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Vetting Inspection

Stinger: ФОРУМ ПЕРЕЕХАЛ! ВЕСЬ КОНТЕНТ ПЕРЕНЕСЕН В ПОЛНОМ ОБЪЕМЕ ОБЩАЙТЕСЬ НА НОВОЙ ПЛОЩАДКЕ--->>> http://odessacrewing.kamrbb.ru/ ================================================================= Предлагаю в этой теме начинающим танкеристам и готовящимся подняться на заветную старпомовскую должность, ума-разума набираться, а матёрым топам делиться приобретённым жизненным опытом.У соседей такая тема есть. Чем мы хуже? Все вопросы по веттингам сюда.

Ответов - 193, стр: 1 2 3 4 5 6 7 8 9 10 All

Stinger: Я отношусь к первой категории. Поэтому учить кого-либо мне рановато. А вот поделиться чужими "боками" могу. Если у кого есть замечания полученные во время веттингов, сбрасывайте. Как говорится, лучше учиться на чужих ошибках. Может своих тогда у нас будет меньше. Summary of Observations 1. Master has not attended a Shiphandling course (VIQ 3.7). Your inspector’s comment duly noted. The manning and training department will arrange for the Master to attend the simulator training for ship handling during vacation after completion of his tenure onboard the vessel. 2. Both chain stoppers were not working whilst alongside, chains were twisted (VIQ 9.23). Indeed chains were slightly twisted and therefore the riding pawl and securing pin could not be put in position when the anchor was fully entered into hawse pipe. The vessel was proceeding for mooring with pilot onboard and thus did not have sufficient time to clear the twist in cables. The Master has confirmed that after sailing from the port, the anchor cables were lowered, heaved up again after clearing the turn and was secured with the anchor bar stoppers in position 3. I.G. bleed vapour to atmosphere valve was not properly used and not provided with flame screeen (VIQ 8.39). With respect to the aforementioned observation kindly note that said valve was in closed position due to the vessel’s preparation for commencement of discharge operation as it is required. Moreover, kindly note that a flame screen has been placed on its vent pipe after departure. 4. Loading computer is tested but records were not maintained (VIQ 8.7). With respect to the above observation kindly note that required tests were done as has been noticed by your inspector. However, said tests were recorded in a floppy disk and not in a record. We have instructed the Master to ensure that a proper record will be maintained as required by the Company’s policy. He has confirmed his compliance. 5. Port lifeboat was not properly stowed (VIQ 5.47). Your inspector’s comment duly noted. Indeed the fore part of the port lifeboat was not resting properly on top of the forward cradle. This was rectified by ship’s crew after sailing by adjustment of the lifeboat falls. 6. The vessel was not provided with suitable multiple gas analyser for testing toxic gases, manual pump with draeger tubes was used instead (VIQ 5.36). Your inspector’s comment duly noted. However, kindly note that the vessel is fitted with a gas detection system in the pumproom in order to comply with the SOLAS 2000 II-2/1.6.7 requirement for continuous monitoring of the concentration of hydrocarbon gases. In addition the vessel is equipped with a portable multigas detector of four sensors (O2, HC, CO, H2S) an adaptor and a sampling hose long enough to reach the lower bottom of the pumproom. Furthermore, 4 personal detectors with 4 sensors also O2, HC, CO, H2S have been placed onboard long time ago. Draeger pump and suitable tubes are used for monitoring gases such as mercaptan and benzene which are not covered by the aforementioned gas detectors. It is worth mentioning that the reading of the instruments are always recorded prior of any entry. Please note that the crew were specifically made aware of the toxicity hazards of any cargo onboard checking for the referred toxic gases and ensuring that the atmosphere is safe for entry in any enclosed space or the pumproom. 7. E/R U.M.S. class (all time manned) was neither fitted with dead man alarm nor personal alarm procedure (VIQ 11.7). The inspector’s comment duly noted. However, kindly note that as per our Company’s policy vessels over 10 years old, even though they are classed UMS will not be operated in UMS mode and the engine room will be manned. In addition, please be advised that vessel complied with all requirements of class regarding the UMS notation. With respect to “dead man alarm” kindly note that a unit has been ordered and will be retrofitted soonest possible. 8. Bitters end were not outside the chain locker (VIQ 9.24).

probel: у нас было замечание -на последней карте при подходе к береговой линии инспектор проверял все точки на карте каждый час как поставлены и кое где запалил что было поставлено на глаз )

illi4: В некоторых компаниях Vetting Observations по их флоту присылают каждую неделю на судно.

