船舶防污底系统检查导则(英文版)(pdf 23页)
2001年国际控制船舶有害防污底系统与PSC检查
2001年国际控制船舶有害防污底系统公约》的港口国监督(PSC)检查（一）PSC检查的依据：1、2001年国际控制船舶有害防污底系统公约第10、11、12、13条和附则1、附则4。
2、(海上环境保护委员会)MEPC.105(49)––《船舶防污底系统检查指南》。
3.MEPC.104.(49)––《船舶防污底系统简单取样指南》。
(二)PSC检查的开展1、证书的检查：公约要求400 总吨及以上的国际航行船舶（不包括固定或浮式平台、FSUs、FPSOs）在投入营运之前或第一次签发《国际防污底系统证书》之前要进行初次检验；以及在改变或替换船舶防污底系统时进行检验。
对于船长大于24m 但小于400 总吨的船舶，将要求携带一份由船东或船东的代理签署的《防污底系统声明》，声明要附有适当的证明凭据，例如油漆收据或合同单。
PSCO在具体实施检查船舶《国际防污底系统证书》或《防污底系统声明》证书时首先须判断其有效性，证书须按附则4中所规定的格式，至少用英文、法文或西班牙文写成（如果证书中还使用了发证国的官方语言，在出现争议或不一致的情况时，以发证国的官方语言为准）。
其次确认证书已由主管机关或认可组织签名或签署并表明所要求的检验已经正确执行，在此过程中应注意验证在签发证书前的初次检验应符合船舶日志中所列的干坞期。
检查过程中证书失效通常情况是：（1）改变或替换了防污底系统而证书未根据本公约加以签证；（2）在船舶改挂另一国国旗时，只有在签发新证书的缔约国确认该船业已满足本公约时才能签发新证书；如果变更船旗系在两个缔约国之间进行，并在变更船旗后的三个月内收到请求，前一个船旗国政府应尽速将变更船旗前该船所携的证书副本一份送交该船的新主管机关。
如果有相关检验报告，也应将其副本一份送交新的主管机关。
否则，签发的新证书无效。
2、进行AFS的简单取样检查：具体的取样方式和要点可查阅《船舶防污底系统简单取样指南》，在此不再赘述。
但须注意的是：取样过程不可影响船舶AFS的完整性、结构或功能，处理取样结果所需的时间不得构成对船舶不当的营运延误。
中英文船舶防污染管理规定
修改记录Amendment Record船舶防污染管理规定Vessel Prevention Pollution1目的Objectives为了船舶安全营运，防止船舶对海洋和环境造成污染，确保公司及船舶对一切可能造成的污染采取有效的防范措施。
This regulation is compiled to ensure the safe operation and prevent the pollution to the oceans and environment and to make the effective pollution-prevention measures enforced by company and vessels.2职责Responsibilities2.1公司职责Responsibilities of The Company−公司的相关职能部门要遵守国际、国内防污染的有关法规，参加公司的应急反应，为防止船舶造成污染提供必要的岸基支持。
The relevant department of the company should abide by theinternational and domestic pollution prevention rules andregulation, participate in the emergency maneuver, andprovide necessary onshore support to the prevention ofpollution by vessels.−机务部对于船上防污染设备运转的可靠性提供技术保证。
Technical department should provide technical guarantee tothe reliability of the pollution prevention machine.−ISM部负责防污染设备的检查，监督防污染措施的实施。
第六章 防止船舶生活污水污染
船舶防污染技术
Marine Pollution Prevention Technology
第六章 防止船舶生活污水污染
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ቤተ መጻሕፍቲ ባይዱ
6.高压氧化方式
船舶防污染技术
Marine Pollution Prevention Technology
第六章 防止船舶生活污水污染
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该种方式是先将含有固体有机物的生活污水经过预 热后，引入高压容器中并在其中进行氧化反应，有机物氧 化成二氧化碳和水的过程中还会释放出大量的能量，使得 混合液的温度进一步增加，然后通过分离装臵将气体和蒸 汽分离排出，而被氧化消毒的二次混合液再经一系列的物 理过程使其中的固体杂质与水分离，固体杂质可投入焚烧 炉燃烧或直接排出舷外，分离后比较洁净的水即可作冲洗 水，亦可直接排出。
船舶防污染技术
Marine Pollution Prevention Technology
第六章 防止船舶生活污水污染
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第六章 防止船舶生活污水污染 Chapter 6 Prevention of pollution by sewage from ships
主要内容：船舶生活污水来源以及评价指标；MARPOL 73/78对 于防止船舶生活污水污染的要求；常用的生活污水处理方法； 典型处理装置的工作流程；设备在管理中应注意的问题。
船舶防污染技术
Marine Pollution Prevention Technology
第六章 防止船舶生活污水污染
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3.电化学处理方式 该方法也是通过凝聚、沉淀、过滤等手段来消除水中的 固体物质，降低BOD5 ，通过消毒处理后再行排放的一种处 理方法。 使固体凝聚的方式与上述的物理—化学方法不同，其依 靠外部电场产生的凝结作用来完成凝结过程。
《2001年国际控制船舶有害防污底系统公约》港口国监督检查指南(中文版)
附则4 2011年船舶防污系统检查指南海上环境保护委员会忆及国际海事组织公约第38（a）条关于国际防止和控制海上污染公约赋予海上环境保护委员会的职能，忆及于2001年10月召开的2001年国际控制船舶有害防污底系统会议通过的2001年国际控制船舶有害防污底系统公约（AFS公约），以及四个大会决议，进一步忆及AFS公约第II条规定的本公约适用的船舶可以在缔约方的任何港口，船厂，近海装卸码头接收该缔约方授权的官员检查，以便确定船舶是否符合本公约的规定，注意到AFS公约第3（3）条规定，本公约各缔约方在必要时应运用本公约的要求，以保证对非本公约缔约国船舶不给予最为优厚的待遇。
还注意到大会于2003年7月18日通过的船舶防污底系统检查指南的MEPC.105(49)决议；进一步注意到经MEPC.105(49)决议，会议决定根据实践经验对2003导则保持审订。
已考虑到，在其62次会议期间，船旗国履约分委会在其19次会议上，准备了2011船舶防污底系统检查指南草案。
1．通过了2011船舶防污底系统检查指南，其内容见本决议附件；2．提请各政府从事港口国检查时采用2011导则3．建议2011导则作为A787（19）及其修正的决议关于港口国控制程序的修正案予以通过。
4．同意根据实践经验对2011导则进行修订和评审。
5．取消了MEPC.105(49)决议通过的船舶防污底系统检查导则附件2011船舶防污底系统检查导则1 介绍1.1 AFS公约第11条规定了港口国履行对船舶防污染系统执行检查的权利。
执行检查的导则如下：1.2 400总吨及以上的从事国际航行的船舶（不包括固定或浮动的平台，FSUs 和 FPSOs ）在投入营运之前或首次签发国际防污底系统证书之前应进行初始检验，当防污底系统发生改变或更换时，应进行一次检验。
FSUs：浮式存储装臵；FPSOs：浮式生产储存和卸货装臵；1.3 除固定的或浮动的平台、FSUs 和 FPSOs外，24米及以上的且小于400总吨的从事国际航行的船舶必须持有一份由船东或授权代理商签发的防污底系统声明，此声明应与相关文件相符合，如：一份油漆接受单或合同票据。
船舶防污底系统检验指南
２ ）确认船 舶 所应 用 的防污底 系统持有 有效 的
Ｃ Ｓ 船用产 品证 书和／ Ｃ 或工厂认 可证书 ；
第２ 章
船舶检验
３ 确认 在应用过 程 中所用 的防污底系统 的容 器 ）
２１ 一般要求 ．
２１ 防污底 系统检验包括初 次检验和 附加检验 。 ．１ ． ２１ 初次检验应 尽量与干坞 检验～起进 行 。 ．２ ． ２１ 影 响船 舶防污底系统 的船舶重 大改装应 按新 ．３ ． 造 船初次检验要求进 行 。
公约 的非欧盟 成员国 国旗 的船舶 ；
１ ． 对 于 申请 签发 法定证 书 的船舶 ，上述 ｌ３１ ．２ ３ －． 控制措施 的实施时 间应满 足防污底 公约 的要求或者
（ ）欧盟格式 《 ２ 国际防污底系统证书 》（ 式 格 Ｃ Ｆ （ Ｕ） Ａ Ｅ ）及 《 防污底系统 记录》（ 格式 Ｒ Ｆ Ａ ）适 用于悬挂 未接受 Ａ Ｓ 公 约的欧盟成 员国 国旗 的船 Ｆ
船舶防污底系统检验指南
中 国船 级 社
（０ ８ ２０ ）
第１ 章
通则
舶；
１１ 目的和适 用范围 ． １１ 本指南 旨在规 定船舶防污底 系统检 验要求 ， ．． １ 确保 船舶及其所应用 的防污底系统满足适 用的规定
要求 。
４ 证 书记录签署 页： ） 系指 当船舶防污底系统进 行 附加检验后而对证 书记录进行签署 的正式文件 ， 对 １ ．３ ． １ ）定义 中使用欧盟格式证 书的船舶 ，应使 ２ 用 欧盟格式 的证 书记录签署页 （ 格式 Ｒ Ｆ Ｅ Ｅ ） Ａ — （ Ｕ） ， 除此 以外均应使 用通用格式 的证 书记录签署 页 （ 格
或包 装上 的产 品标识与 申请 书所述系 统的一致性 ；
IMOMSC.Circ648-船舶生活污水系统操作、检查、保养指南
IMOGUIDELINES FOR THE OPERATION, INSPECTION AND MAINTENANCE OF SHIP SEWAGE SYSTEMS1 The Maritime Safety Committee, at its sixty-first session (7-11 December 1992), instructed the Sub-Committee on Ship Design and Equipment to include an item on standards for the design and construction of sewage systems on ships in the Sub-Committee's work programme.2 This follows an incident on a passenger vehicle ferry which led to the tragic loss of life of two children. The investigation into this incident revealed several unsatisfactory aspects and highlighted the potential dangers associated with the operation of sewage systems on board ships if they are not installed, operated and maintained properly.3 The installation, operation and maintenance of sewage systems on ships is not currently provided for in any of the international conventions. Against this background and in consideration of the action taken by the Irish and the United Kingdom Governments, the Sub-Committee on Ship Design and Equipment, at its thirty-seventh session, developed guidelines to promote uniform standards in relation to the examination of the installation, routine inspection and regular maintenance of these systems, to ensure safe operation at all times. The Maritime Safety Committee, at its sixty-third session (16 to 25 May 1994), approved the guidelines, set out at annex to the present circular.4 The attention of Administrations and the industry is drawn to the recommendations contained in the guidelines and Member Governments are