1 MANAGEMENT
Module 1A: Management functions

The management of the Recognized Organization (RO) should have the competence, capability and capacity to organize, manage and control the performance of survey and certification functions in order to verify compliance with requirements relevant to the tasks delegated and should, inter alia: provide:

possess an adequate number of competent supervisory, technical appraisal and survey personnel;
provide for the development and maintenance of appropriate procedures and instructions;
provide for the maintenance of up-to-date documentation on interpretation of the relevant instruments;
give technical and administrative support to field staff;
provide for the review of survey reports and provision of experience feedback.

2 TECHNICAL APPRAISAL
Module 2A: Hull structure

The RO should have the appropriate competence, capability and capacity to perform the following technical evaluations and/or calculations pertaining to:

longitudinal strength;
local scantlings such as plates and stiffeners;
structural stress, fatigue and buckling analyses; materials, welding and other pertinent methods of material-joining,

for compliance with relevant rules and convention requirements pertaining to design, construction and safety.
Module 2B: Machinery systems

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

propulsion and auxiliary machinery and steering gear;
piping;
electrical and automation systems,

for compliance with relevant rules and convention requirements pertaining to design, construction and safety.
Module 2C: Subdivision and stability
The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

intact and damage stability;
inclining test assessment;
grain loading stability;
watertight and weathertight integrity.

Module 2D: Load line

The RO should have the appropriate competence, capability and capacity to perform the following technical evaluations and/or calculations pertaining to:

freeboard calculation;
conditions of assignment of freeboard.

Module 2E: Tonnage

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

tonnage computation.

Module 2F: Structural fire protection

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

structural fire protection and fire isolation;
use of combustible materials;
means of escape;
ventilation systems.

Module 2G: Safety equipment

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

life-saving appliances and arrangements;
navigation equipment;
fire detection and fire alarm systems and equipment;
fire-extinguishing system and equipment;
fire control plans;
pilot ladders and pilot hoists;
lights, shapes and sound signals;
inert gas systems.

Module 2H: Oil pollution prevention

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

monitoring and control of oil discharge;
segregation of oil and ballast water;
crude oil washing;
protective location of segregated ballast spaces;
pumping, piping and discharge arrangements;
shipboard oil pollution emergency plans (SOPEPS).

Module 2I: NLS pollution prevention

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

list of substances the ship may carry;
pumping system;
stripping system;
tank-washing system and equipment;
underwater discharge arrangements.

Module 2J: Radio

The RO should have the appropriate competence, capability and capacity to perform technical evaluations pertaining to:

radiotelephony;
radiotelegraphy;
GMDSS.

Alternatively, these services may be performed by a professional radio installation inspection service company approved and monitored by the RO according to an established and documented programme. This programme is to include the definition of the specific requirements the company and its radio technicians are to satisfy.

Module 2K: Carriage of dangerous chemicals in bulk

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

ship arrangement and ship survival capacity;
cargo containment and material of construction;
cargo temperature control and cargo transfer;
cargo tank vent systems and environmental control;
personnel protection;
operational requirements;
list of chemicals the ship may carry.

Module 2L: Carriage of liquified gases in bulk

The RO should have the appropriate competence, capability and capacity to perform technical evaluations and/or calculations pertaining to:

ship arrangement and ship survival capacity;
cargo containment and material of construction;
process pressure vessels and liquid, vapour and pressure piping systems;
cargo tank vent systems and environmental control;
personnel protection;
use of cargo as fuel;
operational requirements.

3 SURVEYS Module 3A: Survey functions

The RO should have the appropriate competence, capability and capacity to perform the required surveys under controlled conditions as per the RO's internal quality system and representing an adequate geographical coverage and local representation as required. The work to be covered by the staff is described in the relevant sections of the appropriate survey guidelines developed by the Organization.

4 QUALIFICATIONS AND TRAINING
Module 4A: General qualifications

RO personnel performing, and responsible for, statutory work should have as a minimum the following formal education:

qualifications from a tertiary institution recognized by the RO within a relevant field of engineering or physical science (minimum two years´ programme); or
qualifications from a marine or nautical institution and relevant sea-going experience as a certificated ship officer,

and should have proficiency in the English language commensurate with the work. Other personnel assisting in the performance of statutory work should have education, training and supervision commensurate with the tasks they are authorized to perform. The RO should have implemented a documented system for qualification of personnel and continuous updating of their knowledge as appropriate to the tasks they are authorized to undertake. This system should comprise appropriate training courses, including, inter alia, international instruments and appropriate procedures related to the certification process, as well as practical tutored training; it should provide documented evidence of satisfactory completion of the training.
Module 4B: Radio survey qualifications

Surveys may be done by a professional radio installation inspection service company approved and monitored by the RO according to an established and documented programme. This programme is to include the definition of the specific requirements the company and its radio technicians are to satisfy, including, inter alia, requirements for internal tutored training covering at least:

radiotelephony; radiotelegraphy; GMDSS; initial and renewal surveys.

Radio technicians carrying out surveys should have successfully completed, as a minimum, at least one year of relevant technical school training, the internal tutored training programme of his/her employer and at least one year of experience as an assistant radio technician. For exclusive radio surveyors to the RO, equivalent requirements as above apply.

TOKYO MOUの2010年のリポート の隻数のデータによると、Union Bureau of Shippingがダントツで問題のある検査会社No.1となっている。 カンボジア船籍とUnion Bureau of Shippingの組み合わせが最悪であり、サブ・スタンダード船 の可能性が非常に高いことはデーター示している。ＩＭＯはこのような検査会社に対して制裁措置を検討するべきである。 Union Bureau of Shippingが証書の発給を禁止されれば、UBSの検査官は他の検査会社に行くと考えられるが、とにかく対応をしていかないと 何も変わらない。日本が提案した「任意によるＩＭＯ加盟国監査スキーム」以上に効果はあるだろう。

下記の記事のタイトルは「パナマ、レジストリクリーンアップの一環として検査官とROを精査 (Panama Scrutinizes Inspectors and ROs as Part of Registry Cleanup)」となっているが、本当にまともに精査できるのだろうか？つまり、特定の船主や管理会社は特定の旗国を選ぶ。その理由はシステムに抜け穴があったり、違法や不適切な行為を見逃してくれるからである。それを止めてしまえば、効率や能力が高い旗国を相手に競争しなけばならなくなる。旗国によっては勝ち目がない戦いとなる。また、違法や不適切な行為を見逃すことでビジネスに繋げてきた人々が簡単にビジネスのやり方を変えるかについては疑問だ。日本でもビックモーターと損保ジャパンの関係が注目されているが、長年の関係を断ち切るのは簡単ではない。ブラックからグレーに入るサブスタンダード船はパナマから離れるだろう。それを理解した上での大改革ならば良いが、中途半端な対応だと、両方を失う可能性があると思う。まともな検査をしないパナマの検査官は日本にも存在する。一部では有名だと思う。まあ、本当に大改革を実行できるのかは結果が全てを語ってくれると思う。

Panama Scrutinizes Inspectors and ROs as Part of Registry Cleanup 06/28/23 (The Maritime Executive)

By: The Maritime Executive

Panama has released new details of its program to clean up its fleet, including efforts to bring up the quality standards of its recognized organizations and inspectors.

Prompted by the downgrading of its flag to the "gray list" of the Paris MOU, Panama has embarked on a mission to improve its port state control performance, and it has described the effort as a "paramount issue." The changes include tightening scrutiny of new applicants to the flag, attracting more newly-built ships, rejecting ships over 30 years of age, evaluating the quality of older legacy tonnage, and high-grading the fleet, as announced last week. Panama is also taking the step of cracking down on sanctions-busting and illegal fishing.

But in a new statement released Wednesday, the Panama Maritime Authority added that it is going a step beyond the examination of its clients and their tonnage. It is also looking closely at the quality of oversight provided by its recognized organizations and inspectors.

According to the flag administration, it has picked up a trend of high levels of deficiencies and detentions for ships with valid documents from certain ROs. Panama has audited these ROs, and some have been suspended. Revocation of their status is a possibility going forward.

Panama has also picked up on issues with flag state inspections carried out by some of its approved inspectors. In some of these cases, the inspector never attended the ship and carried out the task remotely, without approval from the flag state. So far, Panama has suspended three inspectors for poor performance, and 14 more are in the process of suspension. An additional nine have been canceled from the approved inspection list altogether.

Report links Panama flag with illegal North Korean shipments 05/24/19 (Splash247)

by The Editorial Team


The Royal United Services Institute (RUSI), a UK security think tank, published a report according to which the Panama flag is involved in illegal sanctions-busting in North Korea. This investigation focuses on Fan Mintian, Dong Changqing and Zhanq Qiao – three Chinese nationals who have appeared in the UN Panel of Experts investigations into North Korea’s sanctions evasion activities and several other reports linking them to flag registries, and oil, coal and iron ore smuggling networks. Specifically, the report found that Fan and Dong worked as surveyors for the ‘Panama Maritime Documentation Services’ (PMDS) organisation, authorised by Panama, and provided various certificates t North Korean-linked vessels.

In addition, the report resulted to the fact that Chinese nationals with close links to North Korea’s illicit shipping networks have acted as surveyors for vessels registered under the Panamanian flag, and possibly the Mongolian flag, thereby potentially providing an avenue for North Korean-linked vessels to obtain flags of convenience and other maritime services prohibited under UN Security Council resolutions.


Also, PMDS was found to share an address and other contact details in Dalian, a city located near the North Korean border, with Fan and Dong’s companies, as well as another surveyor authorised by Mongolia called International Maritime Survey Association (IMSA), established by Zhang Qiao.

Moreover, a number of Chinese nationals with extensive links to North Korea’s illicit shipping fleet have acted as vessel surveyors for Recognized Organizations such as Panama Maritime Documentation Services and even operated their own classification agency named the International Marine Survey Association.

The report highlights that

Several links between these entities and individuals such as shared emails, phone numbers and addresses also suggest that Fan, Dong, Zhang and the companies and organisations they operate are much more closely connected than may at first appear on the surface.
In conclusion, James Byrne, the report’s researcher, resulted to the fact that Fan’s, Dong’s and Zhang’s employment with, and operation of, Recognized Organizations and Classification Societies may therefore help explain how some North Korean-linked vessels have been able to avoid scrutiny and continue operation as foreign-flagged vessels.

UK report links Panama flag with illicit North Korean shipments 05/12/19 (Splash247)

Sam Chambers

The world’s largest shipping registry has been embroiled in a scandal involving sanctions-busting North Korea.

