1.79%), and crew member familiarity, training, and capability in operating a shipboard incinerator or thermal waste treatment device installed as an alternative
arrangement (93 deficiencies, i.e., 1.41%).
68
3.2 Effectiveness
In spite of the earlier skepticism, it is clear that port state control has now become an
integral and effective element of the global enforcement regime for international
safety, security, and marine environmental protection standards for ships. During its
early years, as with any new regime, it was impossible to discern how its objectives
were to be eventually achieved. Four decades hence, it can be shown that port state
control have motivated an increasing number of open registries to tighten their
standards, professionalize their operations, and strengthen compliance and
enforcement.
Many indicators point to the effectiveness and positive influence of the port state
control regime. For instance, not only have regional MoUs seen a fall in deficiency
and detention rates,
69 they have even witnessed a reduction in marine casualties. One
study calculated the total loss rate in shipping as having decreased steadily from 6.09
per thousand in 1973 to 1.61 per thousand in 2003.
70 Another econometric study
suggests the potential effectiveness of the PSC inspection regime by observing a
positive correlation and effect between the initial and successive inspections
conducted on board a given vessel.
71 A number of studies also show that flag states
are taking port state control black- and grey-listing seriously, because shipping
companies are also becoming more selective and adept at using PSC statistics in
boardroom decision-making. Ship performance at PSC inspections have now
become part of charterer due diligence,
72 shown to be a significant factor in a
shipowner’s choice of flag registry or classification society,
73 and resulted in greater
difficulty for ships to engage in port-shopping.
74 Of particular interest to this
Chapter is the finding that “Specific deficiencies in relation to the requirements of
MARPOL, recorded under both the Paris and Tokyo MOUs, have decreased.”
75
Nonetheless, the regional PSC inspection regimes continue to operate under a
number of weaknesses, challenges, and limitations, not least in the particular context
of MARPOL Annex VI where there are mixed reviews as to the comprehensiveness
68 Tokyo MoU on PSC (2019).
69 Bang (2008).
70 Li and Zheng (2008), p. 66.
71 Cariou et al. (2007).
72 Özçayir (2009).
73 Cariou and Wolff (2011), p. 174.
74 Bang (2008), pp. 726–727.
75 Bang (2008), pp. 758–759.
Air Pollution, Climate Change, and Port State Control
539
arrangement (93 deficiencies, i.e., 1.41%).
68
3.2 Effectiveness
In spite of the earlier skepticism, it is clear that port state control has now become an
integral and effective element of the global enforcement regime for international
safety, security, and marine environmental protection standards for ships. During its
early years, as with any new regime, it was impossible to discern how its objectives
were to be eventually achieved. Four decades hence, it can be shown that port state
control have motivated an increasing number of open registries to tighten their
standards, professionalize their operations, and strengthen compliance and
enforcement.
Many indicators point to the effectiveness and positive influence of the port state
control regime. For instance, not only have regional MoUs seen a fall in deficiency
and detention rates,
69 they have even witnessed a reduction in marine casualties. One
study calculated the total loss rate in shipping as having decreased steadily from 6.09
per thousand in 1973 to 1.61 per thousand in 2003.
70 Another econometric study
suggests the potential effectiveness of the PSC inspection regime by observing a
positive correlation and effect between the initial and successive inspections
conducted on board a given vessel.
71 A number of studies also show that flag states
are taking port state control black- and grey-listing seriously, because shipping
companies are also becoming more selective and adept at using PSC statistics in
boardroom decision-making. Ship performance at PSC inspections have now
become part of charterer due diligence,
72 shown to be a significant factor in a
shipowner’s choice of flag registry or classification society,
73 and resulted in greater
difficulty for ships to engage in port-shopping.
74 Of particular interest to this
Chapter is the finding that “Specific deficiencies in relation to the requirements of
MARPOL, recorded under both the Paris and Tokyo MOUs, have decreased.”
75
Nonetheless, the regional PSC inspection regimes continue to operate under a
number of weaknesses, challenges, and limitations, not least in the particular context
of MARPOL Annex VI where there are mixed reviews as to the comprehensiveness
68 Tokyo MoU on PSC (2019).
69 Bang (2008).
70 Li and Zheng (2008), p. 66.
71 Cariou et al. (2007).
72 Özçayir (2009).
73 Cariou and Wolff (2011), p. 174.
74 Bang (2008), pp. 726–727.
75 Bang (2008), pp. 758–759.
Air Pollution, Climate Change, and Port State Control
539