invited to apply them on all ships flying the flag of their State.ANNEXGUIDELINES FOR THE OPERATION, INSPECTION AND MAINTENANCEOF SHIP SEW AGE SYSTEMSIntroduction1 These guidelines apply to all ships. It is recommended that shipowners, masters and crew members should examine the sewage systems installed in their vessels, to consider the potential risks of sewage gases gaining access to working and living spaces.Background2 Different systems for the disposal of sewage may be found on ships and the following is e brief summary of the systems likely to be found on board:.1 Discharges from the toilet bowls into common sewage mains which are led to the ship's side and overboard through storm valves..2 Discharges to collecting and storage tanks, with or without aeration facilities, in which the sewage is retained for disposal ashore or at sea..3 Sewage treatment systems incorporating a combination of collecting and treatment tanks, with processes designed to break down the sewage into effluent suitable fordischarge into the sea without harmful effects..4 V acuum collecting systems where sewage, air and water are drawn through piping to the holding/treatment tanks.3 Sewage flushed from the toilet bowls enters the sewage mains and storage tanks where it is broken down by naturally occurring bacteria. This is an aerobic process which strips oxygen from the water. producing more water. carbon dioxide and new bacteria. If insufficient oxygen is present, alternative bacteria become dominant and the process becomes anaerobic with the production of gases, including hydrogen sulphide, methane, ammonia, etc. These gases have highly toxic and flammable properties, in particular hydrogen sulphide is toxic to humans in concentrations as low as 10 parts per million and its flammable vapours are heavier than air so that potentially lethal pockets of gas may accumulate in enclosed spaces.Safety parameters4 The generation of toxic and explosive gases in the event of anaerobic conditions is present to varying degrees in each system. It is evident from the foregoing that anaerobic conditions in sewage systems leading to the production of toxic and flammable gases is an unacceptable hazard within the confined boundaries of a ship.5 In general sewage systems should be of a design which will avoid the problems outlined in these guidelines. The primary safety features should be incorporated in the design and operation of a sewage system and the barriers between the sewage gases such as water traps of the toilet bowls, ventilation of the pipework and tanks should only be considered a secondary means of protection, The primary objective should be the prevention of the production of hazardous gases within the systems.Storage and treatment tanks6 Sewage may be collected into storage tanks, either for holding prior to transfer to a treatment unit, or for later discharge. Any tank used for holding sewage is a potential source of anaerobic activity, and the resultant production of toxic and flammable gas. The design of a tank may include features to maintain an adequate oxygen level in the liquid, thereby eliminating anaerobic conditions. This may be achieved by direct air injection, or by air entrainment into the liquid whilst pumping through an ejector nozzle, etc.7 When not equipped with an active aeration feature, the conditions within the storage tanks should be especially monitored. These tanks should be completely emptied and flushed through at intervals which will ensure that satisfactory conditions are maintained. The design and configuration of such tanks should be such as to facilitate the effective drainage and flushing of the tanks.8 Treatment systems may use the aerobic digestion process, or may use other means to purify the effluent. The manufacturer's recommendations for the operation and maintenance should be followed to ensure satisfactory operation at all times. All tanks and associated systems should be subjected to a thorough inspection at least every year or whenever unsatisfactory conditions are detected. Such inspections should include the following:.1 Removal of tank inspection covers, and the cleaning out of any deposits, paying particular attention to areas behind internal tank divisions..2 Inspections of the tank structure, internal divisions, pipework, etc..3 Checking of sensing instruments, level measuring devices and valves..4 Confirmation that air distribution systems are free from leaks and any nozzles or diffuser elements used to introduce air are in satisfactory condition..5 Checking that any internal systems used to transfer tank contents are in a satisfactory condition..6 Inspecting air blowers to check discharge pressure is within allowable limits..7 It is recommended that any alarms fitted to air blower systems operate on sensing of unsatisfactory air pressure rather than only monitoring the fans and their prime movers.Tank ventilation arrangements9 V entilation pipes to collection, storage and treatment tanks should be in good condition, clear from internal obstruction, and of adequate size to minimize pressure drop and to ensure satisfactory clearance of gases. The size of the vent pipes should also be sufficient to vent any air from blowers or from vacuum collection system discharges. V entilation pipes should be arranged to be self-draining at all angles of heel and trim, to eliminate any water traps that may otherwise form and cause blockage. Such pipes should not terminate in areas to which personnel have frequent access and should be clear of any sources of ignition. Any flame gauze or other fittings on the vent terminal should be checked for cleanliness.Toilets showers, washbasins, etc.10 Check all drain pipes for satisfactory water/gas tightness and adequate water seals and traps to prevent backflow of sewage gases into the toilet compartments. Check that all sanitary fittings are securely fastened to prevent relative movement at pipe joints. Toilet bowls