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Файл:Международные конвенции и кодексы. Том №3. Учебное пособие
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имел надлежащий диплом в соответствии с положениями Конвенции и как
установлено Администрацией (Государством Флага судна).
При осуществлении контроля инспектором государственного портового
контроля перечисленные ниже недостатки могут рассматриваться как
представляющие опасность для людей, имущества и окружающей среды:
1. отсутствие у моряков соответствующих дипломов и квалификационных
свидетельств;
2. количество членов экипажа не соответствует «Свидетельству о
минимальном составе экипажа»;
3. грубые нарушения требований несения вахты на ходовом мостике или в
машинном отделении.
В соответствии с Правилом 1/5 Конвенции, в отношении Компании и
конкретных лиц, нарушающих требования Конвенции, могут быть применены
процедуры изъятия или приостановки действия дипломов, подтверждений к
дипломам, а также применены соответствующие наказания, дисциплинарные и
другие меры в том случае, когда:
• Компания или капитан судна наняли лицо, не имеющее диплома, требуемого
Конвенцией;
• Компания или капитан судна наняли лицо, обладающее поддельными
документами или полученными мошенническим путем;
• капитан судна разрешил выполнять какую-либо функцию или работу в любой
должности, которая согласно действующим правилам должна выполняться лицом,
имеющим соответствующий диплом или действительное квалификационное
свидетельство;
Таким образом, Правило 1/14 "ПДМНВ-78/95" устанавливает достаточно
жесткую ответственность судоходных компаний в отношении выполнения
требований Конвенции, в том числе - в отношении контроля действительности
дипломов у принимаемых на работу моряков.
Все лица, направляемые на судно Компании, должны иметь при себе личные
документы, включая:
1. паспорт моряка и загранпаспорт;
2. рабочий диплом с подтверждением (для комсостава);
3. диплом оператора ГМССБ с подтверждением – все судоводители;
4. документ о тренажерной подготовке по курсу "Радиолокационное
наблюдение и прокладка" и «Использование САРП» - все судоводители;
5. квалификационные свидетельства (рядовой состав);
6. служебное удостоверение;
7. санитарный паспорт моряка, оформленный в соответствии с действующими
требованиями;
8. сертификат о проверке на алкоголь и наркотики;
9. справку о прохождении инструктажа по технике безопасности;
10. документ о прохождении подготовки по борьбе за живучесть судна и
выживанию на море (первая помощь, выживание на море, использование
спасательных средств, борьба с пожаром и водой);
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11. индивидуальное соглашение (контракт) по оплате труда и срокам работы на
судне;
12. копию приказа по Компании о назначении на данное судно;
13. документ о прохождении курсов повышения квалификации, одобренных
Компанией – для комсостава;
14. документ о прохождении курса "Перевозка опасных грузов" - для КМ и
СПКМ сухогрузных судов;
15. документ о тренажерной подготовке по курсу "Электронные карты и
электронная навигация" - все судоводители судов, оборудованных системами
индикации "электронных карт";
16. документ о прохождении тренажерного курса «Организация ходового
мостика» - КМ, СПКМ (или все судоводители - в зависимости от района плавания);
17. документ о прохождении тренажерного курса «Управление и
маневрирование судна» - КМ и СПКМ;
18. документ о прохождении курса по оказанию первой помощи - для всего
командного состава судов;
19. документ о прохождении углубленного курса по медицинской подготовке и
медицинскому уходу - для помощника капитана, ответственного за оказание первой
помощи и медицинский уход.
