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Vetting Inspection

Stinger: 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

illi4: wartist пишет: Откуда такая информация? В компанейском SMS было прописано и отдельно баллоны с азотом на суда не присылали.

wartist: А чем тогда О, калибровать на кислородомерах, включая СИГ,Вапор,и Вимекс датчики??? если баллоны не присылают. А вот гелием нельзя-это и в мануалах к прибору написано.А про азот ничего не нашел.

wartist: И еще такой нюанс в танках кислород меняют(инертных) так что получается раз померял,и выкинул сенсор ? Они ведь для того и рассчитаны чтоб работать в агрессивной среде.

illi4: wartist выше писалось про калибровку непосредственно Drager X-AM 7000, про других производителей речи не было. Как калибруют механики кислородомер на СИГ это не мой бизнес. Сейчас у меня, например, были Riken Keiki, так их азотом калибровал, но это уже в другой конторе. В танках же среда не абсолютно инертная, за свою практику менее 2% О2 ущё не видел (это на нефтевозах, за химики с нитроген-генераторами говорить не буду). А вообще для кислородных сенсоров (говорю про Drager) Fresh Air Calibration, вполне достаточно. Оно же будет и Zero Calibration для остальных сенсоров (CO, H2S, HC).

wartist: Я это все тоже понимаю, просто вы говорите , что компания не присылает азот, а если те же Рикен Кеики калибровать то чем? Но речь шла действительно о Х-ам 7000, с этим прибором я столкнулся впервые и сложность у меня возникла потому , что мануал по использованию есть на всех языках(и на судне и в интернете), а вот технический мануал где и описывается калибровка - найти пока не получается.Поэтому и интересовался. И у меня в нем всего два сенсора кислород и Гидрокарбоны.

illi4: Рикен у меня уже в другой конторе, там азот присылают без проблем. Если Драгеры на судне есть, то мануалы с калибровкой тоже должны где-то быть.

illi4: Нашёл в SMS прошлой компании: "Note that O2 is factory set and the analyser can only be calibrated in fresh air. Nitrogen must not be used". Ещё раз повторюсь, что это требование отдельно взятой компании и для конкретного прибора (Drager X-AM 7000).

shchuchka: illi4 Иногда ноль не то что не рекомендуетсся, а запрещено выводить нитрогеном тк сенсор может накрыться.Присылают специальный калибровочный газ и естесственно это должно в мануиле быть прописано и СМС тут не при чем ,разве что только компания не работает всю свою жизнь только именно с одним типом аналазЭров..но это вряд ли..Не видел такого. Ну это для палубных игрушек, для СиГа еще не встерчал, чтоб чем-то окромя азота калибровалось, всегда рядышком баллон стоит у нормальных мехов.

illi4: shchuchka пишет: СМС тут не при чем ,разве что только компания не работает всю свою жизнь только именно с одним типом аналазЭров..но это вряд ли.. Как раз в той компании и были на всех судах одни и те же Drager X-AM 7000, и в СМС прописаны требования по калибровкам, вплоть до концентрации отдельных газов. С одной стороны это хорошо. На какое бы компанейское судно не пришёл, везде одни и те же аналайзеры и не нужно заново изучать мануалы по использованию и калибровкам.

