On The Paris Memorandum Of Understanding On Port State Control

Original Language Title: Par Parīzes saprašanās memorandu par ostas valsts kontroli

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Read the untranslated law here: https://www.vestnesis.lv/ta/id/118167

Cabinet of Ministers Regulations No. 744 in Riga in 2005 on September 27 (Mon. No 54 30) of the Paris Memorandum of understanding on port State control have been issued in accordance with the Cabinet of Ministers Act article 14 equipment, first paragraph, point 3, 1.26 January 1982 the Paris Memorandum of understanding on port State control (hereinafter referred to as the memorandum) with these rules is adopted and approved. 2. fulfilment of the obligations provided for in the Memorandum are coordinated by the Ministry of transportation. 3. the memorandum shall enter into force under Chapter 8 on time and in order. Prime Minister a. Halloween Foreign Minister a. PABRIKS adopted and approved by the Cabinet of Ministers on 27 September 2005, the provisions of no. 744 of the Paris Memorandum of understanding on port State control Kanādas1 Croatia 2 Belgium Denmark Finland France Germany Igaunijas3 (Federal Republic), Greece, Ireland, Italy Islandes4 Latvijas5 Polijas6 Netherlands Norway Portugal Spain Sweden the Russian Federācijas7 Slovēnijas8 of the United Kingdom of Great Britain and Northern Ireland sea Administration (the Administration) taking into account European Regional Conference on maritime security in 1980 on December 2, the final Declaration adopted by the , which stresses the need to increase maritime safety and the protection of the marine environment, as well as the need to improve living and working conditions on board ships; Highlighting the progress made in this sector reached the International Maritime Organization (IMO) and the International Labour Organization; Stressing also the European Union's contribution to the above objectives; Realizing that the flag State administration is primarily responsible for the effective international standards laid down by the legislation; Recognizing the need for the effective operation of the port State to prevent sub-standard ships; Recognizing also the need to avoid distortion of competition between ports; Convinced that the achievement of these objectives requires improved and coordinated port State control system, strengthening cooperation and exchange of information; Have reached the following agreement: part 1. Commitments 1.1 each administration will implement this memorandum and its annex, which is an integral part of this Memorandum. 1.2 each administration will maintain effective port State control system to ensure that foreign merchant ships that enter a port or at anchor in the country in this port, without discrimination with regard to flag, meet the standards set out in part 2 of the specified binding legislation. Each administration may also perform inspections on board vessels at berth at this Administration's jurisdiction in marine equipment. 1.3 each administration must be made annually to the inspection of ships to the extent corresponding to 25% of the average individual merchant ships (hereinafter "the Board"), which entered its ports of this country in the last three calendar years for which statistics are available. 1.4 each administration will consult, cooperate and exchange information with other administrations, in order to facilitate the attainment of the objectives of the memorandum. 1.5 each administration or another institution according to the situation to develop appropriate procedures for pilots and port authorities to promptly inform the competent port State administrations of cases where, in the performance of his duties is detected deficiencies which may affect the safety of the ship, or which may pose a threat to the marine environment. Part 2. Binding legal acts 2.1 Memorandum of understanding This ' binding legislation ' means: 1. the 1966 International Convention on load lines (LL Convention referred to as 66). 2 the 1966 International Convention on load lines mark the 1988 Protocol (LL Prot 88). 3 the 1974 International Convention for the safety of life at sea (SOLAS Convention). 4 the 1974 International Convention for the safety of life at sea, the 1978 Protocol (SOLAS Prot 78). 5 the 1974 International Convention for the safety of life at 1988 the sea Protocol (hereinafter referred to as SOLAS Prot 88) 6 to the 1973 International Convention for the prevention of pollution from ships and its 1978 and 1997 protocols (hereinafter MARPOL 73/78 Convention). 7 the 1978 International Convention on standards of training, certification and Watchkeeping for seafarers and Watchkeeping (STCW 78, below). 8 the 1972 Convention on the international regulations for prevention of collisions (hereinafter COLREG 72). 9 the 1969 International Convention on tonnage measurement of ships (Tonnage Convention). 10 International Labour Organization (ILO) in 1976. Convention No. 147 on minimum standards in merchant ships (hereinafter ILO Convention 147). 11 the ILO Convention of 1976 on the minimum standards of commercial vessels of the 1996 Protocol (hereinafter referred to as the ILO could 96). 12 the 1992 International Convention on civil liability for oil pollution damage (CLC Convention hereinafter) 2.2 in relation to ILO conventions and ILO 147 Prot 96 each administration must apply the procedures set out in annex 1, part 7. by applying the ILO publication "inspection of labour conditions on board ship: recommendations for the duration of the test." 2.3 each administration should apply to those binding legal acts in force and to which it has acceded. If a binding legal act is amended, each administration has to apply those amendments in force and that the State has adopted. Following are the amended Act is to be regarded as binding on the Administration, ' legislation '. 2.4 application of binding legislation, the Administration should ensure that the participation of non-Member States of this memorandum, or a ship which due to their size does not apply any of the applicable laws, do not apply more favourable provisions. In this case, the Administration must apply the procedures set out in part 3 of annex 1. Part 3. Inspection procedures, deficiencies and hold 3.1 in carrying out their obligations, the Administration must conduct inspections, which consists of the ship's visit to check the certificates and documents, as defined in annex 1, part 2. In addition, the Administration should make sure that the crew and the overall condition of the ship, including the engine room, living and service space, and space for hygienic practices generally comply with generally accepted international standards. If certificates or documents are not valid, or is the "clear grounds" to believe that the vessel or equipment of the ship or its crew position significantly different from the legal requirements, must carry out a detailed inspection as set out in part 5 of annex 1. "Clear grounds" are referred to in part 4 of annex 1. Administration inspection should include verification of ship operations. 3.2 Administration must ensure that the inspection in accordance with point 3.1 of part 3 conditions are performed on all vessels that are not subject to inspection, with the extended priority factor greater than 50 in the SIReNaC information system, provided that it has passed at least one month period since the last inspection carried out in one of the ports in the region of the memorandum. 3.3 ship which corresponds to one of the 8 of annex 1 part 8.2. the categories set out in paragraph 1, shall be subjected to the expanded inspection 12 months since the last expanded inspection carried out in one of the ports in the region of the memorandum. If such a ship is selected for inspection in accordance with paragraph 3.6 of part 3, the expanded inspection should be carried out. However, during the period between two expanded inspections may also be carried out the inspection in accordance with point 3.1 of part 3. Administrations shall ensure that an expanded inspection is carried out on the vessel to which such an inspection is mandatory under the SIReNaC system into the first port in the 12 months since the last expanded inspection. 3.4 If the operational reasons the Administration has not been able to conduct an inspection or an expanded inspection as set out in part 3 of point 3.2 and 3.3, the Administration should immediately inform the SIReNaC system that such inspection does not take place. 3.5 Nothing in these procedures shall not restrict the operation of the Administration, by taking measures in its area of jurisdiction in relation to the laws in compliance with the requirements. 3.6 selecting ships for inspection, not listed in part 3 of the 3.2 and 3.3, the Administration should determine the order of priority on the basis of the criteria referred to in part 1 of annex 1. 3.7 should the Administration trying to avoid inspections of the ships inspicējus by another administration in the last six months, unless there are clear grounds for inspection. Inspection frequency limitation does not apply to the vessels referred to in part 3 of 3.6 and 3.2. In this case, the Administration may inspect the ship, if it deems necessary. 3.8 the inspection the qualified persons authorised for this purpose by the Administration, which performs its duties on the basis set out in annex 7. If the Administration cannot provide with professional experts, together with the administration of the port State control inspection the Inspector is open to suitably qualified expert. The port State control officer and the person with her taking part in inspections, must not be commercial obligations not inspection in port, not to the skipper of the vessel, as well as port State control inspectors may not be employed or operate in the name of non-governmental organizations, to be issued to the konvenciālo or classification certificates or which carry out inspections which result in vessels being issued such certificates. Each port State control inspector must produce identification document issued by the Administration in accordance with their national legislation and which indicates that the port State control inspector is authorized to carry out inspections. 3.9.1 each administration should endeavour to ensure that any deficiencies. On condition that all the measures possible failures, other than those referred to in part 3 of paragraph 3.10.1. a ship may be permitted to go to the port where you can completely eliminate the deficiencies. 3.9.2 in exceptional cases where the initial and detailed results of the inspection reveals that the ship and its equipment the general condition, also taking into account the ship's crew and its living and working conditions, does not meet the standards, the Administration may defer the inspection. The inspection is delayed until the responsible parties have taken the necessary steps to ensure that the ship complies with the applicable legal requirements. Before the suspension of the inspection must be recorded in the administration of the deficiencies found in a ship which is detained under part 9 of annex 1 of 9.3.3 and 9.3.4. under section. If the ship is detained and inspection is delayed, the Administration quickly reported to the responsible parties. The report must include information about the detention. In addition, it is necessary to state that the inspection is delayed until the Administration will not receive information that a ship complies with the relevant requirements. 3.10.1 when shortages pose a clear threat to the safety, health or the environment, the Administration should ensure that, with the exception of paragraph 3.11 part 3, the ship shall not sail until the threat is not eliminated. These objectives must take appropriate action, which may include ship is detained, or the formal prohibition of a ship to continue due to the exposed shortcomings that together or individually create a lasting threat to the safety of the ship. 3.10.2 For detention administration shall immediately inform in writing the administration of the flag State), including the inspection report in the report. If necessary, also be informed of the recognised organisation, which issued the certificate or relevant class certificates on behalf of the administration of the flag State. The above parties shall also be informed in writing about the release of the ship. If the reason for the detention is 3.10.3 damage incurred in the accident which happened in the ship's voyage to a port, or cargo operations, the ship's detention notice shall not be issued if: 1 the proper requirements for SOLAS-74 I/11 (c) the rules on reporting to the flag State administration, the nominated surveyor or the recognised organisation responsible for issuing the relevant certificate; 2 before entering port or as soon as you have found the ship's damage, the fact , the master or owner shall submit a detailed outline of the circumstances of the accident and the damage to the port State control authorities, as well as informed of which details are provided in the administration of the flag State;. 3 the ship take appropriate remedial action, to the discretion of the administration are sufficient, and 4 to the report on corrective action completion of receipt of the Administration is satisfied that the deficiencies which posed a threat to safety, health or the environment have been rectified. 3.10.4 Where the ship is not a valid ISM certificates, the following procedure should be used: 1. If at the time of the inspection reveals that the ship on which the date of inspection subject to the international management code for the safe (hereinafter ISM Code), no copy of the document of compliance or the safe management certificate issued in accordance with the ISM Code, the administration of the ship to be detained. 2. Despite the fact that the ship is not listed in the dossier part 3 of paragraph 3.10.4. in paragraph 1, if the inspection is not discovered during other deficiencies justifying detention of a ship, the Administration should cancel the hold of the ship, in order to avoid overloading of the port. If such a decision is taken, the Administration must inform all concerned administrations. 3 administrations to take the necessary measures to ensure that all vessels 3. part 2 of paragraph 3.10.4. the circumstances referred to in paragraph 1 below may leave its port in the country, would not be admitted into another port in the region of the memorandum, except that mentioned in part 3 of the paragraph in 3.12.3 until the owner or operator of the ship is given a valid certificates in accordance with the ISM Code, the State administration, which seized the ship. 3.10.5 refusal of access to ports for certain ships 1. Administrations shall ensure that the vessel complies with annex 3, chapter A conditions, prohibits the entry into the ports in the region of the memorandum, except in the case referred to in paragraph 3 of part, if the vessel 3.12.3: flying the State contained in the "black list", published in the annual report of the MOU, and have detained more than twice in the course of the preceding 24 months in a port of the region of the memorandum; — or flying a State memorandum annual report described as "very high risk" or "high risk" flag, and has detained more than once in the last 36 months in a port of the region of the memorandum. The access refusal order shall enter into force as soon as the ship has been authorised to leave the port where it is seized to the second or third time. 2. in order to carry out the activities referred to in paragraph 1, the authorities should act in accordance with section B of annex 3 in these procedures. 3.11 if the deficiencies as a result of a ship detained under 3.10.1, persists in the port of inspection, the Administration may allow the ship concerned to proceed to the nearest appropriate repair yard, ship, chosen by the master of the vessel and the Administration provided that they comply with the rules defined by the competent institution of the flag State and agreed by the administration. The following provisions, which may provide unloading and/or temporary repairs, should ensure that the ship does not proceed to sea passenger and crew safety and health, or to other ships as well as unduly threaten the marine environment. If the ship or vessel documentation design and lack of defects do not correspond to the IMO resolution a. 744(18) requirements and a decision to send the ship to the ship repair yard, the Administration may require to make the required thickness measurements of the structure of the ship at the port in which the ship is detained, before the ship is allowed to sail. If the vessel is on hold because that is not equipped with a functioning voyage data registration system, when it had been mandatory, and this gap cannot be rectified in the port of detention, the competent authority may allow the ship to proceed to the nearest appropriate port where it can be eliminated, or request that this weakness is eliminated within the next 30 days. In this case, the Administration should inform the region that contains the next ship entering port, the competent State administration, as well as the parties referred to in paragraph 3.10.2, and, where appropriate, other relevant bodies. Information to be included in the final report of the inspection and the scheduled arrival of the ship at the time and place. Additional information enter the SIReNaC information system. The Administration, which receives the message, the message delivered by the State must be informed of the action taken by the administration. 3.12.1 administrations should take steps to ensure that: 1. or 3.11 points 3.10.1 in ships bound to the sea, but does not meet the requirements set by the Administration in the port of inspection; or 2 paragraph 3.11. vessels that refuse to comply with the binding legal requirements and go to the indicated repair yard; not to be neglected in any port of a Member State, of the memorandum until the owner or operator has not provided to the Administration, which detected the vessel defects, evidence that the ship fully complies with the relevant binding legal requirements. 3.12.2 3.12.1. point 1. in the cases referred to in the Administration, which detected the vessel defects immediately to warn the other administration. 3.12.1. point 2, in the cases referred to in the apkšpunkt the administration of the country which is in the ship-repair factory, immediately to warn the other administration. Before the refusal, the Administration may request consultations with the administration of the flag State of the vessel. 3.12.3 despite the conditions of paragraph 3.12.1, the administration of the port State concerned may allow the ship to enter the port in question in the case of force majeure or special safety considerations, or to reduce the risk of pollution, on condition that the owner, the operator or the master shall take adequate measures to the satisfaction of the competent authorities of the country concerned and provides secure entry to the port. 3.13 3.10.2.3.11 point conditions and must not impair the binding legislation or procedural requirements laid down by the organisation between the folksy for alerting and reporting procedures related to port State control. 3.14 the administrations should ensure that, upon completion of an inspection, the master of the ship can be submitted a report on the inspection, including inspection results and set out actions that you need to perform. 3.15 if the inspections referred to in point 3.1. confirm or reveal deficiencies in relation to the binding legal requirements which justify the detention of a ship, all costs of inspecting the normal accounting period shall be borne by the owner or operator of the ship or his representative in the port State. All costs for the inspection by the Administration in accordance with the conditions of paragraph 3.12.1, shall be borne by the owner or operator. The decision on the detention of the ship shall not be lifted until full payment has not been carried out for the inspection of the vessel or not enough insurance to cover the costs. 3.16 the Administration involved in the detention or the decision to ban entry to other ports of the owner or operator or their representative in the country concerned may bring a court action. Such proceedings are not the basis for the decision on the detention of the ship or the refusal of the other ports. The Administration must inform detained the ship's captain for the right to present a claim to the Court. 3.17 administrations take necessary steps to ensure that information listed in annex 5 of the ships inspected and detained is published at least once a month. 3.18 when carrying out inspections in accordance with the memorandum, the Administration must do everything possible to not be unduly detained or delayed. This memorandum does not affect rights under laws relating to compensation for undue detention or delay of the ship. Part 4. Provision of information 4.1 Administration provide information on inspections carried out in accordance with the memorandum, and their results, according to the procedures laid down in annex 4. 4.2 the information referred to in the preceding paragraph may be published in writing or electronically, to assist the Administration in the information referred to in paragraph 3.17 of the provision as well as other purposes in accordance with the Committee referred to in part 6. 4.3 DS, referred to in the annex, and the Secretariat referred to in paragraph 4 of part 6, may contribute to information derived from the information referred to in annex 4 of the system does not change the way of publication in electronic or written form. 4.4 if inspection or suspend data contains information about individuals, administrations should ensure this person's privacy in accordance with the relevant international, European Community and national legislation and regulations. However, this protection does not prevent the provision of information about companies whose vessels are inspected, or the charterer of the words involved. Part 5. Operational irregularities the Administration request of another administration should attempt to collect evidence, if suspected infringements relating to the COLREG 72 rule 10 and MARPOL 73/78 Convention. If you suspect that the offence was committed in relation to harmful substances, the administration by other administration requests to check which port the ship probably committed such violations, for information and, if possible, check out the samples of the substance that caused the pollution. Infringement of the rules of procedure of the exhaust to the investigation are listed in annex 2. Part 6. Organization 6.1 the Committee is established to include representatives from each of the Administration and the Commission of the European communities. The work of the Committee and other meetings to participate in the call upon consultants from each international governmental organisations, observers and allies. 6.2 the Committee meeting takes place once a year, or more often, if it is decided. 6.3 the Committee undertakes to: 1. perform the specific duties, which are assigned in accordance with the memorandum;. 2 with all necessary means, including seminars, port State control inspectors, promoting the harmonisation of procedures and practices in relation to inspections, deficiencies, detention and part 2-2.4. Punta; 3 develop guidelines and procedures for carrying out the inspection in accordance with the memorandum;. 4 to develop and revise the information exchange procedure;. 5 control other issues relating to the operation and effectiveness of the memorandum. 6.4. The secretariat is established by the Dutch traffic, public works and water management, the Ministry and its Central Office is located in the Hague. 6.5. A secretariat, which shall work under the direction of the Committee and of the resources available to it, wherever possible, undertake to: 1 prepare the meeting, distribute documents, and to provide such assistance as may be necessary for the Committee to carry out its duties; 2 to facilitate the exchange of information, perform the procedure described in annex 4, and to prepare reports If it is necessary for the attainment of the objectives of the memorandum;. 3 to take other measures, if necessary, to ensure the effective operation of the memorandum. Part 7. Amendment 7.1 the Administration may propose amendments to the memorandum. 7.2 If it is proposed to amend parts of the Memorandum, the following procedure will apply: 1 the proposed amendments must be submitted to the Secretariat for consideration by the Committee; 2 amendments may be approved if they voted two-thirds of the present administration, which participates in the vote in Committee. The following amendments are approved, the Secretariat distributed administrations approval;. 3 are regarded as accepted either six months after the Administration representatives Committee approved them, or at any other time period established by the unanimous Committee composed of representatives of the administration of the amendment at the time of approval, during the period in question, if any of the administrations are not submitted to the secretariat their reservations; 4 amendment shall enter into force 60 days after their approval, or at any other time by unanimously identified the representatives of the Administration Committee. 7.3 If it is proposed to amend the annexes to the memorandum, the following procedure will apply: 1 the proposed amendments must be submitted to the Secretariat, which shall circulate them to the other administrations; 2 amendments are considered accepted after three months of the expiration of the day on which the Secretariat is released, if any of the administrations in written form does not require the examination of amendments in Committee. In this case, you apply the procedure described in paragraph 7.2 of part 7; 3 amendments shall enter into force 60 days after their approval, or at any other time, which unanimously determined by the administration. Part 8 8.1 The memorandum does not undermine other international treaty obligations and rights. 8.2 European coast or the North Atlantic basin from North America to Europe to the coastal State which meets the criteria of annex 6, may join the Memorandum of agreement with all administration Memorandum. 8.3 when this Memorandum shall enter into force, "Memorandum of understanding between the maritime administrations of certain commercial maintenance standards", signed in the Hague on 2 March 1978, shall cease to apply. 8.4 This Memorandum shall enter into force on 1 July 1982. 8.5 the memorandum in the English and French languages, shall be authentic. Signed in Paris in English and French one thousand nine hundred and eighty-second year twenty-sixth in January. 1 Canadian maritime authorities joined the memorandum of 3 May 1994; Canadian maritime administration memorandum entered into force on 3 May 1994. 2 Croatian maritime administration acceded to the 1996 memorandum on 8 November. The Croatian maritime administration memorandum entered into force on 1 January 1997. 3 the Estonian maritime administration joined the memorandum of 12 May 2005. Estonian maritime administration memorandum entered into force on 1 July 2005. 4 Iceland Maritime Administration joined the memorandum of 11 May 2000. Iceland's maritime administration memorandum entered into force on 1 July 2000. 5 maritime administration of Latvia acceded to the memorandum of 12 May 2005. Latvian maritime administration memorandum entered into force on 1 July 2005. 6 Polish maritime administration acceded to the memorandum of 27 November 1991. The Polish maritime administration memorandum entered into force on 1 January 1992. 7 Russian Federation maritime administration acceded to the 1995 Memorandum on November 10. The Russian Federation's maritime administration memorandum entered into force on 1 January 1996. 8 the Slovenian maritime administration joined the Memorandum of 15 May 2003; The Slovenian maritime administration memorandum entered into force on July 22, 2003.
Annex 1: port State control procedures content part 1. Priorities for the selection of ships for inspection, part 2. Certificate and the document on part 3. 3.1 the principle of equal treatment of countries that have not ratified any of the applicable laws, ship 3.2 on vessels due to the size of the Convention does not apply to part 4. Examples of "clear grounds", which points to the need to carry out a detailed inspection of part 5. Detailed inspection 5.1 General 5.2. procedural questions in the ship's construction and equipment for the inspection of crude oil washing 5.3 5.4. Unloading, draining and washing of the previous operation, in accordance with MARPOL 73/78 Annex II to the Convention, the procedures for inspection, 5.5 or crew capable of significant on-Board operations part 6. Manning 6.1 Introduction 6.2 staffing 6.3 crew checking in accordance with STCW 78 test conditions part 7. 1976 Convention on minimum standards in merchant ships (ILO 147) and ILO 147 1996 Protocol. 8. the share of certain categories of vessel extended inspection 8.1 main terms extended inspections of ship categories 8.2 subject to extended inspections procedures extended inspection 8.3 on certain categories of vessels. Part 9. Deficiencies in the ship's hold and 9.1 principles governing the correction of deficiencies or suspend a hold with 9.2 minimum manning standards and certification procedures for all sizes of 9.3 detention for part 1. Priorities for the selection of ships for inspection 1.1 despite the priority factors that set out in paragraph 1.2, absolute priority be given to the following: 1 vessel inspections. Ships which have been reported by pilots or port authorities reported in accordance with the memorandum 1.5; 2 ships carrying hazardous or polluting products and which have not provided all the necessary information concerning the ship, the ship's route and in connection with hazardous or polluting products that are transported to the competent port and coastal State institutions; 3 ships which have reported other administration; 4 ships vessels complained of from the captain, crew or any other person or organisation with a legitimate interest in the safe operation of the ship, shipboard living and working conditions or the prevention of pollution, unless the Administration does not believe that such a report or complaint is not clear; persons of a report or complaint, the identity must not be revealed involving the master or the shipowner of the ship;. 5 vessels, which were: — the road to the port involved in the collision, grounding grounding or discarded, is accused of contravening the rules for the discharge of harmful substances or effluents, — made an uncontrolled or dangerous manoeuvres that have not complied with the IMO measures adopted for vessel traffic rules or safe sea practice and procedures or made any other actions that have undermined the people, property or the environment;. 6 vessels, which in the previous six months for security reasons, been suspended or disqualified from the ship's class. 7. Ships which are not registered in the SIReNaC information system. 1.2 determining the order of priority for the inspection of the ship, the Administration should take into account the procedures as a priority factor specified in the SIReNaC information system. Calculating priority factors essential for the following elements: 1 the vessel entering a port of a Member State of the memorandum or not it come in the last 12 months or longer. If the data required for this purpose are not available, the Administration should use the SIReNaC data and inspect those ships which have not been registered in the SIReNaC information system since its establishment in January 1, 1993; 2 ship, which in the last six months have not inspicējus any administration;. 3 ship whose statutory certificates on the ship's construction and equipment, in accordance with the requirements of the Convention, and the classification certificates, have been issued by the administration of the organisation is authorised; 4 ship that flies the flag of a State that in the annual report of the memorandum included in the "black list";. 5 ship that the Administration authorized to leave the port of their country with special conditions: (a)) must be rectified before exiting the lack of port b) deficiency be rectified at the next port of entry c) deficiencies to be rectified within the next 14 days d) failures for other conditions e) if the vessel has relevant operations and eliminate all flaws; 6 ship having found defective during the previous inspection, according to the number of deficiencies;. 7 a ship has been detained in a previous port; 8 ship, which flies the flag of a State which has not ratified any of the applicable laws; 9 vessel classification certificate issued by a classification society with deficiency ratio above average; 10 ship, which the category referred to in this annex part 8; 11 craft that older than 13 years. Part 2. Certificate and inspection of documents at the time of the initial inspection of port State control inspector checks for at least the following certificates and documents if they are required for a particular ship: 1 the international tonnage certificate (1969). 2 passenger ship safety certificate;. 3 cargo ship safety construction certificate; 4 cargo ship safety equipment certificate;. 5 cargo ship safety radio certificate; 6 exceptional certificate and cargo (in accordance with SOLAS regulation II-2/53.1.3); 7 cargo ship safety certificate; 8 document of compliance (SOLAS 74 , II-2/54) 9 dangerous goods special list or manifest (manifest), or detailed cargo plan; 10 international certificate of fitness to carry liquefied petroleum gas or a certificate of fitness to carry liquefied petroleum gas whichever is applicable; 11 international certificate of fitness to carry dangerous chemicals in liquid or a certificate of fitness to carry dangerous chemical liquid, depending on which is applicable to the 12 international oil; pollution prevention certificate; the international certificate on 13 pollution prevention, carrying harmful liquid tanks; international cargo 14 marks certificate (1966); 15 international load line certificate exception; 16 oil record book part I and II of the 17 Board emergency action plan to combat oil pollution, 18 cargo journal; 19 certificate on the vessel's minimum safe manning certificates of competence; 20, issued in accordance with the STCW Convention; 21 medical certificates (see ILO Convention 73); 22 table on the Organization of working time on Board (see ILO Convention 180 and STCW95); 23 sailors ' work and hours of rest in the registration book (ILO 180. Convention); 24; 25 of Sustainability information. a copy of document of compliance and secure management certificate issued in accordance with the ISM Code; 26 in respect of the certificate. the ship's hull strength and machinery issued by the classification society in question (the test is carried out only if the vessel retains the classification societies specified class); 27 extended inspections Act (bulk carriers and oil tankers); 28 for Ro-Ro passenger ships, information on the A/A maximum ratio of 29. Document of authorization for the carriage of grain; 30 special applications. ship security certificate; 31 high speed craft safety certificate and permit to operate high speed craft;. 32 mobile offshore drilling platform security certificate; 33 oil tankers: the record of oil discharge monitoring and control system for the last flight stranded; alarm lists 34. fire control plan, and for passenger ships, the ship's damage control plan, decision support system;. Log 35 concerning the records of training and drill, and journal entries on life-saving appliances and equipment inspections and maintenance; 36 reports on previously. made for port State control inspections;. Cargo Securing Manual 37; 38 operating restrictions. list of passenger ships;. 39 passenger ships — the plan for cooperation with the search and rescue services; bulk carrier 40 paper; 41. Bulk Carrier loading/ landing plans. The waste management plan 42. Waste Journal; 43.44 proof of insurance or any other financial security in respect of civil liability for oil pollution damage; 45 international ship protection certificates (ISSC); 46 Ships of the historical record. in part 3. 3.1 the principle of equal treatment of countries that have not ratified any of the applicable laws, to the ship, the ship set sail with a State that has not ratified any of the applicable laws, the flag, and thus it has no licence to provide prima facie evidence that the circumstances on the ship are satisfactory, or if the crew is not a valid STCW certificate, you must complete the details or, if possible, the extended inspection. Such inspections, port State control inspector should follow the same procedures as when inspecting a ship that the Act is binding. If the vessel or its crew is an alternative form of licence, port State control inspectors to perform the inspection, take into account the form and content of this documentation. Such a vessel and its equipment, as well as a crew position qualification supporting documents and flag State minimum safe crew standards should conform to the relevant provisions of the Act. Otherwise, the vessel is subject to such limitations as are necessary to achieve adequate security and marine environmental protection. 3.2 on vessels due to their size are not covered by the Convention 3.2.1 if a binding legal act is not applicable to the vessel because it is outside the boundaries of Convention, port State control is to assess whether the ship complies with the standards relating to safety, health or the environment. In making such an assessment, the port State control officer duly take into account such factors as the estimated trip duration and or service type the size and type of the vessel, equipment on board and the cargo. 3.2.2 in carrying out its functions, the port State inspectors should take into account the certificates and other documentation, issued by the administration of the flag State or its authorized body. In view of such certificates and documents, and based on the overall impression of the ships, the port State control officer professional to evaluate the ship when deciding whether and in what manner the inspected vessel will be deeper. Making a deeper inspection of port State control inspectors to the extent necessary to pay attention to this annex referred to in point 3.2.3. This list should not be regarded as complete, but as an example of the elements to be tested accordingly. 3.2.3 key elements in relation to 3.2.3.1 mark conditions: 1 open deck hatches tightness; 2 and open the shutoff devices;. 3 a sprayproof and weathertight manner in the body of the sealing device open; freeing ports; 4.5 a side gutter;. 6 fans and air cables;. 7 stability information. 3.2.3.2 other elements relating to the safety of life at sea: 1 life-saving features; fire-fighting equipment; 2.3 the main design of the State (that is, the vessel's hull, deck, here's the conclusion of open device); 4 main machinery and electrical equipment;. 5 navigation equipment, including radio equipment. 3.2.3.3 elements for the prevention of pollution from ships means oil and 1 oil-containing exhaust control of liquids, such as oil-water separator, filtering equipment, other features (oil tanks, oil sludge and oil-containing water storage), 2 means to get rid of oil, oil-containing liquids; fluid containing oil 3 location engine pictures; 4 waste collection, storage, and transfer funds. 3.2.4 in the event of deficiencies which are hazardous to safety, health or the environment, the port State control officer may, if necessary, detention, taking into account this annex 3.2.1 factors referred to in paragraph 2, to ensure that the shortage is addressed, or, if the the ship is allowed to go to other ports, it does not present a clear threat to the safety, health or the environment. Part 4. Examples of "clear grounds", which points to the need to carry out a detailed inspection of the application of the memorandum 3.1, "clear grounds", which points to the need to carry out a detailed inspection, include the following: 1 the ship is fixed for inspection in accordance with the priority of this annex 1.1 point 1.2.3, 1.2.4, 1.2.5 and (b), (c) and 1.2.8. point 1.2.5; 2 checking certificates and documents referred to in part 2 of this annex, are discovered inaccuracies or documents are not properly stored or restored;. 3 's features that the crew members are unable to properly communicate with each other or with other persons on board, or that the vessel could not communicate with the shore authorities total in plain language or in a language that is understood by the relevant coastal authority; 4 there is evidence that the loading and other operations not being conducted safely, or in accordance with IMO guidelines;. 5 of the master on an oil tanker to produce the record of the oil discharge monitoring and control system for the last Trek based; 6 don't update list of crew duties , or crew members not aware of their responsibilities in the event of fire or an order to abandon the ship. the false alarm of danger, of the 7 signals not followed by proper cancellation procedure. 8 on the Board is not in equipment or conventions are not performed for procedures; 9 port State control inspector's general impression that there is a significant body and other wear or other defects that could compromise the tightness of the ship's structure and integrity; 10 ship excessively unsanitary conditions; 11 is information or evidence that the master or crew is not familiar with essential shipboard operations relating to the safety of the ship or the prevention of pollution of the environment or operations performed; not on board 12 tables on the Organization of working time of Seafarers and working and rest hours of registration books (see ILO 180). Part 5. Detailed inspection 5.1 General issues 5.1.1 in case is not a valid certificate or document or finding "clear basis", port State control Inspector: 1 detailed inspection must be carried out in places where open "clear grounds"; 2 should be accompanied by a detailed inspection in other randomly selected locations; and should be included in the inspection 3 check whether the crew is able to perform the essential operation of the vessel; 5.1.2 during the detailed inspection, the port State control officer shall consider: 1. this part; 2 the international transport of dangerous goods, the conditions of the code of conduct;. 3 this annex of part 6 and 7 relevant conditions. 5.2 procedures for ship construction and equipment construction inspection 5.2.1 port State control inspector's decision on whether it is necessary to make possible the inspection of the construction of the hull, the ship while on the water, determine the port State control officer the impression on hull maintenance and general condition on board, position the ladder sections, to guard the bridge, pipe insulation, and corroded constructions were found. If damage is discovered in the construction or significant areas of corrosion and related frame deformation affecting the seaworthiness of the ship or the ability to withstand the local load, this may result in the detention of or cause the need to check the ship underwater. In making its decision, the port State control officer shall take into account the seaworthiness of the ship, rather than the age of the ship. To determine the wear to minimum levels for reserve design. Defects which do not affect the seaworthiness of the vessel, can cause the ship's hold, like lesions that are temporary, but effective fix to the ship to go hike to repair port. However, assessing the impact of the damage to the port State control officer to pay attention to the condition of the crew cabin and the damage or significant impact on the living conditions of the crew. 5.2.2 port State control inspector should pay particular attention to the bulk carrier and tanker Hull integrity and seaworthiness (IMO resolution a. 744(18), as amended). 5.2.3 port State control inspectors ' assessment of the safety of such vessels is based on the hull of the "extended examinations of case law", which must be on board. This includes reports on the Cabinet's view, the assessment of the situation (which translated in English and approved by the administration of the flag State), thickness measurement and inspection planning documents. 5.2.4 If "extended examinations of case law" refers to the fact that for a detailed inspection of the structure of the vessel, or where such things are not on board, the port State control officer must pay particular attention to the structural condition of the pipeline system, cargo pump rooms, koferdamo, tunnels, pipelines, ballast tanks and other spaces in the cargo area of the district. 5.2.5 when inspecting a cargo ship, port State control inspectors must check that the cargo is not made visible structures in unauthorized repairs. If applicable, the port State control officer should make sure that bulk carriers in the book is that all the approved limits for solid bulk cargoes, are written in the book that the bulk carrier loading the triangle is marked and persistent that the cargo compartment is equipped with a water level alarm call.
