- Latest available (Revised)
- Point in Time (23/04/2009)
- Original (As adopted by EU)
Directive 2009/16/EC of the European Parliament and of the Council of 23 April 2009 on port State control (Recast) (Text with EEA relevance)
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Version Superseded: 17/06/2009
EU Directives are published on this site to aid cross referencing from UK legislation. Since IP completion day (31 December 2020 11.00 p.m.) no amendments have been applied to this version.
The following elements shall be included in the Community Port State Inspection System:
The risk profile of a ship shall be determined by a combination of the following generic and historical parameters:
Type of ship
Passenger ships, oil and chemical tankers, gas carriers and bulk carriers shall be considered as posing a higher risk.
Age of ship
Ships of more than 12 years old shall be considered as posing a higher risk.
Flag State performance
Ships flying the flag of a State with a high detention rate within the Community and the Paris MOU region shall be considered as posing a higher risk.
Ships flying the flag of a State with a low detention rate within the Community and the Paris MOU region shall be considered as posing a lower risk.
Ships flying the flag of a State for which an audit has been completed and, where relevant, a corrective action plan submitted, both in accordance with the Framework and procedures for the Voluntary IMO Member State Audit Scheme shall be considered as posing a lower risk. As soon as the measures referred to in Article 10(3) are adopted, the flag State of such a ship shall demonstrate compliance with the Code for the implementation of mandatory IMO instruments.
Recognised organisations
Ships which have been delivered certificates from recognised organisations having a low or very low performance level in relation with their detention rates within the Community and the Paris MOU region shall be considered as posing a higher risk.
Ships which have been delivered certificates from recognised organisations having a high performance level in relation with their detention rates within the Community and the Paris MOU region shall be considered as posing a lower risk.
Ships with certificates issued by organisations recognised under the terms of Regulation (EC) No 391/2009.
Company performance
Ships of a company with a low or very low performance as determined by its ships' deficiency and detention rates within the Community and the Paris MOU region shall be considered as posing a higher risk.
Ships of a company with a high performance as determined by its ships' deficiency and detention rates within the Community and the Paris MOU region shall be considered as posing a lower risk.
Ships which have been detained more than once shall be considered as posing a higher risk.
Ships which, during inspection(s) carried out within the period referred to in Annex II have had less than the number of deficiencies referred to in Annex II, shall be considered as posing a lower risk.
Ships which have not been detained during the period referred to in Annex II, shall be considered as posing a lower risk.
The risk parameters shall be combined by using a weighting which reflects the relative influence of each parameter on the overall risk of the ship in order to determine the following ship risk profiles:
high risk,
standard risk,
low risk.
In determining these risk profiles greater emphasis shall be given to the parameters for type of ship, flag State performance, recognised organisations and company performance.
Periodic inspections shall be carried out at predetermined intervals. Their frequency shall be determined by the ship risk profile. The interval between periodic inspections of high risk ships shall not exceed six months. The interval between periodic inspections of ships of other risk profiles shall increase as the risk decreases.
Member States shall carry out a periodic inspection on:
Any ship with a high risk profile which has not been inspected in a port or anchorage within the Community or of the Paris MOU region during the last six months. High risk ships become eligible for inspection as from the fifth month.
Any ship with a standard risk profile which has not been inspected in a port or anchorage within the Community or of the Paris MOU region during the last 12 months. Standard risk ships become eligible for inspection as from the 10th month.
Any ship with a low risk profile which has not been inspected in a port or anchorage within the Community or of the Paris MOU region during the last 36 months. Low risk ships become eligible for inspection as from the 24th month.
Ships, to which the following overriding or unexpected factors apply, are subject to an inspection regardless of the period since their last periodic inspection. However, the need to undertake an additional inspection on the basis of unexpected factors is left to the professional judgement of the inspector.
Ships to which the following overriding factors apply shall be inspected regardless of the period since their last periodic inspection:
Ships which have been suspended or withdrawn from their class for safety reasons since the last inspection in the Community or in the Paris MOU region.
Ships which have been the subject of a report or notification by another Member State.
Ships which cannot be identified in the inspection database.