incorporate a water trap and are often fitted with vacuum breaking arrangements at the back of the trap such as individual air pipes or patented backflow prevention valves. Such items should be checked for satisfactory condition and operation. There should be an adequate supply of flushing water to clear the toilet bowl and to replenish the water seal.Drainage and ventilation pipe systems11 Check that drains and their air vents are clear of obstruction and are in sound water/gas tight condition throughout their length and are self-draining at all expected angles of heel or trim. Adequate air vents should be fitted to the piping network, paying special attention to the extremities of the system. These should ensure an adequate supply of air and obviate any tendency for plugs of water to form within the system, tending to syphon or create vacuums thus removing water seals, when moving through the pipes especially under the action of violent rolling or pitching. Accommodation ventilation arrangements12 Particular attention should be paid to the exhaust and supply systems in toilet and washing areas. V entilation systems to all compartments of a ship should be designed, installed and balanced to ensure satisfactory distribution of air. They should be maintained in a clean and efficient condition to achieve the designed air changes throughout the service life of the vessel. In general, attention should be paid to the following,.1 Examination of extraction grills, louvres, ducts, etc., in order to ensure that they are clear an-d free of accumulations of dirt, fluff, etc..2 Checking the adjustment of extraction louvres or cones to ensure an even extraction rate from all spaces. However, when satisfactorily adjusted, there should be no interference with these units as the adjustment of one unit can seriously affect the rate of extraction through other units. The design of these fittings should be such that they are not capable of manual adjustment without the use of special tools or equipment. Ensure that extraction units are never blocked off for any reason..3 Ensuring that air extraction from alleyways is operating efficiently and that essential air-gaps under cabin doors, etc., have not been blocked off..4 Ensuring that the forced ventilation of cabin spaces is operating efficiently..5 Inspecting the associated elements of ventilation systems, including:.5.1 Fans: Checking the direction of rotation, condition of impellers, etc..5.2 Flaps and dampers: Ensuring that they have not become detached from the operating mechanisms and that they are actually open when indicating open..5.3 Goosenecks and vents: Ensuring that they are clear of any obstructions, that grilles or meshes are not painted over, etc..5.4 Piping or ducting: Ensuring that these are intact and free from leaks throughout their length, especially where they pass through accommodation areas.Operational aspects13 The use of large quantities of disinfectant toilet cleaners may destroy the bacteria which are essential to the operation of aerobic sewage treatment plants. The manufacturers recommendations should be followed in relation to the type and quantities of cleaners to be used.14 All officers and crew should be informed of the dangers of sewage gases being generated and finding their way into working and living spaces. Their attention should be drawn to the hazards identified in these guidelines. There should be an operational procedure on board ship for reporting and recording the inspection and maintenance of sewage systems and the action taken to deal with complaints of foul or musty smells which may be due to toxic, flammable or oxygen-depleted gases. Communications15 The contents of these guidelines should be brought to the attention of all shipboard personnel engaged in the day-to-day operation of vessels to ensure they are fully understood. This is particularly important where multi-lingual crews are employed.16 The attention of all personnel engaged in maintenance work on sewage systems should be drawn to the hazards of encountering oxygen-depleted, toxic and flammable gases when entering sewage tanks or working on the system. Appropriate safety procedures should be observed before entering enclosed, hazardous or suspect spaces.。
第十一章 防止船舶有害防污底系统污染
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第一节 船舶有害防污底系统及其危害
Section 1 Harmful anti-fouling system from Ships and its danger
一、船舶海洋污损生物附着 1.海洋环境腐蚀特征
船体表面区域分为海洋大气区、浪花飞溅区、吃水差 区、海水全浸区和海底泥土区（海洋结构物)。
剂，生成的铝离子形成絮状物作为铜离子的载体，粘附在海
生物易附着的地方起到防污底效果。
船舶防污染技术 第十一章 防止船舶有害防污底系统污染
Marine Pollution Prevention Technology
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4）化学防污底涂料法：在结构物接触海水的表面涂装涂料，涂 料中含有化学毒性物质，在海水中这些毒性物质缓慢均匀地释 放出来，抑制海洋污损生物的附着和生长。 分为溶解型防污底涂料和不溶型防污底涂料。
Marine Pollution Prevention Tech污染技术 第十一章 防止船舶有害防污底系统污染
Marine Pollution Prevention Technology
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2.化学防污底法
采用化学物质对海洋污损生物进行毒杀，阻止其附着。
1）直接加入法：直接将一些有防污底效果的化学物质加入 海水中，抑制或杀死污损生物。
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海洋生物污损可造成如下危害： （1）增加船舶航行阻力； （2）堵塞管道； （3）加速金属腐蚀； （4）损坏海洋仪器； （5）影响水产养殖业的产量和质量； （6）影响海上石油平台的安全性； （7）导致海洋病虫害的船舶与扩散。
船舶防污染技术 第十一章 防止船舶有害防污底系统污染
Marine Pollution Prevention Technology
MEPC.208(62)-船舶防污底系统检查导则