A 27-page report from the Royal United Services Institute (RUSI), a UK security think tank, highlights how three individuals from the Chinese port city of Dalian have been working for entities entrusted by both the Panamanian and Mongolian flags to survey ships and authorise certificates, including for a number of North Korean-linked vessels.

The three men – Fan Mintian, Dong Changqing, and Zhang Qiao – stand accused of helping the Kim Jong Un regime flout sanctions.

RUSI found that Fan and Dong have worked as surveyors for an organisation authorised by Panama called Panama Maritime Documentation Services (PMDS), and have provided various certificates to North Korean-linked ships.

Fan and Dong were embroiled in an earlier North Korean illegal shipping incident when the vessel Light, managed by their company Dalian Sea Star Ship Technology, was “suspected of transporting North Korean missile technology to Myanmar”.

PMDS was also found to share an address and other contact details in Dalian, a city located near the North Korean border, with Fan and Dong’s companies, as well as another surveyor authorised by Mongolia called International Maritime Survey Association (IMSA), established by Zhang Qiao.

The report concluded that the business connections provided by the three men from Dalian could provide “an avenue for North Korean-linked vessels to obtain flags of convenience and other maritime services prohibited under UN Security Council resolutions.”

下記の写真はサブスタンダード船の写真である。２００８年から２００９年の2年間でＰＳＣから13回の検査を受けた。 日本のＰＳＣ（外国船舶監督官）は６回も検査したが、下記の不備を指摘しなかった。船の長さは８０ｍ未満の元日本船籍内航船。大きな船ではない。どんな検査を行えば見逃すのだろうか。

サンプル　１ 2009年の冬に撮影。


サンプル　２ 2010年の夏に撮影。


サンプル　３ 2003年の１０月に撮影。


日本のＰＳＣによる検査が２００３年７月に行われた。不備としての指摘なし。
船倉がこんなに腐食していても日本のＰＳＣは指摘しない！
もし座礁して、しばらく放置されると船体は真っ二つかも！

サンプル　４ 2003年の３月に撮影。

ＰＳＣによる検査が２００３年２月に行われた。不備としての指摘なし。

サンプル　５ ２００２年の９月に撮影。

日本のＰＳＣの検査は２００２年の７月。ボースン・ストアの水についての指摘なし。ハッチに問題ありと推測できる。 悪天候に遭えば多くの海水が流入する可能性もある。

航海機器用のバッテリーは適切にメンテナンスされていない。

サンプル　６ ２００２年の１１月に撮影。

日本のＰＳＣの検査は２００２年の４月。ＰＳＣの検査から７ヶ月が経過しているが、７ヶ月でこのように腐食することはない

日本のＰＳＣの検査は２００２年の４月。ＰＳＣの検査から７ヶ月が経過しているが、７ヶ月でこのように腐食することはない。

サンプル　７ ２００２年の１２月に撮影。

日本のＰＳＣの検査は２００２年の１１月。エアパイプに関してＰＳＣによる指摘なし。
たった１ヶ月でこのようにエアパイプが腐食することはない。

サンプル　８ ２００９年の６月に撮影。

消防ホースは穴が開き、消火栓のパイプからは水漏れ。火災探知機は故障の表示。
日本のＰＳＣの検査は２００９年の６月。ＰＳＣの検査から１ヶ月たっていない。

サンプル　９ ２００９年の７月に撮影。


補強のブラケットは折れ曲がり、整備に問題あり。ＣＯ２の起動装置はさびだらけ。
日本のＰＳＣの検査は２００９年の６月。ＰＳＣの検査から１ヶ月たっていない。

サンプル　１０ ２００９年の８月に撮影。

ハッチカバーをつなぐピンがない。水密に問題があると思われる。
日本のＰＳＣの検査は２００９年の６月。ＰＳＣの検査から２ヶ月たっていない。

サンプル　１１ ２００９年の８月に撮影。

チェーンパイプが腐食し、多数の穴がある。２ヶ月でこのように急速に腐食する事はない。 また、このチェーンパイプを見ただけで腐食が疑える。

停泊用発電機が汚い。メーターも壊れている。


主機及び機関室が汚い。


COMP. DKの機器の取り付けが仮修理の状態。SPEED LOGは故障。
日本のＰＳＣの検査は２００９年の６月。ＰＳＣの検査から２ヶ月たっていない。
日本のＰＳＣは上記の写真について不備として記載していない。これらが日本のＰＳＣの基準として
不備でないのであれば、実際は、サブスタンダード船の数は もっと多いと思う。

ＩＳＭ(国際安全管理規則)コードによる船舶安全管理認定書(ＳＭＣ)を取得している船舶Ｄ

上記の船を検査した検査会社は当然不備として指摘などしていない。年次の検査を行い、裏書きを行って来た。写真のような状態であっても検査を通すのである。 本来は、利益を追求しない公的機関所属の日本のＰＳＣ（外国船舶監督官）が 問題(不備)を指摘するべきである。不備を指摘できていない。しかし、これが現実だ。現実を知らない人が日本のＰＳＣ（外国船舶監督官） が機能すればとか、「たられば」と言っても現実を知らないから言えるだけ。

上記の状態でも検査に合格するのであれば、特定の国籍に船を登録するだけで税金が安いだけでなく、運航コストが下がるのであれば、サブスタンダード船が多く登録されている国に登録しようとする船主や管理会社がいても不思議でないと思う。素人でも理解できる人はいると思う。そしてこのような船で働く船員達も存在する。
効率よく運航したり、企業努力でコストを下げるだけでなく、このようなからくりで荷物を安く運べるのである。このような船な船で働く日本人はいないかもしれないが、このような船で働いている外国人船員はたくさんいる。

これが良いかどうかはわからないが、これが現実だし、このような船はたくさん存在して日本に入港している。日本に恩恵が全くないわけではない。日本の一部が外国人実習生を奴隷のように使っていると書いてある記事があるが、どちらが良いのだろうか？サブスタンダード船はまともな船と比べれば安全性は低いので、運が悪ければあの世行きだと思う。給料面で言えば、日本で働く外国人実習生の方が平均で考えれば良いと思う。 日本で外国人実習生が適正に扱われていないと批判されるのは日本人の労働者と比べるからだと思う。サブスタンダード船で働いている日本人は見たことがない。例外として、船が海外に売られて目的地まで日本人が操船して行くケースはある。ただ、やはり安全性は低いので運が悪いとあの世行きとなる。国際航海出来るように建造されていない船が時々沈没したり、行方不明になることは珍しい事ではない。

2023年の３月にフィリピン中部の東ミンドロ州沖でフィリピンの内航タンカー「プリンセス・エンプレス」号(MT Princess Empress)が転覆して沈没してで油流出被害が発生した。フィリピン政府から日本政府への支援要請で国際緊急援助隊・専門家チームが派遣された。 このタンカー船の沈没及び油流出被害の背景には、不適切な検査、書類の偽造、検査を行ったフィリピン沿岸警備隊職員に関する汚職、賄賂や癒着が疑われた。「プリンセス・エンプレス」号(MT Princess Empress)は2022年に建造された新造船となっていたが、実際には、船齢50年のLPG船を改造したリビルト船である事が判明した。検査を行った民間の検査会社Orient Ship Registry はMaritime Industry Authority (MARINA)：日本では海運局のような組織から承認を取り消されたそうだ。そしてOrient Ship Registry は英国認定機関（UKAS）からISO９００１の認定を受けているようだ。日本でもISOと呼ばれる言葉はある程度浸透していると思うので、知っている人も多いと思うが、基本からでたらめの不正が行われていたと言う事になる。マニュアル、チェックリスト、や記録はISOの認定及び継続のためだけで、全てを無視したような活動が行われたいた可能性までもが発覚した形だ。
Maritime Industry Authority (MARINA)から発行されたとされる書類は偽造で、２年前に退職し、既に死亡している職員の名前が使われていた事が判明している。 本当に底なしのような結果が調査途中でで判明している。
いくら規則やシステムが存在しても、それが適切に運用され、それが定期的に確認されなければ本来の目的は達成されていない可能性が露呈した認識しなければならない重大な事故だと思う。下記の事故には同じ事が言えると思う。ISMコードの外部監査を合格し、内部監査も行われていても、下記のような事故は起きると言う事である。

アジア太平洋地域18か国で外国船検査を強化へ

メンテナンス不良など３割の外国船が検査強化の対象
日本、韓国、オーストラリア等アジア太平洋地域18か国は、入港する外国船の検査について、メンテナンス不良の外国船などを対象に検査を強化することとしました。 19日までチリのビナデルマルで開催された地域協力の委員会で検討を行ったもので、域内を航行する外国船が増加する中、18か国の検査履歴からメンテナンス不良の外国船を割り出し、 欠陥を抱えるリスクの高い約３割の外国船を優先して繰返し検査する方針です。
「年間約２万５千件の外国船検査の内、約５千件は日本が実施しており、これを行う外国船舶監督官を今年度全国で142 名予定と するなど取組み強化を行っています。」平成24年4月20日　（国土交通省のＨＰより）
★ 開けない人はここをクリック"

Paris MoU takes aim at flag states as ship detentions hit 10-year high
But port authority inspections rise to normal levels again after Covid-19 interruption　06/30/23 (TradeWinds News)

By Paul Peachey in London

The number of ships detained under the Paris MoU hit the highest level for a decade in 2022, with port authorities forced to take on a greater role in tackling substandard vessels.

The organisation’s annual report revealed that more than 4% of vessels were detained from 17,289 inspections and took a sideswipe at flag states, and the recognised organisations that carry out inspections on their behalf, for not playing their part.

Some of the most frequently recorded deficiencies in 2022 included problems with fire doors, seafarer contract issues and the cleanliness of engine rooms, the report said.

“While a direct link to Covid-19 cannot be easily established, it is concerning that the 2022 detention rate is the highest in 10 years,” the report said.

“This has increased the importance of port state control as a line of defence, where others — in particular shipowners, flag states and recognised organisations — fail to take their responsibility sufficiently.”

The report said detentions have declined slowly but steadily for years before the 2022 figures. The detentions represent 723 vessels but include some that were held more than once in the year.

“We hope, and in fact assume, that the chain partners in the maritime sector ... will also take measures to put a stop to this negative trend,” Paris MoU chairman Brian Hogan and secretary general Luc Smulders said.

The highest proportion of detentions was for ships flagged by Moldova, according to the figures, with 10 detentions of 32 vessels inspected — or 31%.

Cameroon was second on the list with 27% of vessels inspected. Vessels flagged by Tanzania, St Kitts & Nevis and Algeria all had detentions of ships above 15% of those inspected, according to the report.