Дополнительно, для направляемых на специальные суда:
1. документ о прохождении курса "танкерной безопасности" - все лица,
направляемые на танкер или "ОБО";
2. документ о прохождении углубленной подготовки по танкерной
безопасности - командный состав и лица, ответственные за проведение
технологических операций и обеспечение безопасности на танкерах и "ОБО";
3. свидетельство на право работать с системой мойки танков сырой нефтью
("МСН") и с Системой инертных газов ("СИГ") - КМ, CIIKM, СТМ, второй механик,
донкерман на танкерах и "ОБО";
4. свидетельство на право работать с "Системой улавливания и подачи на берег
газов из нефтяных танков во время их налива" - КМ, СПКМ, СТМ, второй механик,
донкерман на танкерах и "ОБО", оборудованных такой системой;
5. документ о прохождении курса "Безопасность на танкерах -химовозах" (весь
экипаж) и об углубленной подготовке по безопасности на танкерах -химовозах
(командный состав и лица, ответственные за проведение технологических операций и
обеспечение безопасности) на танкерах, способных перевозить химические грузы;
6. документ о прохождении курса "Безопасность судов с горизонтальным
способом грузовых операций" ("Безопасность на ро-ро") - для всего экипажа, и об
углубленной подготовке по "Безопасности на ро-ро" - для командного состава;
7. документ о прохождении курса "Подготовка экипажей пассажирских судов"
(для всего экипажа) и об углубленной подготовке - для командного состава;
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8. документ о наличии квалификации "специалист по спасательным шлюпкам и
плотам" - боцман, матрос первого класса, квалифицированный матрос.
18.5 The Oil Companies International Marine Forum (OCIMF)
is a voluntary association of oil companies with an interest in the shipment and
terminalling of crude oil, oil products.
OCIMF was formed in April 1970 in response to the growing public concern about
marine pollution, particularly by oil, after the Torrey Canyon incident in 1967. In the early
1970s, a variety of anti-pollution initiatives were starting to emerge nationally, regionally
and internationally, but with little coordination. Through OCIMF, the oil industry was able
to play a stronger, coordinating role in response to these initiatives, making its professional
expertise widely available through cooperation with governments and intergovernmental
bodies. OCIMF was granted consultative status at the IMO in 1971 and continues to present
oil industry views at IMO meetings. Since then, its role has broadened to take account the
changing maritime activities of its membership. Its remit now covers tankers, barges,
offshore support vessels and terminals and its advice extends to issues like shipping in ice
and large-scale piracy, which rarely troubled the oil industry when OCIMF was first created
in the 1970s.The current membership of OCIMF comprises 90 companies worldwide.
Vetting Inspection
-is the common name on inspections conducted by an Oil Major, on oil tanker
intended for service, in order to verify that the tanker complies with the Oil Major’s
Oil Major
- is referring to the Oil Companies (members of OCIMF), but the term is also now
used on some of the Charterers and some of the Traders.
Observation
– a recorded deficiency or remark noted by the Vetting Inspector, normally referred
to the VIQ, other OCIMF publications, or industry requirements.
Operator’s Comments –
in this procedure means the Technical Manager’s response to the Oil Major on
Observations noted during the Vetting Inspection. The Operator’s Comments are mainly
based on comments from the Master, in response to the report from the Vetting Inspector. It
is important to note that the comments are a statement of the actions taken to rectify the
Observation, or our intention to rectify it in the future, and therefore we are obliged to
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comply with our own statement. (A statement given, and not actually fulfilled will be
considered a serious breach of trust between the two parties, and may result in the vessel
being placed on a hold by the Oil Major).
Screening
– a terminology used to describe a process the Oil Major conducts prior each use of a
vessel. In this process, an Operator may be contacted for further information, or updated
information in respect of the Operator’s Comments.
CDI - Chemical Distribution Institute.
SIRE
– Ship Inspection Report, is a common database for vetting reports, operated by
OCIMF and available to the OCIMF members. It is in this system that an OCIMF member
can review (screen) a previous vetting report and evaluate a vessel’s suitability for service,
without actually inspecting the vessel.