Ships which:
have been involved in a collision, grounding or stranding on their way to the port,
have been accused of an alleged violation of the provisions on discharge of harmful substances or effluents, or
have manoeuvred in an erratic or unsafe manner whereby routing measures, adopted by the IMO, or safe navigation practices and procedures have not been followed.
Ships to which the following unexpected factors apply may be subject to inspection regardless of the period since their last periodic inspection. The decision to undertake such an additional inspection is left to the professional judgement of the competent authority:
Ships which have not complied with the applicable version of IMO Recommendation on navigation through the entrances to the Baltic Sea.
Ships carrying certificates issued by a formerly recognised organisation whose recognition has been withdrawn since the last inspection in the Community or in the Paris MOU region.
Ships which have been reported by pilots or port authorities or bodies as having apparent anomalies which may prejudice their safe navigation or pose a threat of harm to the environment in accordance with Article 23 of this Directive.
Ships which have failed to comply with the relevant notification requirements referred to in Article 9 of this Directive, in Directive 2000/59/EC, Directive 2002/59/EC and if appropriate in Regulation (EC) No 725/2004.
Ships which have been the subject of a report or complaint by the master, a crew member, or any person or organisation with a legitimate interest in the safe operation of the ship, on-board living and working conditions or the prevention of pollution, unless the Member State concerned deems the report or complaint to be manifestly unfounded.
Ships which have been previously detained more than three months ago.
Ships which have been reported with outstanding deficiencies, except those for which deficiencies had to be rectified within 14 days after departure, and for deficiencies which had to be rectified before departure.
Ships which have been reported with problems concerning their cargo, in particular noxious and dangerous cargoes.
Ships which have been operated in a manner posing a danger to persons, property or the environment.
Ships where information from a reliable source became known, to the effect that their risk parameters differ from those recorded and the risk level is thereby increased.
An expanded inspection shall be carried out on:
any ship with a high risk profile not inspected in the last six months,
any passenger ship, oil tanker, gas or chemical tanker or bulk carrier, older than 12 years of age, with a standard risk profile not inspected in the last 12 months.
An initial or a more detailed inspection, as appropriate, shall be carried out on:
any ship other than a passenger ship, an oil tanker, a gas or chemical tanker or a bulk carrier, older than 12 years of age, with a standard risk profile not inspected in the last 12 months.
In case of an overriding factor:
A more detailed or an expanded inspection, according to the professional judgement of the inspector, shall be carried out on any ship with a high risk profile and on any passenger ship, oil tanker, gas or chemical tanker or bulk carrier, older than 12 years of age.
A more detailed inspection shall be carried out on any ship other than a passenger ship, an oil tanker, a gas or chemical tanker or a bulk carrier, older than 12 years of age.
An expanded inspection shall be carried out on:
any ship with a high risk profile not inspected in the last five months,
any passenger ship, oil tanker, gas or chemical tanker or bulk carrier, older than 12 years of age, with a standard risk profile not inspected in the last 10 months, or
any passenger ship, oil tanker, gas or chemical tanker or bulk carrier, older than 12 years of age, with a low risk profile not inspected in the last 24 months.
An initial or a more detailed inspection, as appropriate, shall be carried out on:
any ship other than a passenger ship, an oil tanker, a gas or chemical tanker or a bulk carrier, older than 12 years of age, with a standard risk profile not inspected in the last 10 months, or
any ship other than a passenger ship, an oil tanker, a gas or chemical tanker or a bulk carrier, older than 12 years of age, with a low risk profile not inspected in the last 24 months.
In case of an unexpected factor:
a more detailed or an expanded inspection according to the professional judgement of the inspector, shall be carried out on any ship with a high risk profile or any passenger ship, oil tanker, gas or chemical tanker or bulk carrier, older than 12 years of age,
a more detailed inspection shall be carried out on any ship other than a passenger ship, an oil tanker, a gas or chemical tanker or a bulk carrier, older than 12 years of age.