The Paris MoU also reported a slight downward shift in quality of shipping as measured by its white, grey and black lists of flags. The list status is calculated based on three years of rolling data with at least 30 inspections during the period.

Dark fleet
White-list flags was down one from 2021 to 39, while nine flag states were black-listed in 2022, up from seven in 2021. The nine are Cameroon, Moldova, Algeria, Togo, Albania, Vanuatu, Sierra Leone, Comoros and Tanzania.

A number of those have been prominent in flagging the so-called “dark fleet” tankers, hauling sanctioned oil cargoes from Iran, Venezuela and Russia. They include Cameroon, Togo and Sierra Leone.

St Kitts & Nevis, which is on the grey list but was in the top five flags for detentions in 2022, dropped a number of vessels managed by India’s Gatik Ship Management earlier this year amid suspicions of sanctions-busting linked to Russian oil shipments.

The inspections in 2022 marked a return to normal operations after two years of lower activity, owing to the Covid-19 pandemic.

The Paris MoU agreement includes 26 European coastal states and Canada. Russia is currently suspended from the organisation because of its invasion of Ukraine.

2023年2月28日にフィリピン中部にあるミンドロ島の沖合でタンカーM/T Princess Empressが転覆して周辺の海域で油が流出して大きな被害が出た。事故の調査でとんでもない事が判明した。船齢1年の新造船とニュースで報道されたが、実は船齢50年でスクラップになるようなLPGタンカー船を改造したリビルト船である事が明らかになった。それを検査したと思われるOrient Register of Shipping, Inc.がMARINAから承認を取り消されたようだ。そしてこの会社は英国認定機関（UKAS）のロゴを使っている事からISO9001の認定を受けているようだ。これは大問題だと思うし、ここで検査会社の問題とサブスタンダード船の問題を書いてきたが部分的に今回の事故で証明されたと思う。
システムや管理監督に問題があるから建前の話は別として問題が起きる可能性が高い事が現実に起きた大きな被害で部分的に証明されたと思う。しかもありえないような事が見逃され、起きた事だ。書類の偽造、1年に4回の検査を受けながら問題の指摘を受けず、船齢50年の船が船齢1年の船として認められ、疑問に思った人がいたかもしれないが、大きな事故が起きるまで問題にならなかった。検査した検査会社は英国認定機関（UKAS）のロゴを使っている事からISO9001の認定を受けている可能性がある。どうしたらこのような事が問題にならなかったのか？癒着と言うのなら、何を信じていいのかと思う。
知る限りどこのメディアも問題としていないが、M/T Princess EmpressのIMO番号9985136が新たに取得されているのであれば大問題だと思う。船を改造したり、リビルトしたぐらいではIMO番号は変わらない。新たに簡単に取得できるのであれば、セキュリティの観点から大問題だと思う。つまり、人間でいえば、別人として新しい戸籍で扱われると言う事になると思う。

Who is a Marine Surveyor – Responsibilities, Qualifications, and Skills May 22, 2022 (MARINE INSIGHT)

By Ajay Menon

Shipyards take great care in designing and building ships, with regular inspections. They know every mistake will cost them heavily in terms of delays and fines.

Once the construction of a ship is finished, the shipowners must then ascertain that the vessel meets the standard laid out in the building contract.

Although most organisations employ in-house specialists, they ensure that the vessel meets the benchmark, and an independent inspection may sometimes be required for the same.

Third-party inspectors may need to survey a vessel separately. Generally, marine insurers might require an assessment of the condition of a ship before some legal arbitration. Or standardisation bodies might need people qualified to ascertain a ship’s seaworthiness before being registered. In all these scenarios, specialists with enormous maritime experience and knowledge often handle the situation.

These specialists who inspect and monitor various ships using advanced inspection methods are known as “Marine Surveyors”. Considered to be one of the most prestigious vocations in the industry, it demands a great deal of technical know-how. A marine surveyor should know how to inspect a vessel’s hull, marine engines, electrical system, and other electronics, check for water intrusion, proper functioning of the heat and airconditioning etc.

This article will dive into marine surveyors’ world and analyse their responsibilities, qualifications, and skills.

What are the Duties of a Marine Surveyor? Marine surveyors conduct inspections of vessels of all types, including commercial vessels, cargo vessels, passenger vessels, barges, tugboats, warships, ferries and pleasure yachts that are under 20 meters, all the way up to tankers measuring over 200 meters. They also inspect marine cargo and facilities like drydocks, canals, docks and oil rigs for pre-purchase evaluation, insurance claim resolution, regulation compliance and marking insurance eligibility.

A good surveyor can work with most vessels and help the buyer ascertain the long-term suitability of his asset.

To ensure proper functioning and disbursement of duties, there are several different responsibilities that these surveyors are required to fulfil.

The primary responsibility of a marine surveyor is to conduct thorough and extensive surveys of a ship. Before delivery, a complete analysis of the entire vessel must be carried out, as this determines the initial seaworthiness of the ship.

While playing an important role in maritime arbitration and insurance, it also lets the shipowner know that the vessel they are receiving is in the best possible condition.

Various surveys are carried out during the vessel’s life for different reasons. These could be annual surveys used to study vessel performance yearly. Or there could be interim surveys intended to inspect specific parts of a ship. Special surveys can also be conducted in case of registration or other formalities.

Another responsibility of a marine surveyor is to ensure that machinery and equipment are functioning as required. This includes essential components such as engines, communications and navigation. It also needs emergency and safety equipment to be checked under realistic operating conditions. The surveyor must witness the tests and ascertain that any generated reports fall within acceptable standards.

Along with inspections, surveyors must ascertain the load regulations and limits calculated for a vessel. Gross tonnage and deadweight tonnage (DWT) are to be cross-checked with the values stored in the stability handbook of the ship. Checking the load lines and draft markers is also required, as some companies may attempt to overload their boats. The surveyor assists in load line assignments and checks weight distribution as well.

The next duty that surveyors are required to perform is the investigation of maritime accidents. This could be part of insurance institutions or from the shipowners’ side when claiming marine insurance; ascertaining the ship’s condition before the accident is essential.

Determining the extent of the damage is also required. For this, marine surveyors consult reports of the vessel before the accident. In case of being submerged, salvage operations may be necessary. Before commencing a salvage, surveys may also be conducted to ensure that the wreck can be safely moved without damaging the vessel and the surrounding biosphere. Protection and Indemnity (P&I) insurance companies can also employ these marine surveyors as third-party specialists for ascertaining damage compensation.

In case of an accident, a marine surveyor will be required to investigate the occurrence from an official capacity as deemed by a relevant maritime law court. They report to the court in all matters about the condition and performance of the ship. They also act as expert witnesses who can depict the ship’s condition. In case of any deaths, the surveyor may have to assist the coroner in ascertaining probable causes and locations of demise. Thus, marine surveyors also play an important role in maritime law and serve as advisors to a court of law.

Lastly, surveyors can also be tasked with a fair and unbiased evaluation of maritime assets. When buying a ship from another party, it would be wise to engage a marine surveyor to determine the condition of the boat that you are receiving. In case you wish to sell a ship, surveyors provide a realistic figure for the ship’s market value, known as the Fair Market Value, from an unbiased analysis. During damage reports or component replacements, marine surveyors may also determine the expected costs to be incurred while accounting for various factors in the industry.

Some of the other duties that marine surveyors can perform include:

1. Marine warranty surveys
2. Charter surveys
3. Flag state surveys
4. Offshore structural surveys
5. Hull and equipment surveys
6. Cargo surveys

The Different Types of Surveyors Since this industry is incredibly diverse and vast, different surveys are carried out by specialised surveyors who are experts in their respective fields. This section will look at the various types of surveyors and the organisations they fall under.

There can be two main types of surveyors depending on their primary objectives- proactive and reactive surveyors. Proactive surveyors aim to identify problems before they occur. They are generally responsible for assessing vessels before purchase or during routine checks.

In case any flaw or damage is located, a potential mishap is averted. Hence, the surveyors are considered to be proactive. On the other hand, reactive surveyors are called in after some incident has occurred. They include insurance, arbitration, and claimant surveyors. Since they assess the vessel as reacting to some occurrence, they are referred to as reactive surveyors.

Cargo surveyors are specialists hired by a charterer or organisation transporting cargo bulk. The cargo owner entrusts the surveyor with ensuring that the cargo is loaded and unloaded appropriately. In addition to assessing the cargo operations, the surveyor calculates the permissible loads and maximum and minimum drafts and cross-checks the manifest with the loaded cargo.

In the case of loose goods carried in bulk carriers, there may also be necessary to ensure sufficient provisions to prevent cargo from shifting during the journey. For expensive and high-value goods, the surveyor may be required to oversee the loading and unloading operations personally. When transporting goods prone to contamination or infection, the surveyor is responsible for ensuring that precautions are taken to secure the goods safely. As the name suggests, the cargo surveyor is responsible for all cargo-related operations and inspections.

Classification surveyors are representatives of the classification society and ensure that a vessel adheres to pre-set regulations. A classification society is a standardisation body responsible for ensuring that ships are built and operated safely. They may impose restrictions on boats based on the vessel class and require the ship to maintain these standards to retain their registration under the society.

The Lloyd’s Register, Bureau Veritas, and Indian Register of Shipping are prominent classification societies. These surveyors must inspect a vessel and its machinery to ensure it meets the set standards. They also serve as representatives of the vessel’s flag state to ensure that domestic statutes are adhered to. A flag state refers to the country’s flag under which a ship operates. This surveyor checks a vessel’s construction, outfitting, maintenance, pollution levels, etc., and passes a recommendation to both the flag state and the classification society. If there are any issues, a window of time is provided to correct the problem. These surveyors usually work alongside government surveyors.

Government surveyors are officials representing two main points of interest- a flag state representative and a port state representative. The flag state official ensures that a vessel registered under its country meets satisfactory requirements to continue its registration. In case of any prolonged and uncorrected issue, the flag state has the power to suspend or revoke a registration. This prevents the ship from entering any port, as it no longer has any affiliation. On the other hand, the port state official reports to the government of a country where a particular ship is docked. They are tasked with ensuring that all incoming and departing ships satisfy the requirements of that specific port. In addition to surveying vessels, they can also be responsible for ensuring that the draft limits of a port are maintained.

A yacht and small craft (Y&SC) surveyor is responsible for inspecting and monitoring a small boat. They check the various equipment and machinery onboard. Since most of these vessels are for personal pleasure, the owners hire surveyors to inspect their vessels. Although some surveyors operate under organisations, the vast majority of these hires are independent surveyors.