The engine room 5.2.6 port State control inspector must assess whether the machinery and electrical equipment condition may provide sufficient uninterrupted power for the ship's movement and palīgfunkcij. 5.2.7 Inspecting engine compartments, port State control inspectors must make sure that the service standards. Damaged or disconnected quick shut-off valve cable, disconnected or damaged distance control rods or suspension system, the mechanism missing valve handles, visible permanent steam, water, oil and fuel leaks, dirty tank surface and the mechanism of the core catchment or enhanced corrosion is an indication that the engine service organisation is unsatisfactory. A large quantity of temporary repairs, including working on the pipelines or cement box, point to the reluctance to make permanent repairs.
5.2.8 where it is not possible to determine the condition of the facility without an inspection, General deficiencies, such as a pump seal leaking, dirty water in the glass, not working pressure gauge, rusty security valves, not running or disconnect safety or control devices, periodically runs diesel engine crankcase, the safety valve does not work or is not appropriate automation equipment or alarm systems, is leakage from the boiler casing and its exhaust manifold, can lead to the need to make a thorough inspection of the machine log, as well as damage to the machine or crash the records research and require the examination mechanism in action. 5.2.9 the absence of one of the electric generators, port State control inspectors must check that the power is sufficient to maintain the key and alarm equipment. 5.2.10 if there is obvious evidence of negligence, the port State control inspection the inspector should be extended, to include, for example, the main and reserve Steering check engine automatic stop at maximum speed, force the circuit switches etc. 5.2.11 noted that one or more of the above discovery allows the ship's lack of recognition for non-compliant. The real situation is professionally assessed in each individual case. Elements that affected the determination of the height of freeboard 5.2.12 possible that of port State control inspectors have decided that the hull inspection is not required, but if the observed that conditions on board are not satisfactory, for example, damaged manhole sealing device, open the rusty air supply pipes and ventilation tunnels, port State control inspector to check more closely the elements that affected the determination of the height of freeboard, paying special attention to the sealing devices, instruments aboard the release from the water and measures for the protection of the crew.
Lifesaving features 5.2.13 life saving efficacy is particularly dependent on it, as the crew made their maintenance and use regular teachings. Time since the last inspection of the Safety Equipment certificate can be a major factor in the deterioration of the equipment if the degree is not regularly monitored the crew. The inspector must be held not only that not all conventions on board certain equipment or are obvious defects, such as holes in the lifeboats. Port State control inspector should also not use the equipment looking for signs or hindering the rescue boat launching facilities, including the accumulation of paint, articulated jams, grease, and the State of faļļ and deck cargo without the appropriate disposition and shore. 5.2.14 if such signs are obvious, the port State control officer is the basis to carry out a detailed inspection of all means of rescue. Such inspection may include lifeboat launching test. Check if the liferaft and set the marine evacuation system tested maintenance service station. Check the salvage of people lifting means, life jacket and lifebuoys and condition, check for expired pyrotechnics. The inspection should not be so detailed as to restoring the Equipment's safety certificates, and should be concentrated on the vessel's safe departure. In specific cases, to do a full check of the equipment safety certificates issued. At the time of the inspection, attention should be paid to effective lighting and security boarding action alert features crews and passengers, as well as path lighting to the Assembly stations and embarkation of the rescue.
Fire protection and fire-extinguishing 5.2.15 unsatisfactory deck washing line and position of the hydrants and fire hose or lack of fire-fighting appliances in accommodation spaces may result in the need to make the whole more detailed inspection of the fire-fighting equipment. In addition to the Convention requirements for verification of conformity of port State control inspectors looking for evidence that the fire risk is higher than normal; This may be due to a lack of cleanliness in the engine room, which, together with the substantial deficiencies in the fixed and mobile fire-fighting equipment can be the basis for believing that the ship is substandard. 5.2.16 port State control inspectors must check fire safety plan to the Board, to get a general idea of the ship's fire safety devices and assess their compliance with the requirements of the Convention, depending on the year of construction of the ship. Doubts about the konstruktīvaj protection methods should be addressed to the administration of the flag State and port State control inspector must conduct inspections to ensure the effectiveness of existing devices. 5.2.17 the fire spread can be accelerated if fire doors ready for immediate action. Port State control inspector should check the door operation and docking facilities of main zone bulkheads and stairway sections and areas bordering the high fire risk areas as the main engine room and galley, paying particular attention to the door in the open position. Attention is also the main vertical zones, which can be changed by installing new construction. In addition to the risk in the event of fire is spreading through the smoke ventilation systems. Separate examination may be carried out and the smoke damper valves to check its operation. Port State control inspector must also make sure that the fans can be stopped from the control panel and that means the main ventilation system and the transmission output of conclusion.
5.2.18 should pay attention to the effectiveness of the escape route, making sure that the doors are kept closed and the movement paths and stairways shall not be obstructed. Conditions for the prevention of collisions at sea 5.2.19 essential for the safety of the sea is full compliance with the provisions of the prevention of collisions. Based on observations on board, the port State control officer should assess the need for further signāluguņ, sounds, and distress signal inspection of means of surrender. Cargo ship safety construction certificate 5.2.20 the overall condition of a ship can make port State control inspectors to examine the questions that do not apply to the safety equipment and the freeboard height setting, but still related to the safety of the ship, such as the effectiveness of items related to the cargo ship safety construction certificate and can include pumping system, means air and fuel delivery for closing in the event of fire, alarm systems and emergency power supply. Cargo ship safety radio certificate 5.2.21 Cargo ship safety radio certificate and the radio equipment list (form R) may be evidence relevant to the security and efficiency of the equipment, but the port State control officer must ensure that the vessel is properly certified staff that could do with this equipment for activities. Requirements for radio equipment for maintenance are set forth in the SOLAS regulation IV/74 15. You should verify the radio magazine radio and records. If necessary, you can perform equipment checks. When the quantity of equipment on board more than required in the Convention or the flag State prescribed equipment on board, 5.2.22 for situations when a safety hazard or contamination must be in working order. If the equipment is in working order and it exceeds the established in the relevant Convention and/or required by the flag State, it is necessary to repair or remove from the Board or, if it is not possible to remove it, it should be noted as inoperative. 5.3 5.3.1 with crude oil washing equipment in cleaning crude oil inspection by port State control inspectors must make sure that the crude oil washing is carried out to all oil tankers, for which it is necessary to be concerned with the crude oil washing systems or systems that the owner or operator is built in accordance with MARPOL 73/78 Convention Annex 13 provisions 1. In addition you must have to comply with the operational structure, processed or control of crude oil washing Specification (IMO resolution a. 446 (XI), which changed with the IMO resolution 497 (XII)). This can best be done in the port in which the ship is being unloaded. 5.3.2 procedures inspection in port, checking with crude oil washing procedures 5.3.2.1 of inspection of port State control inspectors must take appropriate steps to ensure that the washing of crude oil tankers comply with existing rules. However, this does not release the terminal operators and ship owners of their responsibility to ensure that activities are carried out in accordance with the rules. 5.3.2.2 Inspection you can verify all the crude oil washing process or just individual processes. Thus, in the interest of all parties involved is to be made of all time records in the logbook in respect of crude oil washing operations to port State control inspector may examine action taken before the inspection. The crew 5.3.2.3 shall be presented to the person in charge of the guard and other designated persons responsible for crude oil washing operations. Upon request, they must be ready to present your qualifications, according to the revised design, operation and control of crude oil washing of the specification (IMO resolution a. 446 (XI), rule 5.2 and 5.3 requirements with IMO resolution 497 (XII) changes you can stop 5.3.2.4. by reviewing the documents in person for that matter, issued by the ship operator or certificate issued by the training centre, which has been approved by the administration. the crew must be at least as big as indicated in step with crude oil washing equipment Guide (COW Guide). Documentation at the time of the inspection the 5.3.2.5 should be available in the following documents: 1. International oil pollution prevention certificate (IOPP certificate) and a list of construction and equipment, to determine: 1 whether the ship is equipped with a system for cleaning of crude oil as defined in MARPOL 73/78 Annex 1 to the Convention 13 (6) or (8); 2 or with crude oil washing system complies with the Convention, MARPOL 73/78 Annex 1 (B) rule 13; crude oil washing operations 3 and equipment manuals (COW Guide) and the date of expiry of the licence; 4. 2. approved COW manual;. 3 oil record book; and 4 cargo ship safety equipment certificate to confirm that the inert gas system complies with part II-2 of SOLAS 74 conditions as amended. Inert gas system 5.3.2.6 under inert gas system rules must have hardware that constantly identify and register the pressure and the oxygen content of the inert gas in the gas supply line at a time when the inert gas is being supplied. Permanent registrant must specify whether the system in place has operated satisfactorily before unloading and during. 5.3.2.7 If conditions are not complied with, specified in the COW manual, washing should be stopped until satisfactory conditions are restored. 5.3.2.8 Must determine the oxygen level in each tank, which is expected to wash. The meter must be calibrated and tested to ensure that they are in good working order. Must be available to the measurement results from the tanks, which are washed in port before the inspection. You can take a sudden additional measurements. Static electricity 5.3.2.9 should make sure from the ship's cargo of journal entries or a responsible person, asking that the water content in crude oil is reduced as required by the revised instructions 6.7 (IMO resolution a. 446 (XI), IMO resolution a. 497 (XII). Provision of communication must be provided 5.3.2.10 effective communication between the responsible person and other persons engaged in activities with the crude oil washing. Leak aboard 5.3.2.11 port State control inspectors must make sure that the piping with crude oil is tested for leakage before unloading and that test results are recorded in the ship's oil record book. The delimitation of the engine oil tank washing 5.3.2.12 checking heater (if applicable) the State or any of the isolation tank washing system parts that go into the engine room, make sure that the oil does not come into the engine room. 5.3.2.13 judging the suitability of crude oil crude oil crude oil wash with suitability must take into account the COW Guide Part 9 contains the criteria. Check sheet according to records Examined 5.3.2.14 pages should be laid down that the checks provided for are carried out before washing with crude oil and that all instruments are operating correctly. You can also perform spot checks in certain points. Washing program 5.3.2.15 If the tanker landed in several ports, oil record book must indicate whether prior washing tank with crude oil took place in the previous landing in port or at sea. You must make sure that all of the tanks to be or maybe be used for ballast in the next a hike would be washed with crude oil before the ship leaves the port. It is determined that the unloading ports must wash the tank, not the ballast tanks, provided that each of the tanks are washed at least as laid down in the IMO Resolution a. 446 (XI) specifications 6.1 processed part, with IMO a. 498 (XII) resolutions. To establish that these requirements are met, it is necessary to verify the entries in the oil record book. 5.3.2.16 to crude oil must be completed before the vessel leaves the port of unloading last. 5.3.2.17 if the tank is not washed any of the COW Guide recommended ways of port State control inspectors must make sure that reason and recommend alternative tank washing is acceptable. 5.3.2.18 washing each tank, you must make sure that the transactions are carried out in accordance with the COW: 1 manual and that the mechanisms fitted on board and immersed in the works on the indicators, sound samples, or other approved methods. 2 the mechanisms fitted on board is programmed accordingly;. 3 the washing is like; and that simultaneously used 4 washing machine does not exceed the number specified. Tank draining 5.3.2.19 minimum Board trim parameters and criteria to drainage activities are specified in the COW Guide. All tanks that are 5.3.2.20 washed with crude oil, must be dried. Drainage adequacy must be checked manually by checking at least the stern hand of each tank testing site or with the products that are listed in the COW Guide. Make sure that the drainage is checked or checked before the ship leaves the port of unloading last.
Balastēšan a 5.3.2.21 Tank that with crude oil washed into the sea, should be recorded in an oil record book. These tanks must be left empty between the unloading ports to be inspected in the next port of landing. If these tanks are intended as the departure ballast, it may require the same landing balastē. This requirement is the operative reasons as well as tanks must be unloading ballast, if the ship is a hydrocarbon spill. If tanks intended to check the empty way, then it should be done immediately after the tanker mooring. If the port State control officer arrives, after the adoption of the ballast has already begun, the bottom of the tank can not be verified. However, it is possible the ballast water surface. Oil film thickness should not exceed the indicated in the IMO Resolution a. 446 (XI) of the correct specifications (b) with 4.2.10 IMO A. 497 (XII) resolutions.
5.3.2.22 tanks intended as ballast tanks are specified in the COW Guide. After the vessel's master or person in charge discretion chooses which tanks during the next trip will be used as ballast tanks. Checking records of oil operations in the log to make sure that these tanks are washed before the tanker left the port of the last landing. It should be noted that if the tanker loading crude oil at the port in the back of the intermediate freight stranded in passage for, these tanks should not be washed at this port, but at the next port.
5.3.2.23 according to the oil record book, make sure that the tanks that have not been washed with crude oil earlier voyages, has not been adopted in addition to the ballast water. 5.3.2.24 verify that the hike is ballast tanks drained as completely possible. If the ballast voyage is filled through cargo piping and pumps the ballast may be discharged to the drainage of another cargo tank or on the coast with small diameter specifically designed for this purpose, the pipeline. 5.3.2.25 methods to avoid steam leak, if it is required for a particular site, is listed in the Guide, and the COW should be strictly adhered to. Port State control inspectors to ensure compliance. 5.3.2.26 must comply with standard balastēšan procedures listed in the COW Guide. Port State control inspectors to ensure compliance. 5.3.2.27 If leaving the ballast is changed, it must take place in the sea discharge in accordance with MARPOL 73/78 Annex I of the Convention provisions 9. You must check the oil record book to make sure it followed the ship. 5.4 the unloading, draining and washing of the previous operation, in accordance with MARPOL 73/78 Annex II to the Convention procedures 5.4.1 landing, draining and rinsing operation system (mainly ports of unloading) an introduction to 5.4.1.1 port State control inspector or Inspector by the port State authorized by the Administration to carry out an inspection in accordance with MARPOL 73/78 Annex II to the Convention 8. rule conditions must be fully familiar with the MARPOL 73/78 Annex II to the Convention and the provisions of the port in connection with cargo operations , tank washing, cleaning products, ban at onboard trains, etc. Documentation for this Inspection 5.4.1.2 part requires the following documents: 1 the international certificate of fitness for the carry dangerous chemical liquid cargo (hereinafter referred to as CoF certificate) or the international pollution prevention certificate for the carriage of noxious liquid, in tanks (NLS certificate); 2 plan and loading cargo;. 3 procedures and equipment Guide (hereinafter P & A manual); and 4 cargo magazine.
Information from the ship's crew 5.4.1.3 port State control inspector or officer authorised by the port administration, is important: 1 the Board for loading and unloading in the program; 2 or unloading and draining actions can be taken in accordance with the P and A Guide, and if not, the reason why you can't do;. 3 restrictions, if any, effective drainage system (that is, the back, the surrounding air temperature , incorrect tampering, etc.); 4 or a ship going to remain or leave a particular area; and 5 or ship need release from tank washing and the disposal of sediment in the port of landing. 5.4.1.4 If washing for a tank without water use must inform the port State control officer or the administration of the port State authorized inspector of tank washing procedures, and sediment removal. 5.4.1.5 If cargo is not carried out in a timely manner in a journal entry, you must provide all information about the outstanding and rinses residue transfer operations. Information from the Terminal staff 5.4.1.6 Terminal personnel is Yes provide information about restrictions imposed on the ship for the back and/or acceptance equipment. Control 5.4.1.7 boarding and consultation with the captain or the responsible officer, the port State control officer or the administration of the port State authorized inspector check the necessary documents. 5.4.1.8 Documentation is used to identify: 1 any noxious liquid substances, are to be unloaded, the category, and location (plan, P and A Guide); 2 What are the existing rinsing system capabilities and limitations, if any (P and A Guide);. 3 tanks which required flushing waste discharged into the izmazgāto making equipment (loading document and cargo temperature); 4 where tanks rinsing required waste discharged into the izmazgāto, either making or sea (P & A manual loading and cargo temperature) 5 rinse and/or pre sediment transfer operations (cargo record book); and 6 that tanks should not be washed with water because those phase-in substances (P and A Guide).
Despite the previous 5.4.1.9 rinsing operations specified in paragraph 5.4.1.8 of this annex, the following is important information (P & A manual): 1 pressure required for tank washing machines;. 2 one tank washing machine cycle time and amount of water used in the wash programmes 3; depending on the passage of the existing substances; 4 required washing water temperature; and 5 special procedures.
5.4.1.10 in accordance with MARPOL 73/78 Annex II to the Convention 8. the port State control officer or administration of the port State authorized officer should make sure that the unloading, draining and/or rinsing operations are carried out in accordance with the information obtained in accordance with this paragraph 5.4.1.2 of the annex (documentation). If it is not possible to do so, you must perform alternative procedures to ensure that the ship does not go into the sea with a larger quantity of sediment than the relevant MARPOL 73/78 Annex II to the Convention the provisions of 5 A. If the pellet quantity cannot be reduced by alternative means, the port State control officer or administration of the port State authorized officer should inform their administration.
5.4.1.11 Must take care to ensure that the terminal's cargo hoses and piping systems would not be drained back to the ship.
5.4.1.12 if the vessel is exempt from certain pumping efficiency requirements under MARPOL 73/78 Annex II to the Convention or the rules require exceptional 5A granting certain draining or rinsing procedures earlier in accordance with MARPOL 73/78 Annex II to the Convention 8. rules must take into account the following exceptional conditions. This applies to: 1 5A (6). The ship is built before 1 July 1986 and is exempt from the requirement to reduce it to a certain quantity of sediment volumes (that is, a category B substance 0.3 m3 or 1 m3 and m3 of a category C substance 0.9 or 3m3). If the cargo tank is washed or balastēt require rinsing, rinsing waters the previous shore collection equipment. Certificate or certificate of the COF NL to be indications that the ship carried only a limited service; 2 5A (7). The ship should never be stranded in cargo tanks and tank washing only needed repair or docking. Certificate or certificate of the COF NL must be presented for exceptional nature. Each cargo tank must be certified one particular substance;. 3 8 (2) (b) (i), 8 (5) (b) (i), 8 (6) (c) (i) and 8 (7) (c) (i). Cargo tanks is not washed or balastēt before the next cargo;. 4 8 (2) (b) (ii), 8 (5) (b) (ii), 8 (6) (c) (ii) and 8 (7) (c) (ii). After cargo tank washing rinsing water collection facilities transfer is carried out in another port. In written form, confirm that the port is suitable for this purpose collection facilities; and 5 8 (2) (b) (iii), 8 (5) (b) (iii), 8 (6) (c) (iii) and 8 (7) (c) (iii). Cargo residues can be removed by ventilation.
5.4.1.13 port State control inspector or the administration of the port State authorized representative must confirm the cargo Department, if the journal is assigned to J derogation in accordance with this annex, point 3, subparagraph 5.4.1.12., 5.4.1.12., point 4. bottom point and 5.4.1.12 point 5. bottom point or if the tank from which A category A substance is unloaded, rinsing is carried out in accordance with the P & A manual.
5.4.1.14 category A substances, alternative Convention, MARPOL 73/78 Annex II, regulation 8 (3), sediment concentrations should be determined according to procedures determined by each port State. In this case, the port State control officer or the administration of the port State authorized officer's cargo log K section to confirm that you have reached the desired concentration in the sediment.
In addition to this 5.4.1.13 of annex 5.4.1.15 point port State control inspector or the administration of the port State authorized officer must approve cargo magazine, if they are witnesses that have landed in (B), (C) and (D) category and place tank rinsing or draining under the P & A manual.
5.4.1.16 port State control inspector or the administration of the port State authorized officer should be aware that the product tanker may carry certain "naftveidīg" poisonous liquid substances. These substances must be indicated in the IOPP certificate. Check the ships carrying such substances must apply control procedures in accordance with MARPOL 73/78 Annex I to the Convention. Port State control inspector or the port State authorized officer of the Administration, which shall carry out controls in accordance with MARPOL 73/78 Annex II to the Convention, of rules 8 must be fully familiar with the MARPOL 73/78 Annex I to the Convention.
5.5 procedures for inspection, or the crew of the vessel could make significant operations carried out a detailed inspection of the 5.5.1, port State control inspectors may not include operation checks or impose physical requirements which, in the opinion of the master, you can put in danger the security of the ship, the crew, passengers, or cargo control inspectors.
5.5.2 making operation control, port State control inspector may not be possible to interfere with the normal operation of the vessel as cargo loading and unloading and anchoring, which is responsible for the captain as well as port State control inspector may not require such operational activities to play that could unnecessarily delay the ship.
5.5.3 After ship operations skills conformity assessment of port State control inspector have to take a professional assessment to determine whether the crew's operational readiness is generally sufficient to allow the ship to sail without endangering the ship or persons on board, or without reasonable risk of pollution to the marine environment.
Alarm lists 5.5.4 port State control officer may verify whether the crew members are familiar with their obligations specified in the alarm list.
5.5.5 port State control inspector will make sure the alarm list are posted in conspicuous places on board, including guard the bridge, engine room and crew accommodation spaces. Setting the alarm list compliance, port State control inspector checks whether: 1 the alarm list shows the various crew members obligations; 2 alarm list contains officers, to ensure that life-saving and fire-fighting equipment is maintained in good condition and can be used immediately. 3 alarm list contains the top alternates who may become incapable of work, given that the various alarm situations must perform different actions; 4 alarm list specifies the responsibilities of crew members in the event of an emergency concerning passengers; 5 to passenger vessels used in the alarm list form is approved and that it translated into the working languages, if it is not the official language.
5.5.6 alert To determine whether the list is outdated, the port State control officer may require updated crew list, if any, to test it. For this purpose you can use also other possible features such as the certificate of minimum crew composition.
5.5.7 the port State control officer may determine whether the responsibilities defined crew members serving life-(lifeboats or life-rafts), comply with the provisions of, and verify that each rescue feature is designated responsible officer or certified person. However, the administration of the flag State to properly evaluating the flight, the number of persons on board and the ship's characteristics, may authorize persons engaged in activities with the life-raft, be responsible for liferafts above qualified person. The lifeboat is designated to be responsible for the other person.
5.5.8 the port State control officer may verify whether the crew members are acquainted with the duties assigned to them in the alarm list and understand where they need to fulfil their responsibilities.
Contacting 5.5.9 port State control inspectors can verify that the leading crew members can communicate between themselves and with the passengers, if any, so as to avoid affecting the safe operation of the ship, in particular in emergency situations.
5.5.10 the port State control officer may apply to the captain, to find out what is the working language of the ship, and can verify that this language is recorded in the log.
5.5.11 the port State control officer may verify whether the leading crew members understand each other inspections or during training. Crew members, which would help passengers, is to be prepared in case of emergency to give passengers the information they need. Search and rescue plan 5.5.11 the shotgun passenger ships ply on fixed routes, the port State control officer may verify whether the ship is approved plans for cooperation with relevant search and rescue services in case of emergency. 5.5.12 the emergency training of port State control inspectors to control the delivery of training on board and check the alarm of training dates and times recorded in the logbook, as determined by the administration. The port State control officer, who was present at the fire and leaving the ship in training, ensure that crew members are familiar with their duties and appropriate facilities and equipment of the ship.
Fire alarm training 5.5.13 port State control inspector can observe fire drill carried out by crew members with alarm list entrusted such obligations. After consulting with the ship's captain, fire alarm training can choose one or more locations on the Board. To this place/location of dispatched a crew member who starts the emergency alarm system or use other means to a reported anxiety. 5.5.14 specific place of port State control inspectors to one crew member describes what type of fire has descended, and observed how the message is passed to the navigating bridge on fire or damage to the control center. At this point, the majority of ships to make a sound crew to set the fire party convened Assembly in place. The port State control officer should watch how the fire unit arrives at the fire site, prepare the equipment and training of fire delete. Group leaders must be prepared to give the orders to their unit and report to the navigating bridge or damage control center for the current situation. The fire crew members are rated on their preparedness and equipment skills. The port State control officer should make sure that all equipment is fully complete. Crew reactions in case someone is injured, can be verified by selecting the crew member as possible injuries. Port State control inspector must observe how information is passed and how do the man and first aid team. The move by the wounded narrow aisles, doors or stairs is difficult and requires experience.
5.5.15 training capabilities must be channelled as if it was a real alarm situation. 5.5.16 training should involve also those crew members assigned to other duties in the event of a fire alarm, such as emergency generators, emergency room, or CO2 pump servicing. The port State control officer may ask these crew members to explain their duties and, if possible, to show that they have with the learned. 5.5.17 On passenger ships must pay particular attention to the activities of crew members entrusted with fire doors and fire dampers in the conclusion. During training in simulated fire places the persons responsible must carry out activities with closing equipment. Crew members who are not involved in the fire-fighting team, mainly is to find a passenger sitting room areas to help in the evacuation of passengers. These crew members are required to explain their duties and role of the different alarm and indicate the two evacuation the road from that location and passenger checks. Crew members assigned to assist passengers, must be able to provide at least as much information to show passengers the way to the corresponding alarm and muster stations. Leaving the training ship 5.5.18 after consultation with the master of the vessel to the port State control officer may require the abandonment of the vessel played by one or more rescue funds. This play is based on making sure as rescue funds managed and operated in those crew members who alarm list for such obligations. If possible, the port State control officer in this training must also include the rescue boat. SOLAS 74 chapter III contains specific requirements leaving the ship training and drills, of which the following are of paramount importance. 5.5.19 training capabilities must be channelled as if it was a real emergency situation.
leaving the training Ship 5.5.20 must include: 1 crew (and passenger) Assembly Assembly using certain signals and making sure that they understood the order to leave the ship as defined in the alarm list; 2 reporting management roles and preparing for duty set alarm list;. 3 check if (passengers and) crew is trained enough; 4 check if life jackets are correctly loaded;. 5 at least one rescue boat launching after the necessary preparatory; 6 lifeboat launching and operation of the engine; and 7 laivceltņ used in liferaft launching,; 8 trapped passenger accommodation search and rescue training; 9 instructions radio life-saving appliances use. 10 alarm and leaving of the vessel location emergency lighting checks; 11. If the vessel is fitted with a marine evacuation system, the procedure for opening, such systems check until now followed the real opening.
5.5.21 where a lifeboat, which descends in the water during training, not a rescue, water rescue, also to check that it is built on the ship and lowered the water in the shortest possible time. Port State control inspector must ensure that the crew members are familiar with their duties, which are assigned to them leaving the ship during operations, and that rescue equipment for the responsible crew member has full knowledge of rescue equipment and operations with them.
5.5.22 lifesaving features are Yes stored in a State of readiness so that two crew members can prepare for action and launching in less than 5 minutes.
5.5.23 On passenger vessels subject to the lifeboats and liferafts drop-down would drop to 30 minutes.
5.5.24 For cargo vessels subject to the lifeboats and liferafts drop-down would drop to 10 minutes.
Emergency control plan and emergency action plan to combat oil pollution (SOPEP) 5.5.25 port State control inspectors can verify that the passenger ship's emergency control plan and whether the relevant crew members are familiar with their duties and activities with ship equipment and equipment for damage prevention and action in the event of marine pollution.
5.5.26 port State control officer may verify whether the officers are familiar with the accident prevention manual, which must be available to them, or emergency control plan.
5.5.27 officers may be asked to explain the actions that should be taken under various emergency conditions.
officers may ask 5.5.28 explain also the watertight compartment in their openings with sealing products and their distance control locations, as well as measures to be heeling due to water entering, correction.
5.5.29 officers must have a comprehensive knowledge of a partition and the resulting damage to the impact on ship overflows * and stability, and the countermeasures to be taken.
5.5.25. Of this annex to 5.5.30 5.5.29 are the requirements for a cargo vessel damage control plan and the entire ship SOPEP. If possible, the port State control inspector on the bulk carriers can check the officers familiar with the cargo hold flooding scenario and instructions for evacuation preparedness.
5.5.31 fire control plan of port State control inspectors can verify that the ship's fire control plan or booklet and or crew members are familiar with the fire control plan or booklet.
5.5.32 port State control inspectors can verify that fire safety plan is constantly exposed to the ship's officers for information. Alternatively, each officer must be provided with a booklet containing the information given in the fire safety plan and one copy must be available on board for a prominent position. Plans and booklets shall be restored, any changes to those records as quickly as possible.
5.5.33 port State control officer may verify whether the responsible persons, especially those involved in the alarm list, these duties are familiar with the information provided in the fire control plan or booklet, and know what to do in case of fire.
5.5.34 port State control inspectors can make sure that the responsible officers are familiar with the key elements of the design that creates flame resistant partitions and access into different partitions.
A decision support system for masters of passenger ships 5.5.34 shotgun passenger vessel by port State control inspectors can verify that on the bridge there is a decision support system for emergency action, comprising at least the printed emergency plan or plans.
Operations on the navigating bridge 5.5.35 port State control officer may verify whether the officer in charge of the navigational watch, familiar with navigating bridge control and navigational equipment (including the electronic map, if available), steering mode switching from automatic to manual and vice versa, and the manoeuvrability of the vessel.
5.5.36, the officer in charge of navigational watch, you must know the whole safety and navigation equipment, location and management. In addition, this officer should be familiar with the procedures relating to the navigation of the vessel in various conditions, and all available information.
5.5.37 port State control inspector may examine how well officers are familiar with all the information available to them in connection with ship maneuvering characteristics, life saving signals, navigation publication proofreading, checking the pages for the bridge procedures, instructions, manuals, etc.
5.5.38 port State control inspector may examine how well officers are familiar with such procedures as equipment periodic tests and inspections, preparing for arrival and departure, change the Steering mode, signaling, communications, manoeuvring, emergencies and logbook entries.
5.5.38.1 Permission to drive high-speed vessels (POHSC) falls within the limits on the maximum significant wave height (and wind speed of vehicles to the air bag), in which the vessel may operate. Making a high speed ship inspections, port State control inspectors may inspect a ship's log and records of weather conditions, these constraints are satisfied. Port State control inspector may discover that the voyage was a complete weather conditions, which are worse than allowed, but new delays in such circumstances may not start.
5.5.38.2 to check the weather forecast before each flight to obtain. Wave height forecast should be for the entire trip. If conditions are critical, the captain must collect information from the meteorological services of the port State or the surrounding ships. If the following procedure is not required to make appropriate adjustments to the owners. Port State control inspector checks for situations when the log indicates that the actual weather conditions were considerably better than expected. In addition to the evidence can be used in previous weather forecast (that is, the actual weather conditions for a specified period) of port meteorological services, but such information should be requested only when there are serious doubts. If the high-speed vessel violated the restrictions, weather conditions can send a warning letter to the owner of the ship and a copy to the flag State.