(referred to in Article 10(2))
HRS are ships which meet criteria to a total value of 5 or more weighting points. | |||||||
LRS are ships which meet all the criteria of the Low Risk Parameters. | |||||||
SRS are ships which are neither HRS nor LRS. | |||||||
Profile | |||||||
---|---|---|---|---|---|---|---|
High Risk Ship (HRS) | Standard Risk Ship (SRS) | Low Risk Ship (LRS) | |||||
Generic parameters | Criteria | Weighting points | Criteria | Criteria | |||
1 | Type of ship | Chemical tankship Gas carrier Oil tankship Bulk carrier Passenger ship | 2 | neither a high risk nor a low risk ship | All types | ||
2 | Age of ship | all types > 12 y | 1 | All ages | |||
3a | Flag | BGW-list | Black – VHR, HR, M to HR | 2 | White | ||
Black – MR | 1 | ||||||
3b | IMO-Audit | - | - | Yes | |||
4a | Recognised organisation | Performance | H | - | - | High | |
M | - | - | - | ||||
L | Low | 1 | - | ||||
VL | Very Low | - | |||||
4b | EU recognised | - | - | Yes | |||
5 | Company | Performance | H | - | - | High | |
M | - | - | - | ||||
L | Low | 2 | - | ||||
VL | Very low | - | |||||
Historical parameters | |||||||
6 | Number of deficiencies recorded in each insp. within previous 36 months | Deficiencies | Not eligible | - | ≤ 5 (and at least one inspection carried out in previous 36 months) | ||
7 | Number of detentions within previous 36 months | Detentions | ≥ 2 detentions | 1 | No detention |
Information to be provided in accordance with Article 9(1):
The information listed below shall be submitted to the port authority or body or to the authority or body designated for that purpose at least three days before the expected time of arrival in the port or anchorage or before leaving the previous port or anchorage if the voyage is expected to take fewer than three days:
ship identification (name, call sign, IMO identification number or MMSI number);
planned duration of the call;
for tankers:
configuration: single hull, single hull with SBT, double hull;
condition of the cargo and ballast tanks: full, empty, inerted;
volume and nature of the cargo;
planned operations at the port or anchorage of destination (loading, unloading, other);
planned statutory survey inspections and substantial maintenance and repair work to be carried out whilst in the port of destination;
date of last expanded inspection in the Paris MOU region.
International Tonnage Certificate (1969).
Passenger Ship Safety Certificate,
Cargo Ship Safety Construction Certificate,
Cargo Ship Safety Equipment Certificate,
Cargo Ship Safety Radio Certificate,
Exemption certificate, including, where appropriate, the list of cargoes,
Cargo Ship Safety Certificate.
International Ship Security Certificate (ISSC).
Continuous Synopsis Record.
International Certificate of Fitness for Carriage of Liquefied Gases in Bulk;
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk.
International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk;
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk.
International Oil Pollution Prevention Certificate.
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk.
International Load Line Certificate (1966);
International Load Line Exemption Certificate.
Oil record book, parts I and II.
Cargo record book.
Minimum Safe Manning Document.
Certificates or any other documents required in accordance with the provisions of the STCW 78/95.
Medical certificates (see ILO Convention No 73 concerning Medical Examination of Seafarers).
Table of shipboard working arrangements (ILO Convention No 180 and STCW 78/95).
Records of hours of work and rest of seafarers (ILO Convention No 180).
Stability information.
Copy of the Document of Compliance and the Safety Management Certificate issued, in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention (SOLAS 74, Chapter IX).
Certificates as to the ship’s hull strength and machinery installations issued by the recognised organisation in question (only to be required if the ship maintains its class with a recognised organisation).
Document of compliance with the special requirements for ships carrying dangerous goods.
High speed craft safety certificate and permit to operate high speed craft.
Dangerous goods special list or manifest, or detailed stowage plan.
Ship’s log book with respect to the records of tests and drills, including security drills, and the log for records of inspection and maintenance of lifesaving appliances and arrangements and of fire fighting appliances and arrangements.
Special purpose ship safety certificate.
Mobile offshore drilling unit safety certificate.
For oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage.
The muster list, fire control plan, and for passenger ships, a damage control plan.
Shipboard oil pollution emergency plan.
Survey report files (in case of bulk carriers and oil tankers).
Reports of previous port State control inspections.
For ro ro passenger ships, information on the A/A maximum ratio.
Document of authorisation for the carriage of grain.
Cargo securing manual.
Garbage management plan and garbage record book.
Decision support system for masters of passenger ships.
SAR cooperation plan for passenger ships trading on fixed routes.
List of operational limitations for passenger ships.
Bulk carrier booklet.