Stinger: probel,illi4, спасибо что поддержали тему. 1. On the Sailing Direction dedicated correction folder have been found following corrections missing NtM 9/08 and 10/08 on the book NP46. (VIQ 4.16) With regards to the above observation kindly note that the Master has been cautioned and the Navigating Officer reprimanded for his lack of action on the proper correction of the list of lights. After the inspection a thorough check was carried out by the attending Marine Superintendent and it was confirmed that all other publications were updated to the NTM 22 of 2008. The observation was extensively discussed between your inspector onboard, our Marine Superintendent, the Master and the Navigating Officer who was briefed in the correct procedures for the nautical publications. Moreover, kindly note that we have received the Master’s confirmation that said publication has been corrected up to the latest NTM week 22 of 2008. 2. Photocopy of NP and ALRS books have been attached to the ship's passage plan but there was not any note to still consult the official corrections folders or if copy where also corrected until last NtM available on board. (VIQ 4.20) The above matter was extensively discussed between your inspector onboard, our Marine Superintendent, the Master and the Navigating Officer. Even though there is nothing wrong in attaching the photocopy of section of publication (provided it has been updated for any correction from NTM) it is much prudent to only make reference in the passage plan the respective section of the applicable publication. The Navigating Officer has understood the inspector’s view point and henceforth will not attach the photocopied contents from the publication; 3. Enclosed Space Entry Permits were being completed for entering ballast spaces, the form requires that atmosphere reading for toxic gas "Specify and PEL" should be inserted but on few forms was marked "0 zero" without any specification to which gas refer. (VIQ 5.24) The inspector’s comment is noted. Indeed the toxic gas measured was not recorded on the Enclosed space entry form in January 2008, however after the briefing to the Chief Officer, subsequent entries were completed correctly on the Enclosed Space entry form as noted by the inspector. 4. According to the SOPEP manual index page some revision have been done on 13Feb08 but there was not any evidence that pages have been approved by flag Administration as required by the same manual under item 3.1. (VIQ 6.6) The SOPEP revisions were submitted to the Flag State and have been approved. The approval letter together with the revised pages has been forwarded to the vessel at her forthcoming discharging port Megara Greece. The Master will confirm to our office upon receipt of same. 5. The three 2nd Mates, the 3rd Eng. and 4th Eng. Did not attended a specialised training Oil course, Repsol require for all officers the Management level. (Repsol YPF MSC) For your reference: i. All Officers must be certified for the type of tanker on which they serve. Qualification must be in accordance with STCW Regulation V/1 paragraph 2.2 complemented by Section A-V/1 paragraph 8, 15 or 22. For Officers not holding appropriate special qualification course, the Operator must provide it as soon as practicable. The inspector’s comment is noted. The officers and crew are certified as required by the STCW requirements. All senior officers have attended specialized Tanker training and have Dangerous Cargo Endorsement – Management level on their license. We note the Repsol requirement and our Manning Dept. will endeavor to obtain for above officers to attend specialized Tanker training and obtain management level DCE. Summary of observations 1. The used PMS “Danaos” was not class approved. (VIQ 11.13) The inspector’s comment is noted. Please be advised the PMS has recently been changed over to “On Line” Computerized system by DANAOS effective 1st March 2008 and in due course will be submitted to the Class for their approval if decided by the Management. The Halon fixed fire fighting system is in compliance with the Flag State requirements. Further, please be advised that the Halon system has been surveyed and certified by the Classification NK during the last dry dock as verified by the inspector. Думаю, ничего страшного, если замечания будут повторяться. Каждый возьмёт на заметку именно то, что ему нужно. Особенно ценны, лично для меня замечания именно по танкерной специфике и всему тому, за что чиф в ответе. Братцы, роемся в закромах и выкладываем, выкладываем.... Задавайте вопросы.Наши старшие братья нас не бросят, надеюсь