Amendment A.787(19), Revoke MEPC.105(49)MEPC 62/24/Add.1Annex 27, page 1ANNEX 27RESOLUTION MEPC.208(62)Adopted on 15 July 20112011 GUIDELINES FOR INSPECTION OF ANTI-FOULING SYSTEMS ON SHIPS THE MARINE ENVIRONMENT PROTECTION COMMITTEE,RECALLING Article 38(a) of the Convention on the International Maritime Organizationconcerning the functions of the Marine Environment Protection Committee conferred upon itby international conventions for the prevention and control of marine pollution,RECALLING ALSO that the International Conference on the Control of Harmful Anti-foulingSystems for Ships, 2001, held in October 2001, adopted the International Convention on theControl of Harmful Anti-fouling Systems on Ships, 2001 (the AFS Convention) together withfour Conference resolutions,RECALLING FURTHER that Article 11 of the AFS Convention prescribes that ships to whichthis Convention applies may, in any port, shipyard, or offshore terminal of a Party, beinspected by officers authorized by that Party for the purpose of determining whether the shipis in compliance with this Convention,NOTING that Article 3(3) of the AFS Convention prescribes that Parties to this Conventionshall apply the requirements of this Convention as may be necessary to ensure that no morefavourable treatment is given to ships of non-Parties to this Convention,NOTING ALSO resolution MEPC.105(49) by which the Committee adopted the Guidelinesfor inspection of anti-fouling systems on ship on 18 July 2003,NOTING FURTHER that by resolution MEPC.105(49), the Committee resolved to keepthe 2003 Guidelines under review in the light of experience gained,HAVING CONSIDERED, at its sixty-second session, the draft 2011 Guidelines for inspectionof anti-fouling systems on ships developed by the Sub-Committee on Flag State Implementation at its nineteenth session,1. ADOPTS the 2011 Guidelines for inspection of anti- fouling systems on ships, as setout in the annex to this resolution;2. INVITES Governments to apply the 2011 Guidelines when exercising port Statecontrol inspections;3. RECOMMENDS that the 2011 Guidelines be adopted as amendments to resolutionA.787(19) on Procedures for port State control, as amended;4. AGREES to keep the 2011 Guidelines under review in the light of experiencegained; and5. REVOKES the Guidelines adopted by resolution MEPC.105(49).MEPC 62/24/Add.1Annex 27, page 2ANNEX2011 GUIDELINES FOR INSPECTION OF ANTI-FOULING SYSTEMS ON SHIPS1 INTRODUCTION1.1 The right of the port State to conduct inspections of anti-fouling systems on ships is in Article 11 of the AFS Convention. The guidelines for conducting these inspections are described below.1.2 Ships of 400 gross tonnage and above engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will be required to undergo an initial survey before the ship is put into service or before the International Anti-fouling System Certificate (IAFS) is issued for the first time; and a survey should be carried out when the anti-fouling systems are changed or replaced.1.3 Ships of 24 metres in length or more but less than 400 gross tonnage engaged in international voyages (excluding fixed or floating platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling Systems signed by the owner or authorized agent. Such declaration shall be accompanied by appropriate documentation (such as a paint receipt or a contractor invoice) or contain appropriate endorsement.INSPECTION2 INITIAL2.1 Ships required to carry an IAFS Certificate or Declaration on Anti-FoulingSystems (Parties of the AFS Convention)2.1.1 The PSCO should check the validity of the IAFS Certificate or Declaration on Anti-Fouling Systems, and the attached Record of Anti-Fouling Systems, if appropriate.2.1.2 The only practical way to apply paint to the ship's bottom (underwater part) is in a dry dock. This means that the date of application of paint on the IAFS Certificate should be checked by comparing the period of dry-docking with the date on the certificate.2.1.3 If the paint has been applied during a scheduled dry-dock period, it has to be registered in the ship's logbook (in order to be legal). Furthermore, this scheduled dry-docking can be verified by the endorsement date on the (statutory) Safety Construction Certificate (SOLAS, regulation I/10).2.1.4 In case of an unscheduled dry-dock period, it could be verified by the registration in the ship's logbook (in order to be legal).2.1.5 It can be additionally verified by the endorsement date on the (Class) Hull Certificate, the dates on the Manufacturer's Declaration or by confirmation of the shipyard.2.1.6 The IAFS Certificate includes a series of tick boxes indicating:.1 if an anti-fouling system controlled under Annex 1 of the AFS Convention has or has not been applied, removed or been covered with a sealer coat;.2 if an anti-fouling system controlled under Annex 1 of the AFS Convention was applied on the ship prior to 1 January 2003 or a later date if specifiedby the Administration; andMEPC 62/24/Add.1Annex 27, page 3 .3 if an anti-fouling system controlled under Annex 1 of the AFS Convention was applied on the ship on/after 1 January 2003 or a later date if specifiedby the Administration.2.1.7 Particular attention should be given to verifying that the survey for issuance of the current IAFS Certificate matches the dry-dock period listed in the ship's log(s) and that only one tick box is marked.2.1.8 The Record of Anti-Fouling Systems should be attached to the IAFS Certificate and be up to date. The most recent record should agree with the tick box on the front of the IAFS Certificate.2.2 Ships of non-Parties to the AFS Convention2.2.1 Ships of non-Parties to the AFS Convention are not entitled to be issued with an IAFS Certificate. Therefore the PSCO should ask for documentation that contains the same information as in an IAFS Certificate and take this into account in determining compliance with the requirements.2.2.2 If the existing anti-fouling system is declared not to be controlled under Annex 1 of the Convention, without being documented by an International Anti-Fouling System Certificate, verification should be carried out to confirm that the anti-fouling system complies with the requirements of the Convention. This verification may be based on sampling and/or testing and/or reliable documentation, as deemed necessary, based on experience gained and the existing circumstances. Documentation for verification could be, e.g., MSDSs (Material Safety Data Sheets), or similar, a declaration of compliance from the anti-fouling system manufacturer, invoices from the shipyard and/or the anti-fouling system manufacturer. 