Loading and unloading plan for bulk carriers.
Certificate of insurance or any other financial security in respect of civil liability for oil pollution damage (International Convention on Civil Liability for Oil Pollution Damage, 1992).
Certificates required under Directive 2009/20/EC of the European Parliament and of the Council of 23 April 2009 on the insurance of shipowners for maritime claims(1).
Certificate required under Regulation (EC) No 392/2009 of the European Parliament and of the Council of 23 April 2009 on the liability of carriers of passengers by sea in the event of accidents(2).
International Air Pollution Prevention Certificate.
International Sewage Pollution Prevention Certificate.
ISSC is not valid or it has expired.
The ship is at a lower security level than the port.
Drills related to the security of the ship have not been carried out.
Records for the last 10 ship/port or ship/ship interfaces are incomplete.
Evidence or observation that key members of the ship’s personnel cannot communicate with each other.
Evidence from observations that serious deficiencies exist in security arrangements.
Information from third parties such as a report or a complaint concerning security-related information.
The ship holds a subsequent, consecutively issued Interim International Ship Security Certificate (ISSC) and in the professional judgement of the inspector one of the purposes of the ship or company in requesting such a certificate is to avoid full compliance with SOLAS 74 Chapter XI-2 and Part A of the ISPS Code, beyond the period of the initial Interim Certificate. ISPS Code Part A specify the circumstances when an Interim Certificate may be issued.
Annex I, ‘Port State Control Procedures’, to the Paris MOU and the following instructions from the Paris MOU, in their up-to-date version:
Instruction 33/2000/02: Operational Control on Ferries and Passenger Ships,
Instruction 35/2002/02: Guidelines for PSCOs on Electronic Charts,
Instruction 36/2003/08: Guidance for Inspection on Working and Living Conditions,
Instruction 37/2004/02: Guidelines in Compliance with STCW 78/95 Convention as Amended,
Instruction 37/2004/05: Guidelines on the Inspection of Hours of Work/Rest,
Instruction 37/2004/10: Guidelines for Port State Control Officers on Security Aspects,
Instruction 38/2005/02: Guidelines for PSCO’s Checking a Voyage Data Recorder (VDR),
Instruction 38/2005/05: Guidelines on MARPOL 73/78 Annex I,
Instruction 38/2005/07: Guidelines on Control of the Condition Assessment Scheme (CAS) of Single Hull Oil Tankers,
Instruction 39/2006/01: Guidelines for the Port State Control Officer on the ISM-Code,
Instruction 39/2006/02: Guidelines for Port State Control Officers on Control of GMDSS,
Instruction 39/2006/03: Optimisation of Banning and Notification Checklist,
Instruction 39/2006/10: Guidelines for PSCOs for the Examination of Ballast Tanks and Main Power Failure Simulation (black-out test),
Instruction 39/2006/11: Guidance for Checking the Structure of Bulk Carriers,
Instruction 39/2006/12: Code of Good Practice for Port State Control Officers,
Instruction 40/2007/04: Criteria for Responsibility Assessment of Recognised Organisations (R/O),
Instruction 40/2007/09: Guidelines for Port State Control Inspections for Compliance with Annex VI of MARPOL 73/78.
An expanded inspection concerns in particular the overall condition of the following risk areas:
Documentation.
Structural condition.
Weathertight condition.
Emergency systems.
Radio communication.
Cargo operations.
Fire safety.
Alarms.
Living and working conditions.
Navigation equipment.
Life saving appliances.
Dangerous goods.
Propulsion and auxiliary machinery.
Pollution prevention.
In addition, subject to their practical feasibility or any constraints relating to the safety of persons, the ship or the port, an expanded inspection shall include the verification of specific items of risk areas depending on the type of vessel inspected, as established in accordance with Article 14(3).
If the agreed port is located in a Member State, the competent authority of that State may, at the request of the competent authority which issued the refusal of access order, authorise the ship to enter the agreed port in order to carry out the re-inspection. In such cases, no cargo operations shall take place at the port until the refusal of access order has been lifted.
The inspection report must contain at least the following items.
Before determining whether deficiencies found during an inspection warrant detention of the ship involved, the inspector must apply the criteria mentioned below in points 1 and 2.
