators are prohibited from entering the entire Memorandum area. This has already happened to a considerable number of ships, some of which have already been scrapped and recycled in the meantime. More and more shipowners have realized that substandard ships are no longer tolerated. Following the example of the Paris Memorandum, some other MoUs have already adopted and introduced similar new inspection regimes. It is through mutual cooperation and the help of memorandums of understanding that shipping is on its way to eliminate substandard ships from the world's seas and oceans once and for all.

• Keywords: Memorandum, Port State Control, substandard ship, inspection, ship risk profile, priority I or II, Overriding or Unexpected factor, clear ground, detention, banning