The purpose of this study is to fill the gap and apply a fault tree analysis (FTA) in detention lists of Black Sea Region published port state reports from 2005 to 2016. The study analyzes valid records of 2,653 detained ships with 6,374 deficiencies based on a strategic management approach. This paper sets up FTA technique to assess the detention probability of a random ship which calls the Black Sea Region with the help of detention lists published within subject years.,This paper is not published elsewhere, and it is based on an original work, which figures out detention probability of a regular ship at Black Sea Region port state control from published lists of Black Sea Memorandum of Understanding (MoU). By utilizing these detention lists, a generic fault tree diagram is drawn. Those probabilities could be used strategically with the most seen deficiencies in the region which all could guide the users, rule makers and the controllers of the maritime system.,FTA has conducted based on the data which was collected from website of BS MoU detention lists that published from 2005 to 2016. Those lists have been published on monthly basis from 2011 to 2016 and on quarterly basis from 2005 to 2010. Proper detention records have been included into the research, whereas some missing records were excluded. Subject lists have been harmonized and rearranged according to Black Sea MoU Detention Codes which was published on October 2017 at Black Sea MoU’s website. According to BS MoU Annual Reports, 58,620 ships were inspected from 2005 to 2016 as seen in Table 1. Those ships were inspected by each member country’s PSOs in the light and guidance of predefined selection criteria of the region. Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply a safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities.,In the light of the above analysis, the future research on this subject could be studied on other regions which might enable a benchmark opportunity to users. Also, insurance underwriters have their own reports and publications that could clarify different points of view for merchant mariners and regulators. In this research, FTA is used as a main method to figure out the root causes of the detentions. For future researches, different qualitative and quantitative methods could be used under the direction of subjects.,Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities.,With the nature of carriage, shipping business carry out its essential economic attendance in world trade system via inclusion in national and international transportation. As a catalyst in international trade, shipping itself enables time, place and economic benefits to users (Bosneagu, Coca and Sorescu, 2015). Social and institutional pressures generate shipping industry as one of the most regulated global industries which creates high complexity. Industry evolved to multi-directional structure ranges from international conventions (IMO and ILO) to “supra-national interferences” (EU directives), to regional guidance (MoUs) to national laws (flag states). Ship operators endeavor to adopt/fit its industry environment where rules are obvious. With adaptation of industrial environment, ship operators are able to create an important core competency.,This study enlightens the most recorded deficiencies and analyzed them with the help of fault three method. These calculated frequencies/probabilities show the most seen nonconformities and the root causes of detentions in the Black Sea Region in which those results will be benefited strategically that enables a holistic point of view that guide the owners/managers, charterers/sellers/shippers, classification societies, marine insurance underwriters, ship investors, third parties, rule makers and the controllers of the system to apply safety culture.

中文翻译：

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港口国控制的战略管理方法

这项研究的目的是填补空白，并在2005年至2016年黑海地区公布的港口国报告中将故障树分析（FTA）应用于黑名单。该研究基于2 653个缺陷的2,653艘被扣留船舶的有效记录进行了分析。战略管理方法。本文建立了自由贸易区技术，以借助主题年内发布的拘留清单评估称为黑海区域的随机船的拘留概率。本文未在其他地方发表，它基于原始工作，从《黑海谅解备忘录》（MoU）的已发布清单中找出常规船在黑海地区港口国控制处的滞留概率。通过利用这些拘留清单，绘制了通用故障树图。这些概率可以在该地区最明显的缺陷中得到战略利用，这些缺陷都可以指导用户，规则制定者和海事系统的控制者。FTA根据从BS MoU拘留清单网站收集的数据进行了研究，该清单于2005年至2016年发布。这些清单已于2011年至2016年每月发布，并于2005年至2010年每季度发布。该研究包括适当的拘留记录，而一些失踪记录被排除在外。根据2017年10月在黑海谅解备忘录网站上发布的《黑海谅解备忘录拘留规则》，对主题列表进行了统一和重新安排。根据BS MoU年度报告，如表1所示，2005年至2016年检查了58,620艘船。这些船舶由每个成员国的PSO根据该地区预定的选择标准进行了检查。检测到的被检查船舶的滞留频率为0.103116，这说明在PSO检查后，呼叫黑海地区任何港口的任何船舶都可以被滞留10％。而且，每个中间事件计算出的频率都可以启发船舶不合格的概率。尽管这些缺陷显示出结构安全和保安方面的不合格之处，但这些可能性也向我们证明了船舶的管理方面不足以管理和应用安全文化。鉴于此，船东/经理可以根据区域记录查看一般的不符合项，并可以根据需要对他们的船队和每艘船进行管理。可以在其他地区研究此主题的未来研究，这可能为用户带来基准机会。此外，保险承保人有自己的报告和出版物，可以为商船员和监管者阐明不同的观点。在这项研究中，FTA被用作找出拘留原因的主要方法。为了将来的研究，可以根据研究对象的指示使用不同的定性和定量方法。被检船舶的滞留频率为0.103116，这说明在PSO检查后，任何呼叫黑海地区任何港口的船舶均可被滞留10％。而且，每个中间事件计算出的频率都可以启发船舶不合格的概率。尽管这些缺陷显示出结构上的安全性和安全性不一致，这些可能性也向我们证明了船舶的管理方面不足以管理和应用安全文化。鉴于此，船东/经理可以根据区域记录查看普遍的不符合项，并可以根据需要管理其船队和每艘船。凭借运输的性质，船运业务在世界贸易中履行其必不可少的经济参与通过纳入国内和国际运输系统。作为国际贸易的催化剂，运输本身可以为用户带来时间，地点和经济利益（Bosneagu，Coca和Sorescu，2015年）。社会和机构的压力使航运业成为管制最严密的全球性行业之一，这造成了高度的复杂性。工业发展到多方向的结构，从国际公约（IMO和ILO）到“超国家干扰”（欧盟指令），再到区域指南（MoU）再到国家法律（船旗国）。船舶经营者努力采用/适应规则明显的行业环境。随着工业环境的适应，船舶经营者能够建立重要的核心竞争力。本研究启发了记录最多的缺陷，并借助故障三法对其进行了分析。这些计算出的频率/概率显示了黑海地区最常见的不合格现象和拘留的根本原因，这些结果将从战略上得到好处，从而可以从整体角度指导船东/经理，承租人/卖方/发货人，分类社团，海上保险承保人，