2021年7月TOKYO-MOU地区PSC检查情况

PART ONE

1、基本检查情况

2021年7月1日至7月31日，东京备忘录地区共开展PSC检查2017艘次，发现缺陷3469项，其中滞留船舶44艘次，滞留率为2.18%。

2、船舶滞留情况

7月份8个国家/地区实施了滞留，澳大利亚滞留艘次最多，共滞留了17艘次，其次是中国，共滞留了10艘次。

滞留率最高的国家/地区依次是：澳大利亚，9.50%；马拉西亚，4.49%；中国，2.86%。

3、滞留缺陷类别分布

7月份共开出条滞留缺陷132条，占据首位的是证书文书方面缺陷，其次是消防安全和ISM方面相关缺陷。

02 典型滞留缺陷分析

1、残骸清除责任保险  

缺陷描述：

NO WRC CERTIFICATE

未持有《残骸清除责任保险或其他财务保险证书》

公约原文：

Article 12 Compulsory insurance or other financial security，NAIROBI INTERNATIONAL CONVENTION ON THE REMOVAL OF WRECKS, 2007

1. The registered owner of a ship of 300 gross tonnage and above and flying the flag of a State Party shall be required to maintain insurance or other financial security, such as a guarantee of a bank or similar institution, to cover liability under this Convention in an amount equal to the limits of liability under the applicable national or international limitation regime, but in all cases not exceeding an amount calculated in accordance with article 6(1)(b) of the Convention on Limitation of Liability for Maritime Claims, 1976, as amended.

2．A certificate attesting that insurance or other financial security is in force in accordance with the provisions of this Convention shall be issued to each ship of 300 gross tonnage and above by the appropriate authority of the State of the ship’s registry after determining that the requirements of paragraph 1 have been complied with. With respect to a ship registered in a State Party, such certificate shall be issued or certified by the appropriate authority of the State of the ship’s registry; with respect to a ship not registered in a State Party it may be issued or certified by the appropriate authority of any State Party. This compulsory insurance certificate shall be in the form of the model set out in the annex to this Convention, and shall contain the following particulars:

(a) name of the ship, distinctive number or letters and port of registry;

(b) gross tonnage of the ship;

(c) name and principal place of business of the registered owner;

(d) IMO ship identification number;

(e) type and duration of security;

(f) name and principal place of business of insurer or other person giving security and, where appropriate, place of business where the insurance or security is established; and

(g) period of validity of the certificate, which shall not be longer than the period of validity of the insurance or other security.

分析：

2007年5月14日至18日,国际海事组织在联合国驻肯尼亚首都内罗毕办事处召开外交大会,审议并通过了《内罗毕国际残骸清除公约》明确沿岸国对专属经济区内残骸清除的权利和义务,以确保及时、有效地清除残骸并对清除费用作出补偿,填补国际法关于残骸清除制度的空白。2014年4月14日，第十个缔约国丹麦签署了《公约》，随即该公约于2015年4月14日开始生效。类似于1992年油污损害民事责任公约和2001年燃油污染损害民事责任公约，该公约规定了船东严格责任和强制保险制度，规定船舶的登记所有人有义务对公约区域内被认为具有危害的船舶残骸进行定位、标记和移除。对于300总吨及以上、悬挂缔约国船旗或进入或驶离缔约国领土内某一港口的船舶，需要安排符合公约要求的保险或其他财务担保，并且随船携带缔约国签发的证书，即《残骸清除责任保险或其他财务保险证书》。

  2、   AIS损坏未报告

缺陷描述：

AIS DAMAGED IN BAD WEATHER AND THE MASTER NOT REPORTED TO ZHOUSHAN PORT STATE.

AIS在恶劣天气中损坏，未向主管机关报告

公约原文：

SOLAS / Chapter V / Reg. 19.2.4

Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information.

SOLAS/Chapter I /Regulation 11

(c) Whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving appliances or other equipment, the master or owner of the ship shall report at the earliest opportunity to the Administration, the nominated surveyor or recognized organization responsible for issuing the relevant certificate, who shall cause investigations to be initiated to determine whether a survey, as required by regulations 7, 8, 9 or 10, is necessary. If the ship is in a port of another Contracting Government, the master or owner shall also report immediately to the appropriate authorities of the port State and the nominated surveyor or recognized organization shall ascertain that such a report has been made.