SIRE Documents
Vessel Inspection Questionnaires for the inspection of Oil Tankers, Combination
Carriers, Shuttle Tankers, Chemical Tankers and Gas Tankers are utilised by Inspectors to
compile and submit SIRE inspection information. The VIQ addresses questions of
certification, crew management, navigation, cargo handling, mooring, engine room and
steering gear and other aspects associated with safety and pollution.
The VIQ is designed to be completed in electronic form by an attending inspector
using a computer and specially developed OCIMF software and then submitted
electronically either to the OCIMF Member comissioning the inspection or directly to SIRE
for processing by the same Member. Users of the document should note that this document
does not contain the questionnaires used for the inspection of barges, towing vessels or
vessels carrying packaged cargoes.
SIRE Tanker and Barge Reports and VPQs/BPQs are available electronically 24
hours a day, 365 days per year via the internet to qualified Recipients. SIRE recipients are
kept abreast of details of reports held in the database by means of a computerised index.
Vessel Particulars Questionnaire for Bulk Oil/Chemical Carriers and Gas
Carriers(VPQ) plus Barge Particulars Questionnaire (BPQ)
The Vessel Particulars Questionnaire for Bulk Oil/Chemical Carriers and Gas
Carriers (VPQ) and Barge Particulars Questionnaire (BPQ) provide the means whereby
ship/barge operators compile ship/barge particulars data using OCIMF software for
electronic submission to SIRE. Although the submission of VPQ/BPQ data is not
obligatory, it is highly recommended. The VPQ/BPQ contain many questions that deal with
customary on-board documents and ships' particulars of permanent or semi-permanent
nature that will reduce the inspectors' time on board. This information will also assist a
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vetting department during vessel assessment and should reduce the need to complete
separate technical questionnaires for individual charterers.
Technical Hold
– a terminology used if a vessel is not suitable for service by an Oil Major.
Vetting Manager
– a designated person in the office organization, responsible for coordinating,
arranging, and follow-up a vetting inspection.
18.5.1 Responsibility
The Master is responsible for ensuring that the vessel is prepared for Vetting
Inspection at all times, and particularly when informed that an inspection has been planned.
The Master has further a responsibility to ensure that previous observations have been
properly closed, and that this is documented on board. The Master is also responsible for
keeping the VPQ updated at all times, i.e. revise the VPQ in connection with renewal of
certificates, class status etc.
The Vetting Manager is responsible for arranging a Vetting Inspection as
dictated/requested by the Operation Department, the vessel’s Commercial Manager /
Owner, or the Charterer, and to prepare and communicate the Operator’s Comments
following the inspection, including keeping records of all Vetting Inspections conducted. In
addition, the Superintendent may request a Vetting Inspection, in order to maintain a
current SIRE report for the vessel. A Vetting Inspection shall never be arranged without
prior consent from the Superintendent.
The Superintendent is responsible for arranging repair, and follow-up on
Observations from a Vetting Inspection, in line with what is stated in the Operator’s
Comments. The Superintendent has the final word if an inspection shall be conducted or
not, when taking into consideration all relevant information in respect of the vessel’s
current condition, and port activity program.
Vetting inspections are arranged on request from the Owner, the Operation
Department, the Charterer or in case of the most important Oil Majors, prior to the expiry
of a stipulated validity of the last inspection. (Normally 12 months, but for older vessel, and
in special cases can be less).
In some cases, an Oil Major will also ask permission to inspect, if a vessel is in a
convenient location.
Very few Oil Majors are using the term “Acceptable” or “Approved”, as a vessel is
always screened prior to use. Therefore, the Oil Major will only respond that “no further
information required at this time”, which we consider as the completion of a vetting
process.
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The Oil Majors are also screening vessels on basis of a questionnaire that must be
submitted, and this will in most cases result in that the validity of a previous inspection is
extended.
All Oil Majors (OCIMF Members) are using OCIMF/SIRE reports available, and
therefore it is important that the vessel has a “fresh” SIRE report in the system. In this
respect it is our policy that we shall try to arrange for a SIRE inspection on a quarterly
intervals.