Cargo operations 5.5.39 port State control inspectors can verify that the vessel's crew members charged with responsibilities relating to cargo and cargo equipment are familiar with these obligations, the potential hazards of the load and the measures to be taken in this regard.
bis 5.5.39 port State control inspectors can verify that the master has the necessary written information about the security measures for the correct positioning of the load and secure transportation.
5.5.40 for solid bulk cargoes, port State control inspectors must check that the loading is carried out in accordance with the loading or unloading plan in accordance with the ship's discharge plan that is consistent with the ship and the Terminal, taking into account the information provided by the loading control system, if one is installed.
5.5.41 port State control officer may verify whether the responsible crew member familiar with the bulk of the code of practice for the safe conditions, particularly those concerning moisture limits and deployment, and as well as the code of practice for the safe carriage of timber deck Cargo on board and the safe handling and stowage conditions of the code.
5.5.42 some solid materials carried as bulk cargo, transport may cause danger to their chemical nature or physical characteristics. STEP VI/2 solid bulk cargoes and the code of safe practice is given in part 2 of the main protective measures. Solid bulk cargoes code of safe practice part 4 contains the obligation of the consignor to ensure that all the necessary information for the safe transportation of cargo. Port State control inspectors can verify that the consignor has provided the master with all necessary information, including all relevant test certificates.
5.5.43 cargoes intended for flowing, special precautions are specified in the bulk of the code of practice for the safe part 7. port State control inspectors can verify that all precautionary measures are being fulfilled, paying special attention to the sustainability of the vessels involved in the cargo intended for liquefaction and solid in the transport of hazardous waste.
5.5.44 officers responsible for handling and cargo operations, and oil tankers, chemical tankers and liquefied gas tankers main crew members must be familiar with the cargo and cargo equipment and security measures as defined in the relevant international code for construction and equipment of ships carrying dangerous chemicals as liquid (IBC Code) and the international code for the construction and equipment of ships carrying liquefied gases as liquid (IGC Code).
5.5.45 instructions for bulk grain given in chapter VI of SOLAS 74 and in part (C) of the international grain code for the safe carriage of bulk cargoes (IMO resolution MSC. 23 (59)).
5.5.46 port State control inspectors can verify that the operation and loading of cargo securing manuals contain relevant information for safe loading and unloading operations in ports and transport conditions.
With the mechanisms of action 5.5.47 the port State control officer may verify whether the responsible ships personnel are familiar with their obligations in relation to the operation of the facility as: 1 emergency and backup power sources; 2 spare steering; pictures 3 and fire pumps; and 4 any other equipment, which is important in emergencies.
5.5.48 port State control officer may verify whether the responsible ships personnel are familiar with, inter alia: 1 emergency generator: 1.1. actions to be performed before starting the engine; 1.2 various. starting the engine options in connection with starting power source; and procedures in case 1.3. when first starting the engine the attempt is not successful.
Officer on the auxiliary power unit: 2.2.1 the options to start the engines automatically or manually; 2.2 Dim test; 2.3 the loads distribution and system. 5.5.49 port State control officer may verify whether the responsible ships personnel are familiar with: 1 What is the ship's steering system; 2 as specified, that the steering system works; and 3 what actions are necessary to trigger additional steering equipment.
5.5.50 port State control officer may verify whether the responsible ships personnel are familiar with, inter alia: 1. Picture pump: 1.1 installed on the vessel. picture pump number and location (including pictures of the emergency pumps). 1.2 the pump starting all pictures;. 1.3 How to handle system valves; and your top photo pump 1.4. interference and opportunity to correct it.
2. Fire pumps: on board-mounted 2.1 fire pumps and number of locations (including emergency fire pumps). 2.2 all this pump starting procedures;. 2.3 How to handle system valves.
5.5.51 port State control officer may verify whether the responsible ships personnel are familiar with, inter alia: 1. survival craft or rescue boat/engine starting and maintenance; 2 it system, which under normal conditions are controlled from the navigation bridge, local management procedures;. equipment of emergency radio 3 and the independent electric power sources; 4 battery maintenance procedures; 5 emergency stopping, fire detection and alarm systems , and ugunsdrošaj activities with watertight doors; 6 the main and auxiliary propulsion machinery, and water cooling and lubrication system control switch from auto to Manual manuals, instructions, etc.
5.5.52 port State control officer may verify whether the relevant crew members understand manuals, instructions, etc. provides information related to secure the ship and its equipment and operation, and that they are familiar with the requirements for maintenance, periodic inspection, workouts, training and record the performance logs.
5.5.53 on the Board, inter alia, the following information should be, and the port State control inspectors can verify that it is in a language or languages understood by crew members, and that the crew members concerned are familiar with the content and can act accordingly: 1. instructions for the entire ship's firefighting and fire containment equipment and installations maintenance and usage must be placed together, and they should be located in an easily accessible place;. 2 for each person on board must be provided with clear instructions guided by an emergency;. 3 decks must be consecutively numbered. Passenger cabins should be posted plans that specify the location of the ship and the emergency exits. Also, passenger cabins should be posted in illustrations and instructions in appropriate languages that provides information about the Assembly place of the action to be taken by passengers in the event of an emergency, and how to put on life jackets. This information should be posted and clearly visible also muster areas and passenger spaces.
4. life-saving features and the water drop near the controls must be in or on posters and signs, which indicate the tasks and controls the activities of the procedure with the equipment and which gives the necessary instructions or warnings;. 5 instructions lifesaving features maintenance;. 6 in each common room and crew rest room or in each crew cabin must be training manual. The training manual, which may consist of several volumes, includes an illustrated, easy-to-understand way out instructions and information on rescue equipment on board the vessel, and the best way of survival; 7 shipwreck action plan to combat oil pollution, in accordance with MARPOL 73/78 Annex I of the Convention 26. rule; and the persistence of book 8, the sustainability plans and stability information.
Oil and oil mixtures from machinery spaces 5.5.54 of port State control inspectors can verify that you comply with all MARPOL 73/78 Annex I to the Convention's operation conditions, taking into account: 1. the oil sludge; 2 pictures of oil sludge and water tank capacity; and 3 .1 bilge water separator. productivity.
5.5.55 must be made in the oil record book. Port State control inspectors can verify that is used in making equipment and mark these facilities open.
5.5.56 port State control officer may verify whether the responsible officer familiar with the operation of oil sludge and water pictures. The relevant instructions for transactions with the points system for the collection of waste oil from the ship's engine rooms can be used as a recommendation. Given the above, port State control inspectors can verify that oil sludge tank free volume is sufficient for next trip during the expected sludge produced. Port State control inspectors can verify that ships with the administration of the flag State has granted an exception to the Convention, MARPOL 73/78 Annex I, 16 (1) and (2) compliance with the requirements of the rules, all oil products containing the pictures are stored in the waters to the ship, to then pass the acceptance facility.
5.5.57 If making equipment for other ports not used the mismatch, the port State control officer should advise the master to report the non-compliance of the equipment of adoption to the flag State of the vessel in accordance with the 1989 25 April MEPC/Circa. 215.
Tanker cargo loading, unloading and cleaning procedures 5.5.58 of port State control inspectors can verify that all MARPOL 73/78, annexes I and II to the Convention terms, taking into account the type of tanker and cargo transport type, including oil operations and cargo Journal magazine.
Port State control inspectors can verify that is used in making equipment and mark these facilities open.
5.5.59 instructions for oil tanker loading, unloading and cleaning procedures of control are given in this annex, paragraph 5.3.1 and 5.3.2, which outlines procedures for washing with a crude operation control.
instructions for 5.5.60 tankers carrying noxious liquid substances as liquid, loading, unloading and cleaning procedures of control are given in paragraph 5.4.1 of this annex, which sets out procedures for unloading, draining and rinsing operation.
5.5.61 If making equipment for other ports not used the mismatch, the port State control officer should advise the master to report the non-compliance of the equipment of adoption to the flag State of the vessel in accordance with 18 November 1998 MEPC/Circa. 349.
5.5.62 If a ship having harmful liquid substances in the sediment over ship allowed to travel across the sea discharging time is allowed to go to the next port, you must make sure that this port sediment. At the same time inform the this port, if it is possible.
Dangerous goods and harmful substances in packaging 5.5.63 port State control officer may verify whether the ship is a mandatory document packaged dangerous goods and harmful for the carriage of the substances or dangerous goods and harmful substances are properly placed and separated and that the crew members are familiar with the essential steps that must be taken during an emergency in connection with such a packed cargo.
5.5.64 type of ship and cargo ships built after September 1, 1984 in the transport of dangerous goods must comply with the SOLAS 74 regulation II-2/54, as well as the provisions of regulation II-2/53 (cargo ship) and the provisions of regulation II-2/3 (passenger ships) requirements, unless this requirement is not being met under other conventions. The only allowable exception is the transport of dangerous goods in limited quantities.
5.5.65 MARPOL 73/78 Annex III of the Convention contains the conditions to be observed when moving packed harmful substances, which are listed in the IMDG Code as marine pollutants. Loads which are identified as marine pollutants should be identified and deployed in accordance with MARPOL 73/78 Annex III of the Convention.
5.5.66 port State control inspectors can verify that the document of compliance and that the ship's personnel are familiar with this document, issued by the administration of the flag State as proof of the conformity of the construction and equipment requirements. In addition, you can check: 1 or dangerous goods are stowed in accordance with the cargo securing manual and located on the vessel in accordance with the document of compliance with the dangerous goods list or deployment plans required by the SOLAS 74, Chapter VII. This list or deployment plan may be combined with that required by the MARPOL 73/78 Annex III of the Convention; 2 or not possible flammable or toxic liquid substance inadvertently pumping in case these substances are transported in the cargo compartments of the zemklāj; or 3 or the ship's personnel are familiar with the relevant first aid manuals and provision of emergency procedures for ships carrying dangerous goods.
Waste 5.5.67 port State control inspector may examine compliance with all of the MARPOL 73/78 Annex V of the Convention. Port State control inspectors can verify that is used in making equipment and mark these facilities open.
5.5.68 twenty-ninth session of the MEPC approved "guidelines of the MARPOL 73/78 Convention for the implementation of annex V"), and they are published. One of the objectives of this guidance is to assist ship operators to act in accordance with the requirements of annex V and domestic laws.
5.5.69 port State control inspector may examine whether: 1 the ship's personnel are familiar with these instructions, especially part 3 of "potential waste reduction" and part 4 "Procedure for handling ship waste and their storage"; 2 the ship's personnel are familiar with the MARPOL 73/78, annex V of the Convention requirements for the disposal of waste in a special district and outside it and are familiar with the areas identified as special areas under MARPOL 73/78 Annex V of the Convention; and 3 the ship's personnel are familiar with the waste management plan procedures for waste collection, storage, processing and disposal of waste and the procedure for the accounting log books.
5.5.70 If making equipment for other ports not used the mismatch, the port State control officer should advise the master to report the non-compliance of the equipment of adoption to the flag State of the vessel in accordance with the 1989 25 April MEPC/Circa. 215.
*) see IMO publication IMO-656, "guidance for Annex V to MARPOL 73/78 introduction".
Part 6. Manning 6.1 Introduction key principles of port State control in relation to the Manning to foreign vessels is to determine compliance with: 1. the flag State the safe manning requirements. If in doubt, consult with the flag State; and 2 international conditions laid down in the SOLAS 74, STCW 78 and IMO resolution 890 (21). 3 ILO 147 conditions inter alia refers to ILO Convention 53 paragraph 3 and 4. 6.2 the muster control 6.2.1 If the crew is assembled in accordance with the safe crew document or an equivalent document, issued by the flag State, port State control inspectors must recognize that the crew is probably complete, unless it is clear that the document was issued, not subject to the laws in certain principles. In this case, the port State control officer must act in accordance with the procedures established in paragraph 6.2.3 of this annex. 6.2.2 If the actual crew composition not comply or safe crew document, the port State control officer should request an explanation of the flag State, or to allow or not allow the ship to sail with the existing crew and makeup. The request and response can be provided by any appropriate means, and any Member State may require that the communication be performed in writing. If the real number of crew members or the composition is not sorted according to the safe manning document or the flag State does not recommend to allow the ship to proceed to sea, ships can hold up if the corresponding are taken into account in paragraph 9.2 of this annex, the criteria set out. 6.2.3 If the ship is not a safe manning document or equivalent, the port State shall request the flag State to clarify the number of crew members and its composition and issue this document as quickly as possible.
If the actual number of crew members and the composition is not what by the flag State, should be applied to this annex 6.2.2. the procedure indicated in paragraph 1.
If the flag State does not respond to the request, it is considered to be a clear basis for detailed inspections to make sure the number of crew members and composition conforms to the principles set out in this annex, paragraph 6.1. May allow the ship to proceed to sea unless it can do it safely, taking into account the detention criteria listed in paragraph 9.2 of this annex. In each of these cases the minimum applicable standards may not be more stringent than those which apply to vessels flying the flag of the port State.
6.3 control according to STCW 78 conditions 6.3.1 without reducing port State control inspectors ' rights and obligations with respect to communications and information on the ship, port State control inspectors control boils down to: 1 check that all seafarers working on board, which must be certified, have the appropriate certificates of competency or a valid exemption, or documentary evidence that the administration of the flag State is submitted after approval; check that the 2 on board the number of seamen and workers competence certificates correspond to the flag State administration of safe manning requirements; and evaluation, or 3 the crew is able to maintain the requirements of the Convention, appropriate standards of watchkeeping, where there are clear grounds for believing that such standards are not being maintained because any of the following has occurred: 1 the ship has been involved in a collision, grounding or thrown into the ran ashore, or ship from 2; trip, to anchor or at berth, is leaking from the ship, which is in conflict with any International Convention or 3 the vessel has engaged in improper or unsafe manoeuvres without the prerequisite of movement adopted by the IMO, or safe navigation practices and procedures, or 4 ship in service in a way that poses a danger to persons, property or the environment. 6.3.2 evaluating standards of watchkeeping, port State control inspectors can verify that watch schedules is clearly the rest time, or schedules are posted in a place easy to reach, and that all persons who fulfil the Guard officers or ratings watchkeepers, each 24-hour period is for at least 10 hours of rest, of which 6 hours are consecutive and 70 hours of rest in every seven-day period. These periods are not respected, training or other particularly important in the case of the operation of the ship, which should be noted in the logbook. Watch schedules can thus be drawn up in accordance with the ILO Convention 180 (see part 7).
Part 7. Convention, 1976 No. 147 on minimum standards in merchant ships and its Protocol of 1996 7.1 inspection on board vessels in accordance with ILO and ILO 147 147 can refer to: 96.1 1973 minimum age Convention (No. 138), 1936 (revised) Convention on the minimum age for work on the Sea (Nr. 58), in 1920, the Convention on the minimum age for work on the Sea (No 7). 2 1946 Convention concerning medical examination of seafarers (No. 73);. 3 1970 Convention on the prevention of accidents (Seafarers) (No 134) (4. and article 7); 4 1949 (revised) Convention for the crew rooms (No. 92);. 5 1946 Convention on (crew) food and nutrition (No. 68) (article 5); 6 1970 Convention for crew spaces (additional conditions) (No. 133); 7 of 1996 Convention on seafarers ' hours of work and manning of ships (No. 180); 8 1936 Convention for the officers ' competency certificates (No. 53).
Inspections relating to certificates of competence are described in annex 6 of this part. Doing the above paragraphs 1 and 7 of Convention control specified by port State control inspector on the basis of this annex, part 4 "clear basis" for example and his professional assessment, must decide whether the ship should carry out a detailed inspection. All complaints regarding conditions on Board should be carefully investigated and take necessary steps. On the basis of their professional judgement, port State control inspectors must determine whether the conditions on board poses a danger to the safety or health of the crew, and the need to improve the conditions on board the vessel or, if necessary, detention, pending appropriate corrective actions. Procedures for reporting the detention are set out in annex 4.
7.2 port State control inspector, making inspections in accordance with this annex 7.1 points, in addition to take account of the considerations referred to in the ILO publication "labour and housing inspection on board ship: Guidelines for procedures" and IMO/ILO guidelines for the work of seafarers and seafarers of the scheduling of work and hours of rest the accounting table.
7.3 of the Convention, which are binding, making this 7.4 of the annex provided for in paragraph 1:1926 Convention on seafarers ' contracts of employment (No. 22) 2 1926 Convention on the repatriation of seafarers (No. 23);. 3 1936 shipowners ' liability Convention (sailors ' disease and trauma cases) (No. 55), the 1936 Convention for the sailors ' sickness insurance (No. 56), of the 1969 Convention, medical assistance and sickness benefits; 4 1948 Convention concerning freedom of Association and protection of the rights of merger in organizations (No 87);. 5 1949 Convention on the right to organise and collective merger pacts (No 98); 6, 1958 Convention on seafarers ' national identity cards (No. 108); 7, 1971 Convention on the representation of workers (No. 135); 8 1987 Convention on health protection and medical care (No. 164); 9, 1987 (revised) Convention on the repatriation of seafarers (No. 166).
7.4 If the port State control officer has received the message, notification or complaint that this annex referred to in paragraph 7.3 of the Convention standards are not met, the Administration, if possible — with evidence, must inform the administration of the flag State and ILO further activities.
7.5 The ILO publication "labour and housing inspection on board ship: Guidelines for procedures" the parts that relate to: 1 the control procedures of national flag vessels; professional training; 2.3 officers of the competence certificates (which determines the STCW95). 4 hours of work and Manning (determined by the SDO180/STCW95);
cannot be considered as essential conditions for the inspection of ships, but only for information of port State control inspectors.
Part 8. Certain categories of vessel inspection 8.1 extended key conditions for extended inspection vessel complies with this paragraph 8.2 of the annex in the following categories, is subject to inspection for the extended one every 12 months. However, such ships may be subject to inspections referred to in point 3.1. of the memorandum. Extended inspections must be carried out in accordance with 5.2. the procedures specified in paragraph 1.
5.1 categories of ships subject to expanded inspection 8.2.1 oil tankers with a tonnage of more than 3000 GT and older than 15 years of the date of construction indicated in the ship's safety certificates.
8.2.2 bulk carriers, older than 12 years of the date of construction indicated in the ship's safety certificates.
8.2.3 passenger ships older than 15 years, except for the ro-ro ferries and high-speed passenger craft that ply on fixed routes, in accordance with Council Directive 1999/35/EC.
8.2.4 gas and chemical tankers older than 10 years of the date of construction indicated in the ship's safety certificates.
8.3 procedure the extended inspection on certain categories of ships expanded inspection 8.3.1 program shall include at least the following matters, to take into account the practical possibility of checks or restrictions with regard to human, the safety of the ship or the port. Port State control inspector should know that it can endanger the operations of certain ship safety, such as cargo operations, if the inspection is required during perform tests that directly affect the shipment.
8.3.2 all ships (this annex 8.2. point categories): 1 power supply and actuation of the emergency generator; 2 emergency lighting test;. 3 emergency fire pump performance, adding the main motorway of two fire hoses; 4 pictures pump;. 5 watertight door closing;. 6 lifeboat lowering water; 7 emergency stop remote test boilers, ventilation and fuel pumps; 8 steering equipment, including emergency steering equipment testing radio equipment for the emergency 9; mains 10 oil inspection;-water separator and, if possible, the trial.
8.3.3 oil tankers: in addition to the listed in the annex, the following point 8.3.2 elements are included in the extended inspection of oil tankers: 1 fixed foam firefighting system aboard; 2 fire-fighting equipment in General;. 3 inspection of fire dampers in engine room, pump room and accommodation; 4 inert gas pressure and oxygen content at that inspection; 5 ballast tanks: you must check at least one of the ballast tanks within the cargo tank area, first from tank manhole/deck access from a place and If there are clear grounds for further investigations, also entering it; check 6 the following documents approved by the flag State or the classification society: (1) reports on the ship's construction surveys, (2) the reports on the assessment of the situation, (3) the reports on the design thickness measurements (4) description document that set out in IMO resolution a. 744(18).
8.3.4 bulk carriers: in addition to the listed in the annex, the following point 8.3.2 elements are included in the extended bulk carrier inspection: 1 deck mechanism basis possible corrosion;. 2 hatch covers possible deformation or corrosion; 3 possible cracks or local corrosion in transverse bulkheads; 4 to access the cargo tanks;. 5 inspection, or on board such documents approved by the flag State or the classification society: (1) reports of structural surveys of the ship , (2) the reports on the assessment of the situation, (3) the reports on the design thickness measurements (4) description document that set out in IMO resolution a. 744(18).
gas and chemical tankers 8.3.5: in addition to the listed in the annex, the following point 8.3.2 elements are included in the extended gas and chemical tankers: inspection of cargo tanks 1 control and safety devices relating to temperature, pressure and volume of unredeemed; 2 oxygen analysis and determination of the risk of explosion devices, including their calibration. Chemical detection equipment (bellows) with the availability of sufficient number of suitable gas detection tubes for the specific cargo being carried;. 3 or rescue kits for cabins provide sufficient breathing and vision protection for every person on Board (if required by the products listed on the international certificate of fitness for the carry dangerous chemical liquid or the certificate of fitness to carry liquefied petroleum gas, though the applicable); 4 or the product being carried is listed in the international certificate of fitness for the transport of hazardous chemical in the liquid or the certificate of fitness to carry dangerous chemicals liquid or in the certificate of fitness to carry liquefied petroleum gas, though the applicable;. 5 fixed firefighting equipment on deck, which, depending on the product being transported, can be like foam, dry chemical or other type;
8.3.6 passenger ships: in addition to this annex, the following listed in points 8.3.2 elements are included in the extended passenger vessel inspections: 1 fire detection and alarm systems;. 2 fire doors closure;. 3 the ship general emergency radio broadcasting system; 4 fire drill, during which demonstrate the Firefighter's equipment sets and participate in part of the servicing of passengers;. 5 leading crew members ' knowledge of the ship's emergency control plan.
If necessary, the vessel's master or operator consent to the inspection may be continued while the ship is on a voyage from a port of a Member State of one of the memorandum on the other. Port State control inspectors must not obstruct the operation of the ship and cause situations that, in the master's opinion could endanger the passengers, the crew or the safety of the ship.
Part 9. Deficiencies in the ship's hold and 9.1 failures or principles for detention of deciding on remedial or detention of the ship, the port State control officer shall take into account the details of the inspection carried out in accordance with part 3 of the memorandum, the results and be guided by this part and annex 6 procedures specified in paragraph 9.3.
Port State control inspectors should use their professional judgement in determining whether detention, to prevent deficiencies, or to allow the ship to proceed to sea, despite certain deficiencies, if they do not pose a threat to safety, health or the environment, taking into account the specific circumstances of the voyage. Concerning minimum manning standards and ILO conventions and ILO 147 147 96 conditions is able to take into account the specific procedures set out in this annex, part 6 and 7.
9.2 detention of the ship in relation to minimum manning standards and certification before the vessel is detained in connection with incomplete vessel manning standards or certification, the following should be taken into account, paying special attention to the 9.3.4.9 of this Annex: 1 point for the voyage and the. service length and type; 2 or the lack of a danger to the ship, persons on board or the environment;. 3 is it possible to ensure the crew members ' respective rest time; 4 the vessel size and type installed equipment; and 5 cargo. 9.3 the procedures for the detention of ships of all sizes. 9.3.1 Introduction these procedures should be applied, if the ship is found during the inspection failures. They are intended as guidance for port State control inspectors and should not be regarded as a ship check page.
9.3.2 main criteria using their professional judgement to decide on detention of the vessel, the port State control inspector must apply the following criteria: 1 time: ships can safely go in the sea, is the first to be detained at the time of the inspection, in spite of the time that the ship will stay in port;. 2 criterion: the ship is detained if its deficiencies should be on board is so serious that the port State control officer deems it necessary to return to the ship to make sure that they have been rectified before the vessel sails.
Port State control inspectors need to come back to the ship's lack of seriousness is classified. However, in each case, it is not imposed on the obligation, but means that the Administration in one form or another, but in preference to another ship for a visit, to verify whether the deficiencies have been rectified before departure from the port.
the application of main criteria 9.3.3 deciding whether the deficiencies found on the ship is serious enough to halt the vessel, the port State control inspector must assess whether: 1. the ship has relevant, valid certificates and other documentation; the 2 crew as required by the document on minimum safe crew.
At the time of the inspection by port State control inspector must assess whether the ship and/or crew can safely fly 3: next trip; 4, safely carry and monitor the condition of the cargo throughout the next trip;. 5 operate the engine room safely throughout the next trip, maintain the necessary 6 gun and the operation of the entire steering next trip;. 7 if necessary, fight fires anywhere in the ship all next trip; 8 if necessary. , to leave the ship quickly and safely, and if necessary, perform rescue operations throughout the next trip; 9 to prevent pollution of the environment throughout the next trip; 10 maintain adequate stability throughout the next flight; 11 maintain adequate watertight integrity throughout the next trip; 12, if necessary to maintain communication in situations of danger throughout the next trip; 13 keep safe and healthy conditions on Board throughout the voyage; in the next 14 to provide maximum amount of information in the event of an emergency (using flight data recorder).
If one of the results of these assessments is negative and taking into account all deficiencies discovered, is seriously to consider the need for detention of the ship. Several minor weaknesses can also be a combination of the grounds for detention of the ship.
9.3.4 the list of Deficiencies can detention to help port State control inspector to use these procedures, follow the below list of deficiencies, grouped by the conventions or codes which are serious enough to be the basis for detention of the ship. This list cannot be considered as exhaustive, but it should be used on the relevant elements of the sample. Deficiencies in the detention of the STCW 78 areas referred to in paragraph 9.3.4.9 of this annex, shall be the only grounds for detention of the ship in relation to this Convention.
9.3.4.1 General questions 1 is not a valid certificate or other document required by the relevant legislation. However, vessels flying the flag of a State which is not the Convention (relevant legislation), or the Member States have not adopted any of the other Act, is not required to carry the conventions or other legal certificates. So the lack of such a certificate may not be a direct reason for the detention. However, the application of "equal treatment" principle, prior to exiting the Sea requires significant Board compliance with the requirements of this paragraph.