2.2.3 Ships of non-Parties may have Statements of Compliance issued in order to comply with regional requirements, for example, Regulation (EC) 782/2003 as amended by Regulation (EC) 536/2008, which could be considered as providing sufficient evidence of compliance.2.2.4 In all other aspects the PSCO should be guided by the procedures for ships required to carry an IAFS Certificate.2.2.5 The PSCO should ensure that no more favourable treatment is applied to ships of non-Parties to the AFS Convention.3 MORE DETAILED INSPECTIONground3.1 Clear3.1.1 A more detailed inspection may be carried out when there has been clear grounds to believe that the ship does not substantially meet the requirements of the AFS Convention. Clear grounds for a more detailed inspection may be when:.1 the ship is from a flag of a non-Party to the Convention and there is no AFS documentation;.2 the ship is from a flag of a Party to the Convention but there is no valid IAFS Certificate;.3 the painting date shown on the IAFS Certificate does not match the dry-dock period of the ship;MEPC 62/24/Add.1Annex 27, page 4.4 the ship's hull shows excessive patches of different paints; and.5 the IAFS Certificate is not properly completed.3.1.2 If the IAFS Certificate is not properly completed, the following questions may be pertinent:.1 "When was the ship's anti-fouling system last applied?";.2 "If the anti-fouling system is controlled under Annex 1 to the AFS Convention and was removed, what was the name of the facility and date of the workperformed?";.3 "If the anti-fouling system is controlled under Annex 1 of the AFS Convention and has been covered by a sealer coat, what was the name of the facilityand date applied?";.4 "What is the name of the anti-fouling/sealer products and the manufacturer or distributor for the existing anti-fouling system?"; and.5 "If the current anti-fouling system was changed from the previous system, what was the type of anti-fouling system and name of the previousmanufacturer or distributor?".3.2 Sampling3.2.1 A more detailed inspection may include sampling and analysis of the ship's anti-fouling system, if necessary, to establish whether or not the ship complies with the AFS Convention. Such sampling and analysis may involve the use of laboratories and detailed scientific testing procedures.3.2.2 If sampling is carried out, the time to process the samples cannot be used as a reason to delay the ship.3.2.3 Any decision to carry out sampling should be subject to practical feasibility or to constraints relating to the safety of persons, the ship or the port (see appendix 1 for sampling procedures; an AFS Inspection Report template for sampling and analysis is attached to the Guidelines).3.3 Action taken under the AFS ConventionDetention3.3.1 The port State could decide to detain the ship following detection of deficiencies during an inspection on board.3.3.2 Detention could be appropriate in any of the following cases:.1 certification is invalid or missing;.2 the ship admits it does not comply (thereby removing the need to prove by sampling); and.3 sampling proves it is non-compliant within the ports jurisdiction.MEPC 62/24/Add.1Annex 27, page 5 3.3.3 Further action would depend on whether the problem is with the certification or the anti-fouling system itself.3.3.4 If there are no facilities in the port of detention to bring the ship into compliance, the port State could allow the ship to sail to another port to bring the anti-fouling system into compliance. This would require an agreement of that port.Dismissal3.3.5 The port State could dismiss the ship, meaning that the port State demands that the ship leaves port – for example if the ship chooses not to bring the AFS into compliance but the port State is concerned that the ship is leaching tributyltin (TBTs) into its waters.3.3.6Dismissal could be appropriate if the ship admits it does not comply or sampling proves it is non-compliant while the ship is still in port. Since this would also be a detainable deficiency the PSCO can detain first and require rectification before release. However, there may not be available facilities for rectification in the port of detention. In this case the port State could allow the ship to sail to another port to bring the anti-fouling system into compliance. This could require agreement of that port.3.3.7 Dismissal could be appropriate in any of the following cases:.1 certification is invalid or missing;.2 the ship admits it does not comply (thereby removing the need to collect proof by sampling; and.3 sampling proves that the ship is non-compliant within the ports jurisdiction.3.3.8 In these cases the ship will probably already have been detained. However, detention does not force the ship to bring the AFS into compliance (only if it wants to depart). In such a situation the port State may be concerned that the ship is leaching TBTs while it remains in its waters.Exclusion3.3.9 The port State could decide to exclude the ship to prevent it entering its waters. Exclusion could be appropriate if sampling proves that the ship is non-compliant but the results have been obtained after it has sailed or after it has been dismissed.3.3.10 Exclusion could be appropriate if sampling proves that the ship is non-compliant but the results have been obtained after it has sailed or after it has been dismissed. Article 11(3) of the AFS Convention only mentions that the "party carrying out the inspection" may take such steps. This means that, if a port State excludes a ship, the exclusion cannot be automatically applied by other port States.3.3.11 In accordance with Procedures for Port State Control (resolution A.787(19), as amended), where deficiencies cannot be remedied at the port of inspection, the PSCO may allow the ship to proceed to another port, subject to any appropriate conditions determined. In such circumstances, the PSCO should ensure that the competent authority of the next port of call and the flag State are notified.MEPC 62/24/Add.1Annex 27, page 6Reporting to flag