semal: Доброго всем времени суток! Вот и с меня "ниточка на рубашечку" One of our tanker vessels had recently undergone a Shell vetting around Singapore and the following notes are to share with you and to take note of some other instructions that we may have under each observation as found; 1. SERS expired on 31st Oct 2011, issued under MARPOL Reg 37.4. Shore Based Maintenance expired 30th Nov 2011. Our comments to SIRE: The SERS renewal certificate was already issued on the 4th Oct 2011 and delivered to the vessel on the 10th Oct 2011 at Map Ta Phut, Thailand. Unfortunately it was not filed in the SOPEP promptly because of the ongoing cargo operation and the ensuing in-house Petronas vetting at that time. Henceforth, the new certificate was kept in the Master's in-tray and due to oversight did not display it at time of vetting. Please note that the new certificate has been reinstated in the SOPEP file. Master was instructed to replace all newly received certificates promptly to avoid similar situation. Please note that the Shore Based Maintenance Cert was already in process of renewal with the service provider Radio Holland before the inspection. However, the service provider was unable to issue the new certificate prior the expiry date due to their computer system breakdown as reported. However, they had confirmed via email that the renewal has been accepted. Please be informed that the new certificate was already delivered to the vessel on the 8th Dec 2011 when their system was restored. Our instructions to vessels: Pls be reminded again that any new certs that are newly received on board should be immediately kept into the respective files, folder, etc. This, as you know, is to prevent things like the above from happening, ie. leaving it somewhere and then forgot about it and later might even lost the document. 2. CE, recorded routine 0800-1200 hrs, 1300-1700 hrs on 27th Nov 2011. Vessel was on SBE from 0024 hrs to all fast at Balikpapan at 0154 hrs. This duration was reflected as resting. Our comments to SIRE: Upon investigation with Chief Engineer, it was found that the record was a clerical error and had been corrected accordingly. The Chief Engineer was cautioned by the SUPT to be more careful when logging down the rest hour records. This will be checked again during vessel next call to Singapore by the Supt-in-charge to confirm that this has been complied with. A circular will also be sent to the fleet as a reminder to maintain rest hours record correctly. Our instructions to vessels: Rest hour Log and all other documents such log books, oil record books etc are official documents and always subject to 3rd parties scrutiny like PSC, auditor, etc. Hence, it is very crucial that the person filling it up must do it diligently and not to regard it as small matter / careless behavior since it may not be instantly found out but maybe after 1-2 months later it can still be pointed as non-compliance to the system. Hence, GET IT RIGHT FIRST TIME is always a good policy to adopt and this will get us far away from trouble like this. 3. Only one OOW, one helmsman was listed for arrival Singapore on 3rd Dec 2011. Operator required an additional Lookout. Our comments to SIRE: On further confirmation by the Master, the bridge was actually manned as per company watch-keeping policy for arrival ports with additional officer and extra lookout. However, it was not recorded in the deck logbook due to oversight. The Master had taken note of the matter and had advised all Navigating Officers to ensure such record to be entered into the relevant log book accordingly. All fleet vessels were accordingly reminded via circular to ensure the making of proper log entries. A Navigation Audit Plan has been made up and to include this finding to be looked into in order to avoid any repeat. Our instructions to vessels: Self-explanatory as above. 4. Pilot ladder side ropes were open ended below the last steps, secured together by tape. Our comments to SIRE: Please note that the Pilot ladder side ropes were actually spliced together at the end and additionally a protective tape was put in place to cover the splicing neatly. Upon comment from Inspector, the tape was removed immediately as to serve as an indication that the ends were properly spliced. Our instructions to vessels: Self-explanatory. 5. Enclosed space permit dated 12th Nov 2011, covering ballast tanks √ Fore Peak, 5W, 6W, 4W indicated that the Chief Officer was responsible officer & team leader who entered simultaneously. Our comments to SIRE: As per company policy the master is overall in-charge of all such operations. In this event the C/O was inspecting the tanks while Master was monitoring the entire process with an additional officer and a crew member at the entrance of the tanks. Our instructions to vessels: Self-explanatory. 