18.5.2 Vetting Process
A step-by-step process of a vetting operation from the initial request until the final
approval may be described as follows:
1. Instruction is received to arrange a specific Oil Major Vetting Inspection.
2. The Superintendent and Vetting Manager agree wether it is possible to conduct
Vetting Inspection in the current port, and ensure that no other Inspections and/or Class
Surveys will be carried out concurrently. (Annual Class Survey may result in postponement
while just a CMS or minor survey will normally not interfere with a Vetting Inspection).
3. The Oil Major is approached with a request for inspection in a specific discharge
port at an approximate time. The request must include:
- Vessel name
- Operation
- IMO number
- ETA
- Time in port
- Local agent contact reference
- Invoicing details and/or where to send the report
(Note that some Oil Major has internet request (BP), while other has special forms
(ChevronTexaco)).
4. Information to the vessel when attendance is confirmed, including a request to
vessel to inform the agent about the vetting inspector attendance.
5. Prior to the inspection, the Master must update and prepare a copy of the VPQ
available to the inspector.
6. Prior to the inspection, the Master must prepare a copy of table 3.1.1 from chapter
3 in the VIQ
7. The Vetting Inspection is conducted on board. During the inspection, the Inspector
must always be followed / guided by a senior officer (Master and/or Chief Officer on Deck,
and Chief Engineer in the Engine Room) and never be left alone, or allowed to
communicate with a rating or junior officer unless a senior officer is present. This is mainly
to avoid misunderstandings, but also to avoid that items are brought up later, which the
Master is unaware of.
8. After an Inspection, there must always be a closing meeting with the Inspector,
were the Master can comment on each and every Observation that the Inspector have
recorded. In case there is no time for a closing meeting, the Master must insist that the
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Inspector note this fact in his final report, and the Master must inform the Company
accordingly.
9. The Master is encouraged to comment on each Observation at his earliest
convenience after a Vetting Inspection, and submit his comments to the Company.
10. Normally, the Operator’s Comments are not prepared until after the formal report
is received from the Oil Major. However, in some cases it may be worthwhile to be
proactive and comment directly to the Oil Major on basis of the notes left with the Master.
This approach may be useful in case the Inspector has detected a serious breach of
regulations, or if it is a matter of a clear misunderstanding.
11. After the formal report from the Vetting Inspection is received in the office, the
Operator’s Comments are prepared. Prior to sending same to the Oil Major, the draft must
be reviewed by the Master and the Superintendent. The Operator’s Comments are prepared
in a uniform format, where sample forms will be found in previous records.
12. The Operator’s Comments are sent to the Oil Major as per instructions on the
received report.
13. When the vessel is “approved” by the Oil Major, a statement is given that, “no
further information is required”. When this statement is received, we consider the vessel
approved by the Oil Major, and the case is closed; we must close all obervations.
14. After the vessel is “approved”, the Vetting Inspection is registered in the Vetting
database, and a final copy of the Operator’s Comments shall be filed on board in a
designated Vetting File.
Preparing for, and Conducting a Vetting Inspection.
In addition to the items mentioned in the above step-by-step description, the Master,
and every officer on board must be prepared for a Vetting Inspection. It is recommended to
have a meeting with all crew prior to a vetting, informing everybody on the result of
previous inspection and what they should be prepared for.
Prior to a Vetting Inspection, it is a good practice to review the most recent
inspection reports, also from other Oil Major than the inspecting company, this because the
Oil Major has access to all Vetting Inspections conducted on the vessel. There is nothing
worse than to find a deficiency, which has been reported before, and confirmed closed, but
still existing. In the preparation for a Vetting Inspection, it is also a good practice to review
the record of Port State Controls, and confirm that all deficiencies are properly closed.
Also, a review of the current Class Status Report is a sound exercise, even if nothing can be
done on short notice, it is prudent to be aware of the content, and having plans to deal with
any outstanding class item.