illi4: Back pressure gauges on unused cargo manifold were showing pressure built up about 1 to 5 kg/cm2, it was reported due to cargo leakage through their valve seat rings - spare seat rings were noted on order. Также часто делают замечание, что seaside pressure gauges were found covered. Обязательно все манометры на манифолдах с обоих бортов должны быть расчехлены.

Stinger: Вот очередной нагоняй. 1. Mooring winches brakes: the steel plate of the drums were not in good condition, it was observed rusty areas on them. (V.I.Q. 9.15) Maintenance has been carried out; minor rust has been descaled from the drum surface and drum coated. The brake bands refitted and tested under operation satisfactorily as confirmed by the Master. 2. Mooring winches were not provided with suitable spill containment around, the level and draining points were out. (V.I.Q. 6.24) Please be advised that adequate spill containment is provided for all winches from the design stage of the vessel. The containment is provided under the winch oil bath and under the hydraulic motors and piping connection. The plugs were immediately tightened in place upon being noted. The Chief Officer & the Bosun has been cautioned and instructed to ensure the plugs for all containment trays are in position properly secured. 3. Deck seal level: spring valve was not properly working (spring missing). (V.I.Q. 8.45) Maintenance has been carried out; the deck seal level indicator spring loaded valve has been overhauled, spring renewed and tested under operation as confirmed by the Master. 4. Breaker was not provided with flame screen. (V.I.Q. 8.46) The inspector’s comment is noted; however this is from the design of the PV breaker. The makers have not provided any arrangement for flame screen as the breaker is not a venting device, but it is a safety device protecting the cargo tanks from over pressurization and under pressurization.

Dredger: illi4 пишет: В некоторых компаниях Vetting Observations по их флоту присылают каждую неделю на судно. Да, это Significant and repetative observations. Не могу найти есть же за пару лет на компе

Stinger: Инспектора всегда приходят со своим компанейским склерозником.По ниму и задают вопросы.Полагаю эти шпаргалки базируются на Vessel Inspection Questionnaire (VIQ). В каком документе можно найти самый полный перечень вопросов от веттинг инспектора?

Dredger: Stinger пишет: В каком документе можно найти самый полный перечень вопросов от веттинг инспектора? Ну стандартный SIRE VIQ есть на всех судах, он постоянно обновляется, там 180 вопросов, а у каждого инспектора ещё есть свои вопросники, всё зависит от того, чей веттинг. CONOCO, REPSOL, ВР... У всех свои шпаргалки, основная масса вопросов по VIQ, но иногда такое спрашивают/проверяют что волосы дыбом встают в неприличном месте.

Stinger: Вот из последнего VIQ 3.2 Are the STCW and flag Administration’s regulations that control hours of work to minimise fatigue being followed? All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch shall be provided a minimum of 10 hours rest in any 24-hour period. The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length. The requirements for rest periods need not be maintained in the case of an emergency or drill, or in other overriding conditions. „Overriding operational conditions‟ are defined (Section B VIII/1.1) as to mean only essential shipboard work which cannot be delayed for safety or environmental reasons, or which could not have been reasonably anticipated at the commencement of the voyage. Notwithstanding the above, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours provided that any such reduction shall not extend beyond 2 days and not less than 70 hours of rest are provided in each 7-day period. (STCW Code Part A VIII/1) Note: The 2006 Maritime Labour Convention (MLC) which is expected to come into force in 2011, sets out requirements relating to working hours and hours of rest for seafarers other than watchkeepers. At the flag Administration‟s option, these may be calculated under two formulas, relating either to Hours of Work or Hours of Rest. The resulting stipulated minimum hours of rest are not the same. Under the Hours of Work calculation, a seafarer must have at least 96 hours rest per week. Under the Hours of Rest calculation, a seafarer must have at least 77 hours rest per week. Я о примечании, выделенном жирным шрифтом. К чему эти заморочки с разными формулами? Чем это обусловлено?