6. 2 nos of foam isolating valves did not close totally. Our comments to SIRE: Please be informed that the maintenance of all fire-fighting system valves are being carried out regularly as per PMS with weekly routine to check for their operation. However, at time of inspection, the 2 valves were not closing fully. After further checking, it was noted that due to salt deposit internally, the valves were not seating snugly . Both valves were serviced immediately and thereafter tested and found in good working condition. Our instructions to vessels: Self-explanatory. 7. The vessel records Hotwork permit for work on boat deck & bridge wings on 29th & 28th Aug 2011. No safety meeting was recorded. (The master indicated these were conducted), Operator consent was available. Our comments to SIRE: As per the company procedures for hotwork, the safety meeting is included and logged into the Risk Assessment form itself and submit to the company via e-mail for approval. Hence, there was no separate records made to reflect that this meeting was conducted. In view of the inspectorфs comments, a circular would be made to instruct fleet vessel to comply by making entries into the Deck Log Book for any future such work to be done. The company hot work checklist will be reviewed during upcoming QAC meeting and to include a separate entry for reflecting of safety meetings being carried out. This would be done by Jan'12. Our instructions to vessels: Self-explanatory. 8. No cautionary note or instruction for OOW-Bridge to be contacted prior use of OWS. Our comments to SIRE: Please be informed that there are procedures established for duty engineer to inform Bridge prior using the OWS. A prominent notice is stenciled on the OWS in this regard. However, as per inspector's comment, additional notices were made and displayed in various locations including ECR and Bridge to address this matter. The present company procedures will also be reviewed in Jan'12 in order to reflect this action and to circulate among the fleet upon completion. Our instructions to vessels: Self-explanatory. 9. SOPEP Operator Emergency contact list was not updated for changes to Dep DPA. Our comments to SIRE: We have a procedure in place for updating all the shipboard manuals including the SOPEP. The emergency contacts list was already updated and was being sent to the vessel in the mail at the time of inspection. Vessel received the list at Singapore on the 5th Dec 2011. Our instructions to vessels: Self-explanatory. 10. Acids & Alkali drums were commingled. Our comments to SIRE: Please note that the vessel was receiving stores and spares at the time of inspection. Unfortunately the acids and alkali drums were not arranged at their respective storage spaces at the time of inspection since there was checking of stores and verifying of items been received. Subsequently on same day, all chemical drums were stowed in proper order. Our instructions to vessels: Self-explanatory. 11. Bunker Safety checklist dated 22 Oct 11, 14th Sept 11, R was left blank and toxicity was not listed. Our comments to SIRE: This observation is very much regretted. Upon further investigation on board it was learnt that the Chief Engineer had failed to maintain proper record and thus not complying to company's bunkering procedures. Supt & Master had conducted a briefing to all senior officers regarding proper completion of the bunker safety checklist on 4th Dec 2011. The Chief Engineer was warned by the attending Supt to follow proper procedure of maintaining bunkering records and he was also explained on the importance of such records to be displayed clearly. Follow up action has been implemented to receive the next bunkering checklists by the Supt in order to ensure Chief Engineer has understood the instructions. During the next bunkering operation in Singapore, the Supt-in-charge will re-visit the vessel to ensure that all bunkering checklist will be duly filled and executed accordingly. A further reminder on this matter was sent to all fleet vessels to ensure proper filling up all checklists. Our instructions to vessels: Bunkering checklist and all other forms provided by the company must be duly filled up accordingly when in use. Please do not leave ⌠blanksЖ but if nothing to put or ⌠not applicableЖ can just put ⌠NAЖ. If Chief Engineer is unsure or has doubts he must always ask company to assist or Supt to explain and not to allow such documents to be kept in the file and waiting for 3rd party inspectors to check and issue NC or observations.