As mentioned above, it is utmost important that the inspector is met on the gangway
by security and not left alone during an inspection. It is further, very important to be
cooperative during the inspection, and not try to hide something from the inspector. It is
often better to reveal a deficiency and a plan for corrective action to the inspector, rather
than letting him find it. In most cases, a deficiency in progress of being rectified will not be
recorded.
The Master shall submit an updated VPQ to the Company, whenever he make a
change in the on board copy of the VPQ database. If it is just a matter of some certificates,
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it is enough to send the changes on e-mail, referring each change to the relevant reference
number of the VPQ. In this respect, the revision date of the VPQ must also be updated.
If there is a lot of updating, or if the mooring diagrams or similar sketches are
changed, the entire VPQ file must be submitted to the office, either on a floppy disc, or as
an attachment to an e-mail. To create export file from the VPQ, proceed as follows:
1. In the main view, mark the vessel, and press the export button.
2. The file is now found in Explorer, under C:\SIRE\VPQ\Exports\IMONumber.vpz
3. Submit this file as an attachment or save it to a floppy.
The Company shall then update the database at OCIMF/SIRE, and the above
procedure is similar.
To update an existing VPQ database when a floppy or e-mail attachment is received,
proceed as follows:
1. Save the received file in Explorer, under C:\SIRE\VPQ\Imports
2. Open the VPQ database in main view, and press the Import button.
3. Select the .vpz file with the IMO number corresponding to the vessel that you
want to import
18.5.3 Reporting
As soon as a Vetting Inspection is completed, the Master shall inform the Company
of the result of it, and in due course provide his comments to the observations noted. All
observations must be commented, and it must be clearly described how the deficiency is
corrected, or when it is expected to be completed.
After Operator’s Comments has been prepared and agreed by the Master and the
Superintendent, the comments must be submitted to the Oil Major and SIRE as stated
above.
When the vessel is cleared by the Oil Major, the vessel must be advised and a copy
of the final Operator’s Comments submitted to the vessel.
18.6 The U.S. Coast Guard
as one of the five branches of the armed forces, the Coast Guard is the only branch
responsible for enforcing domestic and international laws on navigable waters. To ensure
the safety of U.S. ports and shipping, the Coast Guard is tasked with enforcing an
international program called Port State Control (PSC). The PSC program focuses on
preventing substandard shipping from arriving in U.S. ports. PSC, as defined by the
International Maritime Organization, is the inspection of foreign ships in national ports to
verify that the condition of the ship and its equipment comply with the requirements of
international regulations and that the ship is manned and operated in compliance with these
rules. In order to further understand the USCG PSC program, we will look at the
international and domestic regulations involved and the role of the USCG in enforcing
those regulations.
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The maritime trade industry is inherently international, thus the laws regulating
international trade via the maritime environment are international law. However, each
country has the ability to require more stringent regulations on vessels calling on their
ports, which places vessels engaged in foreign trade under the jurisdiction of domestic law
as well. Therefore, PSC Examiners (PSCE) enforce a series of international and domestic
laws: International Convention for the Safety of Life at Sea (SOLAS), International
Convention for the Prevention of Pollution from Ships (MARPOL), International
Convention on Load Lines (Load Lines), International Convention on Standards of
Training, Certification and Watch Keeping (STCW), International Ship and Port Facility
and Security Code (ISPS), International Labor Organization laws, and domestic navigation
and pollution regulations.