Dredger: Stinger пишет: К чему эти заморочки с разными формулами? Пёс его знает. Нам поставили ISF Watchkeeper хорошая вещь, но тугая, если заполнять как обычно перед проверками или в конце месяца то очень долго думает. Надо регулярно. Но инспектора довольны. Замечаний не было пока.

Dredger: VIQ 5.26 Pump room spaces were not adequately ventilated. Two fans were fitted, but one fan was being operated in the extraction mode and the other fan was being operated in the supply mode at the time of this inspection. (rectified after being pointed by the operator) VIQ 6.1 Entries made in Oil Record Book (part I) were amended by overwriting. VIQ 5.67 Inside the paint room, fitted with a sprinkler system as fixed fire extinguishing system, were noted 2 boxes containing bunker and cargo samples. Such boxes were placed higher than the sprinkler itself. VIQ 11.26 Noted a leakage of F.O. inside the Purifier Room, coming from the mechanical seal of the Boiler F.O. pump. VIQ 4.4 The time of testing the main engine ahead and astern on arrival at the previous port of Zhanjiang on 24 December 2011, after end of passage, was not recorded in either the deck log or bell book. VIQ 12.14 The Ex ’d’ rated light fitting in the Acetylene gas bottle store on the poop deck was not in good condition as the glass fitting was broken. VIQ 5.18 Ship security checks had not been adequately carried out. The rope hatch cover located on the poop deck was not secured or sealed and was easily opened to gain access. VIQ 8.23 The crude oil washing line was not in good order as a bolt was missing from the pipeline flange adjacent to No. 5 cargo tanks. VIQ 8.40 The stop valve on the inert gas branch line serving cargo tank No. 3(P) was not in good condition as the valve housing was broken and cracked and the open/closed indicator was missing. VIQ 12.13 The ventilation fan for the foc’sle store was not operational. VIQ 2.15 “Guide to Port Entry” outdated.

Stinger: Не секрет, что есть прикормленные веттинг инспектора. Как то в Йоккаичи проходили шеловский веттинг.Пришёл японец и началось. Замечаний набралось штук 40, львиная доля на чифовскую голову. Супер, индеец из Бангладеш , начал переливаться мордой лица на все цвета радуги.Преобладали буряковыве тона.Но после финального разбора полётов в капитанской каюте, все вышли довольные и счастливые. Обсервейшенов было штуки 3, незначительных. Я-то думал Шелл оч. серьёзная фирма.Ну и люди, полагал, там неподкупные. Оказалось как везде. Кто-то может сказать чьи веттинги всегда жесть, не зависимо от порта,страны,континента?

Dredger: Stinger пишет: Кто-то может сказать чьи веттинги всегда жесть, не зависимо от порта,страны,континента? ВР это однозначно, и CONOCO, имхо на первом месте. Хотя, тут ещё очень главное это способность к коммуникации с инспектором. Если тупо спорить с ним по принципу "да/нет" и упорствовать, то хуже будет). Реальные замечания признавать и не спорить, а потом в каюте за рюмкой чая или чашечкой чего ещё провести с ним дискуссию по всем замечаниям, как правило они говорят что вот мол могу скинуть 2-3-4-5-6-7-8 и т.п. замечаний, в зависимости от их количества.

Stinger: Dredger пишет: Реальные замечания признавать и не спорить, а потом в каюте за рюмкой чая или чашечкой чего Разумно.Но думаю при 40 боках чаем вопрос не решить