An insurance and warranty surveyor inspects vessels for insurance and P&I purposes. Either party in an insurance claim can hire them. For instance, insurance companies often hire staff surveyors to estimate the damage and determine whether it falls under a valid insurance claim. On the other hand, the claimant would employ a surveyor to conduct a private inquiry and may use their report in a court of maritime law. Although insurance companies often suggest that claimants hire a surveyor to run their analysis, both parties prefer involving an unbiased third party. It is illegal for an insurance company to force a particular surveyor on the claimant.

Lastly, an independent surveyor is an individual who carries out surveys independently, without being associated with any organisation. They are usually hired to run private third-party reports on a vessel’s construction or incident. They offer their services in pre-purchase surveys, evaluation, draft surveys, confidential insurance enquiries etc. Independent surveyors rely mainly on goodwill and publicity to increase their customer base.

Training, Qualifications and Accreditation Being a marine surveyor requires several skills that need to be certified by official bodies. The training and certification phase is critical as it creates a foundation for being a successful surveyor. Working in that field for several years can be helpful to show expertise in specific skills.

For instance, to be a surveyor for container ships, having worked onboard a ship or at a port, a terminal can serve as a certification prospective clients wish to see. On the other hand, if you want to survey a domain with no valid experience, being certified by some third party is possible. Taking specific courses is relatively easy, as there are a large number of bodies that conduct them. These include Lloyd’s Register, Maritime Training Academy, and Det Norske Veritas Germanischer Lloyd (DNV GL). It is interesting to note that most standardisation societies provide certification on many maritime courses.

Regarding certification for Marine Surveying itself, there are relatively few options available. This may be because surveying is a skill learnt with extensive experience and is not something that can be picked up overnight with a classroom course. Reputation is king in this industry, and no amount of certification will bring in clients unless you possess certain vital qualities.

Nevertheless, there are specific international organisations providing certification in this surveying. These include Lloyd’s Maritime Academy, the International Institute of Marine Surveying (IIMS), the National Association of Marine Surveyors (NAMS), and the Society of Accredited Marine Surveyors (SAMS). Members of SAMS, known as Accredited Marine Surveyors (AMS), hold valid certification and represent a large group of surveyors who establish precedents and maintain standards for all members to follow. Most societies suggest getting direct experience under a marine surveyor after completing their courses. However, one can also directly approach an experienced surveyor first instead of joining a class.

The primary skills that prospective clients look for in a surveyor are subjective. Generally, well-spoken and confident individuals portray a positive image. However, anyone who can prove their expertise in this field is quickly given opportunities. A candidate must be able to write reports compact yet detailedly. Since survey reports are the first impression of any surveyor, they must stick to mutually acceptable standards. In addition to these skills, having prior experience in any field of the maritime industry is preferred. Training under an experienced surveyor is the best method to pick up essentials and valuable skills.

Salary and Perks for Marine Surveyors The enormous responsibility of determining the condition of a ship is by no means an easy job. Livelihoods, industries, and large amounts of money hang in the balance waiting for the marine surveyor’s approval. Being thorough is a necessity, as any error on their part can affect the global shipping industry. Thus, being adequately compensated for their skills is also a must. The marine surveying industry has specific standards that ensure its members are provided with adequate benefits.

Marine surveyors usually require a minimum of experience in the various industry domains they are tasked to handle. The more the experience, the higher the package they can expect to receive. In addition, certifications from prestigious institutes can also go a long way in ensuring that clients value your opinion. Although starting your career as an independent surveyor will ensure you receive your entire fee, you will lack in terms of other perks and benefits organisations can provide you.

The annual salary for a marine surveyor in the USA ranges between $60,426 and $81,974, with the average salary coming in at $70,089. This salary can depend on the size of the vessel to be surveyed, its location, costs you may incur to prepare a report, the cost of travelling etc. Also, enjoying goodwill amongst reputable ship-owning companies will provide you with a good client base. When estimating the average fee or commission per survey, it is crucial not to follow a ‘one size fits all strategy. The perks and benefits enjoyed by surveyors engaged with organisations include medical insurance, rent allowances, travel allowances etc. It also provides them with a network of like-minded individuals involved in the same field.

Report preparation is considered a tricky subject in the marine surveying industry. It can be the make-or-break component in any surveyor’s career. A well-written and detailed report would increase their client base through word-of-mouth marketing. On the other hand, a poor report could also effectively tank their prospects. Thus, most marine surveyors go to great lengths to learn the skill of report writing.

The essential points to look out for include language that is easy to comprehend, a detailed analysis of the various areas of the vessel, photographs or other visual media to emphasise a particular finding, and concisely preparing a report. Most clients find reading bulky and oversized reports to be counterproductive. They prefer to avoid surveyors who use too many words to convey a simple concept. Writing succinct reports that even laypeople can understand will go a long way in attracting more customers.

The marine surveying job also features benefits that go beyond the monetary aspects. It is a prestigious occupation that allows you to utilise your skills even after you retire from active sailing. It is also an opportunity to pass on knowledge to other individuals and actively connect with them.

The bottom line is that this industry presents a fantastic chance for motivated individuals to face new daily challenges that put their skills to the test. Based on your marketing and performance, you may be able to make much more than the industry average. It is essential to realise that this field has no fixed salary or income, unlike other industries. Although the above figures are based on extensive studies and research, the actual values may differ depending on your expertise and geographical location.

Frequently Asked Questions 1. What is the job of a marine surveyor? The primary responsibility of a marine surveyor is to conduct thorough and extensive surveys of vessels. Before the delivery of a new ship, such surveys are essential to ensure the proper functioning of all onboard systems and guarantee the vessel’s seaworthiness.

2. How do you become a US Marine Surveyor? Marine surveyors are needed to have a certain amount of experience in the several industry domains they are trained to handle. The more experience and projects are completed, the better the salary package. Additionally, maritime institutes’ certifications can help get clients’ trust.

3. What are some of the surveys conducted by marine surveyors? Some of these surveys include marine warranty surveys, charter surveys, flag state surveys, offshore structural surveys, hull and equipment surveys and cargo surveys.

4. What is AC and V Survey? A repurchase survey is conducted when someone is thinking of buying a vessel. It is quite a comprehensive ‘Condition and Valuation’ or C&V Survey that incorporates operational testing of all the onboard equipment and includes a sea trial of the vessel in question. Also, the ship is inspected thoroughly, both inside and out.

5. What is the need for a marine survey? A marine survey is essential for determining what repairs or upgrades are required so a vessel might operate under safe conditions at sea. Marine surveys ensure that all systems onboard vessels run smoothly, so there are no accidents, loss of life or property at sea. They also help to know the actual value of a boat or vessel.

Common Corrupt Practices In Maritime Industry May 25, 2022 (MATINE LOG)

Jessica Loh

Maritime corruption has a negative effect on the industry, impedes social and economic development and contributes to security risks in ports and onboard ships and endanger the well-being, health and safety of seafarers.

Kitack Lim, secretary general of the International Maritime Organization (IMO) said that “The maritime industry is frequently exposed to the risk of corruption. Shipping is part of a vital multinational transport and logistics chain, delivering 11 billion tons of goods annually – including much-needed medicines and protective equipment during the pandemic.

“However, research has identified that seafarers may be subjected to corrupt demands, such as unlawful requests for payments to allow ships to enter and depart the port or disproportionate penalties applied for minor errors. This can lead to interruptions to normal operations, delaying ships and creating a risk to navigation and seafarer safety.

“The Maritime Anti-Corruption Network (MACN)’s anonymous reporting mechanism has collected close to 40,000 reports of corrupt demands globally.  This is most certainly a cause for concern.”

Illegally gaining an advantage over others The lack of transparency in the sector has made it vulnerable to bribes associated with lucrative maritime contracts. Where large shipping and commercial vessel companies are involved, they very often bid for long term contracts from large scale manufacturers/ exporters. Bribes are often paid to gain contracts, affect quota allocation or influence tenders.

According to Reuters, there were claims that Maersk Group allegedly bribed Brazil’s state-owned Petroleo Brasileiro SA, Brazil’s largest oil manufacturer emerged in May 2014. They were said to have used a brokerage with little experience to pass bribes to a director for privileged information on the schedules of ships used to transport oil and derivative products in order to gain an edge in bidding for contracts.

In the case of Sargeant Marine published by The United States Department of Justice, the company was engaged in an eight-year scheme to bribe foreign officials in Brazil to obtain valuable contracts to sell asphalt. Sargeant Marine also admitted that between 2012 and 2018, they bribed four officials in Venezuela in exchange for inside information.

Biased evaluation of maritime assets Every day, vessels and cargos enter ports and clear customs, involving numerous stakeholders across several jurisdictions. This scenario creates huge opportunities for corruption, such as illicit payments, one of the biggest problems faced by shipping companies.

A marine surveyor is a professional who conducts inspections, examines marine vessels to assess and report on the condition of the vessel itself and the cargo on it. One of the many duties of a marine surveyor includes the inspection of the vessel before it docks into the arrival port. Upon accepting bribes, marine surveyors will issue favorable reports that allow ships to enter terminals.

Bribery in ports can cause severe safety risks such as in the case of dangerous goods. If a bribery incident allows a vessel with high-risk defects to enter the port, it poses a grave threat to both the people working in the terminal and the terminal itself.

The role of clearing agents Organization for Economic Co-operation and Development (OECD) describes clearing agents as an intermediary, individual or legal entity that is put in contact with or in between two or more trading parties. Firms engage clearing agents who specialize in clearing cargo through the port on behalf of their clients.

The clearing agents will record detailed information at the level of each shipment on arrival and clearance times and dates, expected storage costs at the port, the size of the client firm and a wide range of cargo characteristics such as its size, value and product type.

Clearing agents then submit all the required documentation, monitor the clearance process and make all necessary payments to customs’ officials and port operators, including bribes.

Some of the main reasons for a bribe payment include to jump a long queue of trucks to get into the port, evade tariffs or to get officials to close an eye to a lack of important clearance documentation.

Deflating the invoice Under-invoicing is a common type of fraud whereby the importer asks the exporter to declare on the invoice that the goods are of lower value than the actual sale price. Typically, the purpose is to understate the declared value of the goods to avoid customs duties and import taxes at the time of importation. The issuance of a false commercial invoice upon a purchaser’s request could constitute a violation of the books and records provision of the Foreign Corrupt Practices Act (FCPA).

Under-invoicing also open doors to Trade Based Money Laundering (TBML), the process of disguising proceeds of crime and moving money through the use of trade transactions in an attempt to legitimize their illicit origin. TBML was recognized by the Financial Action Task Force as one of the three main methods by which criminal organizations and terrorist financiers move money for the purpose of disguising its origin and integrating it back into the formal economy.