9.3.4.2 areas under the SOLAS Convention (references are given in brackets): 1. failure of the proper operation of the dzeniekārt or other relevant mechanisms, as well as electrical equipment;. 2 not enough clean the engine, face is too much oily water, pipe insulation, including the engine exhaust pipe insulation, is smeared with petroleum products, the proper operation of the pumping equipment; pictures 3 of the proper operation of emergency generator, lighting, batteries and switches; 4 the proper operation of the main and emergency steering equipment;. 5 not the individual life-saving features collective life-saving appliances, and the launching of rescue equipment are insufficient or they are worn;. 6 no fire detection system, fire alarm, firefighting equipment, fixed fire-fighting equipment, ventilation valves, fire dampers and fuel quick closing devices, they do not meet the requirements or are significantly worn and not able to perform their functions, to the tanker 7 cargo deck do not have the appropriate firefighting means or they are worn , or does not work; not running lights 8, signālzīmj or sound, they do not meet the requirements or is significantly worn. 9 not radio communication of emergencies or security purposes or they do not work properly; not appropriate 10 navigation equipment or its not working properly, taking into account the SOLAS regulation V/12 (o); 11 adjust the navigation is not war or other navigational publications necessary for the intended voyage, taking into account the that can use electronic maps and information systems ECDIS as a substitute for paper cards; 12. absence of non-sparking exhaust ventilation for cargo pump rooms (SOLAS regulation II-2/59.3.1 rule); 13 serious shortcomings in the organisation of the operation, as determined in point 5.5 of this annex; 14 crew, manning or certificate of qualification does not meet the "safe minimum crew of a vessel". 15 no extended survey program in accordance with SOLAS chapter XI-2.; 16 is not or does not operate the flight data recorder (RDR) If its use is mandatory. 9.3.4.3 areas under the international bulk chemical code of (liquid) (IBC) (references are given in brackets): 1. transport of a substance not mentioned in the certificate of fitness or missing cargo information (16.2); 2. missing or damaged high-pressure safety devices (8.2.3). 3 unsafe or non-conforming code wiring (10.2.3). 4 the sources of dangerous arcing places mentioned in point 10.2 (11.3.15). 5 specific requirement violations (15); 6 exceeded the maximum allowable cargo quantity per tank (16.1). 7 sensitive insufficient thermal insulation products (16.6). 9.3.4.4 areas under the international liquefied petroleum gas carrier code (IGC) (references are given in brackets): 1. the transport of a substance not mentioned in the certificate of fitness or missing cargo information (18.1). 2 no accommodations or service spaces (3.2.6) closing devices;. 3 bulkhead not gastight (3.3.2); 4 defective air locks (3.6). 5 is not a quick shutoff valve or defective (6.5), 6 missing or defective safety valves (8.2); 7 unsafe or inadequate wiring code (10.2.4); 8 cargo area not operable (12.1); 9 not working for cargo tanks pressure alarm (13.4.1). 10 gas detection or toxic gas detection plant defective (13.6); 11 transport of substances that need to be inhibitē, if the vessel does not have a valid certificate of inhibitēšan (17/19). 9.3.4.5 areas under the LL Convention: 66.1 on the deck and hull plating significant areas of damage or corrosion, or plating and associated frame deformation affecting the seaworthiness of the ship or the ability to withstand local loads, unless proper temporary repairs made so that you can get to the port, which is expected to make a full renovation; 2 found insufficient stability of the vessel; 3 cases not of sufficient and reliable information, in an approved form , which by rapid and simple means, enables the master to take the ship during loading and in such a way that any time the variables in all hiking conditions be maintained in a safe margin of stability and do not allow unacceptable loads on the ship's construction; not open ship 4-closing devices, hatch closing arrangements and watertight doors significantly worn or damaged;. 5 the ship is reloaded; no draught marks 6 or not possible for them to read. 9.3.4.6 areas under the MARPOL 73/8, annex I to the Convention (references are given in brackets): 1. no oil-water filtering equipment, the oil discharge monitoring and control system or the 15 ppm alarm equipment or is it essential to wear out, or not working properly 2 .1 bilge waters; or residues of petroleum products storage tank capacity is not sufficient for the intended voyage;. 3 is not available in the oil record book (20 (5)); 4 installed illegal bilge bypass; No. 5 of the report overview If it does not comply with the Convention 13 G (3) (b). 9.3.4.7 areas under the MARPOL 73/78 Annex II (references are given in brackets): 1. not P& Guide; 2 cargo is not divided into categories (3 (4));. 3 not available cargo magazine (9 (6)); 4 transport of oil-like substances without satisfying the relevant requirements (14);. 5 installed illegal discharge bypass fitted. 9.3.4.8 areas under the MARPOL 73/78 Annex V of the Convention: 1. no waste management plan; not available 2 waste journal; 3 ship's personnel is not familiar with the waste management plan in the transfer of waste/disposal requirements. 9.3.4.9 areas under the STCW 78 Convention: 1 crew members do not have certificates of competency, valid temporary permit, or to provide documentary proof that the administration of the flag State has filed an application for an endorsement; no respect 2 the administration of the flag State in certain safe manning requirements;. 3 Board or machine watch arrangements to conform to the requirements specified for the ship by the flag State Administration; 4 absence in a watch of a person qualified to operate the safe navigation, safety radio communications or the prevention of marine pollution is essential equipment;. 5 there is no evidence of professional suitability for the duties assigned to seafarers for the safety of the ship and the prevention of pollution; impossible. 6 to provide for the first watch at the start of the voyage and for subsequent relieving watches persons who are sufficiently rested and otherwise fit for guard duty. 9.3.4.10 areas under the ILO conventions: 1 not enough food supplies for the voyage to the next port 2 is not sufficient; drinking water until the next flight to port 3 on board; is extremely unsanitary conditions; 4 no heating in accommodation of a ship operating in areas where temperatures may be excessively low;. 5 excessive waste, corridors and living space with equipment and sealed cargo If there are other dangerous conditions; 6 clear evidence that crew members that need to provide for the first watch or subsequent relieving watches are too tired. 9.3.4.11 situations, which may not be the basis for detention of the ship, but which must be stopped, such as cargo operations: 1 if the proper operation (or maintenance) of inert gas system, cargo-related or equipment, or machinery, it is considered to be sufficient justification for the suspension of the operation of the freight. Annex 2 procedure for MARPOL 73/78 CONVENTION requirements in the content part 1: procedures relating to MARPOL 73/78, annexes I and II to the Convention on the requirements of the substance of the bilge part 2 of MARPOL 73/78 of annex I to the Convention requirements for oil bilge part 3 violations of MARPOL 73/78 Convention requirements set out in annex I concerning oil bilge infringement alleged evidence list 3.1 the activities to be carried out, saw a 3.2 investigation of oil pollution on Board 3.3 the investigation shore 3.4 information not mentioned above 3.5 conclusion 4. part II of the MARPOL 73/78 Convention requirements set out in the annex in relation to breaches of the bilge part 5 of MARPOL 73/78 Convention requirements laid down in annex II in respect of the substance of possible infringements of the bilge evidence listing 5.1 actions to take notice of the oil pollution on the investigation Board 5.2 5.3 5.4 shore Investigation information that does not fit the above 5.5 conclusion part 1. Procedures relating to MARPOL 73/78, annexes I and II to the Convention on the requirements of the substance 1.1 remove the port State control officer after the announcement of a possible Convention, MARPOL 73/78, annexes I and II set out in the bilge of the receipt of the non-compliance must be handled in accordance with the procedures listed in this annex in parts 2 and 3, to investigate the MARPOL 73/78 Convention set out in annex I of the non-compliance of the bilge and this annex, part 4 and 5 to investigate the MARPOL 73/78 Annex II to the Convention on the non-compliance of the bilge. 1.2 the examination in the context of MARPOL 73/78 Convention laid down in annexes I and II to the possible requirements of the bilge, the port State control officer shall account of IMO resolution a. 787 (19) 3.4.1 to 3.4.13 point conditions, and the port administration instructions based on these conditions. 1.3 If the investigation by the port State Inspector finds deficiencies, which are clearly hazardous to safety, health or the environment, the memorandum should apply the requirements of paragraph 3.10.1. Part 2. MARPOL 73/78 Convention requirements set out in annex I concerning oil bilge violations 2.1 this annex of part 2 and 3 conditions are intended to determine the information that is often necessary for the administration of the flag State to prosecute due to the following possible irregularities. 2.2 preparing the port State report on deficiencies associated with bilge pumping requirements, coastal or port State administrations are advised to be guided by the list of possible evidence specified in part 3 of this annex. In this regard, that: 1. the report aims to provide the optimal data comparison, however, if all of the information can not be ensured, should provide as much information as possible; the whole report 2 information must be based on the facts as a whole could convince the port or coastal State of the underlying offence. 2.3 additional port State report on shortcomings in the administration of the port or coastal report must be drawn up on the basis of the list of possible evidence. It is important that these messages are added to documents such as: 1 the Chief pollution. In addition to this, part 3 of the annex to the information requested in the notice jāie kļauj considerations that have led the Chief we conclude that this is the only possible source of pollution; 2 reports on sampling of oil spots and the Board. These reports indicate the sampling location and time, you must specify the persons who took the samples, and receive receipts for the person that oversight of the sampling process and have received samples; 3 reports on the oil slick from the ship and take samples for analysis; the report must contain the results of analyses, description of the method used, the reference to scientific documentation that certifies the accuracy of the method used and a justification, or a copy thereof, and the person who made the analysis, names and experience; 4, port State control inspectors who checked the ship report, his job title and organisation;. 5 persons interviewed report; reports; witness 6.7 oil spots photos; 8 of oil record books, logbook, pumping record etc. copies of the relevant pages. All observation, photography and the accuracy of documentation must be certified with a signature. All certificates, confirmations and receipts must be carried out in accordance with the laws of the State that issued them. All reports must be signed by the person who has compiled a report, if possible, also signed by the witnesses. Specify the message composition date. Above or below the signature must clearly be recorded the names of the persons who signed the message. 2.4 2.2 and 2.3 of this annex, paragraph message should be forwarded to the administration of the flag State. If the coastal State that after finding contamination and the Harbor, the State conducting the investigation on board, are one and the same, a State carrying out such investigation shall be sent a copy of the document obtained by the country that found pollution and requested an investigation. Part 3. MARPOL 73/78 Convention requirements set out in annex I concerning oil bilge infringement alleged evidence list 3.1 the activities to be carried out, saw oil pollution 3.1.1 of the ship or ships that are suspected of having committed an infringement. 1 name 2 reasons why ship suspected of, or identification of observation 3 the date and time (UTC) 4 location of the ship's flag State. 5 and note the port 6 type of vessel (for example , tanker, cargo ship, passenger ship, fishing vessel), size (tonnage) and other descriptive data (such as the superstructure and stack marks). 7 draught (loaded or ballast). 8 the approximate course and speed deployment of oil spots 9 relative to craft (such as Stern, left, at the starboard) 10 part of the ship from which the observed leakage Or spills 11 prevent the vessel sighted or call on radio news of the oil patch 3.1.2.1 detection date and time (UTC) If it is different from this point 3.1.1 of the annex referred to in point 3.2 oil spots location longitude and latitude degrees, if it differs from that of the annex referred to in paragraph 3 3.1.1.4 the approximate distance in nautical miles to the nearest landmark. 4 estimated oil spot size (length, width, and what percentage of the surface area covered with oil) oil natural 5 spots (direction and form for example, continuous, gabalain or vējrind). 6 oil spot appearance (specify grade.) (1) (A) category: barely noticeable adverse light conditions. 2 (B) category: noticeable silvery sheen on the surface of the water. 3 C: can be noticed first color traces. 4 D category: bright color connection. 5 (E) category: color starts to become dull. 6 (F) category: colors are much darker sky condition 7 (bright sun , cloudy etc.), the direction of incidence of the light and visibility (in kilometers) at the time of detection sea state 8 9 wind speed and direction 10 current speed and direction of the Chief/identification 3.1.3.1.2 the Chief organization whose Chief Agent (if any). 3 the Chief's status in this organization. 4 detection occurred from aircraft/ship/shore/otherwise. 5 name of a vessel or an aircraft, of which was finding 6 Specific location vessel , aircraft or otherwise, from where the finding occurred. 7 in which the Chief Activity was involved in the detection, for example: patrolling, flight, flight (on the way from … to …), etc. 3.1.4 detection methods and documentation 1.2 the normal Visual photos. 3 remote perception records and/or remote sensing photos. 4 oil stain samples taken. 5 any other detection type (specify) Note: leak photos should be in color. Photos can provide the following information: the sea visible substance is oil; the oil spilled into the sea than in the Convention; the oil Gush or is blurry from the Board; recognize the ship experience shows that the above can be achieved with the following three photos: 1 the news about the oil slick, shooting almost vertically from a height of less than 300 metres to the Sun would be the photographer behind them;. 2 overall view on the vessel and an oil slick, showing that the oil leak from the vessel in question; and 3 of the ship so it can recognize it. 3.1.5 other information, if it is established radio 1 the master of the vessel has been informed of the contamination. 2.3 the ship captain's explanation last port of call the ship's next port 4.5 's master and the ship's owner name ship's recognition signal 6 3.2 investigation on ship inspection certificate IOPP. 3.2.1 1 name 2 observables. 3 of the port the ship type 4. date and place of issue 5.6 approval date and place of note : If the vessel is not required to provide a certificate IOPP, all available information. 3.2.2 the IOPP Certificate Supplement IOPP certificate of inspection annex 1, 2, 3, 4, 5 and 6 parts relevant points (except for oil tankers) the IOPP certificate annex 2 2., 3., 4., 5., 6., 7., 8., paragraphs 9 and 10 (oil tank vessels) Note: If the IOPP certificate, the vessel is not required to provide details of the equipment and installations on board for marine pollution prevention. 3.2.3 inspection of petroleum operations log. 1 oil record book part I copy the relevant page, which shows the period of the last 30 days prior to the report on the leak in the oil record book 2, part II (the present) the page that displays the complete copy of the ship's loading/unloading/persistence and tank cleaning cycle. Remove also the tank scheme. 3.2.4. inspection log 1 last port, exit date, draught fore and aft 2 current port, date of entry, draught fore and aft location of the ship 3 when I received a message about the leak, or about the time the 4 on-the-spot check, or the log that corresponds to the position of petroleum operations listed in the journal. 3.2.5 other ship inspection of documents other important documents proof (if necessary, remove copies) as: 1 the last tank 2. determine monitoring and control equipment made in records inspection of the vessel 1 3.2.6 board equipment compliance with IOPP certificate attachment. 2 the samples Taken. From some Board seats taken. 3 feet of oil bilge open boarding. 4 engine position and picture content 5 oil-water separator, filter equipment and alarm, stop or surveillance devices in position 6 and/or Sediment storage tanks 7. Significant leak sources is essential to oil tankers, in addition to the following evidence: 8 oil to separate pure ballast. surface condition of the pump room 9 pictures in the State system in 10 with crude oil. 11 situation of inert gas system the State pumping 12 monitoring and 13 settling the position of the tank (the estimated oil and water quantity) 3.2.7 Incident reports of persons engaged in the operation of the journal if the oil part I is not duly completed, to receive answers to the following questions: 1, or at the time specified in the report, the accident took place leakage (accidental or intentional)? 2 Or bilge of the pictures is controlled automatically?. 3 If Yes, when this system was last run, and when the system was last switched on in manual mode? 4 If no that date and at what time did the last picture leaking? 5 the date and what happened the last residue of oil leaking and how it was made? 6 Or usually happens directly remove photos or pictures of the sea water is first collected in the tank? You must specify a collection tank Or 7 lately diesel tanks are used as ballast tanks? If the oil record book, part II, is not duly completed, need to receive answers to the following questions: 8 what was the disposition of the cargo/ballast on the ship when it left the last port? 9 what was the disposition of the cargo/ballast on the ship when it entered the current port? 10. When and where was the last loading? 11 when and where was the last unloading? 12 when and where took place the last dirty ballast bilge? 13 when and where took place the last cargo tank cleaning? 14 when and that happened last wash with crude oil and that tank were washed? 15 when and where took place the last unloading of a settling tank? What is the 16 liquid level settling tanks and the uzmērījum heights in which 17 tanks? was dirty ballast last ballast voyage (when the ship pulls into port with ballast)? 18 which was pure ballast tank for the last ballast voyage (when the ship pulls into port with ballast)? In addition, the following information can also be useful: 19 messages on the current ship voyage (previous port, the next port, the type of transport). 20 diesel and SBT. 21 the previous and next bunkering, diesel type equipment capable of adoption. 22 or unable to pick up the waste oil for the current voyage 23 diesel internal gantry's current trip oil tankers can also be useful this information. 24 transport way in which the ship is engaged as a short/long voyage , crude oil or petroleum products transportation. 25 which tanks are clean, dirty or the planned 26 repair cargo tanks in different information: 27 comments for ship equipment 28 comments for a report on pollution. 29 other comments 3.3. investigation on shore oil sample analysis 3.3.1 must specify the sampling methods of analysis and results 3.3.2 additional information may be useful in addition to the information on the ship from the Terminal staff , tank cleaning or making the shore takes the installations. Note: if possible, any information referred to in this paragraph, must be approved by the appropriate documents, such as signing messages, invoices, receipts, etc. 3.4. information not mentioned above 3.5. conclusions of the technical findings Investigators 3.5.1 Summary 3.5.2 references to the relevant MARPOL 73/78 Annex I conditions for the violation of the ship which is suspected. 3.5.3 Or the results of the investigation have proved the lack of facts in the report? Part 4. MARPOL 73/78 Annex II requirements concerning the substance of the irregularities in This annex 4.1 remove the part 4 and 5 conditions designed to specify the information that the administration of the flag State will require the initiation of MARPOL 73/78 Annex II pumping requirements. 4.2 creating a port national report on deficiencies associated with bilge pumping requirements, coastal or port State administrations recommended Guide for the list of possible evidence specified in part 5 of this annex. In this regard, that: 1 purpose of the report is to provide the optimal comparison of the data obtained; However, if all information cannot be provided, provide as much information as possible; and 2 it is important that all the information contained in the report would be approved by the facts which, taken together, could convince the port or coastal State administration that has happened; and 3 If the product could have spilled the oil, subject to annex I to MARPOL 73/78 Annex 2 to Appendix II. 4.3 additional port State report on shortcomings in the administration of the port or coastal report must be drawn up on the basis of the list of possible evidence. It is important that these messages are added to documents such as: 1. a statement by the Chief pollution. In addition to this, part 3 of the annex to the information requested in the notice must include the reasons that have led the Chief we conclude that this is the only possible source of pollution; 2 reports on sampling of substances spilled stain and the Board. These reports indicate the sampling location and time, you must specify the persons who took the samples, and receive receipts for the person that oversight of the sampling process and have received samples; 3 reports on the fuzzy spots and substance samples for analysis of the ship; the report must contain the results of analyses, description of the method used, the reference to scientific documentation that certifies the accuracy of the method used and a justification, or a copy thereof, and the person who made the analysis, names and experience; 4, port State control inspectors who checked the ship report, his job title and organisation;. 5 persons interviewed report; reports; witness 6. fuzzy spots of the substance of the 7th Photo; 8 cargo journal, logbook, pumping up etc. copies of the relevant pages. All observation, photography and the accuracy of documentation must be certified with a signature. All certificates, confirmations and receipts must be carried out in accordance with the laws of the State that issued them. All reports must be signed by the person who has compiled a report, if possible, also signed by the witnesses. Specify the message composition date. Above or below the signature must clearly be recorded the names of the persons who signed the message. 4.4 4.2 and 4.3 of this annex paragraph message should be forwarded to the administration of the flag State. If the coastal State that after finding contamination and the Harbor, the State conducting the investigation on board, are one and the same, a State carrying out such investigation shall be sent a copy of the document obtained by the country that found pollution and requested an investigation. Part 5. MARPOL 73/78 Convention requirements laid down in annex II in respect of the substance of possible infringements of the bilge evidence listing 5.1 steps to take when glimpsing pollution 5.1.1 news about the vessel or vessels, which are suspected of having committed an infringement. 1 name 2 reasons why ship suspected of, or identification of observation 3 the date and time (UTC) 4 location of the ship's flag State. 5 and note the port 6 type of vessel (for example , tanker, cargo ship, passenger ship, fishing vessel), size (tonnage) and other descriptive data (such as the superstructure and stack marks). 7 draught (loaded or ballast). 8 the approximate course and speed deployment of oil spots 9 relative to craft (such as Stern, left, at the starboard) 10 part of the ship from which the observed leakage Or spills 11 prevent the vessel sighted or call on radio news of the fuzzy substance 5.1.2 spots. 1 detection date and time (UTC) If it differs from that of paragraph 3 of annex 5.1.1. subparagraph 2 of this Spot location longitude and latitude, if different from this point 4 in annex 5.1.1.3 referred to the approximate distance in miles to the nearest sea land. 4 maps the specified water depth 5 oil stain about the size (length, width, and what percentage of the surface area covered with fuzzy substance). 6 oil spot of the physical description (direction and form for example, continuous, gabalain or vējrind). 7.8 color Spots Sky condition (bright sunlight, cloudy etc.), the direction of incidence of the light and visibility (in kilometers) at the time of detection sea state 9.10 wind speed and direction 11 current speed and direction 5.1.3 messages of Chief name Chief of 1.2 the Organization, which represents the Chief (if available). 3 the Chief's status in this organization. 4 detection occurred from aircraft/ship/shore/otherwise. 5 the name of the ship or aircraft from which the detection occurred. 6 the specific location of the vessel, aircraft or otherwise, from where the finding occurred. 7 in which the Chief Activity was involved in the detection, for example: patrolling, trekking, flight (on the way from … to …), etc. 5.1.4 identification methods and documentation 1.2 the normal Visual photos. 3 remote perception records and/or remote sensing Photos From 4 fuzzy spots taken samples of the substance. 5 any other detection type (specify) Note: leak photos should be in color. The best results can be achieved with the following three photos: 1 news on the oil patch, shooting almost vertically from a height of less than 300 metres to the Sun would be the photographer behind them;. 2 overall view on the vessel and the pollution slick, showing that the pollutant discharged from the vessel in question; and 3 of the ship so it can recognize it. 5.1.5 other information, if it is established radio 1 the master of the vessel has been informed of the contamination. 2.3 the ship captain's explanation last port of call the ship's next port 4.5 's master and the ship's owner name ship's recognition signal 6 5.2 investigation on ship inspection Certificate 5.2.1 (CoF or NLS certificate) name 1.2.3 identification of the port the ship type 4. date and place of issue 5.6 approval date and location and A manual inspection P 5.2.2. Annex II list of substances which the ship is certified to carry 2 tanks, which limits these substances may be carried. 3 or the ship is equipped with an efficient sampling system. 4 Lees, who discovered during an inspection of the cargo log 5.2.3 checking the need to copy the relevant cargo magazine page, for complete information on the vessel's loading/unloading/ballasting and tank cleaning cycle. Remove also the tank scheme. 5.2.4. inspection log 1 last port of entry, date of exit, draught fore and aft 2 current port, date of entry, draught fore and aft location of the ship 3 when I received a message about the leak, or about the time the 4 on-the-spot check, or cargo record book in time for the bilge of the vessel to match the location of sufficient distance from the coast meets the desired vessel speed and desired water depth 5.2.5 another ship inspection of other evidence relevant documents (if necessary, remove copies) is : 1 current or previously transported cargo documents as well as information on the required temperature, the viscosity of unloading and/or melting. 2 records of the temperature of the substance during discharge Monitoring equipment of 3, if any, made records. 5.2.6. the inspection of the ship 1 ship equipment in accordance with the P & A manual. 2 Remove samples; from some Board seats taken. Significant leak 3.4 cargo residues to the pure separated ballast. surface condition of the pump room 5 picture. 6 bilge pumping system of monitoring the situation settling tank containing 7 (approximate quantity of water and residue) 5.2.7 Incident reports of persons engaged in cargo operations, if the journal is not duly completed, need to receive answers to the following questions: 1, or emergency message within the time specified in the release (accidental or intentional). 2 tanks will be filled port? 3 who were in the washing tank While in the sea? Or a tank had previously been washed?. 4 where and when they were cleaned? 5 a precipitate of substances they contain? 6 which was done. with the tank's precipitate izskalotaj? 7 Or settling tanks or cargo tanks used as settling tanks, content was atsūknēt in the sea? 8 when and where took place the bilge? 9 what's the settling tanks or cargo tanks used as settling tanks contains 10 tanks in Which?., was not the ballast clean last ballast voyage (if the vessel enters with ballast)? 11 in which the tanks were.-NET ballast last ballast voyage (if the vessel enters with ballast). 12 of the ship's current voyage (previous port, the next port, type of transport difficulties Experienced with 13 transfer to shore facilities. adoption of 14 Experienced difficulties with effective sampling operations. 15 which tanks are clean or dirty at the moment of arrival? 16 the repairs carried out or provided for cargo tanks in different information. 17 comments for on board equipment. 18 comments regarding the report on pollution. 19 other comments 5.3 investigation shore 5.3.1 sample analysis indicate the methods of analysis of the samples and the results 5.3.2 additional information may be useful in addition to the information on the ship from the Terminal staff, tank cleaning or making the shore takes the installations. Note: if possible, any information referred to in this paragraph, must be approved by the appropriate documents, such as signing messages, invoices, receipts, etc. 5.3.3 information from the previous port of unloading Terminal 1 confirmation that the ship landed, it removed and then the previous wash according to the P & A manual. 2 a description of the Problem, if any. The Administration of the restrictions under which the vessel has been authorised to proceed to sea. 4 restrictions on the coast making equipment information not mentioned above 5.4 5.5 conclusions. 1 technical summary of conclusions of the Investigator. 2 references to the relevant MARPOL 73/78 Annex II conditions that violation of the vessel is suspected. 3 Or the results of the investigation have proved the lack of facts in the report?
3. Prohibition of entry ports for specific ships A ship categories that may prohibit entry (as specified in the memorandum of 1 point 3.10.5). Gas and chemical tankers 1; bulk carrier; 2.3 oil tankers; 4 passenger ships.
B. procedures relating to refusal of access to port (as defined in paragraph 2 of the memorandum 3.10.5). 1 if found compliance with the memorandum point 3.10.5 2. apakšpunt conditions and the ship is detained for the second or third time, the port administration shall inform in writing the master and the owner or operator of the vessel's entry prohibition order.
The competent authority must also inform the flag State administration, the classification society concerned, the administrative centre of Maritime Affairs (DSI) and the Secretariat.
The entry of the vessel into the prohibition order shall take effect immediately after the issue of a ship sail after deficiencies, which were the basis for the detention of, is eliminated.
2 to ensure the access refusal order lifted, the owner or the operator must address a formal request to the administration of the country, which issued the warrant. This request must be accompanied by a flag State Administration issued a certificate showing that the ship fully complies with the relevant requirements of the international conventions. If necessary, together with a request to cancel the entry order must also submit a classification society which has been allocated for this class of vessel, issued a certificate showing that the ship complies with classification societies established class standards.
3. The access refusal order may only be cancelled after the inspection of the vessel by the administration of the country which issued the banning order, and if the Administration has received evidence that the ship fully complies with the relevant requirements of the international conventions. Inspection of the site owner with the warrant issued by the State administration.
If this memorandum agreed port is the port of the region, the competent administration of the port State to the Administration that issued the entry ban, the agreement may allow the ship to enter the port only to perform re-inspection and to check whether the craft complies with part 2.
Repeated inspection is made of the expanded inspection, and they should be checked at least this Memorandum in annex I, the elements specified in paragraph 8.3.
All with extended inspection sais wound costs shall be borne by the owner or the operator.
4 If the expanded inspection results satisfy the Administration that issued the prohibition order, iebraukum iebraukum the prohibition order is to be cancelled and must be informed in writing of the owner or operator.
The Administration must notify in writing to the flag State administration, the classification society concerned, the maritime information centre and the Secretariat.
5 information on the ships, which are prohibited to enter the region's ports, the memorandum must be inserted in the SIReNaC system and published in conformity with the provisions of paragraph 1 of the memorandum 3.17. 4. Annex 1 of the INSPECTION information system to help the Administration to choose ships to check out their ports, Administration should be provided with timely information on individual foreign flag vessel inspections in ports in the region over the past six months.
2 the French Transport Ministry's DSI is responsible for the management information system of inspections and maintenance.
3 these purposes Administration undertakes to provide DSI with information about their national ships inspected in ports, with priority given to the electronic data transmission. We recommend that you put the information in the inspection database electronically each day, directly.
4 for faster exchange of information in the information system is used in communication that allows individual administrations, direct electronic exchange messages, including messages that are specified in the memorandum, paragraph 3.11 and the exchange of information on non-compliance with the operating conditions, in accordance with part 5 of the memorandum.
5 this annex 3 and 4 in part that information must be entered in a standardised form and in accordance with the standard procedures set out in the administrative center of Maritime information system user manual.
6 processing maritime administrative information center may not change administration data, except in the case referred to in the standard procedure, provided that certain actions are stored codes. In other cases, the administrative center of Maritime Affairs may change the data only after the Administration's request that it be submitted.
7 maritime administrative centre is to organise the processing of data in accordance with part 3 of this annex, provided that the data is readily available in both advisory and updating purposes in accordance with the procedures set forth in the administrative center of Maritime information system user manual.
8 If exceptional circumstances the 3 and 4 of the annex referred to in the information cannot be provided electronically, the information listed in the inspection report should be sent by fax or an alternative system for the exchange of information.
9 the secretariat under the direction of the Committee is to provide information for administrative purposes, such as statistical information. It must be based on data provided by maritime administrative center.
10 previous posts this information system is to be maintained as long as the Memorandum is in effect.
Continuous quality monitoring system and, where necessary, the improvement works.
11 the administrative centre with maritime administration approval is to be submitted on behalf of the Administration, reports of the detention of the IMO in accordance with SOLAS 74 regulation I/19, paragraph 11, MARPOL 73/78, LL 66 21 and chapter X of STCW 78.
12 administrative centre with maritime administration approval is to be submitted on behalf of the Administration in ILO reports on detention, in accordance with ILO Convention 147 of Chapter 4. 5. the annex to the publication of information on the detention and inspection (in accordance with the memorandum 3.17) i. Information about the detained ships should include the following information:-the name of the ship;
-IMO number;
-type of vessel;
— gross tonnage — year of construction indicated in the ship's safety certificates;
the owner or operator of the ship's name and address;
-If a ship carrying liquid or solid bulk of the charterer responsible for the selection of the vessel, the name and address, and the type of Charter;
-flag State;
-the classification society or societies, where relevant, the classification of the certificate issued to this ship, if any;
-the classification society or the public, or any other entity that is specified for the ship by the flag State Administration issued on behalf of the certificate provided for in the Convention, including the mention of the certificates concerned;
— previous extended port and date of inspection, where applicable, or is given a detention order;
-port and date of the last special examination, as well as the name of the organisation which carried out the test;
— number of detentions over the past 24 months;
-country and port of detention;
— the date on which the detention was lifted;
— the duration of detention days;
— number of the shortcomings detected and clear and explicit reasons for the detention;
— description of the measures taken by the competent administration or classification society in response to the detention of the ship;
If the vessel is prohibited entry to the ports of the region of the memorandum — clear and precise reasons for this prohibition;
-indication of whether the classification society or other private body that carried out the survey has a responsibility for the deficiencies which alone or together brought to detention;
— description of the measures taken in the case of a ship voyage to the nearest appropriate repair yard, or which banned entry to all the ports in the region of the memorandum.
II. Information on the ships they inspect must include the following information:-the name of the ship;
-IMO number;
-type of vessel;
— gross tonnage;
-year of construction;
the owner or operator of the ship's name and address;
— If a ship carrying liquid or solid bulk of the charterer responsible for the selection of the vessel, name and address, and the type of Charter;
-flag State;
-the classification society or societies, where relevant, the classification of the certificate issued to this ship, if any;
-the classification society or corporations or any other entity that is specified for the ship on behalf of the flag State by the certificate provided for in the Convention, including the mention of the certificates concerned;
— inspection country, port and date;
-the number and nature of deficiencies. Annex 6 quality criteria for MEMBERSHIP in accordance with the MEMORANDUM the memorandum 8.2 point quality criteria.
The State, which corresponds to the memorandum 8.2 geographical criteria listed in, the maritime administration may become a full member of the Memorandum provided that the fulfilment of the following quality criteria: 1 the following maritime authorities to strictly adhere to the memorandum connection with the purpose to invest in common efforts to eliminate sub-standard ships;
2 the following marine Administration has to be ratified by all binding legislation prior to the acquisition of nationality;
3 the following maritime authorities must be sufficient to ensure the facilities to properly enforce compliance with international maritime standards regarding maritime safety, pollution prevention and living and working conditions on their national flag vessels, including the adequate recruitment of inspectors to act on behalf of the Administration and meet the Committee established in accordance with point 6.1 of the memorandum;
4 the following maritime authorities must be sufficiently technically ensure the material to fully comply with all the provisions of the memorandum and to fulfil its activities and commitments, including suitably qualified port State control inspectors are hired to work on behalf of the Administration and meet the Committee established in accordance with point 6.1 of the memorandum;
5 Marine administration, whose flag has appeared in the holds list, exceeding the average percentage number of detention published in the annual report, three years before the application for full membership, the Member can not take on the memo a full member;
6 the following Marine administration, becoming a member of the memorandum, to provide electronic access to information system laid down in the annex;
7 such a maritime administration must sign a financial memorandum of understanding on participation fee and, becoming a member of the memorandum, required to contribute to the budget of the memorandum as determined by the Committee established in accordance with the memorandum 6.1 points.
The above conditions of conformity assessment refers to a case-by-case basis and does not constitute a precedent for future cases, not not the existing Memorandum to Member States, not the potential signatory. 7. Annex minimum requirements of port State control inspectors 1. Fulfilling the conditions of paragraph 3.8 of the memorandum, port State control inspectors must be appropriately qualified and authorized from the administration side to make the port State control inspections.
2. Appropriately qualified port State control inspector must have at least one year of experience control flag State Inspector's Office, performing inspections and the issuing of the certificate of the vessel in accordance with applicable laws, and at least one of the following qualifications: Masters degree in 1, which entitles to drive ships with a tonnage and greater 1600B (see STCW II/2.), or 2 engineer diploma, which gives the right to work on a ship whose main power plant has a power and a larger 3000KW (see STCW II/2) or 3 outstanding exam shipbuilding engineer, mechanical engineer or an engineer related to the maritime fields of specialty and work experience in this specialty for at least 5 years.
Inspectors who meet the qualifications for this annex 2.1 and 2.2 point requirements, need at least five years of work experience in the sea according to either the Board or the car crew officer's post.
3. Alternatively, port State control inspectors are considered adequate if: 1 the question is obtained higher education or exit other similar training, and 2 training and have exit qualification was obtained in the field of maritime safety officer school, and 3 is at least 2 years of experience in the control of the flag State Inspector's Office, carrying out inspections and issue certificates in accordance with applicable laws.
4. appropriate qualified port State control inspector must be able to communicate orally and in writing with seafarers in the language that is most often used in the sea.
5. appropriate qualified port State control officer should be familiar with the applicable law and the requirements of the relevant port State control procedures.
6. Port State control inspectors who do not meet the requirements, may be referred to the work of the inspectors, if the administration they recruited before 1 July 1996.