Point 3 includes examples of deficiencies that may for themselves warrant detention of the ship involved (see Article 19(4)).
Where the ground for detention is the result of accidental damage suffered on the ship’s voyage to a port, no detention order shall be issued, provided that:
due account has been given to the requirements contained in Regulation I/11(c) of SOLAS 74 regarding notification to the flag State administration, the nominated surveyor or the recognised organisation responsible for issuing the relevant certificate;
prior to entering a port, the master or shipowner has submitted to the port State control authority details on the circumstances of the accident and the damage suffered and information about the required notification of the flag State administration;
appropriate remedial action, to the satisfaction of the Authority, is being taken by the ship; and
the authority has ensured, having been notified of the completion of the remedial action, that deficiencies which were clearly hazardous to safety, health or the environment have been rectified.
When exercising his professional judgement as to whether or not a ship should be detained the inspector must apply the following criteria:
Ships which are unsafe to proceed to sea must be detained upon the first inspection irrespective of how much time the ship will stay in port.
The ship is detained if its deficiencies are sufficiently serious to merit an inspector returning to satisfy himself that they have been rectified before the ship sails.
The need for the inspector to return to the ship is a measure of the seriousness of the deficiencies. However, it does not impose such an obligation for every case. It implies that the authority must verify one way or another, preferably by a further visit, that the deficiencies have been rectified before departure.
When deciding whether the deficiencies found in a ship are sufficiently serious to merit detention the inspector must assess whether:
the ship has relevant, valid documentation;
the ship has the crew required in the Minimum Safe Manning Document.
During inspection the inspector must further assess whether the ship and/or crew is able to:
navigate safely throughout the forthcoming voyage;
safely handle, carry and monitor the condition of the cargo throughout the forthcoming voyage;
operate the engine room safely throughout the forthcoming voyage;
maintain proper propulsion and steering throughout the forthcoming voyage;
fight fires effectively in any part of the ship if necessary during the forthcoming voyage;
abandon ship speedily and safely and effect rescue if necessary during the forthcoming voyage;
prevent pollution of the environment throughout the forthcoming voyage;
maintain adequate stability throughout the forthcoming voyage;
maintain adequate watertight integrity throughout the forthcoming voyage;
communicate in distress situations if necessary during the forthcoming voyage;
provide safe and healthy conditions on board throughout the forthcoming voyage;
provide the maximum of information in case of accident.
If the answer to any of these assessments is negative, taking into account all deficiencies found, the ship must be strongly considered for detention. A combination of deficiencies of a less serious nature may also warrant the detention of the ship.
The lack of valid certificates and documents as required by the relevant instruments. However, ships flying the flag of States not party to a relevant Convention or not having implemented another relevant instrument, are not entitled to carry the certificates provided for by the Convention or other relevant instrument. Therefore, absence of the required certificates should not by itself constitute reason to detain these ships; however, in applying the ‘no more favourable treatment’ clause, substantial compliance with the provisions is required before the ship sails.
Failure of the proper operation (or maintenance) of inert gas system, cargo-related gear or machinery are considered sufficient grounds for stopping cargo operation.
appropriate qualifications from a marine or nautical institution and relevant seagoing experience as a certificated ship officer holding or having held a valid STCW II/2 or III/2 certificate of competency not limited as regards the operating area or propulsion power or tonnage; or
passed an examination recognised by the competent Authority as a naval architect, mechanical engineer or an engineer related to the maritime fields and worked in that capacity for at least five years; or
a relevant university degree or equivalent and have properly trained and qualified as ship safety inspectors.
completed a minimum of one year’s service as a flag-State inspector either dealing with surveys and certification in accordance with the Conventions or involved in the monitoring of the activities of recognised organisations to which statutory tasks have been delegated, or
gained an equivalent level of competence by following a minimum of one year’s field training participating in Port State Control inspections under the guidance of experienced Port State Control Officers.
a good understanding of maritime security and how it is applied to the operations being examined;
a good working knowledge of security technologies and techniques;
a knowledge of inspection principles, procedures and techniques;
a working knowledge of the operations being examined.
incorporate inspection data of Member States and all signatories to the Paris MOU,
provide data on the ship risk profile and on ships due for inspections,
calculate the inspection commitments for each Member State,
produce the white as well as the grey and black list of flag States, referred to in Article 16(1),
produce data on the performance of companies,
identify the items in risk areas to be checked at each inspection.