This scheme involves the buyer and seller colluding and conspiring to manipulate the price of goods and services through deliberate false pricing and moving money in or out of a country without the need for physical cash transfers. The common techniques used in TBML are over, under and multiple invoicing for goods and services as well as over or under-shipment.

A scheme involving under invoicing would see the seller invoiced the buyer for goods at a price below market value, allowing the buyer to resell the goods and receive an additional profit for the difference between fair market value and purchase price paid. The exporter is also able to transfer value to the importer (i.e., moving money into a country) while avoiding scrutiny associated with direct form of money transfer.

Corruption during customs clearance Corruption can involve facilitation payments to customs officers to allow illegal goods through or turn a blind eye to specific procedural requirements. Research by Dennis Ndonga published in World Custom Journals revealed that the nature of corrupt activities that customs officials typically engage in vary from country to country and range from acts of extortion, patronage, nepotism, embezzlement, kickbacks and cronyism.

Research by Irene Hors published in the OCED iLibrary categorized custom corruptions into routine, fraudulent and criminal corruption.

Routine corruption occurs when private operators pay bribes to customs officials in order to receive a normal or accelerated completion of customs procedures. One of the repercussions of enticing custom officials to perform their obligation is the creation of a culture where customs procedures are delayed until a bribe is offered to them.

The officials will promptly attend to files of operators who have paid bribes while making others wait, or the officials may pretend to be absent or engaged elsewhere when a requested action is much needed and only become available once a bribe is paid.

Fraudulent corruption occurs when operators persuade customs officials to turn a blind eye to certain procedural requirements in order to reduce their tax liability or other import/export obligations. This form of corruption is, in essence, initiated by operators who seek customs officials’ cooperation in committing fraudulent acts in their favor.

In such cases the importers/exporters provide incorrect information regarding the nature, quantity, origin or value of their goods, and collude with customs officials by offering them bribes to ignore the true details.

Criminal corruption occurs when criminals offer bribes to customs officials to allow them to smuggle illegal substances. For example, incidences of collusion of drugs and arms traffickers with customs officials fall under this category.

Captain Rajesh Unni, founder and CEO of Synergy Marine Group and MACN board member said that “Corruption consistently endangers the morals of the entire world and not just our industry alone. It is a cancer and is our rightful duty to challenge it both individually and collectively to create an impartial, safer, and brighter future for the generations ahead.

“If we do not take a stand against it now, we are invariably supporting it and we will most certainly continue to fall victim to its damaging effects. Because of its rampant spread and deep-rooted history over centuries in most aspects of our daily lives, the fight against corruption cannot be an individual effort, but needs to be a collective and altruistic effort by everyone in our industry looking to make the world a safer place.”

Shell heist: Surveyor who accepted $4,000 bribe jailed for four weeks Sep. 03,2019 (THE STRAITS TIMES)

Samuel Devaraj

SINGAPORE - Paramanandham Srinivasan spotted a man on board a vessel he was inspecting, after cargo had been loaded onto it.

Paramanandham, a surveyor, suspected that the man could have manipulated the readings on the vessel's machinery or documents in order to conceal the misappropriation of gas oil.

He questioned the man's presence on the vessel and the man told him not to interfere and gave him US$3,000.

For accepting the gratification from Muzaffar Ali Khan Muhamad Akram, Paramanandham, was sentenced to four weeks' jail and ordered to pay a penalty of $4,046.70 - the local dollar equivalent of the bribe amount - on Thursday (June 30).

The 39-year-old Indian national pleaded guilty to one corruption charge.

He was among 12 surveyors who were charged on April 14 for allegedly accepting bribes from then Shell employees Muzaffar, Juandi Pungot and Richard Goh Chee Keong.

Deputy Public Prosecutor Norman Yew said in court documents that Paramanandham's company, SGS Testing and Control Services Singapore, offers surveying services, including the inspection of the quantity of cargo supplied to vessels in Singapore by suppliers like Shell.

Paramanandham had spotted Muzaffar some time around April 28, 2016, on board a vessel which his company was engaged to inspect.

DPP Yew said: "After receiving the cash, the accused forbore to accurately report the amount of cargo loaded onto that vessel and turned a blind eye to Muzaffar's misappropriation of gas oil at Shell Pulau Bukom.

"By these actions, the accused helped Muzaffar, Juandi and their co-conspirators to conceal the misappropriation of gas oil."

As a result of Paramanandham's action, the misappropriation of Shell oil worth US$236,956.14 went undetected by the company in 2016.

DPP Yew added that since the discovery of the heist, Shell has taken costly measures to improve its systems and processes at Shell Pulau Bukom, including developing a monitoring software and creating new permanent positions.

On March 31, Juandi was jailed for 29 years for his role in masterminding the misappropriation of more than 200,000 tonnes of gas oil worth $128 million.

This is one of the longest prison sentences for a commercial crime.

Muzaffar's case is still pending.

Some of the other surveyors have also been dealt sentences for accepting bribes. They include Anand Omprekas, 39, Noruliman Bakti, 40, and Muhammad Khairul Asri Mohamad Hanafiah, 38, who were each jailed between four and eight months on May 26.

The maximum penalty for corruption is a $100,000 fine and five years in jail.

MrWolfSnack

This is the M/V Arvin, a Russian-built ship sailing under a Palau flag registered under "Arvin Sg Ltd". She was anchored at the Black Sea port of Bartin (Turkey) and broke in half while anchored and sank Jan 17, 2021 during rough sea currents. Out of the 13 people on board; 6 were rescued, 4 were killed, 3 remained missing as of the time of the search operation. 11 of the souls on board were Ukrainian, and 2 were Russian.

The ship was built in 1975 in Czechoslovakia for the USSR as a dry goods transporter. The ship was designed for mainly for river and lake operations as a barge freighter. She was never designed for rough weather of any sort or the open ocean at all. Despite that fact, she continued to operate in the Black Sea, a region noted for its adverse weather and rough high currents after suffering from over 30 years of poor maintenance and neglect since being sold in 1992 from Russian ownership. These ships are essentially open topped bathtubs with no rigidity, and you can watch them twist and bend just from passing a ship’s wake if they’re unladen. It is not uncommon to see older ones at the end of their service life have several cracks at the deck edge, which will quickly propagate down the hullside if the ship is kept in service. A port state control inspection in Georgia in 2020 found extensive deficiencies on board the Arvin, including severe deck corrosion (softness) and ill-maintained (not functional) weathertight hatches. The Volgo-Balt series of ships were given a restriction on class and were not permitted to sail more than 100 miles from safe haven.

The entire merchant marine fleet in the Black Sea is known for the very poor condition of its ships and the inhumanely poor conditions for the sailors. Olga Ananina, the ITF inspector in Novorossiysk, remarked. “Today the bulkers operate under flag of Panama and under control of Orbital Ship Management. All ships are old and problematic. The wage debts, low wage levels not exceeding the ILO rates, lack of provisions, drinking water, working wear, or cleaning materials – all of these are normal for the rust buckets which sink every year claiming seafarers’ lives." The Seafarers’ Union of Russia strongly recommends to shy away from hiring on these ships as they pose a danger to navigational safety and seafarers lives.

From 1975-1992 before the ship was renamed to the M/V "Arvin", she was known as the VOLGO-BALT 189. The ship worked for the USSR and then White Sea & Onega. After the USSR decommissioned it, it was sold off and eventually became property of Palau as its final owner after being registered in Malta, Iran, and Cambodia over the next 30 years. Sister ships Volgo Balt 179 (built 1973) and Volgo Balt 214 (built 1978) also broke apart and sank in the years prior to the Arvin (Volgo Balt 189). There are many of these Volgo-Balt vessels, built during Soviet times, that is still in operation under different flags and in different trades across the world.

Terrifying Video Shows Cargo Ship Break in Half Off Turkey January 31, 2021 (gCaptain)

Mike Schuler

A screenshot of video showing the MV Arvin breaking in half, January 17, 2021.

Turkish maritime authorities have published some terrifying video showing a cargo ship breaking in half in a matter of minutes.

The incident took place January 17 when the Palau-flagged Arvin broke in half and sunk at a Black Sea anchorage off the Port of Bartin. The 1975-built ship was reported to be carrying 2,902 tons of urea.

Sadly, this incident did not end well. A day after the ship broke, six of the ship’s 12 crew members were still reported missing.

You can hear the captain making the MAYDAY call in the video below.

Rescuers find bodies of three crewmembers from Arvin bulker that sank off Turkey’s coas January 18, 2021 (KYIV POST)

By Interfax-Ukraine.

Arvin cargo ship, with 10 Ukrainians on board, sank near the port city of Bartyn, Turkey on Jan. 17. 2021. Photo by SabriKeles/vesselfinder.com

The bodies of three sailors from the Arvin bulk carrier, which sank off the coast of Turkey on Sunday, have been discovered as of Jan. 18 morning, the Ukrainian Foreign Ministry said citing information provided by Turkey.

“According to Turkish authorities, as of 10:00 on January 18, six crewmembers have been rescued (five citizens of Ukraine and one citizen of Russia), and the bodies of three deceased sailors were found (their identification is ongoing),” the ministry said in a statement published on its website on Monday.

The rescued crewmembers have been hospitalized in the city of Bartin, and the search and rescue operation is continuing.

The Ukrainian ambassador to Turkey and several consular workers have arrived in Bartin to provide the Ukrainians with consular assistance and coordinate collaboration with the relevant Turkish agencies. The Ukrainian Foreign Ministry and embassy to Turkey have taken the incident under special control.

The Ukrainian embassy to Turkey said later the Ukrainians rescued from the sunken vessel had been discharged from the hospital.

The Ukrainian Foreign Ministry reported earlier that the Arvin (IMO 8874316, sailing under the flag of Palau) sank near the coast of Turkey’s Bartin province on January 17. Tentative findings indicate that the wreck might have been caused by a heavy storm. The vessel had 12 crewmembers on board, among them ten Ukrainian citizens, it said. The Ukrainian company Arvin Shipping LTD has been named as the vessel’s owner.

The Russian Federal Agency for Maritime and River Transport (Rosmorrechflot) has said there were two Russian citizens onboard the bulker.

Ship surveyor arrested while taking bribe Sep. 03,2019 (NEWAGE)

The Anti-Corruption Commission on Monday caught red handed a ship surveyor of the Department of Shipping when he was taking Tk two lakh as bribe inside his office room.

The arrestee was identified as Mirza Saifur Rahman.

A team of ACC officials arrested Saifur Rahman from the Department of Shipping headquarters in the capital in the morning.