Paris Memorandum OF UNDERSTANDING ON port State CONTROL in the maritime authorities of Belgium Canada Croatia 2 Denmark 1 Estonia 3 Finland France Germany (Federal Republic of) Greece Iceland Ireland Italy Latvia 5 4 Netherlands Norway Poland Portugal Russian Federation7 6 Slovenia 7 Spain Sweden United Kingdom of Great Britain and Northern Ireland hereinafter referred to as ' the authorities ' Recalling the Final Declaration adopted on 2 December 1980 by the Regional European Conference on Maritime Safety which underlined the need to to increase maritime safety and the protection of the marine environment and the importanc of improving living and working conditions on board ship; Noting with appreciation the progress achieved in these fields by the International Maritime Organization and the International Labour Organization; Noting also the contributions of the European Union towards meeting the above mentioned objective; Mindful that the principal responsibility for the effective application of standards laid down in international instruments rests upon the authorities of the State whose flag a ship is entitled to fly; Vertheles not recognizing that effective action by port States is required to prevent the operation of substandard ships; Recognizing also the need to avoid distorting competition between ports; Not Convinced of the cessity, for these purpose, of an improved and harmonized system of port State control and of strengthening co-operation and the exchange of information; have reached the following understanding: 1. Section 1.1 Each Commitment Authority will give effect to the provision of the present memorandum and the Annexe, theret of which an integral on the constitut of the memorandum. 1.2 Each Authority will maintain an effective system of port State control with a view to ensuring that, without discrimination as to their flag, foreign merchant ships calling at a port of its State, or anchored off such a port, comply with the standards laid down in the relevant instruments as defined in section 2. Each Authority may also carry out controls on ships at off-shore installation. 1.3 Each Authority will achieve an annual total of inspection of the òàæó 25% of the average number of individual foreign merchant ships, hereinafter referred to as ' ship ', which entered the port of its State during the three calendar years for which read statistics are available. 1.4 Each Authority will consult, cooperate and exchange information with the other authorities in order to further the aims of the memorandum. 1.5 Each Authority, or any other body, as the case may be, will establish an appropriate procedure for pilot services and port authorities it immediately informs the competent Authority of the port State, whenever they learn in the course of their normal duties that there are in which may prejudice deficienc the safety of the ship, or which may pose a threat of harm to the marine environment. 2. Relevant instruments section 2.1 For the purpose of the memorandum ' relevant ' to the instrument the following instruments: 1 the International Convention on Load lines, 1966 (LOAD lines 66); 2 the Protocol of 1988 relating to the International Convention on Load lines, 1966 (LL Prot 88). 3 the International Convention for the Safety of life at sea, 1974 (SOLAS 74); 4 the Protocol of 1978 relating to the International Convention for the Safety of life at sea , 1974, (SOLAS Prot 78); 5 the Protocol of 1988 relating to the International Convention for the Safety of life at sea, 1974 (SOLAS Prot 88); 6 the International Convention for the Prevention of Pollution from ships, 1973, as modified by the Protocol of 1978 and 1997 relating theret (MARPOL 73/78), 7 the International Convention on standards of Training, Certification and Watchkeeping for Seafarer in , 1978 (STCW 78); 8 the Convention on the International regulations for Preventing Collision at sea, 1972 (COLREG 72); 9 the International Convention on tonnage measurement of ships, 1969 (tonnage 69). 10 the Merchant Shipping (minimum standards) Convention, 1976 (ILO Convention No. 147) (ILO 147); 11 of 1996 the Protocol to the Merchant Shipping (minimum standards) Convention, 1976 (ILO Convention No. 147) (ILO147 able to 96); 12 the International Convention on Civil Liability for Oil Pollution damage 1992.2.2 With respect to ILO ILO 147 and the Protocol in 1996, each Authority will apply the procedures referred to in section 7 of Annex 1 for the application of the ILO publication ' Inspection of Labour conditions on board Ship: guide-lines for procedure ". 2.3 Each Authority will apply those relevant instruments which the in force and to which it is a State Party. In the case of amendments to a relevant instrument each Authority will apply those amendments for which the in force and which it has accepted state. An instrument so amended will then be deemed to be the ' relevant instrument ' for that Authority. 2.4 In applying a relevant instrument, the authorities will ensur that no more treatment is given to favourabl ships of the non-parties or their ships below convention size. The authorities will thereby apply the procedures specified in section 3 of Annex 1 Section 3. Inspection procedures, Rectification and Detention In fulfilling their commitment to 3.1, the authorities will carry out the inspection, which will be a visit on board consis of a ship in order to check the certificates and documents as referred to in section 2 of Annex 1. Furthermore the authorities will satisfy themselves that the crew and the overall condition of the ship , including the engine room and accommodation and including hygienic conditions, generally accepted international rules meets and standards. In the absence of valid certificates or documents or if there are clear grounds for believing that the condition of a ship or of its equipment, or its crew does not substantially meet the requirements of a relevant instrument, a more detailed inspection will be carried out, as referred to in section 5 of Annex 1 Example of clear ground with a given in section 4 of Annex 1. The authorities will include controls on compliance with on board operational requirements in their inspection. 3.2 the authorities will ensur that an inspection in accordanc with the provision of section 3.1 is carried out on any ship not subject to an expanded inspection with a target factor greater than 50 in the SIReNaC information system, provided that a period of at least one month has elapsed since the last inspection carried out in the region of the memorandum. 3.3 (A) A ship in one of the categories in section 8.2 of Appendix 1, is liabl to an expanded inspection after a period of twelve months since the last expanded inspection carried out in a port within the region of the memorandum. If such a ship is selected for inspection in accordanc with section 3.6, an expanded inspection shall be carried out. However an inspection in accordanc with section 3.1 may be carried out in the period between two expanded inspection. The authorities will ensur that an expanded inspection is carried out on a ship for which the inspection is indicated as mandatory by the SIReNaC system at its first port visited after a period of 12 months since the last expanded inspection. 3.4 In cases where, for operational reasons, an Authority is unable to carry out an inspection or an expanded inspection as referred to in sections 3.2 and 3.3 respectively, the Authority will, without delay, inform the SIReNaC system that such inspection did not take place. 3.5 Nothing in these procedures will be construed as restricting the power of the authorities to take measure within its jurisdiction in respect of any matter to which the relevant instruments relate. In selecting ships for inspection 3.6 other than those referred to in sections 3.2 and 3.3, the authorities will determin the order of priority on the basis of the criteria indicated in section 1 of Annex 1.3.7 the authorities will seek to avoid inspecting ships which have been inspected by any of the other authorities within the previous six months unless they have a clear, ground for inspection. The frequency of inspection does not apply to the ships referred to in 3.6 and in 3.2 in which case the authorities will seek satisfaction whenever they will be appropriate de this. Inspection will be carried out by 3.8 by properly qualified persons authorized for that purpose by the Authority concerned and acting under its responsibility, having regard in particular to Annex 7. When the required professional expertise cannot be provided by the Authority, the port State control officer of that Authority may be assisted by any person with the required expertise. Port State control officer and the persons assisting them will have no commercial interest either in the port of inspection or in the ships inspected, nor will the port State control officer will be employed by or on behalf of undertak work non-governmental organizations which issue statutory and classification certificates or which carry out the surveys don't cessary for the issue of those certificates to ships. Each port State control officer will carry a personal document in the form of an identity card issued by his Authority in accordanc with the national legislation, indicating that the port State control officer is authorized to carry out the inspection. 3.9.1 Each Authority will endeavour to secure the rectification of all deficienc to detected. On the condition that all possible efforts have been made to rectify all deficienc, other than those referred to in 3.10.1, the ship may be allowed to proceed to a port where any such deficienc to can be rectified. 3.9.2 In the top of the where a circumstanc result of the initial control and a more detailed inspection, the overall condition of a ship and it equipment, also taking the crew living and working and it conditions into account, is found to be sub-standard, the Authority may suspend an inspection. The suspension of the inspection may continue until the will of the parties have taken the steps to ensur cessary not that the ship with the requirements to compl of the relevant instrument. Prior to suspending an inspection, the Authority must have recorded a detainabl in the area of deficienc set out in 9.3.3 9.3.4, axis 1 of the Annexe and appropriate. In cases where the ship is detained and an inspection is suspended, the Authority will as soon as possible notify the responsible parts. The notification will include information about the detention. Furthermore it will state that the inspection is suspended until the Authority has been informed that the ship with all relevant requirements to compl. 3.10.1 In the case of deficienc of clearly hazardous to which it with the safety, health or the environment, the Authority will, except as provided in 3.11, ensur that the hazard is removed before the ship is allowed to proceed to sea. For this purpose appropriate action will be taken, which may include detention or a formal prohibition of a ship to continue an operation due to established to which, individually or together deficienc, would render the continued operation hazardous. 3.10.2 In the case of a detention, the Authority will immediately notify the flag State Administration) in writing, which includes the report of inspection. Like wise, the recognized organization which has issued the class certificate or the relevant certificates on behalf of the flag State Administration will be notified, where appropriate. The parties will also be above notified in writing of the release of the detention. 3.10.3 where the ground for detention is a the result of accidental damage suffered on the ship's voyage to a port or during cargo operations, from the detention orders will be issued, provided that: 1. due account has been given to the requirements in Regulation I/11 led (c) of the SOLAS 74 regarding notification to the flag State Administration, the nominated surveyor or the recognised organization responsible for issuing the relevant certificate; 2 prior to entering a port or immediately after (a) damage has occurred, the master or the ship owner has submitted to the port State control authority details on the of the accident of circumstanc and the damage suffered and information about the required notification of the flag State Administration; appropriate remedial action 3, to the satisfaction of the Authority, is being taken by the ship, and 4 the Authority has ensured , having been notified of the completion of the remedial action, that to which were clearly deficienc hazardous to safety, health or the environment have been rectified. 3.10.4 the following procedure is applicable in the absence of ISM certificates: 1. Where the inspection reveals that the copy of the document of compliance or the Safety management certificate issued in accordanc with the International Safety management code for the Safe Operation of ships and for Pollution Prevention (ISM Code) are missing on board a vessel with it which the ISM Code is applicable at the date of the inspection , the Authority will ensur that the vessel is detained. 2. Notwithstanding the absence of the documentation referred to in 3.10.4.1, if the inspection finds of others the Authority to warranting detention deficienc may lift the detention order in order to avoid port congestion. Whenever such a decision is taken, the Authority will immediately inform all other authorities thereof. 3. The authorities will take the measure of the cessary ensur that not all ships authorised to leave a port of their State under the referred to in for 3.10.4.2 circumstanc will be refused access to any port within the State, the authorities of which the signator to the memorandum, except in the situation referred to in it, until the owner or 3.12.3 operator of the vessel has demonstrated , to the satisfaction of the Authority in whose State detention was ordered, that the ship has valid certificates issued in accordanc with the ISM Code. 3.10.5 the refusal concerning the access measure certain ships 1. The authorities will ensur that a ship in one of the categories of Annex 3, section A, is refused access to any port within the region of the memorandum, except in the situation described in section 3.12.3 is if the ship:-either flies the flag of a State appearing in the black list as published in the annual report of the MOU , and has been detained more than twice in the course of the preceding 24 months in a port within the region of the memorandum; -or flies the flag of a State described as "very high risk" or "high risk" in the black list as published in the annual report of the MOU, and has been detained more than once in the course of the preceding 36 months in a port within the region of the memorandum. The refusal of access shall become applicable immediately the ship has been authorised to leave the port where it has been subject of a second or third detention as appropriate. 2. For the purpose of paragraph 1, the authorities will comply with the procedures put down in Annex 3 section B. 3.11 where a detention caused sharp deficienc to which it referred in 3.10.1 cannot be remedied in the port of inspection, the Authority may allow the ship concerned to proceed to the appropriate repair yard to ares not available, as chosen by the master and the Authority , provided that the conditions determined by the competent authority of the flag State and agreed by the Authority are complied with. Such conditions, which may include discharging of cargo and/or temporary repair, will ensur that the ship can proceed without risk to the safety and health of the passenger or crew, or risk to other ships, or without being a threat of UN unreasonabl harms to the marine environment. Where the decision to send a ship to a repair yard is due to a lack of compliance with IMO Resolution a. 744(18), either with respect to the ship's documentation or with respect to the ship's structural failures and deficienc, the Authority may require that the thickness measurements with the cessary carried out in the port of detention before the ship is allowed to sail. If the vessel is detained because it is not equipped with a functioning voyage data recorder system, when its use is compulsory, and this deficiency cannot be readily rectified in the port of detention, the competent authority may allow the ship to proceed to the ares not the appropriate port where it shall be readily rectified or require that the deficiency is rectified within a maximum period of 30 days. In such circumstanc the Authority will notify the competent authority of the State where the regions the next port of call of the ship is situated, the parties mentioned in the and any other authority as appropriate 3.10.2. Notification to authorities shall include the inspection and final report of the place and the estimated time of arrival. Additional notifications will be made by means of the SIReNaC system. The Authority receiving such notification will inform the notifying Authority of the action taken. 3.12.1 the authorities will take a measure to ensur that: 1 it referred in 3.10.1 ships or 3.11 which proceed to sea without complying with the conditions determined by the Authority in the port of inspection; or referred to ships in 2 3.11 which comply with the refus to applicable requirements of the relevant instruments by not calling into the indicated repair yard; will be refused access to any port within the State, the authorities of which the signator to the memorandum, until the owner or operator has provided evidence to the satisfaction of the Authority, where the ship was found defective, that the ship fully with all applicable to compl requirements of the relevant instrument. 3.12.2 In the referred to the ins, circumstanc 3.12.1.1 at EU level the Authority where the ship was found defective will immediately alert all other authorities. In the referred to in for 3.12.1.2 circumstanc, the Authority in whose state the repair yard lies will immediately alert all other authorities. Before denying entry, the Authority may request consultation with the flag, the State Administration of the ship concerned. 3.12.3 Notwithstanding the provision of access to a specific 3.12.1, the port may be permitted by the relevant authority of that port State in the event of force majeure or overriding safety considerations, or to reduce or minimize the risk of pollution, provided that the measure of their adequat the satisfaction of the competent authority of such State have been implemented by the owner , the operator or the master of the ship to ensur the safe entry. 3.13 the provision of and the doctors Figure 3.10.2 prejudice to the requirements of relevant instruments or procedures established by international organizations concerning notification and reporting procedures related to port State control. 3.14 the authorities will ensur that, on the conclusions of an inspection, the master of the ship is provided with a report of inspection, giving the results of the inspection and details of any action taken. Should any inspection referred to in 3.15 3.1 confirm or reveal in relations to the deficienc requirements of a relevant instrument warranting the detention of a ship, all costs relating to the inspection in any normal accounting period will be covered by the shipowner or the operator or by his representative in the port State. All costs relating to an inspection carried out by the Authority under the provision of 3.12.1 will be charged to the owner or the operator of the ship. The detention will not be lifted until full payment has been made or a sufficient guarantee has been given for the the reimbursemen of the Costa. 3.16 the owner or the operator of a ship or his representative in the State concerned will have a right of appeal against a detention decision or refusal of access taken by the Authority of that State. An appeal will not cause the detention or refusal of access to be suspended. The Authority will properly inform the master of a ship of the right of appeal. 3.17 Each Authority will take no measure in order to ensur cessary that information listed in Annex 5 on ships inspected and detained ships is published at least every month. 3.18 When exercising control under the memorandum, the authorities will make all possible efforts to avoid unduly detaining or delaying a ship. Nothing in the memorandum Lady rights created by provision of relevant instruments relating to compensation for detention or delay of the undu. In any instance of alleged detention or delay of the undu the burden of proof lies with the owner or operator of the ship. Section 4. Provision of information 4.1 Each Authority will report on its inspection under the memorandum and their results, in accordanc with the procedures specified in Annex 4.4.2 Information provided in accordanc with the previous paragraph may be made available for publication in printed form or by electronic means in order to assist authorities with the publications mentioned in section 3.17 as well as for other purpose in accordanc with decision of the Committee mentioned in section 6.4.3 DSI, mentioned in Annex 4 and the Secretariat, mentioned in section 6.4 may the publication facilitat of data by providing data in any electronic or printed format derived from the information system unaltered mentioned in Annex 4.4.4 When inspection or detention data contains information concerning private persons the authorities to ensur undertak protection of the privacy of those persons in accordanc with applicable international , European Community and national laws and regulations. This protection shall however not prevent the publication of the company of ships inspected or publication of the name of charterer is involved. Section 5. violation of the Operational authorities will upon the request of another Authority, the endeavour to secure evidence relating to suspected violation of the requirements on operational matters of rule 10 of the COLREG 72 and MARPOL 73/78. In the case of suspected violation involving the discharge of a harmful substance, an Authority will, upon the request of another Authority, visit the in port the ship suspected of such a violation in order to obtain information and where appropriate to take a sample of any alleged pollutan. Procedures for investigations into contravention of discharge provision with a listed in Annex 6 Section 2. Organization 6.1 (A) Committee will be established, composed of a representative of each of the authorities and of the Commission of the European communities. An advisor from each of the International Governmental organizations, Observer and associates will be invited to participat in the work of the Committee and any other meetings. 6.2 the Committee will meet once a year and at such other times as it may decide. 6.3 the Committee will: 1. carry out the specific tasks assigned to it under the memorandum;. 2 promote by all means, including seminar not cessary for port State control officers, the harmonization of procedures and practices relating to the inspection, rectification, detention and the application of 2.4; develop and review 3 guidelines and procedures for carrying out the inspection under the memorandum;. 4 develop and review procedures for the exchange of information; 5 keep under review other matters relating to the operations and the effectiveness of the memorandum. 6.4 A secretariat provided by the Netherlands ' Ministry of transport, Public works and Water Management will be set up and will have it in the Office in the Hague. 6.5 the Secretariat, acting under the guidance of the Committee and within the limits of the resources made available to it, will: 1. prepare meetings, circulate papers and provide such assistance as may be required to enable the Committee to carry out its function. 2 the exchange of facilitat information, carry out the procedures outlined in the Annex4 and prepare reports as may not be for the purpose of cessary the memorandum;. 3 carry out such other work as may be not the cessary ensur the effective operations of the memorandum. 7. Amendments 7.1 section Any Authority of amendments proposes to Maya the memorandum. 7.2 In the case of the proposed amendments to sections of the memorandum the following procedure will apply: 1 the proposed amendment will be submitted through the Secretariat for considerations by the Committee amendments will be 2; adopted by a two-thirds majority of the representatives of the authorities present and voting in the Committee. If so adopted an amendment will be communicated by the Secretariat to the authorities for acceptance;. 3 an amendment will be deemed to have been accepted either at the end of a period of six months after adoption by the representatives of the authorities in the Committee or at the end of any different period determined unanimously by the representatives of the authorities in the Committee at the time of adoption , unless in the relevant period within an objection is communicated to the Secretariat by an Authority; 4 an amendment will take effect 60 days after it has been accepted or at the end of any different period determined unanimously by the representatives of the authorities in the Committee. 7.3 In the case of proposed amendments to the Annex of the memorandum the following procedure will apply: 1 the proposed amendment will be submitted through the Secretariat for considerations by the authorities; 2. the amendment will be deemed to have been accepted at the end of a period of three months from the date on which it has been communicated by the Secretariat unless an Authority requests in writing that the amendment should be considered by the Committee. In the latter case the procedure specified in 7.2 will apply;. 3 the amendment will take effect 60 days after it has been accepted or at the end of any different period determined unanimously by the authorities. Section 8 8.1 the memorandum is without prejudice to their rights and obligations under any international agreement. 8.2 A Maritime Authority of a European coastal State and a coastal State of the North Atlantic basin from North America to Europe, which with the criteria to compl specified in Annex 6, adher to Maya the memorandum with the consent of all authorities participating in the memorandum. 8.3 When the memorandum takes effect, it will supersed the ' Memorandum of Understanding between Certain maritime authorities on the maintenance of standards on merchant ships ', signed at the Hague on 2 March 1978.8.4 the Memorandum will take effect on 1 July 1982.8.5 the English and French versions of the text of the Memorandum are equally authentic. Signed at Paris in the English and French languages, this twenty-sixth day of January one thousand nine hundred and eighty-two. 1 the Maritime Authority of Canada adhered to the memorandum on 3 May 1994; for the Maritime Authority of Canada the Memorandum took effect on 3 May 1994.2 the Maritime Authority of Croatia adhered to the memorandum on 8 November 1996; for the Maritime Authority of Croatia the Memorandum took effect on 1 January 1997.3 the Maritime Authority of Estonia adhered to the memorandum on 12 May 2005; for the Maritime Authority of Estonia the Memorandum took effect on 1 July 2005.4 the Maritime Authority of Iceland adhered to the memorandum on 11 May 2000; for the Maritime Authority of Iceland the Memorandum took effect on 1 July 2000.5 the Maritime Authority of Latvia adhered to the memorandum on 12 May 2005; for the Maritime Authority of Latvia the Memorandum took effect on 1 July 2005.6 the Maritime Authority of Spain adhered to the memorandum on 27 November 1991; for the Maritime Authority of Poland the Memorandum took effect on 1 January 1992 7 the Maritime Authority of the Russian Federation adhered to the memorandum on 10 November 1995; for the Maritime Authority of the Russian Federation the Memorandum took effect on 1 January 1996.8 the Maritime Authority of Slovenia adhered to the memorandum on 15 May 2003; for the Maritime Authority of Slovenia the Memorandum took effect on 22 July 2003 Annex 1 port State CONTROL procedures contents Section 1 Section 2 Examination of Priority inspection certificates and documents Section 3 Of more treatment a favourabl 3.1 ships of the non-parties 3.2 ships below convention size Section 4 Examples of "clear grounds" for a more detailed inspection Section 5 more detailed inspection 5.1 General 5.2 procedures for inspection of ship structural and equipment requirements 5.3 5.4 crude oil washing Unloading, stripping and prewash operations under Annex II to MARPOL 73/78 Procedure for control of 5.5 operational requirements Section 6 6.1 Introduction 6.2 Manning Manning control 6.3 Control under the provision of Section 7 of the STCW 78 Merchant Shipping (minimum standards) Convention, 1976 (ILO 147) and ILO147 Protocol, 1996 Section 8 Expanded inspection of certain ships 8.1 General provision for expanded inspection categories of ships 8.2 subject to expanded inspection procedures for expanded inspection of 8.3 in certain categories of ships Rectification and detention section 9 9.1 each rectification of principles or detention of a ship to deficienc 9.2 Detention related to minimum manning standards and certification procedures for the detention 9.3 of ship of all size's Section 1. Priority inspection 1.1 regardless_of of the value of the target factor, as referred to in Section 1.2, the following shall be considered as ships an overriding priority for inspection : 1. Ships which have been reported by pilots or port authorities in accordanc with section 1.5 of the memorandum;. 2 ships carrying dangerous or polluting goods, which have failed to report all relevant information concerning the ship's in particular, the ship's movement and concerning the dangerous or polluting goods being carried to the competent authority of the port and coastal State; 3 ships which have been the subject of a report or notification by another Authority; 4. Ships which have been the subject of a report or complaint by the master, a crew member, or any person or organization with a legitimat interest in the safe operation of the ship, shipboard living and working conditions or the prevention of pollution, unless the Authority concerned in the report or deemas complaint to be manifestly unfounded; the identity of the person lodging the report or the complaint must not be revealed to the master or the shipowner of the ship concerned;. 5 ships which have been involved in a collision, — grounding or stranding on their way to the port, accused of an alleged violation, of the provision on discharge of harmful substances or effluent, manoeuvred in an erratic or unsafe — a manner whereby routing measure, adopted by the IMO, or safe navigation practices and procedures have not been followed, or, in such a manner otherwise operated as the post a danger to the person, property or the environment; 6 ships which have been suspended or withdrawn from their class for safety reasons in the course of the preceding 6 months. 7. Ships which cannot be identified in the SIReNaC information system. 1.2 In determining the order of priority for the inspection of ships, the Authority shall take into account the order indicated by the target factor displayed on the SIReNaC information system the. The following elements are relevant for the targeting factor: 1. Ships visiting a port of a State, the Authority of which is a signatory to the memorandum, for the first time or after an absence of 12 months or more. In the absence of appropriate data for this purpose, the authorities will rely upon the available SIReNaC data and inspect those ships to which have not been registered in the SIReNaC following the entry into force of that database on 1 January 1993; 2 ships not inspected by any Authority within the previous 6 months; 3 ships whose statutory certificates on the ship's construction and equipment , issued in accordanc with the Convention, and the classification certificates, have been issued by an organization which is not recognized by the Authority; 4 ships flying the flag of a State appearing in the black-list as published in the annual report of the MOU. 5 ships which have been permitted by the Authority to leave a port of it State on certain conditions : a) deficiency to be rectified before departure (b) deficiency to be rectified) at the next port (c)) to be rectified within 14 deficienc to days (d)) for which other conditions deficienc have been specified e) if ship related action has been taken and all to have been rectified; deficienc. 6 ships for which have been recorded to deficienc during a previous inspection, according to the number of deficienc; 7 ships which have been detained in a previous port; 8 ships flying the flag of a non-Party to a relevant instrument; 9 ships with class deficiency ratio above average; 10 ships in a category referred to in section 8 of this Annex; 11 Other ships above 13 years old. 2. Examination of section certificates and documents At the initial inspection of the port State control officer will, as a minimum and to the exten the applicable, examin the following documents: 1. International tonnage certificate (1969). Passenger ships Safety Certificate; 2.3 Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment 4 certificate;. 5 Cargo Ship Safety radio certificate;. 6 certificate and any Exemption list of cargo (as per SOLAS II-2/53.1.3) Cargo Ship Safety Certificate 7; 8 document of compliance (SOLAS 74, Regulation II-2/54) dangerous goods 9 special list or manifest, or detailed stowage plan; 10 International certificate of fitness for the carriage of Liquefied Gas in Bulk, or the certificate of fitness for the carriage of Liquefied Gas in Bulk, which-ever is appropriate; 11th International certificate of fitness for the carriage of dangerous chemicals in Bulk, or the certificate of fitness for the carriage of dangerous chemicals in Bulk , whichever is appropriate; International Oil Pollution Prevention Certificate. 12; 13 International Pollution Prevention certificate for the carriage of Liquid substances in Bulk shall Noxio; 14 International Load line certificate (1966); 15 International Load Line Exemption Certificate; the Oil Record Book, 16 parts I and II;. Shipboard Oil Pollution Emergency Plan 17. Cargo Record Book 18; 19 minimum safe Manning document; certificates issued in accordanc 20 with the STCW Convention; 21 Medical certificates (see ILO Convention No. 73); table of shipboard working 22 arrangements (see ILO Convention No. 180 and STCW95). 23 records of hours of work or rest of seafarer (see ILO Convention No. 180). 24.25 Lane information; Copy of document of compliance and Safety management certificate issued in accordanc with the International management code for the Safe Operation of ships and for Pollution Prevention certificates as the 26. the ship's hull strength and machinery installation is issued by the classification society in question (only to be required if the ship maintains its class with a classification society); 27 Survey report files (in case of bulk carrier or oil tanker). 28 For ro-ro passenger ships, information on the A/A-max ratio; 29 document of authorization for the carriage of grain;. Special purpose Ship Safety Certificate 30;. 31 High Speed Craft Safety Certificate and permit to Operate High Speed Craft; 32. Mobile Offshore Drilling unit Safety Certificate For oil tankers; 33, the record of oil discharge monitoring and control system for the last ballast voyage;. 34 the muster list, fire control plan, and for passenger ships, a damage control plan, a decision-support system for the master (printed emergency plan); 35 Ship's log book. with respect to the records of 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;. 36 reports of previous port State control inspection;. 37 Cargo Securing Manual;. 38 For passenger ships, list of operational limitations;. 39 For passenger ships, a Plan for co-operation with the SAR services; Bulk Carrier booklet; 40.41 Unloading Plan for bulk carrier Loading/;. Garbage Management Plan; 42.43 garbage Record Book; 44. Certificate of insurance or any other financial security in respect of civil liability for oil pollution damage. 45. International Ship Security certificate (ISSC); 46 continuous synopsis Record. Section 3 of more treatment a favourabl 3.1 ships of the non-parties entitled to ships fly the flag of a State which is not a Party to a relevant instrument and the note provided with certificates representing any prima facie evidence of satisfactory condition on board, or manned with crew members who do not hold valid STCW certificates, will receive a more detailed or as appropriate, the expanded inspection. In making such an inspection by the port State control officer will follow the same procedures as provided for ships to which the relevant instrument with applicable. If the ship or the crew has some alternative form of certification, the port State control officer, in making this inspection, may take the form and content of this documentation into account. The condition of such a ship and it equipment and the certification of the crew and the flag State's minimum manning standards must be compatible with the aims of the provision of the relevant instruments; otherwise the ship must be subject to such restriction as to not obtain a comparabl cessary to level of safety and protection of the marine environment. 3.2 ships below convention size a 3.2.1 To the exten a relevant instrument is not applicable to a ship below convention size, the port State control officer's task will be to assess whethers the ship is of an acceptabl standard in regards to safety, health or the environment. In making that assess men, the port State control officer will take due account of such factors as the length and nature of the intended voyage or service, the size and type of the ship, the equipment provided and the nature of the cargo. 3.2.2 In the exercise of his function in the port State control officer will be guided by any certificates or documents issued by and others on behalf of the flag State Administration. The port State control officer will, in the light of such certificates and documents and in his general impressions of the ship, use his professional judgement in deciding in what respect the whethers and the ship will be further inspected. When carrying out a further inspection by the port State control officer will, to the exten cessary, pay attention not to the items listed in 3.2.3 of this Annex. The list is not considered exhaustiv bu is intended to give an exemplification of relevant items. 3.2.3 items of the importanc 3.2.3.1 general items related to the condition of assignment of load lines: 1 weather tight (or watertigh as the case may be) integrity of the exposed deck;. 2 hatch and closing appliances; 3 weather tight opening in the superstructur of the closur; freeing arrangements; 4.5 side outlets; 6 fan and air pipes;. 7 stability information. 3.2.3.2 Other items related to the safety of life at sea: 1 life saving appliances;. 2 fire fighting appliances;. 3 general structural condition (i.e. any other. hull, deck, hatch covers, etc.); machinery and electrical installation change 4; 5 navigational equipment including radio installation. 3.2.3.3 items related to the prevention of pollution from ships: .1 means for the control of discharge of oil and oily mixtur's e.g. oily water SEPA-rating or filtering equipment or other equivalent means (tank (s) for retaining oil, oily, mixtur oil residu). 2 means for the disposal of oil, oily mixtur or oil residu;. 3 presence of oil in the engine room video Izle, 4 means for the collection , storage and disposal of garbage. 3.2.4 In the case of deficienc of hazardous to which it considered to safety, health or the environment, the port State control officer will take such action, which may include detention may not be sharp cessary, having regard to the factors mentioned in 3.2.1 of this Annex, to ensur that the deficiency is rectified or that the ship, if allowed to proceed to another port , does not present a clear hazard to safety, health or the environment. Section 4. Example of "clear grounds" for a more detailed inspection In applying 3.1 of the memorandum, "clear grounds" which warrant a more detailed inspection include the following: 1. the ship has been identified as a priority case for inspection, under section 1.1 and section 1.2.3, 1.2.4, 1.2.5, and (b), (c) 1.2.5.1.2.8 of this Annex; 2 during examination of the certificates and documents referred to in section 2 of this Annex by inaccurac to have been revealed or the documents have not been properly or updated the CEAS;. 3 indication that the relevant crew members are unable to communicate with each other the appr-priately, or with other persons on board, or that the ship is unable to communicate with the shore-based authorities either in a common language or in the language of those authorities; 4 evidence of cargo and other operations not being conducted safely or in accor-dance with IMO guidelines;. 5 failure of the Master of an oil tanker to produce the record of the oil discharge monitoring and control system for the last ballast voyage;. 6 of an absence up-do-date muster list, or crew members not aware of their duties in the event of fire or an order to abandonment the ship;. 7 the emission of false distress alerts not followed by proper cancellation proc-dur; 8 the absence of principal equipment or arrangements required by the conven-tion; 9 evidence from the port State control officer's general impressions and observe-tion that serious hull or structural deterioration or deficienc to exist that may place at risk the structural, watertigh or weather tight integrity of the ship; 10 excessively unsanitary conditions. on board the ship;. 11 information or evidence that the master or crew is not familiar with essential shipboard operations relating to the safety of ships or the prevention of pollution , or that such operations have not been carried out; 12 the absence of a table of shipboard working arrangements or of records of hours of work or rest of seafarer (see ILO180). Section 5. more detailed inspection 5.1 General 5.1.1 In the absence of valid certificates or documents or after the establishment of clear ground, the port State control officer will: 1. conduct a more detailed inspection in the area (s) where clear grounds were established; 2 carry out (a). more detailed inspection in other areas at random; and 3 include further checking of compliance with on-board operational requirements. 5.1.2 In the exercise of a more detailed inspection by the port State control officer will take into account: 1. the provision of this section; the provision 2 of the International Maritime Dangerous goods code; 3 the provision of sections 6 and 7 of this Appendix, as appropriate. 