name of the ship;
IMO identification number;
type of ship;
tonnage (gt);
year of construction as determined on the basis of the date indicated in the ship’s safety certificates;
name and address of the company of the ship;
in the case of ships carrying liquid or solid cargoes in bulk, the name and address of the charterer responsible for the selection of the ship and the type of charter;
flag State;
classification and statutory certificates issued in accordance with the relevant Conventions, and the authority or organisation that issued each one of the certificates in question, including the date of issue and expiry;
port and date of the last intermediate or annual survey for the certificates in point (i) above and the name of the authority or organisation which carried out the survey;
date, country, port of detention.
number of detentions during the previous 36 months;
date when the detention was lifted;
duration of detention, in days;
the reasons for detention, in clear and explicit terms;
indication, where relevant, of whether the recognised organisation that carried out the survey has a responsibility in relation to the deficiencies which, alone or in combination, led to detention;
description of the measures taken in the case of a ship which has been allowed to proceed to the nearest appropriate repair yard;
if the ship has been refused access to any port or anchorage within the Community, the reasons for the measure in clear and explicit terms.
This information must be communicated to the Commission using the following model table(4) (5).
Port/area | Number of full-time inspectors(A) | Number of part-time inspectors(B) | Conversion of (B) to full-time(C) | Total(A+C) |
---|---|---|---|---|
Port X/or Area X … | ||||
Port Y/or Area Y … | ||||
TOTAL |
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
provide the Commission every six months with a list of calls at port of individual ships, other than regular passenger and freight ferry services, that entered their ports or which have notified to a port authority or body their arrival in an anchorage, containing for each movement of the ship its IMO identification number, its date of arrival and the port. The list shall be provided in the form of a spreadsheet programme enabling an automatic retrieval and processing of the abovementioned information. The list shall be provided within 4 months from the end of the period to which data pertained;
and
provide the Commission with separate lists of regular passenger ferry services and regular freight ferry services referred to in point (a), not later than six months following the implementation of this Directive, and thereafter each time changes take place in such services. The list shall contain for each ship its IMO identification number, its name and the route covered by the ship. The list shall be provided in the form of a spreadsheet programme enabling an automatic retrieval and processing of the abovementioned information.
(referred to in Article 37)
Council Directive 95/21/EC | |
Council Directive 98/25/EC | |
Commission Directive 98/42/EC | |
Commission Directive 1999/97/EC | |
Directive 2001/106/EC of the European Parliament and of the Council | |
Directive 2002/84/EC of the European Parliament and of the Council | Only Article 4 |
(referred to in Article 37)
Directive | Time limit for transposition |
---|---|
Directive 95/21/EC | 30 June 1996 |
Directive 98/25/EC | 30 June 1998 |
Directive 98/42/EC | 30 September 1998 |
Directive 1999/97/EC | 13 December 2000 |
Directive 2001/106/EC | 22 July 2003 |
Directive 2002/84/EC | 23 November 2003 |
(referred to in Article 37)
Directive 95/21/EC | This Directive |
---|---|
Article 1, introductory wording | Article 1, introductory wording |
Article 1, first indent | Article 1(a) |
Article 1, second indent | Article 1(b) |
– | Article 1(c) |
Article 2, introductory wording | Article 2, introductory wording |
Article 2(1), introductory wording | Article 2(1), introductory wording |
Article 2(1), first indent | Article 2(1)(a) |
Article 2(1), second indent | Article 2(1)(b) |