A ship owner requested for fitness certificate after completing survey of his ship, but the surveyor demanded Tk three lakh as bribe for the fitness certificate, Pranab added.

After a long negotiation, the surveyor agreed to provide the certificate if the owner give him Tk two lakh as bribe, Pranab said, adding that later the ship owner filed a complaint with ACC and it laid a trap to catch the surveyor red handed.

ACC assistant director M Abdul Wadud filed a bribery case against the surveyor.

Prison for ship surveyor who lied to Coast Guard August 20,2012 (MATINE LOG)

Written by Nick Blenkey

AUGUST 29, 2012 – A Miami-based ship surveyor was sentenced today for lying to the Coast Guard and for falsely certifying that inspections had been performed on two ships, which were designed to ensure that the ships were seaworthy and did not pose a threat to the crew or the marine environment.

Alejandro Gonzalez, 60, of Miami-Dade County, Fla., was sentenced in U.S. District Court for the Southern District of Florida to 21 months in prison.

On May 24, 2012, a federal jury found Gonzalez guilty of lying to a Coast Guard inspector and a federal agent about the drydocking of the M/V Cala Galdana, a 68-meter cargo vessel, in San Juan, Puerto Rico, in April 2009 and December 2009.

Coast Guard inspectors in San Juan discovered the vessel taking on water in August of 2008 and requested the last drydocking of the vessel. Gonzalez concocted a false story about the vessel being drydocked in Colombia in 2006 when he knew it was not. Gonzalez repeatedly claimed the vessel had been drydocked in Cartegena, Colombia, in March of 2006, while evidence at the trial proved conclusively that the vessel was never in Colombia during 2006.

Gonzalez was also convicted of falsifying documents for the M/V Cosette, a 92-meter cargo vessel. As the surveyor on behalf of Bolivia, Gonzalez certified the ship as safe for sea while the vessel was docked in Fort Pierce, Fla., in November 2009. When the vessel shortly thereafter arrived in New York City harbor, Coast Guard inspectors discovered exhaust and fuel pouring into the engine room, endangering the crew and the ship. For his action, Gonzalez was convicted of making a false statement and obstructing a Coast Guard Port State Control examination.

“Mr. Gonzalez is being held accountable today for making false statements and certifications to Coast Guard inspectors whose job it is to ensure the safety of ships at sea,” said Ignacia S. Moreno, Assistant Attorney General for the Environment and Natural Resources Division at the Department of Justice. “Ship surveyors serve a crucial public safety role, and when they abdicate their responsibility they put mariners in danger and our nation’s waters at risk of contamination. Mr. Gonzalez’s prosecution should send a message that we will not tolerate this type of egregious behavior.”

“Surveyors are responsible for the safety of the ships they inspect. When they fail to do their jobs properly, lives are put at risk,” said Wifredo A. Ferrer, U.S. Attorney for the Southern District of Florida. “Today’s sentence should remind those few surveyors who need reminding of the great responsibility that they carry and the consequences of their actions.”

アメリカ船級協会	フランス船級協会	中国船級協会
ノルウェー船級協会	韓国船級協会	これに準メンバー
イギリス船級協会	イタリア船級協会	インド船級協会
日本海事協会（日本）	ロシア船級協会	クロアチア船級協会
The Liability of Classification Societies (Comite Maritime International - CMI)

Surveys, Verifications and Certification　（IMO:国際海事機関）

All ships must be surveyed and verified by officers of the flag State Administrations or their recognized organizations (ROs)/recognized security organizations (RSOs)/nominated surveyors so that relevant certificates can be issued to establish that the ships are designed, constructed, maintained and managed in compliance with the requirements of IMO Conventions, Codes and other instruments.

IMO Conventions, Codes and other instruments

1. Conventions: SOLAS, MARPOL, Load Lines, Tonnage 69, COLREG 72, AFS 2001, BWM 2004 , etc;

2. Codes: ISM, ISPS, HSC 1994/2000, IBC/BHC, IGC/GC, MODU, SPS, 2011 ESP, RO Codes, etc; and

3. Other instruments (for updated list of non-mandatory instruments, refer to GISIS Module on non-mandatory instruments at https://gisis.imo.org/Public/INSTR/Default.aspx ): Test

• Global and uniform implementation of the Harmonized System of Survey and Certification (HSSC) (resolution A.883(21));
• Survey guidelines under the Harmonized System on Survey and Certification (HSSC), 2015 (resolution A.1104(29));
• 2014 Guidelines on survey and certification of the Energy Efficiency Design Index (EEDI) (MEPC.254(67)), as amended by MEPC.261(68);
• 2010 Guidelines for survey and certification of anti-fouling systems on ships (MEPC.195(61));
• Interim Survey Guidelines for the purpose of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments under the Harmonized System of Survey and Certification (BWM.2/Circ.7);
• Surveys and inspections of ro-ro passenger ships (resolution A.794(19));
• Revised Guidelines on the implementation of the international Safety Management (ISM) Code by Administrations (resolution A.1071(28)) Interim Guidance on control and compliance measures to enhance maritime security (MSC.159(78)) etc.

Certificates and documents Certificates and documents required to be carried on board ships are listed in FAL.2/Circ.127-MEPC.1/Circ.817-MSC.1/Circ.1462, which was issued on 1 July 2013 and is subject to updating. They include (some depend on the type of ship):

International Tonnage Certificate;

International Load Line Certificate;

Passenger Ship Safety Certificate;

Cargo Ship Safety Construction Certificate;

Cargo Ship Safety Equipment Certificate;

Cargo Ship Safety Radio Certificate

Cargo Ship Safety Certificate

Safety Management Certificate

International Ship Security Certificate

Stability Information;

Damage Control Information;

Cargo Securing Manual

Minimum safe manning document;

Certificates for masters, officers or ratings;

International Oil Pollution Prevention Certificate;

International Certificate for the Carriage of Noxious Liquid Substances;

International Sewage Pollution Prevention Certificate;

International Air Pollution Prevention Certificate;

International Anti-fouling System Certificate;

Oil Record Book;

Shipboard Oil Pollution Emergency Plan;

Garbage Management Plan;

Garbage Record Book;

etc.

The certificates and documents are issued by the officers of flag State Administrations or their ROs/RSOs/nominated surveyors authorized for the purpose and are subject to inspection by port State control officers (PSCOs). Reporting on exemption and equivalents under IMO mandatory instruments by flag Administrations, as well as the provision of specimen certificates, can be arranged using the GISIS module on Survey and Certification which can be accessed by Members (resolution A.1074(28) on notification and circulation through GISIS).

汚れたイメージをふり払おうとしているパナマ (日本船主責任相互保険組合)
− O号のISM証書問題に関する論争を経てパナマ政府は
検査代行機関をどのように監督するかという難しい問題に直面している −
（2001年7月31日付ロイズリストより） ＜ O号事件の概要 ＞ O号という老齢パナマ籍クルーザーが、Panama海事局が認可した会社の発行するISM証書をもっていたにもかかわらず、35個所の欠陥リストをかかえて、運航していたことが判明した。2001年7月2日、O号は、イギリスの港湾局により、出港停止処分を受け、突然、司法当局により検挙されたという事件。
--------------------------------------------------------------------------------

パナマ海事局は、O号事件の再発を防ごうと、世界各地の公認検査代行機関を監査しようとしている。 　英国のドーバー港でクルーズ船O号が拘束検挙されたことにより、パナマの検査代行機関が野放しでろくに監督されていないという事実を白日の下にさらす結果となった。
　O号はパナマ海事局が公認したPanama Register Corporationという会社が発行したISM証書を所持していた。ISM証書を発行する権限を有する公認代行機関として、ウェブサイトに掲載されているにもかかわらず、パナマ海事局は去年の4月にその権限を剥奪したと主張している。
　ISM証書の発行権限があろうがなかろうが、証書は発行されるべきではなかった。品質管理プログラムでそのような過ちは防止すべきであった。
「ほとんどの船籍国は世界中に展開する全船舶を検査する能力を有してはいない。」「それゆえに、それらの船籍国は検査権限を民間会社に委託するのである。」「これらの会社が実行する検査、監督の密度は委託元の船籍国によって異なるのである。しかし、ひとつ確かなことがある。検査代行機関に対する監督は品質管理保証の一環なのである」と元パナマ海事局の職員で今は競合する船籍国の職員として働いている人が証言している。
　現行の手続き体系の下では、海事局は船級協会や検査代行機関が発行した証書についての報告書及びサーベイヤーの検査報告を受け取ることとなる。その手続きはIMOの書類の中で定められている。しかし、それは常にガイドラインであって強制力のあるものではない。
　今年始め、数海運国の認証印のある大量の偽造船員免状が発見されたが、これによって検査代行機関は十分な監視を受けていないのではないかとの非難がますます　高まることとなった。
　フィリピンからの新聞報道によれば、マニラの2つの非公認会社が1日に200件ないし300件免状申請を処理していたという。その一つ、Maritime Services Inc.は、10％の市場シェアを持っていたといわれている。パナマ海事局長、Jerry Salazar氏は、調査団をマニラに派遣したが、既に、会社のオフィスは蛻の殻であった。
　評判の良い法律事務所では、公然たる汚職というのは決して一般的なものではない。「この種の報告書は誇張されている。」とパナマのDe Castro & Robles法律事務所の海上弁護士、Cesar Escobar氏は言っている。「もし、誰かが賄賂を持って役所にやってきたら、はたして法に反する不正を犯す誘惑にかられる役人が一人もいない国があろうか？」
　Escobar氏の主張によると、検査規準もまた問題である。「監督を強化すべきだ。」とEscobar氏は言った。「私たちはその圧力を強化しなければならない。パナマは海運産業にサービスを供給する立場にある。パナマは、海運業サービスが国家財政に貢献しているので、検査規準を維持することに大きな関心を持っている。」
　スキャンダルがあらわになったとき、海上弁護士は依頼人に諸説明をする責任があるとEscobar氏は指摘している。 　便宜置籍船の評判が落ちた場合、それは置籍船の減少という商売上の損失になって　しまうのだ。このスキャンダルがパナマ海事局のイメージを著しく傷つけて以来、パナマ置籍申請の照会が50％も減少したと一人で法律事務所を経営しているRuben J. Levy弁護士は報告している。
　「私は、言うべき前向きなことがないときには、船主には話しかけるのをなるべく避けることにしている。」とEscobar氏は言った。 　「パナマ政府は本当に海事行政のことがわかっていないし、担当官吏は公衆がこの問題にどのくらい敏感であるかを理解していないように感じられる。海事局は混乱の極に達している。担当官吏達は、自分達がどのように大きな損害を引き起こしているかを知らない；彼等はパナマの収益源をめちゃめちゃにしているのだ。」
　Escobar氏はまた、スキャンダルが白日の下にさらされたことによって、便宜置籍引受商売が顕著に減少している事実を報告している。「現在の顧客よりも将来パナマ置籍を利用している潜在的顧客に対する影響の方が大きいと考えている」と同氏は述べている。
　海事法律協会の会長である、Juan Felipe Pittyは、海事局が決然とした行動をとるよう促した。 「私たちは、30日以内に徹底的な調査が行われることを期待している。」「たとえ、結果としてパナマの船舶検査行政を代行する会社やサーベイヤーの認可を取り消すということになろうとも、違反を犯した個人と法人の全員に見せしめとしての処分を期待する。」とPitty会長は言明した。
「海事当局はこれら一連のスキャンダルを便宜置籍制度を攻撃する機会を待っていた反政府勢力にそのチャンスを与える絶好の機会としてはならない。反政府勢力が舌なめずりしている様子が手にとるようにわかる。」と。
「パナマ当局とパナマ当局が監督している便宜置籍制度は多数の船籍登録を誘致するのに大成功を収めてきた。昨年この世界最大の便宜置籍制度は、実際に第二の便宜置籍国リベリアに大きく水をあけた。
「過去5年間に亘って、パナマ海事当局は繰り返しもはや便宜置籍国の悪い評判は過去のものとなった。」と強調していたが、一部の代行業者にはこのメッセージは届いていなかったようだ。
以上
＜日本船主責任相互保険組合＞