5.2 procedures for inspection of ship structural and equipment requirements structure 5.2.1 the port State control officer's impression of hull maintenance and the general stats on deck, the condition of such items as ladder ways, guard-rails, pipe covering and area of corrosion or pitting will influence the port State control officer's decision as it is not the whethers cessary to make the fulles a possible examination of the structure with the ship aflo. Significant areas of damage or corrosion, or pitting of plating and associated stiffening in the deck and hull regimes seaworthines or strength to take local loads, may justify detention. It may be not cessary for the underwater portions of the ship to be checked. In reaching a decision, the port State control officer will have regards to the seaworthines and not the age of the ship, making an allowance for fair wear and tear over the minimum of acceptabl scantling. Seaworthines will not damage regimes not constitut ground for judging that a ship should be detained, nor will the damage that has been OK but effectively repaired for a voyage to a port for permanent repairs. However, in this assessment of the effect of damage, the port State control officer will have regards to the location of crew accommodation and whethers the damage substantially Lady its habitability. 5.2.2 the port State control officer will pay particular attention to the structural integrity and seaworthines of bulk carrier and oil tankers (IMO Resolution A. 744 (18) as amended). 5.2.3 the port State control officer's assessment of the safety of the structure of those ships will be based on the Survey report file carried on board. This file should contain reports of structural surveys, condition evaluation reports (translated into English and endorsed by the flag State Administration), thickness measurement reports and survey a planning document. 5.2.4 If the Survey report file does not cessitat a more detailed inspection of the structure of the ship or if such report is carried out, special attention will be given by the port State control officer, as appropriate, the hull structure, piping systems in way of the cargo tanks or holds, pump-room, cofferdam, pipe tunnel, void spaces within the cargo area, and the ballast tanks. 5.2.5 For bulk carrier, the port State control officer will inspect the hold ' changing structure for any unauthorized repair will help me?. Where applicable, for bulk carrier to the port State control officer will verify that the bulk carrier booklet has been endorsed, that any restriction is imposed on the carriage of solid bulk cargo's have been recorded in the booklet, that the bulk carrier loading triangle is permanently marked and that the water level alarm in cargo holds are fitted. Machinery spaces 5.2.6 the port State control officer will assess the condition of the machinery and of the electrical installation is such that they are capable of providing sufficient power for continuous propulsion and for auxiliary services. 5.2.7 During inspection of the machinery spaces, the port State control officer will form an impression of the standard of maintenance. Frayed or disconnected quick-closing valve wires, disconnected or inoperativ extended control rod or machinery mechanisms, missing trips valve hand wheel, consisted of steam, water and chronics oil leak, dirty tank top and an extensive corrosion or video Izle of machinery foundation with pointers to an unsatisfactory organization of the systems ' maintenance. A large number of temporary repair, including pipe clips or cement box, will the reluctanc make it indicates permanent repair. 5.2.8 while it is not possible to determin the condition of the machinery without performance trials, general, such as leaking deficienc pump gland, dirty water gauge glass, inoperabl-pressure gauges, rusted relief valve, inoperativ or safety or control devices, disconnected evidence of repeated operation of diesel engine-belt or crank scaveng-case relief valve, malfunctioning or inoperativ automatic equipment and alarm systems , and leaking boiler casing or uptak, would warrant an inspection of the engine room log book and investigation into the records of machinery failures and accidents and a request for running tests of machinery. 5.2.9 If one electrical generator is out of commission, the port State control officer will power is available in investigat whethers it maintains essential and emergency services and should conduct a test. 5.2.10 If evidence of not to become a, evidens glec of the port State control officer will extend the scope of an investigation to include, for example, a test on the main and auxiliary steering gear arrangements, the overspeed trip, circuit breaker, etc. It must be stressed 5.2.11 that while detection of one or more of the above you would afford guidance to deficienc a substandard condition, the actual combination is a matter for professional judgement in each case. Conditions of assignment of load lines 5.2.12 It may be that the port State control officer has concluded that a hull inspection is unnecessary but, if dissatisfied on the basis of observations on deck, with items such as the hatch closing arrangements, defective corroded pipes and air vent coaming, the port State control officer will examin is closely the condition of assignment of load lines paying particular attention to the closing appliances, means of freeing the water from the deck and the subject concerned with the protection of the crew. Life-saving appliances 5.2.13 the effectiveness of life-saving appliances will depend heavily on good maintenance by the crew and their use in the regular drill. The lapse of time since the last survey for a Safety equipment certificate can be a significant factor in the degree of deterioration of equip-men if it has not been subject to regular inspection by the crew. Apart from failure to carry the equipment required by a convention or obvious defect is such as lifeboat, holed the port State control officer will look for signs of disus of, or reversible, it survival craft launching equipment which may include paint accumulation, seizing of pivot points, absence of greasing, the condition of the blocks and falls and lashing or stowing of improper deck cargo. 5.2.14 Should such signs be evidens, the port State control officer will be justified in making a detailed inspection of all life-saving appliances. Such an examination might include the lowering of survival craft, a check on the servicing of life and any fitted rafti marine evacuation system a check of means of recovery of survivor, the number and condition of life jackets and lifebuoy and ensuring that the pyrotechnic with their period of validity is still within. It would not normally be as detailed as that for a renewal of the Safety equipment certificate and would concentrate on essentials for safe abandonmen of the ship, but in an extreme case could progress to a full Safety equipment certificate inspection. The provision of effective functioning and oversid of lighting, mean of alerting the crew and passenger and provision of powerful routes to assembly and embarkation points positions will be given in the importanc inspection. Fire safety 5.2.15 the poor condition of fire and wash deck lines and hydrant and the possible absence of fire host and extinguisher in accommodation spaces might be a guide to a need for a close inspection of all fire safety equipment. In addition to compliance with the convention requirements, the port State control officer will look for evidence of a higher than normal fire risk; This might be brough about by a poor standard of cleanlines in the machinery space, which together with significant deficienc of fixed or to portable fire-extinguishing equipment could lead to a judgement of the ship being substandard. 5.2.16 the port State control officer will examin the fire control plan on the board in order to obtain a general picture of the fire safety measure provided for in the ship and consider their compliance with the convention requirements for the year of build. Queries on the method of structural protection will be addressed to the flag State Administration and the port State control officer will generally Puccini the inspection to the effectiveness of the arrangements provided. 5.2.17 the spread of fire could be accelerated if fire doors are not readily operabl. The port State control officer will inspect for the operability and securing arrangements of those doors in the main zone bulkhead and stairway enclosures and in the boundaries of high fire risk spaces, such as changing rooms and galley machinery, giving particular attention to those retained in the open position. Attention will also be given to main vertical zones which may have been compromised through new construction. An additional hazard in the event of fire is the spread of smoke through ventilation systems. Spot check might be made on the damper and smoke flap to ascertain the standard of operability. The port State control officer will also ensur that ventilation fans can be stopped from the master control and that means with available for closing inlet and outlets of change ventilation systems. 5.2.18 Attention will be given to the effectiveness of the escape routes by ensuring that vital doors are not locked and that maintained and stairway in the alleyways are not obstructed. Regulations for preventing collision at sea 5.2.19 A vital aspect of ensuring safety of life at sea is full compliance with the collision regulations. Based on observations on deck, the port State control officer will consider the need for a close inspection of the lantern and their screening and mean of making sound and distress signals. Cargo Ship Safety Construction Certificate 5.2.20 the general condition of the ship may lead the port State control officer to consider matters other than those concerned with safety equipment and assignment of load lines, but not in the vertheles associated with the safety of the vessel, such as the effectiveness of items associated with the Cargo Ship Safety Construction certificate, which can include pumping arrangements in that means shutting off the oil for air and supplies in the event of fire, alarm systems and emergency power supplies. Cargo Ship Safety radio certificates 5.2.21 the validity of the Cargo Ship Safety Radio Certificate and associated Records of Equip-men (Form R) may be accepted as proof of the effectiveness of provision and its associated equipment, but the port State control officer will ensur that appropriate personnel are certificated for its operations and carried for listening period. Requirements for maintenance of radio equipment with an led in Regulation IV/15 of the SOLAS 74. The radio window or radio records will be examined. Where not considered operational check may be cessary, carried out. Equipment in excess of convention or flag State requirements on board which is 5.2.22 equipment expected to be relied on in a situation of safety or pollution prevention regimes must be in operating condition. If such equipment is inoperativ and is in excess of the equipment required by an appropriate convention and/or the flag State, it should be repaired, removed or, if removal is not clearly marked as inoperativ practicabl, and secured. 5.3 5.3.1 an Inspection of crude oil washing crude oil washing operations of the port State control officer will ensur that crude oil washing is performed by all crude carrier required to have either a crude oil washing system, or where the owner or operator choose to install a crude oil washing system in order to comply with Regulation 13 of Annex I to MARPOL 73/78. In addition, compliance will be ensured with the operational requirements set out in the revised specifications for the Design, Operation and Control of Crude Oil Washing systems (IMO Resolution a. 446 (XI), as amended by IMO Resolution a. 497 (XII)). This can best be done in the port where the cargo is unloaded. 5.3.2 procedures for in-port inspection of crude oil washing procedures in 5.3.2.1 the port Inspection State control officer will make the appropriate arrangements so as to ensur a compliance with requirements in the crude oil washing each of oil tankers. This is not, however, to be construed as relieving terminal operators and ship owners of their obligatory-gation to ensur that the operation is undertaken in accordanc with the regulations. 5.3.2.2 the inspection may cover the entire operations of crude oil washing or only certain aspects of it. It is in the interest of the of all concerned that the ship's records with regards to the crude oil washing operations are maintained at all times so that a port State control officer may verify those operations undertaken prior to the inspection. Ship's personnel person in charge 5.3.2.3 the and the other nominated persons who have responsibility in respect of the crude oil washing operations must be identified. They must, if required, be able to show that their qualifications meet the requirements, as appropriate, of 5.2 and 5.3 of the revised specifications for the Design, Operation and Control of Crude Oil Washing systems (IMO Resolution a. 446 (XI), as amended by IMO Resolution a. 497 (XII)). 5.3.2.4 the verification may be accomplished by reference to the individual's discharge papers, testimonials issued by the ship's operator or by certificates issued by a training centre approved by an Administration. The number of such personnel must be at least as stated in the COW operations and equipment Manual. Documentation the following documents 5.3.2.5 must be available for inspection: 1 the IOPP certificate and the Record of Construction and equipment, to determin: 1 the ship is fitted with whethers a crude oil washing system as required in Regulation 13 (6) or (8) of Annex I to MARPOL 73/78; 2 whethers the crude oil washing system is according to and complying with the requirements of Regulation 13 of Annex I (B) to MARPOL 73/78;. 3 the validity and the data of the COW operations and equipment Manual; and 4 the validity of the certificate. 2. The approved COW operations and equipment Manual;. 3 the Oil Record Book; and 4 the Cargo Ship Safety equipment certificate to confirm that the iner gas system to conform to regulations in Chapter II-2 led of the SOLAS 74, as amended. 5.3.2.6 the Iner Iner gas system gas system the regulations require that instrumentation shall be fitted for continuously indicating and permanently recording at all times when gas is being supplied to the iner, the pressure and the oxygen content of the gas in the gas supply to change iner. Reference to the permanent recorder must indicates if the system had been operating before and during the cargo discharge in a satisfactory manner. 5.3.2.7 If conditions specified in the operations and equipment Manual, COW not being met then the washing must be stopped until satisfactory conditions are restored. 5.3.2.8 As a further measure, the banks in the oxygen level in each tank to be washed is to be determined at the tank. The meters must be calibrated and inspected used to ensur that they in good working order with. Reading from tanks already washed in port prior to inspection must be available for checking. Spot check on readings may be instituted. 5.3.2.9 Electrostatic generation It will be confirmed either from this window or by cargo questioning the person in charge of that presence of water in the crude oil is being minimized as required by 6.7 of the revised specifications (IMO Resolution a. 446 (XI), as amended by IMO Resolution a. 497 (XII)). 5.3.2.10 It will be established communications that effective means of communication between the persons exist in charge and the other persons concerned with the crude oil washing operations. Leakage on deck port State control officer 5.3.2.11 will ensur that the crude oil washing piping system has been operationally tested for leakage before cargo discharge and that the test has been noted in the ship's Oil Record Book. Exclusion of oil from engine-room 5.3.2.12 It will be ascertained that the method of excluding cargo oil from the machinery space is being maintained by inspecting the isolating arrangements of the washing tank heater (if fitted) or of any part of the tank washing system which enter in the machinery space. Suitability of the crude oil In judging the suitability of 5.3.2.13 the oil for crude oil washing, the guidance and criteria in section 9 of the led COW operations and equipment Manual must be taken into account. It will be determined 5.3.2.14 checklist from the ship's records that the pre-crude oil wash operational checklist was carried out and all the instrument functioned correctly. Spot check on certain items may be instituted. Wash the 5.3.2.15 program where the tanker is engaged in a multiple port discharge, the Oil Record Book must indicates if tanks were crude oil washed at previous discharge port or at sea. It will be determined that all tanks which will, or may, be used to contain ballast on the forthcoming voyage will be crude oil washed before the ship will depart from the port. There is no obligation to any other than ballast tank to wash tanks at a discharge port using a that each of these other tank must be washed at least in accordanc with 6.1 of the revised specifications (IMO Resolution a. 446 (XI), as amended by IMO Resolution a. 497 (XII)). The Oil Record Book will be inspected to check that this is being complied with. 5.3.2.16 All crude oil washing must be completed before a ship leaves its final port of discharge. 5.3.2.17 If tank is not being washed in one of the preferred order is given in the COW operations and equipment Manual, the port State control officer will determin that the reason for this, and the proposed order of tank washing, with a acceptabl ... 5.3.2.18 For each tank being washed it will be ensured that the operation is in accordanc with the COW operations and equipment Manual in that: 1 the deck mounted machines and the machines operating submerged with either by reference to indicators, the sound patterns or other approved methods. 2 the deck mounted machines, where applicable, with a programmed as stated;. 3 the duration of the wash is as required; and 4 the number of tank washing machines being used simultaneously does not exceeds 100 that specified. Stripping of tanks 5.3.2.19 the minimum three conditions and the parameters of the stripping operations with to be stated in the COW operations and equipment Manual. 5.3.2.20 All tanks which have been crude oil washed with to be stripped. The adequacy of the stripping is to be checked by hand at least dipping in the after most hand dipping locations in each tank or by such other means provided and described in the COW operations and equipment Manual. It will be ascertained that the adequacy of stripping has been checked or will be checked before the ship leaves its final port of discharge. Ballasting tanks that were 5.3.2.21 crude oil washed at sea will be recorded in the Oil Record Book. These tanks must be left empty between the discharge port for inspection at the next discharge port. Where these tanks with the designated departure ballast tanks they may be required to to be ballasted at a very early stage of the discharge. This is for operational reasons and also because they must be ballasted during cargo discharge if hydrocarbon emission is to be led on the ship. If these tanks to be inspected when it is empty, then this must be done shortly after the tanker berth. If (a) the port State control officer Arriva's after the tanks have begun accepting ballast, then the sounding of the tanks bottom would not be available. However, an examination of the surface of the ballast water is then possible. The thickness of the oil film should not be greater than that specified in (b) 4.2.10 of the revised specifications (IMO Resolution a. 446 (XI), as amended by IMO Resolution a. 497 (XII)). 5.3.2.22 the tank that is designated to the ballast tanks will be listed in the COW operations and equipment Manual. It is, how ever, left to the discretion of the master or responsible officer to decide which may be used for ballast tanks on the forthcoming voyage. It will be determined from the Oil Record Book that all such tanks have been washed before the tanker leaves it reading the discharge port. It must be noted that where a tanker back-load a cargo of crude oil at an intermediate port into tanks for ballast, then designated it will not be required to wash those tanks at that particular port, but at a subsequent port. 5.3.2.23 It will be determined from the Oil Record Book that additional ballast water has not been put into the tanks which had not been crude oil washed during previous voyages. 5.3.2.24 It will be verified that the departure ballast tanks are to be stripped as completely as possible. Where departure ballast is filled through cargo lines and pumps these must be stripped either into another cargo tank, or by the ashor special small diameter line provided for this purpose. 5.3.2.25 the method to avoid vapour emission where required will be provided locally in the operations and equipment Manual, COW and they must be adhered to. The port State control officer will ensur that this is being complied with. 5.3.2.26 the typical procedures for ballasting listed in the operations and equipment Manual, COW must be observed. The port State control officer will ensur that is being complied with. 5.3.2.27 When departure ballast is to be shifted, the discharge into the sea must be in compliance with Regulation 9 of Annex I to MARPOL 73/78. The Oil Record Book will be inspected to ensur that the ship is complying with this. 5.4 the Unloading, stripping and prewash operations under Annex II to MARPOL 73/78 5.4.1 Procedure for inspection of unloading, stripping and prewashing operations (mainly in the unloading port) Introduction 5.4.1.1 the port State control officer or the surveyor authorized by the port Administration exercising control State in accordanc with Regulation 8 of Annex II to MARPOL 73/78 must be thoroughly acquainted with Annex II to MARPOL 73/78 and the custom of the port as of relevance to cargo handling , tank washing, cleaning, prohibition of lighters Berthe alongsid, etc. Documentation the documentation required 5.4.1.2 for the inspection referred to in this appendix consist of: 1. The CoF or NLS certificate; 2 cargo plant and shipping document;. 3 procedures and Arrangements (P and A) Manual; and 4 cargo Record Book. Information by ship's staff 5.4.1.3 Of relevance to the port State control officer or the surveyor authorized by the port State Administration is the following: 1. the intended loading and unloading of the ship program; 2 whethers unloading and stripping operations can be effected in accordanc with the P and A Manual and if not the reason why it can't be done;. 3 the constraint, if any, under which the efficient stripping system operate (i.e. any other. back pressure ambient air temperature,, malfunctioning, etc.); 4 the ship proceed to whethers, remains inside, or leaves a Special area; and 5 the ship whethers requests an exemption from the prewashing and the discharge of residu in the unloading port. 5.4.1.4 When tank washing is required without the use of water in the port State control officer or the surveyor authorized by the port State Administration is to be informed about the tank washing procedure and disposal of residu. 5.4.1.5 When the cargo Record Book is not up to date, any information on the disposal operations prewash and residu outstanding must be supplied. Information from the terminal staff Terminal staff must supply 5.4.1.6 information on limitations imposed upon the ship in respect of back pressure and/or reception facilities. 5.4.1.7 On boarding and introduction to control the master or responsible officer's ship, the port State control officer or the surveyor authorized by the port State Administration will not examin the cessary documentation. 5.4.1.8 the documentation may be used to establish the following: noxio for liquid substances 1 to be unloaded, their categories and stowage (cargo plan, P and A Manual) 2 details (possibilities and limitations) of efficient stripping system, if fitted (P and A Manual), 3 tanks which require prewashing with washing disposal of tank to reception facilities (shipping document and cargo temperature). 4 tanks which require prewashing with disposal of tank washing either their reception facilities or into the Sea (P and (A) Manual, shipping document and cargo temperature). 5 the operations and/or residu prewash is disposal operations outstanding (cargo Record Book); and 6 tanks which may not be washed with water due to the nature of the substances involved (P and A Manual). 5.4.1.9 In respect of the operations referred to in the prewash 5.4.1.8 of this Annex, the following information is of relevance (P and A Manual): 1 pressure required for tank washing machines;. 2 duration of one cycle of the washing machine and the quantity of tank water used for washing programme 3; the substances involved; 4 required temperature of washing water; and special procedures. 5. 5.4.1.10 the port State control officer or the surveyor authorized by the port, the State Administration, in accordanc with Regulation 8 of Annex II to MARPOL 73/78, will ascertain that unloading, stripping and prewash operations with and/or is carried out in conformance with the information obtained in accordanc with 5.4.1.2 of this Annex (Documentation). If this cannot be achieved, the alternative measure's will be taken to ensur that the ship does not proceed to sea with more than the specified in a quantit of residu of the Annex II to the Regulation 5A MARPOL 73/78, as applicable. If the quantit of residu to cannot be reduced by the alternative measure of the port State control officer or the surveyor authorized by the port Administration, the State Administration will notify the his. 5.4.1.11 care must be taken to ensur that cargo host and piping systems of the terminal are not drained back to the ship. 5.4.1.12 If (a) the ship is exempted from certain pumping efficiency requirements under Regulation 5A of Annex II to MARPOL 73/78 or requests an exemption from certain stripping or prewashing procedures under Regulation 8 of Annex II to MARPOL 73/78 the condition for such exemption set out in the said regulations will be observed. These concern: 1 Regulation 5A (6). The ship is constructed before 1 July 1986 and is exempted from the requirement for reducing its residu quantit of their specified limits (i.e. any other. category B substance 0.3 m3 or 1 m3 and category C substance 0.9 m3 or 3 m3). Whenever (a) the cargo tanks is to be washed or ballasted, a prewash is required with disposal of slope to prewash shore reception facilities. The CoF or NLS certificate must have been endorsed to the effect that the ship is solely engaged in voyages; restricted. 2 Regulation 5A (7). The ship is never required in the ballast it cargo tanks and tank washing is only required for repair or drydocking. The CoF or NLS certificate must indicates the particular of the exemption. Each cargo tank must be certified for the carriage of only one substance named; 3 Regulation 8 (2) (b) (i), 8 (5) (b) (i), 8 (6) (c) (i) and 8 (7) (c) (i). Cargo tank will not be washed or ballasted prior to the next loading; 4 Regulation 8 (2) (b) (ii), 8 (5) (b) (ii), 8 (6) (c) (ii) and 8 (7) (c) (ii). Cargo tanks will be washed and will be discharged in the prewash slope reception facilities in another port. It must be confirmed in writing that an adequat-reception facility is available at that port for such purpose; and 5 regulations 8 (2) (b) (iii), 8 (5) (b) (iii), 8 (6) (c) (iii) and 8 (7) (c) (iii). The cargo of the res-du can be removed by ventilation. 5.4.1.13 the port State control officer or the surveyor authorized by the port State Administration must endors the cargo Record Book whenever an exemption under section J referred to under 5.4.1.12.3, 5.4.1.12.4 and 5.4.1.12.5 of this Annex has been granted, or whenever a tank having unloaded category A substances has been prewashed in accordanc with the P and A Manual. 5.4.1.14 Alternatively, for category A substances, Regulation 8 (3) of Annex II to MARPOL 73/78, residual concentration must be measured by the procedures which each port State authoriz. In this case the port State control officer or the surveyor authorized by the port State Administration must endors in the cargo Record Book under section (K) whenever the required residual concentration has been achieved. 5.4.1.15 In addition to 5.4.1.13 of this Annex, the port State control officer or the surveyor authorized by the port State Administration must endors the cargo Record Book whenever the unloading, stripping or prewash of category (B), (C) and (D) of the substance, in accordanc with the P and A Manual, has actually been witnessed. 5.4.1.16 the port State control officer or the surveyor authorized by the port, the State Administration must be aware that certain "oil like" noxio of liquid substances may be carried on the product carrier. Such substances must be indicated on the IOPP certificate. For the control of ships carrying such substances, the Control procedures under Annex I to MARPOL 73/78 apply. The port State control officer or the surveyor authorized by the port Administration exercising control State in accordanc with Regulation 8 of Annex II to MARPOL 73/78 must be thoroughly acquainted with Annex I to MARPOL 73/78. Procedures for the control of 5.5 operational requirements 5.5.1 In the exercise of a more detailed inspection, the port State control officer will not include any operational test or impost of physical demands which, in the judgement of the master, could jeopardiz the safety of the ship, the crew, passenger, control officer or cargo. 5.5.2 When carrying out operational control by the port State control officer will, as far as possible ensur from interference with normal shipboard operations, such as loading and unloading of cargo and ballasting, which is carried out under the responsibility of the master, nor will the port State control officer require demonstration of operational aspects which would unnecessarily delay the ship. 5.5.3 Having assessed the exten to which operational requirements are complied with, the port State control officer then has to exercise professional judgement to determin the whethers the operational proficiency of the crew as a whole is of a sufficient level to allow the ship to sail without danger to the ship or persons on board, or presenting a threat of UN unreasonabl harms to the marine environment. Muster list 5.5.4 the port State control officer may determin if the crew members are aware of their duties indicated in the muster list. 5.5.5 the port State control officer may ensur that muster lists are exhibited in the conspicuo of places throughout the ship, including the navigational bridge, the engine room and the crew accommodation spaces. When determining if the muster list is in accordanc with the regulations, the port State control officer may verify whethers: 1 the muster list shows the duties assigned to the different members of the crew; 2 the muster list to which officer with a specifi c assigned to ensur that lifesaving and fire appliances are maintained in good condition and are ready for immed at use; 3 the muster list to the substitute for specifi c key persons who may become disabled , taking into account that different emergencies may call for different actions; 4 the muster list shows the duties assigned to crew members in relations to passenger-ger in case of emergency;. 5 the format of the muster list used on passenger ships is approved and that the list includes translations into the working language, if it is not the official language. 5.5.6 the whethers The determin the muster list is up to date, the port State control officer may require an up-to-date crew list, if available, to verify this. Other possible means, e.g. Safe Manning document, may be used for this purpose. 5.5.7 the port State control officer may determin whethers of the duties assigned to crew members manning the survival craft (lifeboat or life rafti) with in accordanc with the regulations and verify that a deck officer or certificated person is placed in charge of each survival craft to be used. However, the flag State Administration, having due regard to the nature of the voyage, the number of persons on board and the characteristics of the ship, may permit the person practised in the handling and operation of life to be placed in charge rafti of life rafti in lieu of persons qualified as above. (A) the second-in-command must have been nominated in the case of a lifeboat. 5.5.8 the port State control officer may determin the whethers the crew members are familiar with the duties assigned to them in the muster list and are aware of the locations where they should perform their duties. 5.5.9 the communications port State control officer may determin if the key crew members are able communicate with each other, and with the passenger as appropriate, in such a way that the safe operation of the ship is not impaired, especially in an emergency situation. 5.5.10 the port State control officer may ask the master which is used as the language of the working languages and may verify whethers the language has been recorded in the logbook. 5.5.11.1 the port State control officer may ensur that the key crew members are able understand each others during the inspection or drill. The crew members assigned to assist the passenger must be able to give the cessary information to the passenger in case of an emergency. Search and Rescue Plan 5.5.11 bis For passenger ships trading on fixed routes, the port State control officer may verify that there is on board an approved plan for co-operation with appropriate search and rescue services in the event of an emergency. Emergency training and drills 5.5.12 the port State control officer will check the on board training and examin the dates and details of the muster as recorded in such logbook as may be prescribed by the Administration. The port State control officer witnessing a fire and ship abandonment drills will ensur that the crew members are familiar with their duties and the proper use of the ship's installation and equipment. Fire drills 5.5.13 the port State control officer may witness a fire drill carried out by the crew assigned to these duties on the muster list. After consultation with the master of the vessel, one or more specific locations of the ship may be selected for a simulated fire. (A) crew members may be sent to the location (s) and activate a fire alarm system or use other means to give alarm. 5.5.14 At the location the port State control officer cant describ the fire indication to the crew members and observe how the report of fire is relayed to the bridge or damage control centre. At this point most ships will sound the alarm to summon the crew fire-fighting parties to their station. The port State control officer will observe the fire-fighting party arriving on the scene, breaking out their equipment and fig hting the simulated fire. The team leader must be capable of giving orders as appropriate to their crew and passing the word back to the bridge or damage control center on the condition. The fire-fighting crew will be observed for proper donning and the use of their equipment. The port State control officer will make sure that all the gear is complete. Merely mustering the crew with their gear is not acceptabl ... Crew response to personnel injuries can be checked by selecting a crew member as a simulated casualty. The port State control officer will observe how the word is passed and the response of stretcher and medical teams. Handling a stretcher properly through narrow, guitar hero, doors and stairway is difficult and takes practice. 5.5.15 the drill must, as far as practicabl, be conducted as if there were an actual emergency. 5.5.16 those crew members assigned to other duties related to a fire drill, such as the manning of the emergency generator, the room, the sprinkler CO22 and emergency fire pumps, must also be involved in the drill. The port State control officer may ask these crew members to explain their duties and if possible it is their familiarity demonstrates. 5.5.17 On passenger ships, special attention will be paid to the duties of those crew members assigned to the closing of the manually operated doors and fire damper. These closing devices must be operated by the responsible person in the area of the simulated fire (s) during the drill. Crew members not assigned to the fire-fighting teams are generally assigned their locations throughout the passenger accommodation to assist in passenger evacuation. These crew members will be asked to explain their duties and the meaning of the various emergency signals and asked to point out the two means of escape from the area, and where the passenger with their report. Crew members assigned to assist the passenger must be able to communicate at least enough information to direct a passenger to the proper muster and embarkation stations. Abandonment drills 5.5.18 After consultation with the ship the master, the port State control officer may require an abandonment ship drill for one or more survival craft. The essence of this drill is that the survival craft are manned and operated by the crew members assigned to them on the muster list. If possible the port State control officer will include the rescue boat (s) in this drill. Chapter III of SOLAS 74 to give the specific requirements on training and drill ship abandonment, of which the following principles are particularly relevant. 5.5.19 the drill must, as far as practicabl, be conducted as if there was an actual emergency. the abandonment 5.5.20 ship drill must include: 1. summoning of (and passenger) crew to the muster station (s) with the required alarm and ensuring that they are aware of the order to ship abandonment as specified in the muster list; 2 reporting to the station and preparing for the duties described in the muster list;. 3 checking that (and passenger) crew with a suitably dressed; 4 checking that life jackets are the lowering of 5 correctly donned; at least one lifeboat after you the preparation for launching cessary; 6 starting and operating the engine in a lifeboat; and 7 operations of the davits used for launching life rafti; 8 a mock search and rescue of a trapped passenger in their staterooms; 9 instructions in the use of radio life saving appliances 10 testing of emergency lighting; for mustering and abandonmen; and 11 if the ship is fitted with marine evacuation systems, exercising of the procedures required for the deployment of such systems up to the point of immediately preceding actual deployment. If the lifeboat lowered 5.5.21 you during the drill is not the rescue boat, the rescue boat must be lowered as well, taking into account that it is boarded and launched in the the shortes time possible. The port State control officer will ensur that crew members are familiar with the duties assigned to them during ship abandonment operations and that the crew member in charge of the survival craft has complete knowledge of the operation and equipment of the survival craft. 5.5.22 Each survival craft must be stowed in a State of continuous readiness so that two crew members can carry out preparation for embarking and launching in less than 5 minutes. 5.5.23 On passenger ships, it is required that lifeboat and davitlaunched life with a capable rafti of being launched within a period of 30 minutes. 5.5.24 On cargo ships, it is required that lifeboat and davi to life with rafti has launched capable of being launched within a period of 10 minutes. Damage control plan and Shipboard Oil Pollution Emergency Plan (SOPEP) 5.5.25 the port State control officer may determin if a damage control plan on (a) passenger ships is provided and whethers the appropriate crew members are familiar with their duties and the proper use of the ship's installation and equipment for damage control and pollution emergency purpose. the port Status 5.5.26 control officer may determin if the officers of the ship are aware of the contents of the damage control booklet which must be available to them, or of the damage control plan. 5.5.27 the officers may be asked to ex plain the action to be taken in various damage conditions. 5.5.28 the officers may also be asked to explain about the boundaries of the a compartment, the watertigh opening for therein with the means and position of any of the closur controls thereof and the arrangements for the correction of any list due to flooding. 5.5.29 the officers must have a sound knowledge of the effect of three and stability of their ship in the event of damage and flooding of the consequen to a counter-measure of compartmen and to be taken. the provision was referred to 5.5.30 in their 5.5.29 of this Annex 5.5.25 apply accordingly to the damage control plan for cargo ships and to the SOPEP for all ships. Where applicable, for bulk carrier to the port State control officer may determin the familiarity of officers with the cargo holds flooding scenarios and the instructions on evacuation preparedness. Fire control plans 5.5.31 the port State control officer may determin if a fire control plan or booklet is provided and whethers the crew members are familiar with the information given in the fire control plan or booklet. 5.5.32 the port State control officer may verify that fire control plans are permanently exhibited for the guidance of the ship's officers. Alternatively, a booklet containing the information of the fire control plan may be supplied to each officer, and one copy must at all times be available on board in an accessible position. Plans and booklet must be kep up to date, any alteration being recorded thereon as soon as possible. 5.5.33 the port State control officer may determin that the responsible officer, especially those who are assigned to related duties on the muster list, are aware of the information provided by the fire control plan or booklet and how to act in case of a fire. 5.5.34 the port State control officer may ensur that the officer in charge of the ship are familiar with the principal structural members which form part of the various fire sections and the means of access to the different compartment. Decision support system for masters of passenger ships 5.5.34 bis For passenger ships in the port State control officer may verify that a decision support system for emergency management is provided on the navigation bridge, consisting as a minimum of a printed emergency plan or plans. Bridge operations 5.5.35 the port State control officer may determin if the officer in charge of a navigational watch are familiar with bridge control and navigational equipment (including electronic charts where fitted), changing the steering mode from automatic to manual and vice versa, and the ship's manoeuvring characteristics. 5.5.36 the officer in charge of a navigational watch must have knowledge of the location and operation of all safety and navigational equipment. Moreover, this officer must be familiar with procedures which apply to the navigation of the ship in all and must be circumstanc aware of all the information available. 5.5.37 the port State control officer may also verify the familiarity of the officer on all the information available to them such as manoeuvring characteristics of the ship, life-saving signals, up-to-date nautical publications, checklists concerning bridge procedures, instructions, manuals, etc. 5.5.38 The port State control officer may verify the familiarity of the officers with procedures such as periodical test and check of equipment, preparation for arrival and departure, change over of Ste ering fashion, signalling, communications, manoeuvring, emergencies and log book entries. 