Consequently, USCG PSCEs enforce those aforementioned international regulations,
as well as U.S. laws via the Code of Federal Regulations. The USCG PSC examinations
primarily cover three aspects of the ship’s operations: safety, security, and pollution
prevention. The exam begins prior to the vessel’s entry into port. U.S. regulations require
vessels over 300 gross tons to submit a Notice of Arrival to the National Vessel Movement
Center 24 or 96 hours prior to arriving at the port or place of destination. Various bits of
information are required to be provided on this notice. USCG PSCEs use the information
provided to screen for the need of a safety and/or security examination, and ensure the
validity of required SOLAS and MARPOL documents. The type of ship also determines the
type of exam required. Freight ships, bulk cargo ships and container ships generally require
a PSC and ISPS exams once a year. Likewise, oil and chemical tank ships are also required
an annual examination. However, for U.S. purposes, in addition to PSC and ISPS exams,
tank ships are required to have a USCG Certificate of Compliance Exam once a year. Once
the vessel is screened and found to be compliant it is approved for entry, and the
appropriate exam is scheduled if necessary.
Essentially, PSC exams are in-depth audits of the vessel’s crew, operations, and
equipment. As mentioned, USCG PSCEs enforce international laws on board foreign
vessels. To test compliance with SOLAS Regulations, examiners inspect a vessel’s
navigational equipment, life saving appliances, fire fighting systems, and the crew’s
knowledge of operating those systems. For example, a fire drill is conducted to test the
crew’s knowledge of the ship’s procedures. The drill is also conducted to inspect fire
fighting outfits, hoses, fire doors, and the vessel’s emergency and main fire pumps.
To ensure compliance with MARPOL regulations, PSCEs examine pollution
prevention equipment such as the vessel’s oily water separator, and oil discharge
monitoring equipment, ensuring that no unnecessary pollution is entering our waterways.
PSCEs also enforce compliance with Load Line regulations, which cover how much
product the vessel is carrying and the vessel’s watertight integrity. STCW regulates the
crew and fitness of individuals to hold certain positions on the ship. Officers obtain licenses
and certifications to perform certain jobs. PSCEs ensure that the correct licenses are held by
crewmembers, and that they’re competent in that position. As for ISPS, PSCEs start this
portion of their exam prior to boarding the vessel. Security of the facility, ship access, crew
knowledge, and ship security procedures are scrutinized.
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The vessel’s crew accommodations also receive scrutiny. PSCEs ensure that each
crew member has his or her own berth, that enough food and supplies are available for their
current voyage, mandatory rest periods are being adhered to, a sufficient ratio of showers
and restroom stalls are provided, and that a generally healthy and safe working environment
is provided.
Tank ships are also required to have an exam by USCG Certificate of Compliance
Examiners once a year. During this exam, done in congruence with the PSC exam,
pollution prevention equipment and systems related to the transfer of bulk liquid products
are tested. PSCEs test overflow alarms, loading and unloading procedures, transfer hoses,
spill equipment, and other systems designed to protect against disaster and environmental
degradation.
PSCEs conduct examinations to ensure compliance with international and domestic
laws. The goal is to eliminate substandard vessels from U.S. waters, thus protecting the
environment and ensuring the safety and security of our ports and waterways
Практическое занятие
Задание № 1
3 помощник капитана.
Подготовьте документы по своему заведованию для Внутреннего аудита.
Задание № 2
2 помощник капитана
Подготовьте документы по своему заведованию для проверки судна
осуществляемой The U.S. Coast Guard в соответствии с Foreign vessel exam book for
MTSA/ISPS. Code compliance Navigation and vessel inspection circular. US Coast Guard.
# 06-03, Ch 01.
Контрольные вопросы:
1 Какова цель проверок судна?
2 Какие организации могут производить проверку судна?
3 Назовите основной элемент "обратной связи" СУБ?
4 Кто осуществляет Внутренний аудит СУБ?
5 Назовите этапы Внутреннего аудита?
6 Кто назначает и проводит аудиторские проверки СУБ судов Компании?
7 Что означает термин "AUDIT" и его отличие от термина "Survey"?
8 Какие документы выдаются судну и компании по окончании внешнего
аудита?
9 Какая основная задача Государственного портового контроля по СУБ?
10 Что означает термин «Задержание судна в порту»?
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