IMO begins new anti-corruption drive　04/15/19 （SPLASH247）

Charlie Bartlett, correspondent

The IMO has moved to address corruption in the maritime industry via a work programme for its Facilitation Committee (FAL) agreed at the body’s 43rd meeting.

The measure comes in response to a request co-signed by the Marshall Islands, Liberia, Vanatu, United Kingdom, United States and Norway, and co-sponsored by the International Chamber of Shipping (ICS) and BIMCO.

With the end goal of establishing an IMO code of anti-corruption best practices, ICS says the development would bring the IMO in line with other UN bodies covered in the 2003 United Nations Convention against Corruption (UNCAC), which entered force in 2005, with 186 signatories.

Some 28,000 incidents of corruption have been reported since the inception of the Maritime Anti-Corruption Networks anonymous reporting mechanism in 2011.

“We are all aware that corruption in the maritime sector exists in many areas and as we have heard from the document introduction, corrupt practices, particularly with respect to the ship/shore interface, can lead to interruptions to normal operations, can incur higher operational costs for the shipowner, and can have an impact on seafarers’ well-being,” said ICS Director of Regulatory Affairs Chris Oliver. “In addition to the potential consequences for ship owners and seafarers, it should not be underestimated the impact it can have on trade, investment, social and economic development of ports, local communities and even Member States themselves.”

Meanwhile, BIMCO has developed an Anti-Corruption Clause for Charter Parties giving recourse when confronted with illegal demands. “No less than 23 countries and international organisations supported the anti-corruption paper, marking a new step towards a stronger fight against corruption in our industry,” said BIMCO Head of Maritime Technology & Regulation Aron Sørensen. “We are very pleased that the IMO will now discuss the issue of maritime corruption in the FAL Convention and that the IMO will now come up with guidance to help our members by addressing corruption.”

Last year, Transparency International released a report, Governance at the International Maritime Organisation, which criticised the prevalence of open registers – ‘flags of convenience’ – and demanded that restrictions on journalists at IMO be lifted “including the provision that forbids them from naming speakers in open Plenary without consent” as well as “establishing a meaningful link between ships and their country of registry”.

三菱電社員ら４．６億円着服か　新幹線予約システム巡り 03/17/15（朝日新聞）

　東海道・山陽新幹線のネット予約システムの保守業務を受注した三菱電機（本社・東京都）の複数の社員（当時）が、業務の一部を関係先に架空発注する方法で、資金を着服していたことが朝日新聞社の取材でわかった。架空発注の総額は約４億６千万円に上り、三菱電機は刑事告訴を検討している。

　同社の説明では、東京国税局の税務調査で社員らの不正が判明した。同社は追徴課税を受けたが、会社ぐるみの行為ではなかったとして、重加算税は課されなかったという。

　複数の関係者によると、予約システムはＪＲ東海（同・名古屋市）などが運営する「エクスプレス予約」。会員制のサービスで、パソコンや携帯電話を使って新幹線の指定席を予約できる。

　問題の社員らは営業部門などに所属。ＪＲの子会社から請け負った保守業務の一部をシステム開発会社（同・横浜市）や登記のない会社に外注したように偽装。支払った代金を自分たちに還流させていた。

　架空発注は長期間に及んだといい、２０１３年に国税局が指摘。これを受けて三菱電機が発注文書などの内部調査を始めたところ、約４億６千万円の架空発注がわかった。内部調査は継続中で、社員らの一部は関与を否定しているという。

　架空発注先になったシステム開発会社の社長は取材に対して、「（三菱電機側から代金が振り込まれた）口座は勝手に使われただけだ。詳しいコメントは差し控えたい」と答えた。

　また、ＪＲ東海広報部は「三菱電機からは架空発注分の代金について、『ＪＲ東海側に返還される性質のものではない』との説明を受けており、納得している」とコメントした。

　これに対して、三菱電機広報部は「書類上は整っていたため、不正に気づけなかった。管理責任は重大で、今後このようなことが起きないよう、管理強化に努める」と説明している。（中野浩至、高田正幸）

　　　　◇

　〈エクスプレス予約〉　ＪＲ東海（本社・名古屋市）が２００１年９月に導入した会員制サービスで、東海道・山陽新幹線の指定席が携帯電話やパソコンから割引価格で予約できる。シートマップで好きな座席を選んだり、手数料なしで何度でも予約列車を変更したりすることができる。現在はＪＲ東海とＪＲ西日本が共同で運営している。１５年２月現在の会員数は約２６３万人。

ヨーロッパ(欧州委員会) は無責任なカンボジア政府及び民間会社のInternational Ship Registry of Cambodia (ISROC)に対して水産物輸入禁止の制裁措置を取った。

カンボジア船籍船の問題についてカンボジア政府は責任がなく、韓国の船舶登録会社に責任があると発言する。国際条約を守るのは船主の責任と責任回避する船舶登録会社。 (The ISROC then states that it is a ship owner’s “Own Obligations and Duties” to comply with international laws, thus absolving the South Korean company of responsibility for illegal actions by ships flying the Cambodian flag provided by the company.)

青森県深浦で放置されているカンボジア船籍貨物船「AN FENG 8」が良い例だ。
また、 伊豆大島沖で貨物船「第１８栄福丸」と衝突したシエラレオネ船籍「JIA UI］が良い例だ。

「何年も前の話ですが、外国人ブローカーは言います。 日本の古い船を、数千万から１億程度で買って帰って、日本とアジアを数往復（１．２年）で元が取れると・・・」
「日本の造船所が丹精込めて造った船を安く買って、日本との往復で儲ける・・・ なんか日本人損してないですか？ 外国人にいい様にやられてません？
もっと日本人得しても良いのでは？ 丹精込めて造った船で儲けて、更に外国人に高く売りつけ、また良い船を造る・・・ 一粒で二度美味しいじゃないですが・・・」 （内航.comのＨＰより）

「近年中古船として海外に売船された旧日本籍内航貨物船がカンボジア、ベリーズ等の国旗を 掲げた便宜置籍船として、「金属くず」積荷運搬を目的にお台場ライナーふ頭にほぼ定常的に入港し ています。これらの船舶の多くは条約規則の大部分が適用されない国内トン数500t未満の一般貨物船 でその堪航性や乗組員の技量は十分なレベルとは言い難く、船舶の保守の状態も悪いため、PSCの 積極的な監督による強い是正勧告、指導を行っています。」（東京運輸支局のＨＰより） ★ 開けない場合はこちらをクリック

Gross tonnage: 81,135 tons、Summer DWT: 163,038 tonsそして検査会社が三流の検査会社のタンカーが ＰＳＣ(外国船舶監督官)により出港停止命令を受けた。理由は 「14119 - POLLUTION PREVENTION - MARPOL ANNEX I - Oil and oily mixtures from machinery spaces (no responsibility of RO) 14108 - POLLUTION PREVENTION - MARPOL ANNEX I - 15 PPM Alarm arrangmts. (no responsibility of RO) 07113 - FIRE SAFETY - Fire pumps and its pipes (no responsibility of RO) 11101 - LIFE SAVING APPLIANCES - Lifeboats (no responsibility of RO)」

こんなタンカーが日本で油汚染を起こせば、何十億から何百億の被害は出るであろう。規則は厳しくなるのに、こんな抜け道が存在する。 個人的な経験では、検査会社（Overseas Marine Certification Services）にこのような大型タンカーを検査出来る能力や検査会は存在しないと思う。 タンカーの船齢は２５年。手入れが悪ければ何があっても不思議ではない。

しかし、でたらめな検査を行ったとの理由で検査が出来なくなった検査会社は少ない。例え、検査できなくなってもまともな検査を行わないぐらいの会社で あるので何でもやる。名前を変えて、再出発するだけ。この事を知っているＰＳＣ(外国船舶監督官)は何人いるのだろうか？

税金で外国船が引き起こす海難の尻拭いだけはやめてほしい。問題がある外国船が入港出来ないようにＰＳＣ(外国船舶監督官) はしっかりと検査するべき。甘い検査をしているから、三流の検査会社が調子に乗って何でもやるのである。

三流の検査会社が検査し、証書を発給するパナマ船籍船が最近大型化している。 昔は、小型船ばかりであった。小型船が海難を起こしても、大型船と比べれば油汚染を含む被害など小さい。日本で 三流の検査会社が検査し、証書を発給するパナマ船籍船でこれほど大きい船が海難を起こしたことは無い。 起こしていないと言うよりは存在しなかった。もしこのような大型船が油汚染を起こせば保険会社が対応するのか、保険が下りない状態で運航されることにより、 保険が対応しないリスクがある。