5.5.38.1 the permit to Operate High Speed Craft for (POHSC) includes limitations of the maximum significant wave height (and wind force for hovercraft) within which the craft may operate. When carrying out inspection of HSC, the PSCO may verify by the logbook and the weather records whethers these limitations have been respected. PSCO may find that (a) the voyage had to be completed when worse weather conditions than were permitted, but encountered a new voyage should not in such condition commenc. 5.5.38.2 procedures for obtaining up-do-date forecasts before every voyage should also be checked. Forecasts of significant wave heights should cover a relevant period. When the conditions are marginal the master should obtain updates from the port State weather services or ships in the vicinity. If the procedure is found to be lacking by, owner should be required to confirm their correctiv actions. PSCO should question logbook entries which record conditions significantly below forecasts of conditions above operating threshold. If further evidence is needed, hindcast (i.e. any other. reports of the actual weather over a given period) may be available from the port weather service but these should normally only be obtained when there is significant doubt. Where a HSC is found to have breached its weather limitations, action may include sending a warning letter to the owner with a copy to the flag State. Cargo operations 5.5.39 the port State control officer may determin if ship's personnel assigned specific duties related to the cargo and cargo equipment are familiar with those duties, any dangers posed by the cargo and with the measure to be taken in such a context. 5.5.39 bis the port State control officer may verify that the master has been provided with appropriate written information on the precaution for the proper stowage and safe carriage of the cargo. 5.5.40 With respect to the carriage of solid bulk cargo, the port State control officer will verify, as appropriate, that cargo loading is performed in accordanc with a ship's loading and unloading plant in accordanc with a ship's unloading plan agreed by the ship and the terminal, taking into account the information provided by the loading instrument, where fitted. 5.5.41 the port State control officer, when appropriate, may the whethers the determin the responsible crew members are familiar with the relevant provision of the code of safe practice for Solid Bulk Cargo, particularly those concerning moisture limits and trimming of the cargo, the code of safe practice for ships Carrying Timber Deck Cargo and the code of safe practice for cargo stowage and Securing. 5.5.42 some solid materials transported in bulk can present a hazard during transport because of their chemical nature or physical properties. SOLAS regulation VI/2 and Section 2 of the code of safe practice for Solid Bulk Cargo of give general precaution. Section 4 of the code of safe practice for Solid Bulk Cargo contains the obligation of the imposed on the shipper to provide all information to ensur cessary not a safe transport of the cargo. The port State control officer may determin whethers of all relevant details, including all relevant certificates of test, have been provided to the master from the shipper. 5.5.43 For some cargo, such as the cargo which are subject to liquefaction, special precaution with a given in section 7 of the code of safe practice for Solid Bulk Cargo. The port State control officer may determin the whethers all precaution to me with special attention for the stability of those vessel engaged in the transport of cargo subject to liquefaction of solid and hazardous waste in bulk. 5.5.44 officers responsible for cargo handling and operation and key crew members of the oil tanker, chemical tanker, liquefied gas carrier and must be familiar with the cargo and cargo equipment and with the safety measure stipulated in the axis of the relevant section of the International Code for the Construction and equipment of ships Carrying Dangerous chemicals in Bulk (IBC Code) and of the International Code for the Construction and equipment of ships Carrying Liquefied Gas in Bulk (IGC Code). 5.5.45 For the carriage of grain in bulk, reference is made to Chapter VI of the C of SOLAS 74 and the International Code for the safe carriage of Grain in Bulk (IMO Resolution MSC. 23 (59)). 5.5.46 the port State control officer may determin whethers of the operations, cargo securing and loading manuals include all the relevant information for safe loading and unloading operations in the port as well as in transit conditions. Operation of the machinery 5.5.47 the port State control officer may determin if the responsible ship's personnel are familiar with their duties related to operating essential machinery, such as: 1 the emergency and stand-by sources of electrical power;. 2 auxiliary steering gear;. 3 video Izle and fire pumps; and 4 any other equipment essential in emergency situation. 5.5.48 the port State control officer may verify whethers the responsible ship's personnel are familiar with, inter alia: Emergency generator: 1.1.1 actions which are not cessary before the engine can be started;. 1.2 the different possibilities to start the engine in combination with the source of starting energy; 1.3 procedures and. when the first attempts to start the engine file. 2 Stand-by generator engine: 2.1. possibilities to start the stand-by engine, automatic or by hand;. 2.2 blackout procedures; 2.3 load-sharing and. System. 5.5.49 the port State control officer may verify whethers the responsible ship's personnel are familiar with, inter alia: 1. which type of auxiliary steering gear system applies to the ship;. 2 how it is indicated which steering gear unit is in operation; and 3 what action is needed to bring the auxiliary steering gear into operation. 5.5.50 the port State control officer may verify whethers the responsible ship's personnel are familiar with, inter alia: 1 pump video Izle: the number and location of video Izle 1.1. pump installed on board the ship (including emergency pump video Izle). 1.2 starting procedures for all these video Izle pump;. appropriate valve to operate 1.3; and most likely causes 1.4. of failure of pump operation video Izle and their possible remedies. fire pumps: 2. number and location of fire 2.1 pumps installed on board the ship (including the emergency fire pumps). 2.2 starting procedures for all these pumps; and appropriate valve to 2.3. operate. the port Status 5.5.51 control officer may verify whethers the responsible ship's personnel are familiar with, inter alia: 1 starting and maintenance of a lifeboat engine and/or rescue boat engine; local control 2 procedures for those systems which are the normally controlled from the navigating bridge;. 3 use of the emergency and fully independent sources of electrical power of the radio installation; 4 maintenance procedures for batteries; emergency stop, 5 fire detection system and alarm system operation of water-tight and fire doors (stored energy systems); change of control and 6 from automatic to manual for cooling water and lube oil sys-tem for main and auxiliary engines. Manuals, instructions, etc. 5.5.52 the port State control officer may determin if the appropriate crew members are able to understand the information given in manuals, instructions, etc., relevant to the safe condition and operation of the ship and its equipment and that they are aware of the requirements for maintenance, periodical testing, training, drill and recording of log book entries. 5.5.53 the following information must be provided, inter alia, on board and in port State control officers may determin the whethers it is in a language or languages understood by the crew and the crew members concerned are the whethers the aware of the contents and it responds accordingly with the able: 1 instructions concerning the maintenance and operation of all the equipment and installation on board for the fighting and containmen of fire must be kep under one cover , readily available in an accessible position;. 2 clear instructions to be followed in the event of an emergency must be provided for every person on board shall be a deck 3. sequentially numbered. Mimic plans indicating the position on the board and escape routes and illustration and instructions in appropriate languages must be posted in passenger cabins and be conspicuously displayed at muster stations and other passenger spaces to inform the passenger of their muster station, the essential actions they must take in an emergency and the method of donning life jackets; 4 posters and signs must be provided on or in the vicinity of survival craft and their launching controls and shall illustrat the purpose of controls and the procedures for operating the appliance and give relevant instructions or warnings;. 5 instructions for on-board maintenance of life-saving appliances; 6 training manual must be provided in each crew mess room and recreation room or in each crew cabin. The training manual, which may throw a vol-compris several, must contain instructions and information, in easily understood terms illustrated wherever possible, on the life-saving appliances provided in the ship and on the best method of survival; 7 in accordanc Shipboard Oil Pollution Emergency Plan with 26 of Annex I to Regulation MARPOL 73/78; and stability booklet, 8 associated stability plans and stability information. Oil and oily mixtur's from machinery spaces 5.5.54 the port State control officer may determin if all operational requirements of Annex I to MARPOL 73/78 have been met, taking into account: 1 the quantity of oil residu's generated;. 2 the capacity of sludg and water holding tank video Izle; and 3 the capacity of the oily water separator. 5.5.55 An inspection of the Oil Record Book will be made. The port State control officer may determin if reception facilities have been used and note any alleged inadequacy of such facilities. 5.5.56 the port State control officer may determin the whethers the responsible officer is familiar with the handling of sludg and water video Izle. The relevant items from the guidelines for systems for handling oily waste in machinery spaces may be used of ships as guidance. Taking into account the above, the port State control officer may determin if the ullag of the tank is sufficient sludg for the expected generated during the next of sludg intended voyage. The port State control officer may verify that, in respect of ships for which the flag State Administration has waived the requirements of Regulation 16 (1) and (2) of Annex I to MARPOL 73/78, all oily water is retained on video Izle board for subsequent discharge to a reception facility. 5.5.57 When reception facilities in other ports have not been used because of inadequacy, the port State control officer will advise the master to report the inadequacy of the reception facility to the ship's flag State, in conformity with MEPC/215 of 25 April 1989 Circ.. Loading, unloading and cleaning procedures for cargo spaces of tankers for 5.5.58 the port State control officer may determin if all operational requirements of Annex I or II to MARPOL 73/78 have been met taking into account the type of tanker and the type of cargo carried, including the inspection of the Oil Record Book and/or cargo Record Book. The port State control officer may determin if the reception facilities have been used and note any alleged inadequacy of such facilities. 5.5.59 For the loading, unloading and cleaning the control on procedures for tankers carrying oil, a reference is made to 5.3.1 and 5.3.2 of this Annex where procedures have been set out for the inspection of crude oil washing operations. 5.5.60 For the loading, unloading and cleaning the control on procedures for tankers carrying liquid substances shall be noxio, reference is made to Annex of this clause 5.4.1 procedures have been set out for the inspection of unloading, stripping and prewash operations 5.5.61 When reception facilities in other ports have not been used because of inadequacy, the port State control officer will advise the master to report the inadequacy of the reception facility to the ship's flag State , in conformity with MEPC/349 of November 18, 1998 Circ.. 5.5.62 When a vessel is permitted to proceed to the next port with residu of substance of noxio liquid on board in excess of those permitted to be discharged into the sea during the ship's passage, it will be ascertained that the residu's can be received by that port. At the same time that the port will be informed if practicabl. Dangerous goods and harmful substances in packaged form 5.5.63 the port State control officer may determin if the required shipping documents for the carriage of dangerous goods and harmful substances carried in packaged form are provided on board and whethers the dangerous goods and harmful substances are properly stowed and segregated and the crew members are familiar with the essential actions to be taken in an emergency involving such packaged cargo. 5.5.64 Ship type and cargo spaces of the ship built after 1 September 1984, intended for the carriage of dangerous goods must comply with the requirements of Regulation II-2/54 of SOLAS 74, in addition to the requirements of Regulation II-2/53 (for cargo ships) and the requirements of regulations II-2/3 and II-2/39 (for passenger ships), unless in such requirements have already been met by compliance with requirements elsewher in the Convention. The only exemption is when permissibl dangerous goods in limited quantit with is carried. 5.5.65 Annex III to MARPOL 73/78 contains requirements for the carriage of harmful sub-stances in packaged form which are identified in the International Maritime Dangerous goods code (IMDG Code) as a marine pollutant. The Cargo which are determined to be a marine pollutant must be labelled and stowed in accordanc with Annex III to MARPOL 73/78.5.5.66 the port State control officer may (a) determin whethers the document of compliance is on board and whethers the ship's personnel are familiar with this document provided by the flag State Administration as evidence of compliance of the construction and equipment with the requirements. Additional controls may be consis of: 1 the whethers dangerous goods have been secured in conformity with the cargo securing manual and stowed on board in conformity with the document of compliance, using the dangerous goods manifest or stowage plan, the required by Chapter VII of the SOLAS 74. This manifest or stowage plan may be combined with the one required under Annex III to MARPOL 73/78; 2 inadverten a pumping of leaking whethers flammabl or toxic liquid is not possible in the case these substances are carried in under-deck cargo spaces; or. 3 determining the whethers ship's personnel are familiar with the relevant provision of the Medical First Aid Guide and Emergency procedures for ships Carrying Dangerous goods. Garbage 5.5.67 the port State control officer may determin if all operational requirements of Annex V to MARPOL 73/78 have been met. The port State control officer may determin if the reception facilities have been used and note any alleged inadequacy of such facilities. 5.5.68 "guidelines for the implementation of Annex V to MARPOL 73/78") were approved at the MEPC at its twenty-ninths session and have been published. One of the objective of these guidelines is to assist vessel operators in complying with the requirements set forth in Annex V and domestic law. 5.5.69 the port State control officer may determin the whethers: 1 ship's personnel are aware of these guidelines, in particular section 3 "Minimum-zing the amount of potential garbage" and section 4 "Shipboard garbage hand-ling and storage procedures '. 2 's with a familiar ship personnel with the disposal and discharge requirements of Annex V to MARPOL 73/78 inside and outside a special area and are aware of the areas determined as special areas under Annex V to MARPOL 73/78; and 3 ship's personnel is familiar with the procedures of the garbage management plan for collecting, storing, processing and disposing of garbage and with the keeping of the garbage Record Book. 5.5.70 When reception facilities in other ports have not been used because of inadequacy, the port State control officer will advise the master to report the inadequacy of the reception facility to the ship's flag State, in conformity with MEPC/215 of 25 April 1989 Circ.. Section 6. Manning the guiding principles 6.1 Introduction for port State control of the manning of a foreign ship will be to establish conformity with : 1 the flag State's safe manning requirements. Where this is in doubt the flag State will be consulted; and 2 the international provision as put down in the SOLAS and STCW 78 74, IMO Resolution a. 890 (21). 3 the provision of ILO 147 which, inter alia, refer to the ILO Convention No. 53, article 3 and 4 control If a ship 6.2 Manning is manned in 6.2.1 accordanc with a safe manning document or equivalent document issued by the flag State, the port State control officer will accept that the ship is safely manned unless the document has clearly been issued without regards to the principles led in the relevant instrument in which case the port State control officer will act according to the procedures defined in 6.2.3 of this Annex. 6.2.2 If the actual crew composition number or does not conform to the manning document, the port State will request the flag State for advice as the whethers or not the ship should be allowed to sail with the actual number of crew and its composition. Such a request and response will be by either Party to be mean and expedien may request this communications in writing. If the actual crew composition is not a number or brough into accordanc with the safe manning document or the flag State does not advise that the ship could sail, the ship may be considered for detention after the criteria set out in Annex 9 of this have been taken into proper account. 6.2.3 If the ship does not carry a safe manning document or equivalent, the port State will request the flag State to specify the required number of crew and its composition and to issue a document as quickly as possible. In case the actual number or composition of the crew does not conform to the specific-tion received from the flag State the procedure as led in 6.2.2 of this Annex applies. If the flag State does not responds to the request this will be considered as clear grounds for a more detailed inspection to ensur that the number and composition of the crew is in accordanc with the principles passed down in 6.1 of this Annex. The ship will only be allowed to proceed to see if it is safe to do so, taking into account the criteria for detention indicated in 9.2 of this Annex. In any such case the minimum standard to be applied will be no more than those applied to the stringen ships flying the flag of the port State. 6.3 Control under the provision of the STCW 78 6.3.1 without prejudice to other rights and obligations on control by port State control officers concerning communications and information on board, the control exercised by the port State control officer will be limited to the following: 1 verification that all seafarer serving on board who are required to be certif-cated, holds an appropriate certificate or a valid dispensation , or provide doc-mentary proof that an application for an endorsement has been submitted to the flag State Administration; 2 verification that the numbers and certificates of the seafarer is serving on board with in conformity with the applicable safe manning requirements of the flag State Administration; and 3 assessment of the ability of the seafarer of the ship to maintain watch keeping standards as required by the Convention if there are clear grounds for believing that such standards are not being maintained because any of the following have occurred: 1. the ship has been involved in a collision, grounding or stranding, or 2 there has been a discharge of substances from the ship when under-way , at anchor or at berth which is illegal under any international convention, or. 3 the ship has been manoeuvred in an erratic or unsafe manner whereby routeing measure adopted by the IMO of the or safe navigation practices and procedures have not been followed, or. 4 the ship is otherwise being operated in such a manner as to pose a danger to people , property or the environment. 6.3.2 In assessing the watch keeping standards the port State control officer may check that watch schedules clearly show the rest period, and easily accessible by the posted and that all persons who are assigned duty as officer in charge of a watch or as a rating forming for a watch with a provided of a minimum of 10 hours of rest in any 24 hour period, of which at least 6 hours with a consecutive and 70 hours in each seven-day period. These periods do not need to be maintained in the case of an emergency or drill or in other overriding operational conditions which, in any case, should be recorded. Watch schedules may also be in conformity with the requirements of ILO Convention No. 180 (see Section 7). Section 7. Merchant Shipping (minimum standards) Convention, 1976 (No. 147) and the ILO 147 Protocol, 1996 7.1 Inspection on board ship under the ILO and ILO 147 Protocol 1996 will relate to: 1 the minimum age Convention, 1973 (No. 138); or the minimum age (sea) Convention (Revised) (No. 58),1936; or the minimum age (sea) Convention, 1920 (No. 7). 2 the Medical Examination (Seafarer) Convention, 1946 (No. 73), the Prevention of Accidents 3 (Seafarer) Convention, 1970 (No. 134) (articles 4 and 7); 4 the Accommodation of Crew Convention (Revised), 1949 (No. 92); 5 the Food and Catering (ships ' Crew) Convention, 1946 (No. 68) (article 5); 6 the Accomodation and Crew (Supplementary Provision) Convention , 1970 (No. 133), 7 the Seafarer ' hours of Work and the Manning of ships Convention, 1996 (No. 180); 8 the officers ' Competency Certificates Convention, 1936 (No. 53) (articles 3 and 4). Inspection certificate of competency regarding ISA deals with in section 6 of this Annex. In the exercise of control of the convention listed in 1 to 7 above, the port State control officer will decide, on the basis of the clear ground listed in section 4 of this Annex and the his professional judgement, whethers the ship will receive a more detailed inspection. All complaints regarding conditions on board will be thoroughly investigated and action taken as deemed not cessary. He will also use his professional judgement to determin the whethers the conditions on board give rise to a hazard to the safety or health of the crew which does not cessitat the rectification of the condition and may, if not detain the ship until cessary, appropriate action is taken correctiv. Reporting procedures for detention by the provided in Annexe 4.7.2 the port State control officer, when carrying out an inspection as referred to in 7.1, of this Annex, will further take into account the considerations given in the ILO publication ' Inspection of Labour conditions on board Ship: guide-lines for procedure "and the IMO/ILO guidelines for the development of Table of Shipboard Working Arrangements the Seafarer ' and formats of records of Seafarer ' hours of Work or hours of rest. 7.3 the convention is relevant in the framework of the provision of 7.4 of this Annex are: 1 the Seamen's articles of agreement Convention, 1926 (No. 22), the Repatriation of 2 Seamen Convention, 1926 (No. 23); 3 the Shipowner ' Liability (Sick and Injured Seamen) Convention, 1936 (No. 55); or the Sicknes insurance (sea) Convention, 1936 (No. 56); or the Medical care and benefits Sicknes Convention, 1969 (No. 130), the Freedom of Association 4 and Protection of the right to organise Conven-tion, 1948 (No. 87). 5 the right to organise and Collective Bargaining Convention, 1949 (No. 98), 6 the Seafarer ' Identity Documents Convention, 1958 (No. 108); 7 the workers ' representatives Convention, 1971 (No. 135); 8 the Health Protection and Medical care (Seafarer) Convention , 1987 (No. 164), the Repatriation of the Seafarer 9 Convention (Revised), 1987 (No. 166). 7.4 If the port State control officer receive a report, notification or complaint to the effect that the standard laid down in the convention listed in 7.3 of this Annex are not met, the matter will be reported by the Authority, if possible with evidence, to the flag State Administration for further action, with a copy to the ILO. 7.5 those parts of the ILO publication ' Inspection of Labour conditions on board Ship: guide-lines for procedure "which deals with: 1 control procedures for national flag ship;. 2 vocational training; 3 officers ' certificates of competency (regulated under STCW95). 4 hours of work and manning (regulated under ILO180/STCW95); are not considered as relevant provision for the inspection of ships but as information to port State control officers only.

Section 8. Expanded inspection of certain ships 8.1 General provision for expanded inspection the ships referred to in 8.2 of this Annex will be subject to an expanded inspection by any of the authorities only once during a period of 12 months. However, these ships may be subject to the inspection provided for in 3.1 of the memorandum. Expanded inspection will be carried out in accordanc with the procedures in section 8.3.8.2 categories of ships subject to expanded inspection of Oil tankers with a 8.2.1 gross tonnage of more than 3000 and older than 15 years of age, as determined on the basis of the date of construction indicated in the ship's safety certificates. 8.2.2 Bulk carrier, older than 12 years of age, as determined on the basis of the date of construction indicated in the ship's safety certificates; 8.2.3 Passenger ships older than 15 years of age other than ro-ro ferries and high-speed passenger craft operating in regular service under the provision of Council Directive 1999/35/EC; chemical tanker of Gas and where older than 10 years of age, as determined on the basis of the date of construction indicated in the ship's safety certificates. 8.3 procedures for expanded inspection of certain categories of ships subject to their practical feasibility 8.3.1 or any of the constraint relating to the safety of the person, the ship or the port, the following items are considered at least as part of an expanded inspection. Port State control officers must be aware that it may jeopardiz the safe execution of certain on-Board operations, e.g. cargo operations, if having a direct effect thereon are required to be carried out during such operations. 8.3.2 ships in general (categories as listed in 8.2 of this Annexe): 1 black-out and start of emergency generator 2 inspection of emergency lighting;;. 3 operations of the emergency fire pump with two fire host's connected to the fire main line; 4 operations of video Izle pump;. 5 closing of door; 6 watertigh lowering of one seaside lifeboat to the water;. 7 test of remote emergency stop for e.g. boilers of , ventilation and fuel pumps; testing of steering gear including 8 auxiliary steering gear; 9 inspection of emergency. source of power to radio installation; 10 inspection and, to the exten to possible, test of oily-water separator. 8.3.3 Oil tanker: In addition to the items listed in 8.3.2 of this Annex, the following items are also considered as part of the expanded inspection for oil tankers: 1 fixed deck foam system; 2 fire fighting equipment in general;. 3 inspection of fire damper to engine room, pump room and accommodation; control of pressure of 4 to iner gas and oxygen content thereof;. 5 a ballast tanks : at least one of the ballast tanks within the cargo to the area to be examined from tank manhol/deck access in first instance and entered if inspector establish clear ground for further inspection of the;. 6 verification that the following documents with on board, review them and confirm that the flag State or Classification Society has endorsed them: (1) reports of structural surveys, (2) condition evaluation reports (3) thickness measurement reports, (4) descriptive document referred to by IMO resolution a. 744(18). 8.3.4 Bulk carrier: In addition to the items listed in 8.3.2 of this Annex, the following items are also considered as part of the expanded inspection for bulk carrier: 1 possible corrosion of deck machinery foundations; 2 possible deformation and/or corrosion of hatch covers;. 3 possible cracks or local corrosion in transverse bulkhead is; what access 4 cargo hold;. 5 verification that the following documents are on board , review them and confirm that the flag State or Classification Society has endorsed them: (1) reports of structural surveys, (2) condition evaluation reports, (3) thickness measurement reports, (4) descriptive document referred to by IMO resolution a. 744(18). 8.3.5 Gas and chemical tankers: In addition to the items listed in 8.3.2 of this Annex, the following items are also considered as part of the expanded inspection for gas and chemical tankers: cargo tanks 1 monitoring and safety devices relating to temperature, pressure and oxygen analysing ullag; 2 and explosimeter devices, including their calibration. Availability of chemical detection equipment (Canadian) with an appropriate number of suitabl gas detection tubes for the specific cargo being carried;. 3 cabin escape sets giving the respiratory and eye protection suitabl, for every person on board (if required by the products listed in the International Certif-cat of fitness or certificate of fitness for the carriage of dangerous Character-cal in Bulk or Liquefied Gas in Bulk , as applicable). 4 check that the product being carried is listed in the International certificate of fitness or certificate of Fitness for the for the carriage of dangerous chemicals in Bulk or Liquefied Gas in Bulk, as applicable;. 5 the fixed fire fighting installation on deck whethers they be foam or dry chemical or other as required by the product carried. 8.3.6 Passenger ships: In addition to the items listed in 8.3.2 of this Annex, the following items are also considered as part of the expanded inspection for passenger ships: 1 testing of fire detection and alarm system; 2 testing of proper closing of fire doors;. 3 test of public address system; 4 fire drill where, as a minimum, all sets of fireman's outfits must be demon-strated and about of the catering crew take part;. 5 demonstration that key crew members are acquainted with the damage control plan. If deemed appropriate, the inspection may be continued while the ship is on passage to our from port of States, the authorities of which the signator to the memorandum, with the consent of the master or the operator. Port State control officers must not be obstruc-the operation of the ship, nor must they induce a situation that, in the master's judgement, could endanger the safety of the passenger, the crew and the ship. 9. Rectification and detention section 9.1 each of deficienc rectification principles in the detention of a ship or In taking a decision concerning the rectification of a deficiency or detention of a ship, the port State control officer will take into considerations the results of the detailed inspection carried out in accordanc with section 3 of the memorandum and the procedures mentioned in section 6 of this Annex and in 9.3. The port State control officer will exercise his professional judgement in determining whethers to detain the ship until the corrected or it of deficienc to allow it to sail with certain danger of deficienc to without it the safety unreasonabl, health, or the environ-men, having regard to the particular circumstanc of the intended voyage. As regards minimum manning standards and the provision of ILO Convention No. and the ILO 147 147 Protocol 1996, special procedures will be observed set out in sections 6 and 7 of this Annex. 9.2 Detention related to minimum manning standards and certification before detaining a ship for reasons of the manning standards and certification deficiens, the following will be considered, giving due regard to 9.3.4.9 of this Annex: 1 length and nature of the intended voyage or service; 2 whethers or not the deficiency a danger to ships post a person on board or the environment;. 3 whethers or not appropriate rest period of the crew can be observed; 4 size and type of ship and equipment provided; and 5 nature of cargo. 5.8 procedures for the detention of ships of all size. 9.3.1 Introduction these procedures will be used if deficienc with found during the course of a ship inspection. They are intended for the guidance of the port State control officer and are not to be considered as a checklist. 9.3.2 Changing the criteria When exercising his professional judgement as it or not a ship should be whethers detained the port State control officer will apply the following criteria: 1 Timing: ships which are unsafe to proceed to sea will be detained upon the first inspection of the irrespectiv time the ship will stay in port;. 2 Criterion: the ship will be detained if the ship is (a) with the one deficienc sufficiently serious to merit a port State control officer returning to the ship to satisfy himself that they have been rectified before the ship sails. The need for the port State control officer to return to the ship to the classif the seriousnes of the deficienc. However, it does not in such an impost obligation for every case. It impl that the Authority will verify, one way or the other, preferably by a further visit, that the deficienc to have been rectified before departure. Application of main criteria 9.3.3 When deciding the whethers to found in a ship with deficienc is sufficiently serious to merit detention the port State control officer will assess whethers: 1 the ship has relevant, valid documentation;. 2 the ship has the crew required in the minimum safe Manning document. During the inspection the port State control officer will further assess whethers the ship and/or crew is able to: navigate safely throughout the 3 the forthcoming voyage; safely handle 4, carry and monitor the condition of the cargo throughout the forthcoming voyage;. 5 operate the engine room safely throughout the forthcoming voyage; maintain proper propulsion and steering 6 throughout the forthcoming voyage;. 7 fight fires effectively in any part of the ship if not during the forthcoming voyage cessary; 8 ship abandonment speedily and safely and effect rescue if not during the forthcoming voyage cessary; 9 prevent pollution of the environment throughout the forthcoming voyage; maintain stability of adequat 10 throughout the forthcoming voyage; 11 the adequat watertigh integrity maintains throughout the forthcoming voyage; 12 communicate in distress situation if not cessary during the forthcoming voyage; 13 provide safe and healthy conditions on board throughout the forthcoming voyage; 14 provide the maximum of information in case of accident (as provided by the voyage data recorder). If the result of any of these assessments is negative, taking into account all the found, the ship deficienc will be strongly considered for detention. A combination of deficienc to of a less serious nature may also warrant the detention of the ship. 9.3.4 Detainabl To assist deficienc of the port State control officer in the use of these procedures there follows a list of deficienc, grouped under relevant Convention and/or codes, which are considered of such a serious nature that they may warrant the detention of the ship involved. This list is not considered exhaustiv bu is intended to give an exemplification of relevant items. However, the detainabl of deficienc to in the area of STCW 78 listed in 9.3.4.9, of this Annex, with the only grounds for detention under this Convention. 9.3.4.1.1 the lack of General valid certificates and documents as required by the relevant file in the instrument. However, ships flying the flag of States not a party to a Convention (relevant instrument) or not having implemented an other relevant instrument, are not entitled to carry the certificates provided for by the Convention or other relevant instrument. Therefore, absence of the required certificates will not by itself reason to detain constitut these ships, however, in applying the ' no more favourabl treatment ' clause, substantial compliance with the provision must be required before the ship sails. 9.3.4.2 areas under the SOLAS 74 (reference the givens in bracket) 1 failure of proper operation of propulsion and other essential machinery, as well as electrical installation; 2 insufficient cleanlines of engine room, excess amount of oily-water in mixtur video Izle, insulation of piping including exhaust pipes in engine room be contam-nated by oil, improper operation of the pumping arrangements;. video Izle 3 failure of the proper operation of emergency generator , lighting, batteries and switches; 4 failure of the proper operation of the main and auxiliary steering gear;. 5 absence, insufficient capacity or serious deterioration of personal lifesaving appliances, survival craft and launching arrangements; 6 absence, non-compliance or substantial deterioration to the exten to that it can not comply with it in the intended use of fire detection system, fire alarm, fire fighting equipment, fixed fire extinguishing installation ventilation valve, fire, dam-pers, quick closing devices;. 7 absence of substantial deterioration or failure, proper operation of the cargo deck area fire protection on tankers; 8 absence, non-compliance or serious deterioration of lights, shapes or sound signals; 9 absence or failure of the proper operation of the radio equipment for distress and safety communications; 10 absence or failure of the proper operation of navigation equipment , taking the provision of Regulation V/12 (o) of the SOLAS 74 into account; absence of corrected 11 navigational charts, and/or all other relevant nautical publications not cessary for the intended voyage, taking into account that type-approved electronic chart display and information system (ECDIS) operating on official data may be used as a substitute for the charts. absence of non-sparking 12 exhaust ventilation for cargo pump room a (Regulation regulation II-2/59.3.1 of SOLAS 74); 13 serious deficiency in the operational requirements listed in 5.5 of this Annex; 14 Number, composition or certification. of note òàæó with my crew safe-ning document; 15. Failure to carry out the enhanced survey programme in accordanc with SOLAS 74, Chapter XI, Regulation 2. Absence or failure of 16 a VDR, when its use is compulsory. 9.3.4.3 areas under the IBC Code (references are given in the bracket.) 1 transport of a substance not mentioned in the certificate of fitness or missing cargo information (16.2); 2 missing or damaged high pressure safety devices (8.2.3); electrical installation notes 3 intrinsically safe or òàæó require the code file (10.2.3). 4 sources of ignition in hazardous locations referred to in 10.2 (11.3.15). 5 contravention of special requirements (15). 6 maximum allowabl exceeding of cargo quantity per tank (16.1). 7 insufficient heat protection for sensitive products (16.6). 9.3.4.4 areas under the IGC Code (references are given in the bracket.) 1 transport of a substance not mentioned in the certificate of fitness or missing cargo information (18.1). 2 missing closing devices for accommodations or service spaces (3.2.6). 3 Note gastigh the bulkhead (3.3.2); 4 defective air lock (3.6);. 5 missing or defective quick-closing valve (5.6); 6 missing or defective safety valve (8.2); electrical installation 7 not intrinsically safe or not òàæó their code requirements (10.2.4); 8 fan in cargo area notes operabl (12.1) 9 pressure alarms for cargo tanks not operabl (13.4.1). 10 gas detection plant and/or toxic gas detection plant defective (13.6); 11 transport of substances to be inhibited without valid inhibitor certificate (17/19). 9.3.4.5 areas under the LOADLIN 66.1 significant areas of damage or corrosion, or pitting of plating and associated stiffening in the deck and hull effecting seaworthines or strength to take local loads, unless proper temporary repairs for a voyage to a port for a permanent re-pairs have been carried out; a recognized case of 2 insufficient stability;. 3 absence of sufficient and reliable information , in an approved form, which by rapid and simple means, enable the master to arrang for the loading and Bala-lasting of his ship in such a way that a safe margin of stability is maintained at all stages and at varying conditions of the voyage, and that the creation of any of unacceptabl stress in the ship's structure are avoided; 4 absence a substantial deterioration or defective closing, devices, hatch closing arrangements and water tight doors; 5; 6 absence of overloading or impossibility to read mark draugh. Annex I to the 9.3.4.6 Area under MARPOL 73/78 (reference the givens in bracket). absence, serious deterioration 1 or failure of proper operation of the oily-water filtering equipment, the oil discharge monitoring and control system or the 15 ppm alarm arrangements the; remaining capacity of 2 slope and/or sludg tank insufficient for the intended voyage;. 3 oil record book not available (20 (5));. unauthorized discharge bypass fitted 4; 5 survey report file missing or not in conformity with Regulation 13 g ( 3) (b) of the Convention. Annex II of the 9.3.4.7 Area under MARPOL 73/78 (reference the givens in bracket) 1 absence of the P& 's Manual;. 2 cargo is not categorized (3 (4));. 3 of the cargo record book available (9 (6)); 4 transport of oil-like substances without satisfying the requirements (14) 5 discharge by-pass unauthorized fitted. Annex V the 9.3.4.8 areas under MARPOL 73/78 1. absence of the garbage management plan; 2 of the garbage record book available; 3 ship's personnel not familiar with disposal/discharge requirements of garbage management plan. 9.3.4.9 areas under the STCW 78.1 failure of seafarer to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide documentary proof that an application for an endorsement has been submitted to the flag State Administration; failure to comply 2 with the applicable safe manning requirements of the flag State Administration;. 3 failure of navigational or engineering watch arrangements to conform to the requirements specified for the ship by the flag State Administration; 4. Absence in a watch of a person qualified to operate equipment essential to the safe navigation, safety radiocommunications or the prevention of marine pollution;. 5 failure to provide proof of professional proficiency for the duties assigned to the seafarer for the safety of the ship and the prevention of pollution; Inability to provide 6 for the first watch at the of a voyage commencemen and for subsequent relieving watches persons who are sufficiently rested and otherwise fit for duty. 9.3.4.10 areas under ILO Convention. insufficient food for voyage 1 their next port; 2 insufficient potabl water for voyage to next port. excessively unsanitary conditions; 3 on board; 4 from heating in accommodation of a ship operating in areas where the temperature may be excessively low; 5 of blockag excessiv garbage, by equipment or cargo or otherwise unsafe Conde-tion in Guitar Hero/accommodation;. 6 clear evidence that watch keeping and other duty personnel for the first watch or subsequent relieving watches are impaired by fatigu ... 9.3.4.11 areas which may not warrant a detention, but where e.g. cargo operations have to be suspended. 1 failure of the proper operation (or maintenance) of the iner gas system, cargo-related gear or machinery will be considered a sufficient ground to stop cargo operations.