State3.3.12 Article 11(3) of the AFS Convention requires that when a ship is detained, dismissed or excluded from a port for violation of the Convention, the Party taking such action shall immediately inform the flag Administration of the ship and any Recognized Organization which has issued a relevant certificate.4 AFS REPORT TO FLAG STATE IN RESPONSE TO ALLEGED CONTRAVENTIONS4.1 Article 11(4) of the AFS Convention allows Parties to inspect ships at the request of another Party, if sufficient evidence that the ship is operating or has operated in violation of the Convention is provided. Article 12(2) permits port States conducting the inspection to send the Administration (flag State) of the ship concerned any information and evidence it has that a violation has occurred. Information sent to the flag State is often inadequate for a prosecution. The following paragraphs detail the sort of information needed.4.2 The report to the authorities of the port or coastal State should include as much as possible the information listed in section 3. The information in the report should be supported by facts which, when considered as a whole, would lead the port or coastal State to believe a contravention had occurred.4.3 The report should be supplemented by documents such as:.1 the port State report on deficiencies;.2 a statement by the PSCO, including his rank and organization, about the suspected non-conforming anti-fouling system. In addition to the informationrequired in section 3, the statement should include the grounds the PSCOhad for carrying out a more detailed inspection;.3 a statement about any sampling of the anti-fouling system including:location;ship's.1 the.2 where the sample was taken from the hull, including the verticaldistance from the boot topping;.3 the time of sampling;.4 person(s) taking the samples; and.5 receipts identifying the persons having custody and receivingtransfer of the samples;.4 reports of the analyses of any samples including:.1 the results of the analyses;.2 the method employed;.3 reference to or copies of scientific documentation attesting theaccuracy and validity of the method employed;MEPC 62/24/Add.1Annex 27, page 7 .4 the names of persons performing the analyses and theirexperience; and.5 a description of the quality assurance measures of the analyses;.5 statements of persons questioned;.6 statements of witnesses;.7 photographs of the hull and sample areas; and.8 a copy of the IAFS Certificate, including copies of relevant pages of the Record of Anti-fouling Systems, log books, MSDS or similar, declaration ofcompliance from the anti-fouling system manufacturer, invoices from theshipyard and other dry dock records pertaining to the anti-fouling system.4.4 All observations, photographs and documentation should be supported by a signed verification of their authenticity. All certifications, authentications or verifications should be in accordance with the laws of the State preparing them. All statements should be signed and dated by the person making them, with their name printed clearly above or below the signature.4.5 The reports referred to under paragraphs 2 and 3 of this section should be sent to the flag State. If the coastal State observing the contravention and the port State carrying out the investigation on board are not the same, the port State carrying out the investigation should also send a copy of its findings to the coastal State.MEPC 62/24/Add.1Annex 27, page 8APPENDIX 1SAMPLINGConsiderations related to brief sampling may be found in section 2.1 of Guidelines for brief sampling of anti-fouling systems on ships (resolution MEPC.104(49)).Any obligation to take a sample should be subject to practical feasibility or to constraints relating to the safety of persons, the ship or the port.The PSCO should consider the following:- liaise with the ship on the location and time needed to take samples; the PSCO should verify that the time required will not unduly prevent theloading/unloading, movement or departure of the ship;- do not expect the ship to arrange safe access but liaise with the ship over the arrangements that the port State competent authority has made, for exampleboat, cherry-picker, staging, etc.;- select sampling points covering representative areas;- take photographs of the hull, sample areas and sampling process;- avoid making judgements on the quality of the paint (e.g., surface, condition, thickness, application);- the need of inviting the ship representative's presence during brief sampling to ensure that the evidence is legally obtained;- complete and sign the inspection report form together with the included sampling record sheets (to be filled in by the sampler), as far as possible, andleave a copy with the ship as a proof of inspection/sampling;- inform the next port State where the inspected ship is to call;- agree with or advise the ship on to whom the ship's copy of the finalized inspection report will be sent in cases when it cannot be completed in thecourse of the inspection; and- ensure that receipts identifying the persons having custody and receiving transfer of the samples accompany the samples are filled in to reflect thetransfer chain of the samples. PSCOs are reminded that the procedures set innational legislation regarding custody of evidence are not affected by theregulation. These guidelines therefore do not address this issue in detail.methodologies1 SamplingIt is to the discretion of the port State to choose the sampling methodology. The Guidelines for brief sampling of anti-fouling systems on ships adopted by resolution MEPC.104(49) allow that any other scientifically recognized method of sampling and analysis of AFS controlled by the Convention than those described in the appendix to the Guidelines may be used (subject to the satisfaction of the Administration or the port State). The sampling methodology will depend, inter alia, on the surface hardness of the paint, which may vary considerably. The