Article 2(1), third indent | Article 2(1)(c) |
Article 2(1), fourth indent | Article 2(1)(d) |
Article 2(1), fifth indent | Article 2(1)(e) |
Article 2(1), sixth indent | Article 2(1)(f) |
Article 2(1), seventh indent | Article 2(1)(g) |
Article 2(1), eighth indent | Article 2(1)(h) |
Article 2(2) | Article 2(2) |
– | Article 2(3) |
– | Article 2(4) |
Article 2(3) | Article 2(5) |
Article 2(4) | – |
– | Article 2(6) |
– | Article 2(7) |
Article 2(5) | Article 2(8) |
– | Article 2(9) |
– | Article 2(10) |
Article 2(6) | Article 2(11) |
Article 2(7) | Article 2(12) |
Article 2(8) | Article 2(13) |
– | Article 2(14) |
Article 2(9) | Article 2(15) |
– | Article 2(16) |
Article 2(10) | Article 2(17) |
– | Article 2(18) |
– | Article 2(19) |
– | Article 2(20) |
– | Article 2(21) |
– | Article 2(22) |
Article 3(1), first subparagraph | Article 3(1), first subparagraph |
– | Article 3(1), second subparagraph |
– | Article 3(1), third subparagraph |
Article 3(1), second subparagraph | Article 3(1), fourth subparagraph |
– | Article 3(1), fifth subparagraph |
– | Article 3(1), sixth subparagraph |
Article 3(2) to (4) | Article 3(2) to (4) |
– | Article 4(1) |
Article 4 | Article 4(2) |
Article 5 | – |
– | Article 5 |
– | Article 6 |
– | Article 7 |
– | Article 8 |
– | Article 9 |
– | Article 10 |
– | Article 11 |
– | Article 12 |
Article 6(1), introductory wording | – |
– | Article 13(1), introductory wording |
Article 6(1)(a) | Article 13(1)(a) |
– | Article 13(1)(b) |
Article 6(1)(b) | Article 13(1)(c) |
Article 6(2) | – |
– | Article 13(2) |
Article 6(3) | Article 13(3) |
Article 6(4) | – |
Article 7 | – |
Article 7a | – |
Article 7b | – |
– | Article 14 |
– | Article 15 |
– | Article 16 |
Article 8 | Article 17 |
– | Article 18 |
Article 9(1) and (2) | Article 19(1) and (2) |
Article 9(3), first sentence | Article 19(3) |
Article 9(3), sentences 2 to 4 | Article 19(4) |
Article 9(4) to (7) | Article 19(5) to (8) |
– | Article 19(9) and (10) |
Article 9a | – |
Article 10(1) to (3) | Article 20(1) to (3) |
– | Article 20(4) |
Article 11(1) | Article 21(1) |
– | Article 21(2) |
Article 11(2) | Article 21(3), first subparagraph |
Article 11(3), first subparagraph | – |
Article 11(3), second subparagraph | Article 21(3), second subparagraph |
Article 11(4) to (6) | Article 21(4) to (6) |
Article 12(1) to (3) | Article 22(1) to (3) |
Article 12(4) | Article 22(4) |
– | Article 22(5) to (7) |
Article 13(1) to (2) | Article 23(1) and (2) |
– | Article 23(3) to (5) |
Article 14 | – |
Article 15 | – |
– | Article 24 |
– | Article 25 |
– | Article 26 |
– | Article 27 |
Article 16(1) and (2) | Article 28(1) and (2) |
Article 16(2a) | Article 28(3) |
Article 16(3) | Article 28(4) |
Article 17 | Article 29 |
– | Article 30 |
Article 18 | Article 31 |
Article 19 | Article 32 |
– | Article 33 |
Article 19a | Article 34 |
– | Article 35 |
Article 20 | Article 36 |
– | Article 37 |
Article 21 | Article 38 |
Article 22 | Article 39 |
Annex I | – |
– | Annex I |
– | Annex II |
– | Annex III |
Annex II | Annex IV |
Annex III | Annex V |
Annex IV | Annex VI |
Annex V | Annex VII |
Annex VI | Annex X |
Annex VII | Annex XI |
– | Annex XII |
Annex VIII | Annex XIII |
Annex IX | Annex IX |
Annex X | Annex XIV |
Annex XI | Annex VIII |
Annex XII | – |
– | Annex XV |
– | Annex XVI |
See page 128 of this Official Journal.
See page 24 of this Official Journal.
Where the inspections carried out in the context of port State control represent only part of the inspectors' work, the total number of inspectors must be converted to a number equivalent to full-time inspectors. Where the same inspector works in more than one port or geographical area the applicable part-time equivalent must be counted in each port.
This information must be provided at national level and for each port of the Member State concerned. For the purposes of this Annex, a port is taken to mean an individual port or the geographical area covered by an inspector or team of inspectors, comprising several individual ports where appropriate.
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