分析：

AIS作为船舶的重要航行设备，在船舶避碰等方面起到了有效和积极的作用，保证AIS设备的正常使用状态对于船舶航行安全非常重要。船舶有义务保持船舶AIS等航行设备处于正常状态，遇到类似恶劣天气等不可抗力因素导致设备的损坏，则需要船舶向船旗国或者港口国主管机关进行及时地报告。该船在遭遇恶劣天气导致AIS设备损坏后，未能尽到向港口国主管机关报告的义务，导致船舶被滞留也是在情理之中的。

   3、碳氢气体探测取样器故障

缺陷描述：

HYDROCARBON DETECTION SAMPLER IN CARGO PUMP COMPARTMENT  MALFUNCTION

货泵舱碳氢气体探测取样器故障

公约原文：

SOLAS 74/CII-2/R4 5.10 Protection of cargo pump-rooms

5.10.1 In tankers:

.3 a system for continuous monitoring of the concentration of hydrocarbon gases shall be fitted. Sampling points or detector heads shall be located in suitable positions in order that potentially dangerous leakages are readily detected. When the hydrocarbon gas concentration reaches a pre-set level which shall not be higher than 10% of the lower flammable limit, a continuous audible and visual alarm signal shall be automatically effected in the pump-room, engine control room, cargo control room and navigation bridge to alert personnel to the potential hazard;

分析：

油船货泵舱设有驳运货油的泵、扫舱泵等设备。货泵舱作为货物处所的一部分，存在液货泄漏和发生火灾的危险。出于装卸货油的需要，船员须经常进入货泵舱对相关设备进行检查和操作。货油驳运需要加热，而其中碳氢可燃气体极易在此过程中挥发泄漏，从而引发安全事故，所以气体探测设备对于货泵舱的安全性就显得尤为重要。

公约也明确了液货船液货泵舱的保护要求，船舶需要安装一个持续监测碳氢化合物气体浓度的系统。采样点或探测头应设置在适当位置，以随时探测到潜在的危险泄漏。如果碳氢化合物气体浓度达到预先设定的水平（应不高于可燃气体爆炸下限的10%），应在泵舱、轮机控制室、货物控制室和驾驶室内自动激发连续听觉和视觉报警信号，以引起有关人员对潜在危险的警觉。

 4、登乘梯固定位置错误

缺陷描述：

EMBARKATION LADDER OF SURVIVAL CRAFT FIXED ON THE WRONG POSITION CAN NOT REACH THE WATERLINE IN THE LIGHTEST SEAGOING CONDITON

救生艇筏的登乘梯固定在错误位置，导致登乘梯不能延伸到最轻载航行水线处

公约原文：

SOLAS/Chapter III /Part B /Regulation 11 - Survival craft muster and embarkation arrangements

7 An embarkation ladder complying with the requirements of paragraph 6.1.6 of the Code extending, in a single length, from the deck to the waterline in the lightest seagoing condition under all conditions of trim of up to 10° and a list of up to 20° either way shall be provided at each embarkation station or at every two adjacent embarkation stations for survival craft launched down the side of the ship. However, the Administration may permit such ladders to be replaced by approved devices to afford access to the survival craft when waterborne, provided that there shall be at least one embarkation ladder on each side of the ship. Other means of embarkation enabling descent to the water in a controlled manner may be permitted for the liferafts required by regulation 31.1.4.

分析：

登乘梯长度不足，在紧急情况下，无法保证人员顺利登入救生艇筏。公约规定，登乘梯长度在船舶纵倾10°和任何一舷横倾至20°的不利情况下，可以延伸到最轻载航行水线附近，保证船员能够利用登乘梯到达救生艇筏处并登入。产生长度不足的原因可能存在以下情况：1. 登乘梯与地铃链接处距离船舷较远 2. 船舶增配或更新登乘梯时没有考虑到船舶的最轻载水线情况 3. 船舶增配或更新登乘梯时没有考虑到横倾或者纵倾对救生艇筏登乘处高度的影响。4. 船舶登乘梯部分损坏后，移除损坏部分，进而导致长度减少。