amount of paint mass removed may vary correspondingly.MEPC 62/24/Add.1Annex 27, page 9 Sampling procedures, based on the removal of paint material from the hull, require the determination of paint mass. It is important that procedures used are validated, produce unambiguous results and contain an adequate control.The competent port State authority can decide to contract specialist companies to carry out sampling. In this case the PSCO should attend the ship during the sampling procedure to ensure the liaison and arrangements mentioned above are in place.If a specialist company is not used, the port State competent authority should provide appropriate training to the PSCO in the available sampling methods and procedures and ensure that agreed procedures are followed.The following general terms should be observed:- the PSCO should choose a number of sample points preferably covering all the representative areas of the hull, but it is desirable to have at least eight (8)sample points equally spaced down and over the length of the hull, if possibledivided over PS and SB (keeping in mind that different parts of the hull may betreated with different anti-fouling systems);- triplicate specimens of paint at each sampling point should be taken in close proximity to each other on the hull (e.g., within 10 cm of each other);- contamination of the samples should be avoided, which normally includes the wearing of non-sterilized non-powdered disposable gloves of suitableimpervious material – e.g., nitrile rubber;- the samples should be collected and stored in an inert container(e.g., containers should not consist of materials containing organotins or havethe capacity to absorb organotins);- samples should be taken from an area where the surface of the anti-fouling system is intact, clean and free of fouling;- loose paint chips coming from detached, peeled or blistered hull areas should not be used for sampling;- samples should not be taken from a heated or area where the paint is otherwise softened (e.g., heavy fuel tanks); and- the underlying layers (primers, sealers, TBT containing AFS) should not be sampled if there is no clear evidence of exposure of extended areas.2 Validity of the samplingIn order to safeguard the validity of the sampling as evidence of non-compliance, the following should be considered:- only samples taken directly from the hull and free of possible contamination should be used;- all samples should be stored in containers, marked and annotated on the record sheet. This record sheet should be submitted to the Administration;MEPC 62/24/Add.1Annex 27, page 10- the receipts identifying the persons having custody and receiving transfer of the samples should be filled in and accompany the samples to reflect thetransfer chain of the samples;- the PSCO should verify the validity of the instrument's calibration validity date (according to the manufacturer instruction);- in cases when a contracted specialist company is used for carrying out sampling, the PSCO should accompany its representative to verify sampling;and- photographs of the hull, sample areas and sampling process could serve as additional proof.It is also the case that sampling companies and/or procedures can be certified.3 Health and safety when samplingAny obligation to take a sample should be subject to practical feasibility or any constraints relating to the safety of persons, the ship or the port.The PSCO is advised to ensure their safety taking the following points into account:- general requirements enforced by the terminal or port authority and national health, safety and environmental policy;- condition of the ship (ballast condition, ship's operations, mooring, anchorage, etc.);- surroundings (position of ship, traffic, ships movement, quay operations, barges or other floating vessels alongside);- safety measures for the use of access equipment (platforms, cherry picker, staging, ladders, railings, climbing harness, etc.), e.g., ISO 18001;- weather (sea state, wind, rain, temperature, etc.); and- precautions to avoid falling into the water between the quay and the ship. If in doubt, a lifejacket and if possible a safety line, should be worn when sampling.Any adverse situation encountered during sampling that could endanger the safety of personnel, shall be reported to the safety coordinator.Care should be taken to avoid contact of the removed paint with the skin and the eyes, and no particles should be swallowed or come into contact with foodstuffs. Eating or drinking during sampling is prohibited and hands should be cleaned afterwards. Persons carrying out sampling should be aware that the AFS and solvents or other materials used for sampling may be harmful and appropriate precautions should be taken. Personal protection should be considered by using long sleeve solvent-resistant gloves, dust mask, safety glasses, etc. Standard (and specific, if applicable) laboratory safety procedures should be followed at all times when undertaking the sampling procedures and subsequent analysis.The Guidelines for brief sampling of anti-fouling systems on ships envisage a two-stage analysis of samples for both methods presented in the appendix to the Guidelines. The first stage is a basic test, which can be carried out on site as in the case of Method 2. The second stage is carried out when the first stage results are positive. It is noted that in the IMO Guidelines, these stages are referred to as Steps 1 and 2 as in the case of Method 1. It is to the discretion of the port State competent authorities to choose which analysis methods are used.The following points are presented for port State consideration:- approval procedure for the recognition of laboratories meeting ISO 17025 standards or other appropriate facilities should be set up by the port Statecompetent authorities. These procedures should define the recognitioncriteria. Exchange of information between port States on these procedures,criteria