semal: А вот ещё выискал для этой темы: Fleet Experience Sharing (Vetting) 2012-SEPTEMBER TO: ALL VESSELS THIS INFORMATION IS CONFIDENTIAL AND SHALL NOT BE DISCLOSED TO THIRD PARTIES. Dear Captain and Crew, In order to improve our vetting performance constantly the Vetting department wants to share vetting information regularly Fleet - wide. The aim is not to blame any vessel, Crew or Person; it is to prevent reoccurrence during future inspections. We do not mention the name of the vessel or any involved person for this reason. The Listed observations / questions were identified during Vetting inspections or are identified by the company representative before the inspection takes place. These findings were not always necessarily noted as observation but could have resulted in such. Therefore each vessel shall disuse these observations as per below checklist and check on board for correctness to avoid reoccurrences. Once the checklist is completed and signed by responsible Officer, a signed copy shall be returned to the Vetting Department. Any Feedback or remark for future experience sharing is welcome. In case of any questions do not hesitate to contact the vetting department (vetting@cst-shipping.com) directly. Best regards Vetting Department List of Observations Master: ___________________ Chief Officer: ________________ C/E: __________________ (Name in block Letter) Master Observation OK Date & Signature 1 Are times and helmsman recorded for times under manual steering? (handovers / change of helmsman have to be recorded as well) 2 Is the foam certificate identifying correct foam and is it valid? (Alcohol resistant or not?) 3 Are expired certificates removed from certificate folder? 4 Does the muster list identify substitutes for key personnel? 5 Are inventory records of the Oil record book in line with listed tanks inside IOPP certificate? 6 Are GMDSS records made as described per VIQ 10.7&10.8? (especially battery checks and checks of cables) 7 Are weekly safety tests as required by FHB carried out a recorded correctly and in time? (Electrician/(C/O)/3rd Officer) 8 Is the LSA plan up to date? (Knotted rope replaced by ladder?) 9 Are pyrotechnics stored on bridge identified by number on self-illuminated label? 10 Dos the VDR retrieval procedure identifies how to take data storage with crew in case of abandoning? 11 Are withdrawn charts removed from the bridge? 12 Are masters random checks of nautical publication recorded including number of random charts or publication? Remarks / Feedback: Deck (Chief Officer) Observation OK Date & Signature 1 Is the extension hose for Dräger Hand Pump or other gas detectors available? (Including adapter / no self-made allowed / sufficient length?) 2 Are foam and fire line isolation valves clearly marked? (kind of valve and open / closed direction) 3 Life Raft labels in good condition and not bleached out? (persons / last service …) 4 Are any self-illuminated safety labels over painted? 5 Are all lifebuoy lights used on cargo deck area of ATEX type? 6 Is the Oxygen & Acetylene Store labelled clearly visible on the outside? Are Oxygen and Acetylene store separately? Are oxygen & acetylene bottles secured properly? (A rope is not an acceptable means for securing gas bottles!) 7 Are all manometers calibrated? (Do not show less than 0 pressure?) 8 Are expiry dates of MOB stencilled on the bulkhead for easy reference? Is MOB rigged correctly? 9 Are all foam Monitor and isolation valves working easily? 10 Are all flame arrestors in good condition? 11 Are IG valve indicators clearly visible and open closed positions easy to identify? 12 Are all Emergency lights clearly marked? 13 Are all stores in good order? (Clean and tools have designated places ect., especially paint store, no drums shall be stored above sprinkler height!) 14 Are all ventilation heads clearly marked for open closed direction? 15 Are all Antenna fitting in good condition and are all Antenna cables in good condition? 16 Are all door self-closing devices in place and adjusted? 17 Are Drums secured by wire rope? 18 Have portable air driven pumps fixed mounting or have proper attached mounting to prevent movement when used? Do have earth connections proper connections to the pump? 19 Is international shore connection equipped with bolds and spanners? 20 Is the Lifeboat on load release system (where applicable) in good condition? 21 Are torches of LSA equipment in good condition? (Batteries without sign of oxidising/ expired?) 22 Expiry date of span gas ok? 23 Are Filter masks removed as per Circular? 24 Are Antenna radiation areas clearly marked as required? Remarks / Feedback: Engine Room (C/E) Observation OK Date & Signature 1 Is all Engine staff able to demonstrate Critical Equipment inside AMOS? 2 Is there only one clearly identified Critical Spare Part List available? (not several excel sheets) 3 Are all Flame arrestors from Engine Tanks in good condition? 4 Is the welding curtain in good condition? (free of wholes) 5 Is the Bunker line hydrostatically tested? (air is not an acceptable medium) 6 Is the safety harness inside escape trunks attached to the rope? 7 Are all EEBD in the engine room showing correct pressure? (not too much or too less/ must be inside green area) 8 Are lights inside the engine room in good order? (No broken lights?) 9 Are all cable connections and switches in good condition? (no open cables or electrical boxes / especially inside laundry) 10 Are Chain blocks clearly marked in order to identify respective certificate? 11 Are all isolation mattes of approved type? (maker marking must be on the mat itself to identify respective certificate) 12 Are ventilations of computers inside ECR free of dust? 13 Are all ventilation flaps clearly marked for open / closed? 14 Are all emergency operation instructions in place? (Emergency fire pump / Emergency Generator / Blackout …) 15 Is the Engine store well organized, clean and tidy? Remarks / Feedback: Соглашусь с мнением, что инспектор без замечаний не уйдёт, какой бы он ни был "свой" или прикормленый. Лучше, если это конструктивные ляпы или офисная недоработка хуже, когда общеизвестные косяки ещё и с намёком на high risk.