Annex 2 PROCEDURE FOR investigations UNDER MARPOL 73/78 contents Section 1 procedures for discharge requirements under Annex I and II of the MARPOL 73/78 discharge Contravention of Section 2 provision under Annex I to MARPOL 73/78 Section 3 Itemized list of possible evidence on the alleged contravention of the discharge provision of Annex I to MARPOL 73/78 3.1 Action on oil pollution Investigation on sighting board Investigation ashor 3.2 3.3 3.4 Information not covered by the foregoing 3.5 Conclusions Contravention of Section 4 of Annex II discharge provision under this Section 5 of MARPOL 73/78 Itemized list of possible evidence on the alleged contravention of the discharge process-sion of Annex II to MARPOL 73/78 5.1 Action on pollution 5.2 Investigation on sighting board of 5.4 5.3 Investigation ashor Information not covered by the foregoing 5.5 Conclusions Section 1. Procedures for discharge requirements under Annex I and II of the MARPOL 73/78 or Acting upon a report 1.1 notification of an alleged violation of the discharge requirements under Annex I and II of the MARPOL 73/78, the port State control officer will be guided by the procedures set out in sections 2 and 3 of this Annex with regard to their investigations into the alleged contravention of the discharge provision of Annex I to MARPOL 73/78 and in sections 4 and 5 of this Annex with regard to their investigations into the alleged contravention of the provision of Annex II discharge them MARPOL 73/ 78. When exercising control on alleged violation 1.2 of the discharge requirements under Annex I and II of the MARPOL 73/78, the port State control officer will give due regard to the provision of the Resolution of the IMO 3.4.13 3.4.1 a. 787 (19), and to the instructions of the port State Administration based on these provision. 1.3 In the event that the his investigation reveals to which are clearly deficienc hazardous to safety, health or the environment, the port State control officer will apply the provision of 3.10.1 of the memorandum. Section 2. Contravention of the discharge provision under Annex I to MARPOL 73/78 2.1 the provision of sections 2 and 3 of this Annex are intended to identify information which is often needed by a flag State Administration for the prosecution of such possible violation. 2.2 It is recommended that in preparing a port State report on deficienc, where contra-vention of the discharge requirements is involved, the authorities of the coastal or port State, be guided by the itemized list of possible evidence as shown in section 3 of this Annex. It must be borne in mind in this connection that: 1. the report aims to provide the optimal collation of obtainabl data; However, even if all the information cannot be provided, as much information as possible must be submitted. 2 it is important for all the information included in the report to be supported by facts which, when considered as a whole, would lead the port or coastal State to believe a contravention had occurred. 2.3 In addition to the port Status report, a report on deficienc must be completed by a port or coastal State, on the basis of the itemized list of possible evidence. It is important that these reports are supplemented by documents such as: 1 a statement by the observer of the pollution. In addition to the information re-quired in 3.1 of this Annex, the statement must include considerations which lead the observer to conclud that none of any other possible pollution sources is in fact the source; 2 statements concerning the sampling procedures both of the slick and on board. These must include the location and time of when the sample taken, identity of persons were (s) taking the sample and identifying the individual receipts having custody and receiving a transfer of the sample;. 3 reports of the analysis of sample taken of the slick and the on board; the reports must include the results of the analysis, a description of the method employed to refer to or to-enc cop of scientific documentation attesting to the accuracy and validity of the method employed and the name of the person performing the analysis and their experience. 4 a statement by the port State control officer on board together with the port State control officer's rank and organization;. 5 statements by the person being questioned; 6 statements by witness; 7 photographs of the oil slick; 8 COP out of relevant pages of Oil Record books, log books, discharge recordings, etc. All observations, photographs and documentation must be supported by a signed verification of their authenticity. All certification, authentication or verification shall be executed in in accordanc with the law of the State which prepare them for. All statements must be signed and dated by the person making the statement and, if possible, by a witness to the signing. The names of the persons signing statements must be printed in legibl script above or below the signature. 2.4 the report referred to in 2.2 and 2.3 of this Annex must be sent to the flag State Administration. If the coastal State observing the pollution and the port State carrying out the investigation on board are not the same, the State carrying out the latter investigation must also send a copy of its finding to the State observing the pollution and requesting the investigation. Section 3. Itemized list of possible evidence on the alleged contravention of the discharge provision of Annex I to MARPOL 73/78 3.1 Action on oil pollution of Particular sighting 3.1.1 ship or ships suspected of contravention. 1 name of ship. 2 reasons for suspecting the ship. 3 date and time (UTC) of observation or identification of the Position 4 ship. 5 Flag and port of registry. 6 type (e.g. tankers , cargo ships, passenger ships, fishing vessel), size (estimated tonnage) and other descriptive data (e.g. superstructur colour and funnel mark). 7 to Draugh condition (loaded or in ballast). 8 course and speed Approximat. 9 Position of slick in relations to ship (e.g., port, starboard astern). 10 for of the ship from which side discharge was seen emanating. 11 Whethers discharge ceased when the ship was observed or contacted by Radio 3.1.2 Particular of slick 1 date and time (UTC) of observation if different 3.1.1.3. of this Annex from the 2 Position of the oil slick in the longitude and latitude to if different from 3.1.1.4 of this Annexe 3 Approximat distance in nautical miles from the landmark of ares. 4 overall dimensions of the oil slick Approximat (length, width and percentage thereof covered by oil). Physical description of 5 oil slick (direction and form e.g. continuous, in patches or in the windrow). 6 appearance of oil slick (indicates categories). Category 1 (A) : Barely visible under most favourabl light condition. 2 Category (B): visible as silvery sheen on the water surface. 3 Category C: first trace of colour may be observed 4 Category D: bright band of colour 5 E: colours begin the Category turn nutty. 6 Category F is much darker in Colour with: 7 Sky condition (the bright sunshine, rain, etc.), light falls and visibility (kilo-meters) at the time of observation 8 sea state 9 Direction and speed of wind Direction and 10 surface speed of current 3.1.3 Identification of the observer (s). 1 the name of the observer. 2 Organizations with which the observer is affiliated (if any). 3 the Observer's status within the organization. 4 Observations made from aircraft/ship/shore/otherwise. 5 name or identity of ship or aircraft from which the observation was made 6 of ship, aircraft Specific location, place on shore or otherwise from which observations was made. 7 Activity engaged in by the observer when observation was made , for example: patrol, voyage, flight (en route from … to ….), the Method of observation and etc. 3.1.4 documentation Visual 2 1 Conventional photographs. 3 remote sensing records and/or remote sensing photograph taken from a Sample of 4.5 Any other form of slick observation (specify) Note: A photograph of the discharge must be preferably in colour. Photographs can provide the following information: that a material on the sea surface is oil; that the quantity of oil discharged does constitut a violation of the Convention; that the oil is being, or has been discharged from a particular ship; and the identity of the ship. Experience has shown that the aforementioned can be obtained with the following three photographs: 1 details of the slick taken almost vertically down from an altitude of 300 metres less than with the sun behind the photographer; an overall view of the 2 ship and "slick" showing the oil emanating from a particular ship; and 3 the details of the ship for the purpose of identification. 3.1.5 Other information if radio contact can be established. The Master informed of pollution 2 1 Explanation of master 3 Ship's last port of call. 4 Ship's next port of call. 5 name of ship's master and owner Ship's call sign 6 3.2 Investigation on board 3.2.1 Inspection of the IOPP certificate. 1 name of ship distinctive number or letters 2.3 port of registry. 4 type of ship 5 date and place of issue, date and place 6 of endorsement note : If the ship is not issued an IOPP certificate, as much as possible of the information requested must be given. 3.2.2 Inspection of the supplement to the IOPP certificate. 1 applicable paragraphs of section 2, 3, 4, 5 and 6 of the supplement to the IOPP certificate (non-oil tanker). 2 applicable paragraphs of section 2, 3, 4, 5, 6, 7, 8, 9 and 10 of the supplement to the IOPP certificate (oil tankers) Note: If the ship does not have an IOPP certificate must be given a description of the equipment and arrangements on board, designed to prevent marine pollution. 3.2.3 Inspection of Oil Record Book 1 Sufficient pages of the Record Book-part I the Oil must be copied it covers a period of 30 days prior to the reported incident Sufficient 2 pages of the Oil Record Book-part II (the if on board) must be copied to cover a full loading/unloading/ballasting and tank cleaning cycle of the ship. (A) a copy of the tank diagram must also be taken. 3.2.4 Inspection of log book 1 last port, date of departure, the forward and aft draugh. 2 current port, date of arrival, the forward and aft draugh. 3 Ship's position at or near the time the incident was reported 4 spot check if positions mentioned in the log book agree with the positions noted in the Oil Record Book. 3.2.5 Inspection of other documentation on board Other documentation relevant for evidence (if not cessary make cop) such as: 1 recent sheets ullag. 2 records of monitoring and control equipment Inspection of ship 1 Ship 3.2.6 's equipment in accordanc with the supplement of the IOPP certificate. 2 Sample taken of. State location on board. 3 traces of oil in the vicinity of the overboard discharge outlets 4 Condition of engine-room and the contents of video Izle. 5 Condition of oily water separators, filtering equipment and alarm, stopping or monitoring arrangements. 6 contents of sludg and/or holding tank. 7 sources of the leakage On the oil tanker considerabl in the following additional evidence may be: 8 Oil pertinen on surface of segregated or dedicated clean ballast Condition of 9 pump-room video Izle. 10 Condition of crude oil washing System Condition of the iner 11 gas system Condition monitoring and control of 12 system. 13 Slope tank contents (estimate quantity of water and of oil) 3.2.7 of the If statements Of the persons concerned (I) of the Oil Record Book. has not been properly completed, information on the following questions may be: 1 pertinen Was there a discharge (accidental or intentional) at the time indicated on the incident report? 2 Is the video Izle. discharge of controlled automatically? so, If 3 at what time was this system last put into operations and at what time was this system last put on manual mode? 4 If not were, what date and time of the last video Izle-discharge? 5 what was the date of the last disposal of residu and how was the disposal Is it usual effected? 6 the effect the discharge of water directly to the video Izle se, or to store video Izle water first in a collecting tank? Identify the collecting tank 7 have oil fuel tanks recently been used as ballast in the tank? If part II of the Oil Record Book has not been properly completed, information on the following questions may be: pertinen. 8 what was the cargo/ballast distribution in the ship on departure from the last port? 9 what was the cargo/ballast distribution in the ship on arrival in the current port? 10 and where was this When last effected? 11 When loading and where was the last unloading effected? 12 When and where was the last discharge of dirty ballast? 13 and where was this When last cleaning of cargo tanks? 14 When where and was the last crude oil washing operations and which tanks were washed?. 15 When where was the last and the decanting of the slope tank? 16 what is the ullag in the tank and the slope height of òàæó interface? 17 Which tanks led the dirty ballast the ballast voyage during the (if ship arrived in ballast)? 18 Which led to the clean ballast tank in the during the ballast voyage (if ship-rived in the ballast)? In addition the following information may be: 19 pertinen details of the present voyage of the ship (the previous port next port, trade). 20 contents of oil fuel and ballast tanks to 21 previous and next, type of oil bunkering fuel Availability or non-availability. 22 of reception facilities for oily waste's during the present voyage. Internal transfer of oil fuel 23 during the present voyage In the case of oil tankers of the following additional information may be be pertinen : 24 the trade the ship is engaged in, such as short/long distance, crude or product or alternating crude/product, service, oil lightering/dry bulk tanks and 25 Which clean dirty. Repairs carried out 26 or in cargo tanks envisaged miscellaneous information: 27 comments in respect of the condition of the ship's equipment 28 comments in respect of pollution report 29 Others comments in 3.3.1 analyses ashor Investigation 3.3 of the oil sample Indicates the method and results of the sample analysis of Further information ' 3.3.2 Additional information on the ship, obtained from oil terminal staff, tank cleaning contractors or shore reception facilities may be pertinen. Note: Any information under this heading is, if practicabl, it be corroborated by documentation such as signed statements, invoices, receipts, etc. 3.4 Information not covered by the foregoing 3.5 Conclusions Summing up 3.5.1 of the investigator's technical conclusions 3.5.2 Indication of the applicable provision of Annex I of MARPOL 73/78 which the ship is suspected of having contravened. 3.5.3 Did the results of the investigation warrant the filing of a deficiency report? Section 4. Contravention of the discharge provision under Annex II to MARPOL 73/78 4.1 the provision of sections 4 and 5 of this Annex are intended to identify information which will be needed by a flag State Administration for the prosecution of violation of the discharge provision under Annex II to MARPOL 73/78.4.2 It is recommended that in preparing a report on the port State to deficienc , where contra-vention of the discharge requirements is involved, the authorities of a coastal or port State will be guided by the itemized list of possible evidence as shown in section 5 of this Annex. It must be borne in mind in this connection that: 1. the report aims to provide the optimal collation of obtainabl data; However, even if all the information cannot be provided, as much information as possible must be submitted; and 2 it is important for all the information included in the report to be supported by facts which, when considered as a whole, would lead the port or coastal State to believe a contravention has occurred; and 3 the discharge may have been oil, in which case annex 2 appendix II of Annex I to MARPOL 73/78 it Control procedures applies. 4.3 In addition to the port Status report, a report on deficienc must be completed by a port or coastal State, on the basis of the itemized list of possible evidence. It is important that these reports are supplemented by documents such as: 1 a statement by the observer of the pollution. In addition to the information re-quired in 5.1 of this Annex, the statement must include considerations which have led the observer to conclud that none of any other possible pollution sources is in fact the source; 2 statements concerning the sampling procedures both of the slick and on board. These include the locations of and time when were taken, identity of the sample of per-sons (s) taking the sample and identifying the individual receipts having custody and receiving a transfer of the sample;. 3 reports of the analysis of sample taken of the slick and the on board; the reports must include the results of the analysis, a description of the method employed to refer to or to-enc cop of scientific documentation attesting to the accuracy and validity of the method employed and the name of the person performing the analysis and their experience. 4 a statement by the port State control officer on board together with the port State control officer's rank and organization;. 5 statements by the person being questioned; 6 statements by witness; 7 photographs of the slick; and the cop of relevant to 8 pages of the cargo Record Book, log book, discharge recordings, etc. All observations, photographs and documentation must be supported by a signed verification of their authenticity. All certification, authentication or verification shall be executed in in accordanc with the law of the State which prepare them for. All statements must be signed and dated by the person making the statement and, if possible, by a witness to the signing. The names of the persons signing statements must be printed in legibl script above or below the signature. 4.4 the report referred to in 4.2 and 4.3 of this Annex must be sent to the flag State Administration. If the coastal State observing the pollution and the port State carrying out the investigation on board are not the same, the State carrying out the latter investig-tion must also send a copy of its finding to the State observing the pollution and request-ing the investigation. Section 5. Itemized list of possible evidence on the alleged contravention of the provision of Annex II discharge to MARPOL 73/78 5.1 Action on pollution of Particular sighting 5.1.1 ship or ships suspected of contravention. 1 name of ship. 2 reasons for suspecting the ship. 3 date and time (UTC) of observation or identification of the Position 4 ship. 5 Flag and port of registry. 6 type by size (estimated tonnage) and other descriptive data (e.g. superstructur, colour and funnel mark). 7 to Draugh condition (loaded or in ballast). 8 course and speed Approximat. 9 Position of slick in relating their ship (e.g., port, starboard astern). 10 for of the ship from which discharge was seen emanating. 11 Whethers discharge ceased when the ship was observed or contacted by Radio 5.1.2 Particular of slick 1 date and time (UTC) of observation if different from of this Annexe 2 5.1.1.3 Position of slick in longitude and latitude if different from 5.1.1.4 of this Annexe 3 Approximat distance in nautical miles from the Depth of the ares land. 4 water according to sea chart. the overall dimensions of the slick Approximat 5 (length , width and percentage thereof covered). 6 Physical description of slick (direction and form, e.g. continuous, in patches or in the windrow). 7 Colour of slick Sky condition 8 (bright sunshine, rain, etc.), light falls and visibility (km) at the time of observation. 9 sea state Direction and speed of 10 surface wind Direction and speed of 11 current 5.1.3 Identification of the observer (s). 1 the name of the observer. 2 Organizations with which the observer is affiliated (if any). 3 the Observer's status within the organization. 4 Observations made from aircraft (ship) (shore) or otherwise. 5 name or identity of ship or aircraft from which the observation was made 6 of ship, aircraft Specific location, place on shore or otherwise from which observations was made. 7 Activity engaged in by the observer when observation was made, for example: patrol, voyage, flight (en route from ... to ...) 5.1.4 Method of observation, etc. and documentation 1. Conventional Visual 2 photographs 3 remote sensing records and/or remote sensing photograph taken from a Sample of 4.5 Any other form of slick observation (specify) Note: A photograph of the discharge must be preferably in colour. The best results may be obtained with the following three photographs: 1 details of the slick taken almost vertically down from an altitude of 300 metres less than with the sun behind the photographer; an overall view of the 2 ship and "slick" showing a substance emanating from the particular ship; and 3 the details of the ship for the purpose of identification. 5.1.5 Other informations if radio contact can be established. The Master informed of pollution 2 1 Explanation of master 3 Ship's last port of call. 4 Ship's next port of call. 5 name of ship's master and owner Ship's call sign 6 5.2 Investigation on board 5.2.1 of the Inspection certificate (CoF or NLS certificate) 1 name of ship distinctive number or letters 2.3 port of registry. 4 type of ship 5 date and place of issue 6 date and place of endorsement and A Manual Inspection of P 5.2.2. Annex II 1 list of substances the ship is permitted to carry 2 limitations as the tanks in which these substances may be carried. 3 Ship equipped with an efficient stripping system. is established at 4 Residu quantit to survey Inspection of cargo Record Book 5.2.3 Sufficient pages of the cargo Record Book should be copied to cover a full loading and ballasting-loading//and tank cleaning cycle of the ship. (A) a copy of the tank diagram should also be taken. 5.2.4 Inspection of log book 1 last port, date of departure, the forward and aft draugh. 2 current port, date of arrival, the forward and aft draugh. 3 Ship's position at or near the time the incident was reported 4 spot check if the times entered in the cargo Record Book in respect of the discharge correspond with a sufficient distance from the ares not a land, the required ship's speed and with sufficient water depth 5.2.5 Inspection of other documentation on board Other documentation relevant for evidence (if not cessary make cop) such as: 1 cargo documents of cargo presently or recently carried, together with relevant information on required unloading temperature, at cosity and/or melting point. 2 records of temperature of the substance during unloading. 3 records of monitoring equipment if Inspection of the ship 1 fitted 5.2.6. Ship's equipment in accordanc with the P and A Sample taken of; 2 Manual. State location on board. 3 Source of leakage of considerabl. 4 cargo residu on surface of segregated or dedicated clean ballast pump room the Condition of 5 video Izle. 6 Condition of monitoring system. 7 Slope tank contents (estimate the quantity of water and residu's) statements of persons concerned 5.2.7 If the cargo Record Book has not been properly completed, information on the following questions may be the pertinen : 1 There Was a discharge (accidental or intentional) at the time indicated on the incident report? 2 Which tanks are going to be loaded in the port? 3 Which tank needed cleaning at sea? Had the tanks been prewashed? 4 When and where were these cleaned? 5 Residu of which substances were involved? 6 what was done with the tank washing slope? 7 Was the slope, or cargo tank tank used as a tank, discharged at sea slope? 8 When and where was the discharge effected? 9 What are the contents of the slope tank or cargo tank used as slope tank? 10 Which tanks led the dirty ballast the ballast voyage during the (if the ship arrived in ballast)? 11 Which led the clean ballast tanks during the ballast to the voyage (IFA-rived in the ballast the ship)?. 12 details of the present voyage of the ship (the previous port next port, trade) Difficult to 13 experienced with discharge to shore reception facilities Difficult to 14 experienced with efficient stripping operations. 15 tanks with clean or in Which dirty on arrival? 16 repairs carried out or envisaged in the cargo tanks miscellaneous information. 17 comments in respect of the condition of the ship's equipment 18. Comments in respect of pollution report. 19 Others comments. 5.3 Investigation of the Analysis of sample 5.3.1 ashor's Indicates method and results of the sample analysis 5.3.2 Further information ' for Additional information on the ship, obtained from the terminal staff, tank cleaning contract-tor or shore reception facilities may be pertinen Note: Any information under this heading is, if practicabl, it be corroborated by documentation such as signed statements, invoices, receipts, etc. 5.3.3 Information from previous unloading port terminal 1 Confirmation that the ship unloaded , stripped or prewashed in accordanc with its P and A Manual 2 the nature of the difficult if any. 3 Restriction by authorities under which the ship was permitted to sail. Restriction in respect of 4 shore reception facilities 5.4 Information not covered by the foregoing Conclusions Summing up 5.5.1 of the investigator's conclusions. 2 Indication of applicable provision of Annex II to MARPOL 73/78 to which the ship is suspected of having contravened. 3 Did the results of the investigation warrant the filing of a deficiency report?
Annex 3 CONCERNING the REFUSAL of access MEASURE CERTAIN categories OF ships (A) ships subject TO REFUSAL OF access (as referred to in the section of the memorandum 3.10.5.1) Gas and chemicals tankers 1; 2. Bulk carrier; 3. Oil tankers; 4. Passenger ships. (B) the procedures RELATING TO REFUSAL OF. Access (as referred to in the section of the memorandum 3.10.5.2) 1. If the conditions described in the section of the memorandum 3.10.5.2 with me, the Authority of the port in which the ship is detained for the second or third time, as appropriate, must inform the captain and the owner or the operator of the ship in writing of the access refusal order served on the ship. The competent authority must also inform the flag State administration, the classification society concerned, the département des Systèmes d ' Information (DSI) and the Secretariat. The access refusal order will take effect as soon as the ship has been authorised to leave the port after remediation of the leading to the detention to deficienc. 2. In order to have the access refusal order lifted, the owner or the operator must address a formal request to the Authority of the State that imposed the access refusal order the. This request must be accompanied by a certificate from the flag State administration showing that the ship fully conform to the applicable provision of the international convention. The request for the lifting of the access refusal order must also be accompanied, where appropriate, by a certificate from the classification society which has the ship in class showing that the ship will conform to the standards stipulated by the class of a society. 3. The access refusal order may only be lifted following a re-inspection of the ship at an agreed port by the inspector of the Authority that imposed the refusal of access order and if evidence is provided to the satisfaction of this Authority that the vessel fully to compl with the applicable requirements of the International Convention. If the agreed port is located within the region of the memorandum, the competent authority of the State of the port of destination may, with the authoris agreement of the Authority that imposed the refusal of access order, the ship to proceed to the port of destination in question, for the sole purpose of verifying that the ship meets the conditions specified in paragraph 2. The re-inspection shall be consis of an expanded inspection that must cover at least the relevant items of section 8.3 of the annex 1 to the memorandum. All costs of this expanded inspection will be borne by the owner or the operator. 4. If the results of the expanded inspection satisfy the Authority that imposed the measure, the access refusal order must be lifted. The owner or the operator of the ship must be informed thereof in writing. The Authority must also notify its decision in writing to the flag State administration, the classification society concerned, the DSI and the Secretariat. 5. Information relating to ships that have been refused access to ports within the region of the Memorandum will be made available in the SIReNaC system and published in conformity with the provision of section 3.17 of the memorandum.
Annexe 4 INFORMATION system ON INSPECTION 1 To assist authorities in their selection of foreign flag ships to be inspected in their port it is not cessary to have at the disposal of the authorities up to date information on inspection of an individual foreign flag ships in one of the other regional ports within the preceding six months. 2 Within the French ministry in charge of transportation, the département des Systèmes d ' Information (DSI) of the Direction Générale des Affaires Maritimes et des Gen de Mer (DAMGM) is in charge of hosting and management of the inspection information system. 3 For that purpose the authorities to provide undertak DS, preferably by means of computerized data transmission, with information on ships inspected in the national port. The insertion of information into the inspection files will be realized by means of preferably direct, computerized input on a daily basis. 4 For the purpose of exchanging information, the rapid information system will embrace a communications facility which allows for a direct, computerized exchange of messages between individual authorities, including the notification as referred to in Section 3.11 of the memorandum and the exchange of information on operational violation as referred to in section 5 of the memorandum. 5 the information as in 3 and 4 above will be handled in a more standardized form and in accordanc with standardized procedures as set out in the Guide for users of the information system provided by DSI. 6 In handling the information the DSI will not amend any of the data provided by the authorities, except as provided for in the more standardized procedures ensuring the consistency of the use of certain actions taken codes. Otherwise the DSI will make amendments to their data only on a specific request of the originating Authority. 7 the DSI will organize the processing of information as in paragraph 3 above so as to ensur that inspection data with an easily accessible both for the purpose of consultation and updating in accordanc with procedures as set out in the Guide for users of the information system provided by DSI. 8 If, in the top of the information as in circumstanc 3 and 4 above cannot be provided by computerized transmission, led the information in the report of inspection shall be provided by the facilities as an alternative telefax system of exchanging information. 9 Information for administrative purpose, such as statistical information, will be provided by the secretariat under the guidance of the Committee. This will be based on data provided by DSI. 10 the information system indicated in the foregoing paragraphs will be implemented as long as the memorandum takes effect. Studies to monitor and, where not, it improves the cessary quality of the system will be carried out on a continuous basis. 11 With the consent of the Authority, on behalf of the DSI will, that Authority, submit reports to the detention International Maritime Organization in accordanc with Regulations of SOLAS 74 I/19, article 11 of the MARPOL 73/78, article 21 of the 66 LOADLIN and article X of STCW 78.12 With the consent of the Authority, on behalf of the DSI will, that Authority , submit reports to the detention International Labour Organization in accordanc with article 4 of ILO 147. Annex 5 PUBLICATION OF INFORMATION RELATED TO DETENTION AND INSPECTION (As referred to in section 3.17 of the memorandum) i. Information on ships detained will include the following:-the name of the ship; -IMO number; -type of ship; -tonnage; -year of construction as determined on the basis of the date indicated in the ship's safety certificates; -the name and address of the company of the ship; -in the case of ships carrying liquid or solid cargo in bulk, the name and address of the charterer responsible for the selection of the vessel and the type of charter; -flag State; -the classification society or classification societies, where relevant, which has/have issued to this ship the class certificates, if any; -the classification society or classification societies and/or any other party which has/have issued to this ship certificates in accordanc with the applicable convention on behalf of the flag State, stating the certificates delivered; -port and date of the last expanded inspection stating, where appropriate, whethers a detention was ordered; -port and date of the last special survey and the name of the organisation which carried out the survey; -number of the detention during the previous 24 months; -country and port of detention; -when the detention was lifted; -the duration of detention, in days; -number of deficienc to found and the reasons for detention, in clear and explicit terms; -description of the measure taken by the competent of authority and, where relevant, by the classification society as a follow-up to detention; -if the ship has been refused access to any port within the region of the memorandum, the reasons for such measure in clear and explicit terms; -indication, where relevant, of the classification society or any whethers other private body that carried out the survey has a responsibility in relations to the deficienc to which, alone or in combination, led to detention; -description of the measure-taken in the case of a ship which has been allowed to proceed to the appropriate repair yard to ares, or which has been refused access to any port within the region of the memorandum. II. Information concerning ships inspected will include the following:-the name of the ship; -IMO number; -type of ship; -tonnage; -year of construction; -the name and address of the company of the ship; -in the case of ships carrying liquid or solid cargo in bulk, the name and address of the charterer responsible for the selection of the vessel and the type of charter; -flag State; -the classification society or classification societies, where relevant, which has/have issued to this ship the class certificates, if any; -the classification society or classification societies and/or any other party which has/have issued to this ship certificates in accordanc with the applicable convention on behalf of the flag State, stating the certificates delivered; -country, port and date of inspection; -number and nature of deficienc.
Annex 6 of the criteria FOR ADHERENC QUALITATIV TO the memorandum IN ACCORDANC WITH 8.2 OF the memorandum of the Qualitativ criteria. A Maritime Authority of a State, meeting the criterion location specified in 8.2 of the memorandum, may as a full member, adher provided that all of the following criteria of the qualitativ have been met: (1) such Maritime Authority will explicitly subscribe the commitment under the memorandum, with a view to contributing to the common endeavour to eliminat the operations of sub-standard ships; 2 such Maritime Authority will have ratified all relevant instruments in force, shall be accomplished before the adherenc; 3 such Maritime Authority will have sufficient capacity to be logistically and substantially, it appropriately, enforce compliance with international maritime standards regarding maritime safety, pollution prevention and living and working conditions on board with regards to ships entitled to fly its flag, which will include the employment of properly qualified inspector is acting under the responsibility of its Administration, to be demonstrated to the satisfaction of the Committee referred to in 6.1 of the memorandum; 4 such Maritime Authority will have sufficient capacity to be logistically and it substantially comply, in full with all provision and activities specified in the memorandum in order to enhance its commitment, which will include the employment of properly qualified port State control officers acting under the responsibility of its Administration, to be demonstrated to the satisfaction of the Committee referred to in 6.1 of the memorandum; 5 a Maritime Authority, whose flag has appeared in the list of detention is exceeding the average detention percentage, as published in the annual report in any of the three years immediately preceding its application for full membership, cannot be accepted as a full member of the memorandum; 6 such Maritime Authority will, as of its effective date of membership, establish an on-line connection to the information system referred to in Annex 4; 7 such Maritime Authority will sign a financial agreement for paying its share in the operating cost of the memorandum and will, as of its effective date, pay its financial contribution to the budget as approved by the Committee referred to in 6.1 of the memorandum. Assessment of compliance with the above conditions will only be valid for each individual case and will not create a preceden for any future cases, not for the ither authorities present under the memorandum, nor for the potential new signatory.
Annex 8 minimum criteria FOR port State CONTROL officers 1. In the pursuanc of the provision of 3.8 of the memorandum, the port State control officer must be properly qualified and authorized by the Authority to carry out port State control inspection. 2. A properly qualified port State control officers must have completed a minimum of one year's service as a flag State surveyor survey and dealing with certification in accordanc with the relevant instruments and be in possession of: (a) a certificate of competency 1 as master, enabling that person to take command of a ship of 1600 tons gross tonnage or more (see STCW , Reg. (II)/2), or a certificate of competency 2 as chief engineer, enabling that person to take up that task on board a ship whose main power plant has a power equal or superior to 3000 kW (see STCW, Regulation. III/2) or 3 have passed an examination as a naval architect, mechanical engineer or an engineer related to the maritime fields and worked in that capacity for at least 5 years. The port State control officers mentioned under 1 and 2 above. must have served for a period of not less than five years at sea as officer in the deck or engine Department. 3. Alternatively, a port State control officer is deemed to be properly qualified if that person: (a) holds 1 relevant university degree or an equivalent training, and 2 has been trained and qualified at a school for ship safety inspector, and. 3 has served at least 2 years as a flag State surveyor survey and dealing with certification in accordanc with the relevant instruments. 4. A properly qualified port State control officer must be able to communicate orally and in writing with seafarer in the language most commonly spoken at sea. 5. A properly qualified port State control officer must have appropriate knowledge of the provision of the relevant instruments and of the relevant procedures on port State control. 6. Port State control officer for not fulfilling the above criteria are also accepted if they are employed for port State control by the authorities before 1 July 1996.