韓国には救命設備に関して事業場の認定制度はないのか？日本では膨脹式救命いかだの整備に関して認定された事業場が公開されている。膨脹式救命いかだ認定事業場一覧 平成22年10月1日現在 (日本船舶品質管理協会)
韓国にも日本と同じような認定制度があるなら癒着の関係があるかもしれない。整備業者は旅客船セウォル号の検査だけ不正をおこなっていたとは考えにくい。 国際条約が適用される外航船に搭載される救命いかだを整備するには研修を受け、救命いかだのメーカーから整備をおこなうこと出来る証書又は証明書が必要となる。世界でシェアが低い、又は、サービスが充実していないメーカーの救命いかだを搭載している場合、船舶が登録されている旗国（主管庁）に整備を行える証書を所持していない整備業者による整備許可を得て検査を受ける場合もある。韓国の規則や制度については知らない。しかし、旅客船セウォル号の救命いかだを担当した業者が国内の船だけを扱っていたとは考えにくい。旅客船セウォル号の船会社から整備や検査を行わなくても良い指示を受けていたのか、それとも一般的にどうようの手抜き整備や検査を行っていたのか明確にして、公表するべきだ。

参考資料：韓国の救命いかだ整備業者のリスト（英語）
Marine Lifeboat & Life Raft Repair Services in South Korea (Marine & Shipping Equipment)

CSMと呼ばれる中国の救命設備会社の認定整備業者リスト

注意書きには「Because of the validity date of CSM authorization certificate & qualified certificate for service station, the list will be renewed every months. Please check the CSM authorization certificate & qualified certificate if it is in validity when you do the annual servicing of CSM brand liferafts.」と書かれている。繰り返すが韓国の規則や制度については知らない。しかし、国際基準で考えれば逮捕された業者は日本製救命いかだを整備及び検査する資格を持っていなければならない。そのような資格が韓国でも要求されるのであれば、韓国船級協会（KR）は確認したはずである。要求されないのであれば、問題ないが、韓国（主管庁）の国際基準を無視した安全軽視の体制であったと言う事になる。資格が要求されるのであれば、整備会社及び整備した担当者が資格を保有していたのかが問題となる。

韓国（主管庁）の規則や制度とは関係なく船級の要求はどのようになっていたのか。残念ながら韓国船級協会（KR）についてあまり詳しくない。 日本の船級協会の日本海事協会（ＮＫ）であれば、救命設備を整備及び検査する業者は日本海事協会（ＮＫ）の承認が必要となる。承認の有効期限もチェック出来るようになっている。下記は韓国の承認された救命設備整備会社で検索した結果。

(CLASS NK)

韓国船級協会（KR）のサイトでチェックしたが認定整備業者のリストは探せなかった。実際はリストがあるのかもしれない。

(CLASS KR)

船級協会の多くは下記のサンプルのように整備会社にたいして承認した証明として有効期限のある証書を発給する。救命設備のメーカーも独自の基準及び/又はＩＭＯのガイドラインのより整備会社の承認を行っている。よって外国航路船の救命設備の整備及び検査する会社は少なくとも２重のチェックを受けている。最低限の基準なので書類上では問題ないが、適切な整備及び検査を行っているかまでは保障できないかも？しかし、問題があれば法律上は責任は問われると思う。

中国の救命いかだメーカー(YOULONG)の承認を証明する書類

検査のごまかしは韓国だけで日本にはないと思っている人もいるだろう。事実は、日本にもある。結果として問題になっていないだけである。韓国はもっとたくさんあると思うが、推測しか出来ない。

救命いかだ検査せず「良好」　整備会社役員を拘束＝韓国船沈没 05/13/14 (聯合ニュース)

【木浦聯合ニュース】韓国の旅客船「セウォル号」沈没事故で、光州地裁木浦支院は１３日、業務妨害などの容疑で同船の救命いかだなどの安全点検を行った整備会社、韓国海洋安全設備の代表取締役（５３）と取締役（４８）に対する拘束令状を発付。２人は拘束された。

　同社は今年２月、検査機関からの委託で同船のいかだなど救命装備の状態を点検する際、実際には点検を行わずに１７項目で「良好」と評価する虚偽の報告書を提出した。

　救命いかだは浸水時に自動で開くものだったが、搭載されていた４６個のいかだのうち、事故発生時に開いたのは１個だけだった。

聯合ニュース

救命いかだ検査せず「良好」　整備会社役員を拘束＝韓国船沈没 05/13/14 (Yonhap News)

【木浦聯合ニュース】韓国の旅客船「セウォル号」沈没事故で、光州地裁木浦支院は１３日、業務妨害などの容疑で同船の救命いかだなどの安全点検を行った整備会社、韓国海洋安全設備の代表取締役（５３）と取締役（４８）に対する拘束令状を発付。２人は拘束された。

　同社は今年２月、検査機関からの委託で同船のいかだなど救命装備の状態を点検する際、実際には点検を行わずに１７項目で「良好」と評価する虚偽の報告書を提出した。

　救命いかだは浸水時に自動で開くものだったが、搭載されていた４６個のいかだのうち、事故発生時に開いたのは１個だけだった。

救命いかだ、検査せず　韓国客船沈没事故 05/12/14 (中国新聞)

【ソウル共同】韓国の旅客船セウォル号沈没事故で、ことし２月に救命いかだの安全点検を行った整備会社が、実際には全く検査せず、いかだの状態は「良好」とする書類を作成、政府から管理を委託された業界団体に提出していたことが11日、合同捜査本部の調べで分かった。

　救命いかだは、船が建造された20年前に取り付けられ、交換されず使用。固定器具がさびていた上、船体を塗り直した塗料で甲板にくっついて使えなかったとみられている。イ・ジュンソク船長（68）＝業務上過失致死容疑で逮捕＝らは、いかだが使えないことを認識し、発覚を恐れて乗客に退避を命じなかった可能性がある。

　　合同捜査本部は、整備会社の次長を10日に拘束し、業界団体に対する業務妨害容疑での逮捕を検討。手抜き検査を見逃した同団体の管理態勢も捜査する。

　セウォル号には少なくともカプセルに入った42個の救命いかだがあり、船が沈めばカプセルが船体から離れ、いかだが飛び出す仕組みだったが、沈没直後に浮き上がったいかだはなかった。

　韓国メディアは、回収されたいかだには１９９４年製造と記されていたと報道。甲板上のカプセルにも船体と同じ塗装を施し、塗料がのりのように固まって張り付いていたとの乗客の証言も伝えている。

【韓国】[セウォル号の惨事]救命機器修理業者の従業員の逮捕状請求 05/12/14 (ロイター)

セウォル号沈没事故を捜査中の検察·警察の合同捜査本部は12日、救命装置整備会社である韓国海洋安全設備次長（37）について、業務妨害の疑いで拘束令状を請求した。
ヤンは、今年の2月の歳月号の救命ボートと、乗客が海に脱出するスライダー装備のシューターなど、17の項目を点検しながら、かなりの部分の点検項目を確認をしたかのように書類を操作した疑いだ。
ヤン氏は仕事が多く忙しいという理由で、最も重要な検査項目である船体の離脱とガス膨張するかどうかもしっかりチェックしていないことが明らかになった。
セウォル号沈没事故当時、救命ボートは、46個の中でただ1つだけ動作した。
救命ボートは1994年日本で製作されたもの清海海運が2012年にセウォル号を購入して交換せずにそのまま使用してきた。
合同捜査本部は、救命ボートの継ぎ目の間まで塗料が塗られてボンドのように固まっていたずさんな安全点検はもちろん、清海海運の管理もまともに行われていないと判断している。
ヤンに対する拘束令状実質審査はこの日午前に開かれる予定だ。
合同捜査本部は、現在までの乗客を置いて脱出した船員15人と清海海運ギムハンシク（72）代表などの役職員5人を拘束しており、救命機器点検業者と増築業者に捜査を拡大している。

http://www.newsis.com/ar_detail/view.html?ar_id=NISX20140512_0012910119&cID=10202&pID=10200

救命いかだ、検査せず「良好」 05/11/14 (ロイター)

　【ソウル共同】韓国の旅客船セウォル号沈没事故で、ことし２月に救命いかだの安全点検を行った整備会社が、実際には全く検査せず、いかだの状態は「良好」とする書類を作成、政府から管理を委託された業界団体に提出していたことが１１日、合同捜査本部の調べで分かった。

　救命いかだは、船が建造された２０年前に取り付けられ、交換されず使用。固定器具がさびていた上、船体を塗り直した塗料で甲板にくっついて使えなかったとみられている。イ・ジュンソク船長（６８）＝業務上過失致死容疑で逮捕＝らは、いかだが使えないことを認識し、発覚を恐れて乗客に退避を命じなかった可能性がある。

救命いかだ、検査せず　韓国客船沈没事故 05/12/14 (中国新聞)

【ソウル共同】韓国の旅客船セウォル号沈没事故で、ことし２月に救命いかだの安全点検を行った整備会社が、実際には全く検査せず、いかだの状態は「良好」とする書類を作成、政府から管理を委託された業界団体に提出していたことが11日、合同捜査本部の調べで分かった。

　救命いかだは、船が建造された20年前に取り付けられ、交換されず使用。固定器具がさびていた上、船体を塗り直した塗料で甲板にくっついて使えなかったとみられている。イ・ジュンソク船長（68）＝業務上過失致死容疑で逮捕＝らは、いかだが使えないことを認識し、発覚を恐れて乗客に退避を命じなかった可能性がある。

　　合同捜査本部は、整備会社の次長を10日に拘束し、業界団体に対する業務妨害容疑での逮捕を検討。手抜き検査を見逃した同団体の管理態勢も捜査する。

　セウォル号には少なくともカプセルに入った42個の救命いかだがあり、船が沈めばカプセルが船体から離れ、いかだが飛び出す仕組みだったが、沈没直後に浮き上がったいかだはなかった。

　韓国メディアは、回収されたいかだには１９９４年製造と記されていたと報道。甲板上のカプセルにも船体と同じ塗装を施し、塗料がのりのように固まって張り付いていたとの乗客の証言も伝えている。

救命いかだ、検査せずに虚偽書類　整備会社…２０年前取り付けたまま 05/11/14 (産経新聞)

　韓国の旅客船セウォル号沈没事故で、ことし２月に救命いかだの安全点検を行った整備会社が、実際には全く検査せず、いかだの状態は「良好」とする書類を作成、政府から管理を委託された業界団体に提出していたことが１１日、合同捜査本部の調べで分かった。

　救命いかだは、船が建造された２０年前に取り付けられ、交換されず使用。固定器具がさびていた上、船体を塗り直した塗料で甲板にくっついて使えなかったとみられている。イ・ジュンソク船長（６８）＝業務上過失致死容疑で逮捕＝らは、いかだが使えないことを認識し、発覚を恐れて乗客に退避を命じなかった可能性がある。

　合同捜査本部は、整備会社の次長を１０日に拘束し、業界団体に対する業務妨害容疑での逮捕を検討。手抜き検査を見逃した同団体の管理態勢も捜査する。（共同）