and laboratories/facilities would be beneficial, i.e. for the purposes ofexchange of best practices and possible cross-border recognition andprovision of services;- the company that undertakes the analysis and/or samples should comply with national regulations and be independent from paint manufacturers;- the PSCO carrying out the AFS inspection of a ship should verify the validity of the ISO 17025 certificate and/or the recognition of the laboratory;- if more time is needed for analysis than available considering the ship's scheduled time of departure, the PSCO shall inform the ship and report thesituation to the port State competent authority. However, the time needed foranalysis does not warrant undue delay of the ship; and- PSCOs should ensure completion of the record sheets for the sampling procedure as proof of analysis. In cases when the laboratory proceduresprescribe presentation of the analyses' results in a different format, thistechnical report could be added to the record sheets.5 The first-stage analysisThe first-stage analysis serves to detect the total amount of tin in the AFS applied.It is to the discretion of the port State competent authority to choose the first-stage analysis methodology. However, the use of a portable X-ray fluorescence analyser (mentioned under Method 2) or any other scientifically justified method allowing the conduction of first-stage analyses on site could be considered best practice.The port State competent authority has to decide whether the first-stage analysis should be carried out by PSCOs or by contracted companies.The port State competent authority could provide PSCOs with this equipment (e.g., portable X-ray fluorescence analyser) and provide the appropriate training.The second-stage (final) analysis is used to verify whether or not the AFS system complies with the Convention requirements, i.e. whether organotin compounds are present in the AFS at a level which would act as a biocide.The port State could consider implementing only a second-stage analysis.It is to the discretion of the Authority to choose the second-stage analysis methodology. In this respect it is hereby noted that the second-stage analysis methodology for sampling Method 2 provided in the Guidelines is only tentative and "should be thoroughly reviewed by experts based on scientific evidence" (section 5.1 of Method 2).7 Conclusions on complianceThe Authority should only make conclusions on compliance based on the second-stage analysis of the sample (organotin). In case the results indicate non-compliance at that stage, there are clear grounds to take further steps.If considered necessary, more thorough sampling can be also carried out in addition or instead of brief sampling.Sampling results should be communicated as soon as possible to the vessel (as part of the inspection report) and in the case of non-compliance also to the flag State and Recognized Organization acting on behalf of the flag State if relevant.Authorities should, in accordance with section 5.2 of the Guidelines for brief sampling of anti-fouling systems on ships, develop and adopt procedures to be followed for those cases where compliance with acceptable limits or lack thereof, is unclear, considering additional sampling or other methodologies for sampling.。
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HAVING CONSIDERED, at its sixty-second session, the draft 2011 Guidelines for inspection of anti-fouling systems on ships developed by the Sub-Committee on Flag State Implementation at its nineteenth session,
1.
ADOPTS the 2011 Guidelines for inspection of anti- fouling systems on ships, as set
out in the annex to this resolution;
2.
INVITES Governments to apply the 2011 Guidelines when exercising port State
4.
AGREES to keep the 2011 Guidelines under review in the light of experience
gained; and
5.
REVOKES the Guidelines adopted by resolution MEPC.105(49).
I:\MEPC\62\24-Add-1.doc
THE MARINE ENVIRONMENT PROTECTION COMMITTEE,
RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee conferred upon it by international conventions for the prevention and control of marine pollution,
control inspections;
3.
RECOMMENDS that the 2011 Guidelines be adopted as amendments to resolution
A.787(19) on Procedures for port State control, as amended;
MEPC 62/24/Add.1 Annex 27, page 2
ANNEX
2011 GUIDELINES FOR INSPECTION OF ANTI-FOULING SYSTEMS ON SHIPS
1
INTRODUCTION
1.1 The right of the port State to conduct inspections of anti-fouling systems on ships is in Article 11 of the AFS Convention. The guidelines for conducting these inspections are described below.
NOTING ALSO resolution MEPC.105(49) by which the Committee adopted the Guidelines for inspection of anti-fouling systems on ship on 18 July 2003,
NOTING FURTHER that by resolution MEPC.105(49), the Committee resolved to keep the 2003 Guidelines under review in the light of experience gained,
NOTING that Article 3(3) of the AFS Convention prescribes that Parties to this Convention shall apply the requirements of this Convention as may be necessary to ensure that no more favourable treatment is given to ships of non-Parties to this Convention,
Amendment A.787(19), Revoke MEPC.105(49)
MEPC 62/24/Add.1 Annex 27, page 1
ANNEX 27
RESOபைடு நூலகம்UTION MEPC.208(62)
Adopted on 15 July 2011
2011 GUIDELINES FOR INSPECTION OF ANTI-FOULING SYSTEMS ON SHIPS
RECALLING FURTHER that Article 11 of the AFS Convention prescribes that ships to which this Convention applies may, in any port, shipyard, or offshore terminal of a Party, be inspected by officers authorized by that Party for the purpose of determining whether the ship is in compliance with this Convention,
RECALLING ALSO that the International Conference on the Control of Harmful Anti-fouling Systems for Ships, 2001, held in October 2001, adopted the International Convention on the Control of Harmful Anti-fouling Systems on Ships, 2001 (the AFS Convention) together with four Conference resolutions,