Dredger: VIQ 4.23 The Master was not aware of the operators requirements for the fitting of ECDIS. VIQ 5.24 More attention was required in the completion of safety permits as not all permits had been fully completed. e.g. one permit issued on 24th December did not include the location of the work, description of the work and the personnel involved. Other permits had similar problems. VIQ 5.80 The gangway and accommodation ladders had not been provided with plates showing safety requirements, maximum angle of use, safe working loads and maximum load on the bottom plate of the accommodation ladders. VIQ 11.38 The floor plates in the lower engine room were not secure in place and could be moved in an explosion making fire fighting difficult. VIQ 8.12 Following notice was posted in CCR "Under certain conditions of loading with very light density cargoes it is possible that the resultant GM, corrected for free surface, can be slightly less than 0.15 metres. The Master and officers must be aware of this and must ensure that the GM remains above 0.15 metres at all times". VIQ 8.95 Vessel was fitted with 2 decontamination showers (in manifold area), but showers did not comply with OCIMF requirement, to be operable in all ambient conditions (no re-circulation system nor heat tracings provided). VIQ 5.56 The rockets of the line throwing devices were available, but not fitted in the equipment. Devices were not ready for use. VIQ 6.21 According to the records the bunker lines were tested up their rated work pressure and not 1.5 times their rated work pressure, as recommended. VIQ 5.56 The line throwing appliances had not been armed in accordance with the manufacturer's recommendations and were not ready for use. A sticker on each of the line throwing appliances stated "For safety during transit rocket is not armed. Rocket should be prepared for use once it is on board..." VIQ 5.66 The thermal detector located in the paint locker was regularly tested with non-intrinsically safe equipment. The equipment provided to the vessel for testing the thermal detectors consisted of a high wattage reflecting lightbulb screwed into a standard light socket that had been mounted on the end of a section of conduit and supplied by a standard 220V cord and plug. VIQ 8.39 The high pressure alarms were not set to 110% of the high pressure relief setting on the tank PV valves as required. The alarms were set to sound at 1750 mm w.g. rather than 1.870 mm w.g. as required (the PV valves were set to lift at 1.700 mm w.g.). VIQ 8.87 The fixed cargo pumproom gas monitoring system had reportedly not been operational for in excess of two months. There was no evidence that the vessel's class or flag state had been made aware of the condition of the pump room monitoring system. (SOLAS 2000 II- 2/4.5.10, 1.3 and 1.6.7). VIQ 11.42 The No.1 auxiliary diesel generator was inoperable at the time of the inspection. Vessel personnel stated they were awaiting a rectifier for the generator. There was no evidence that class or the vessel's flag state had been notified. VIQ 4.24 A navigating officer was unable to show safety setting of depth and contour on the ECDIS.

illi4: Заполняю ISF Watchkeeper переодически в течении месяца и на конец месяца всё супер. Главное не запускать. Сейчас вообще по Work and Rest Hours делают High Risk Observation. Так что этому делу надо уделять внимание полюбому.

Dredger: Stinger пишет: .Но думаю при 40 боках чаем вопрос не решить Ну так бока часто бывают формальны или просто выковыряны из носа для создания предынфарктного состояния у КМ и СПК, а потом естественно с поучительным видом милостиво сбрасывать по одному замечанию в процессе чаепития. ИМХО ни один инспектор никогда не уйдёт с борта судна без замечаний, это его работа и хлеб, если замечания исчезнут то пропадёт и его работа. А вообще надо готовится к инспекциям всегда. Мы заранее по всему вопроснику VIQ всё проверяем, специально я всем по заведованию скомпилировал вопросы оттуда и проверяем. Проверил - зачеркнул. Проблема - решаем. Вечером совещание на мосту что и как движется в этом плане.... Ну это конечно наверное не везде. Ибо как говаривал один товарищ "прошли веттинг, не прошли, а зарплату всё равно заплатят - зачем напрягатся?". Вот такие пироги.

Stinger: Когда я писал про прикормленных инспекторов, то подразумевал что бабло побеждает зло. Дэнгы,дэнгы берут!

Stinger: Ещё замечание 1. Magnetic compass was not provided with off-course alarm. (Repsol YPF Minimum Safety Criteria) For your reference: a. Magnetic compass off-course alarm. If the device not yet available should be provided not later than the next dry dock. Equivalent system will be considered. Your inspector’s above comment has been duly noted. Kindly note that our Technical Department will install the magnetic compass at the first opportunity.

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