cтрелок-радист: semal пишет: Соглашусь с мнением, что инспектор без замечаний не уйдёт вы ошибаетесь, уверяю вас. у меня только за прошлый год был Шелл и еще по-моему Статойл БЕЗ замечаний (zero deficiencies). еще рекомендую хотя бы читать то что сюда копипастите: "THIS INFORMATION IS CONFIDENTIAL AND SHALL NOT BE DISCLOSED TO THIRD PARTIES." - перевести?

spooner: мне так нравятся такие посты посты,как у стрелка-радиста,тут спасибо надо сказать человеку,что делится не для них с ними, а для вас с нами,лично я считаю,что любой мало-мальский совет всегда поможет,спасибо,Semal

semal: Да ладно Вам, в самом деле! Я думаю, Шелл и др. не против, а только за, если с этой темы каждый из нас возьмёт для себя кое-что полезное, а лучше всё, и не повторит ошибки других. Я лично для себя все полезности этой темы скопипастил, как вы точно выразились - буду анализировать и мотать на ус. По поводу "Без замечаний", то в машине это и на моей практике бывало не раз, а вот в целом по судну, что-то да писали, что, однако, не мешало получать бонус за успешно пройденный ветинг.

04eHb cTpaHH0: И так. Заделюсь довольно таки редкой штукой ребятки. Вот наши замечания, может кому что пригодится. Инспектор придира ещё тот. Веттинг проводился в течении 4 дней. Как обычно выгрузка день и дополнительно два дня погрузки + по пол дня перехода. Off-shore vetting inspection for Shuttle Tanker carried out by STATOIL. OBSERVATIONS: 1) The Master, 2nd Eng, Jr. Ch.Off had not attended a Makers BLS (BOW LOADING SYSTEM) course. 2) Neither the Electrician nor the Ch. Eng had attended Artemis and HIPAP maintenance course. Required for one of two positions. 3) The JDPO had not attended a DP simulator course. Only Ukrainian Basic. (дискриминация, сволочи) 4) The JDPO did not speak or understand any Scandinavian language. Strictly required to have Norvegian speaking back-up DPO for upcoming ****** cargo. (вот одна из причин, почему сектор Северного моря для нас закрыт частично). 5) Port entrance door to the accomodation which was marked: "To be kept closed during cargo operations" was left open during ONGOING cargo operation. However, the inner door was closed. 6) The foam monitor in the fore mast appeared to be stuck in upper position. (Он гидравлический) 7) During testing of BLS deluge system, the nozzle on starboard side of the bpw roller appeared to be partly clogged by salt. Rectified during inspection. 8) Some repairs of the BLS deemed necessary by the Maker after service of the system last November was still not carried out. Required spares now on order. Requested by the vessel in January (веттинг был проведён в середине марта) 9) the protective rail across the bow gate space consisted only of one chain about 1 m. above yhe deck. No base board was installed. 10) Some gear, included two mooring ropes were stored unsecured at the poop deck. Rectified during the inspection. 11) Port anchir was not fully housed. Rectified during the inspection. Вот такие пироги он за 4 дня накопал.

CoolChemist: Только что прошли Chevron vetting Слава Кришне По машине одно замечание, которое заректифаили на месте, но инспектор сказал, что ему что-то надо написать ибо бюрократию никто не отменял. Танкеристы меня поймут Дед первый раз в должности, триста раз в день паника в виде поноса, нервные припадки и конвульсии... сами дебилы придумали все свои бумажки, а потом людям нервы портят....как меня это достало. В общем смотрел следующее: 1. PMS, апдейт ЗИПа в нем, посмотрел класс аппрув к PMS. 2. UMS лог и check list к нему. 3. ER log book, сверил там время по записям в UMS чек-листах. 4. Bunker check list. 5. 3 & 6 monthly machinery lub.oil test records. 6. Chief Eng. Standing Orders. 7. 440/220V Insulation . 8. OWS 15 ppm. 9. Bilge alarms. 10. FRAMO room, oil mist alarm test. 11. Активировали один БЗК на АДГ благо система позволяет в одиночку его закрывать. 12. Em'cy lightings. 13. Спросил как работает dead man system, но не проверял. 14. Осмотрел все seals на OWS o/b pipings и Em'cy o/b bilge suction v/v. 15. Проверил наличие плаката в ЦПУ по требованиям SECA area, поинтересовался на каком топливе мы ездим и на чем сейчас ГД, ДГ и котлы. 16. Проверил последний отчет по бункеру, посмотрел процент серы в нем. 17. Запуск АДГ и шлюпки. Попутно посмотрел колодцы, удивился что там сухо ( у нас тьфу-тьфу ничего не течет), движки, ФРАМО, сепараторную. Вот так как-то Суперу отзвонили сразу, тот обещал всех расцеловать в десна Теперь со спокойной душой можно ехать домой...

Siva: CoolChemist пишет: Дед первый раз в должности а как насчет замечания по матрице? Я так понимаю/ помню, что у тебя нет 36 мес в должности что бы его перекрыть. Али у вас с этим не строго, либо ты отнес это к замечаниям компанейским? Или ступили и не проверили? Или у шеврона вообще нет заморочек по поводу матрицы?

CoolChemist: Siva все вопросы решаемы в этом мире Индус этот в компании 7 лет, так что все у нас everything matching by Matrix.

chief_engineer: CoolChemist А мы вот 22 мая прошли Shell in Pajaritos. Приехал инспектор с Хьюстона. Ничего так прошли, 2 замечания всего, по машине ни одного. В компании праздник был по этому поводу.

Siva: chief_engineer А это перманентное замечание от шела "кнехт на баке на так приварен", хз его знает как по шеловски надо приваривать, я точно не знаю в чем там дело, старпомы/ капитаны в курсе. Помню что постоянно шеловцы лупили на всех лодках, мол везде не так как они хотят. Или они уже устали всем писать одно и тоже на протяжении многих лет, один черт никто не переваривал в драй доке:)



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