Law on the ratification of the Paris memorandum of understanding on Port State Control

21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 55 - Broj 10 52. Na osnovu člana 95. tačka 3. Ustava Crne Gore donosim U K A Z O PROGLAŠENJU ZAKONA O POTVRĐIVANJU PARIŠKOG MEMORANDUMA O RAZUMIJEVANJU O KONTROLI DRŢAVE LUKE Proglašavam Zakon o potvrĎivanju pariškog memoranduma o razumijevanju o kontroli drţave luke, koji je donijela Skupština Crne Gore 25. saziva, na devetoj sjednici prvog redovnog (proljećnjeg) zasijedanja u 2015. godini, dana 31. jula 2015. godine. Broj: 01-738/2 Podgorica, 10.08.2015. Predsjednik Crne Gore Filip Vujanović, s.r. Na osnovu člana 82 stav 1 tačka 17 i člana 91 stav 1 Ustava Crne Gore, Skupština Crne Gore 25. saziva, na devetoj śednici prvog redovnog (proljećnjeg) zasijedanja u 2015. godini, dana 31. jula 2015. godine, donijela je Z A K O N O POTVRĐIVANJU PARIŠKOG MEMORANDUMA O RAZUMIJEVANJU O KONTROLI DRŢAVE LUKE Član 1 PotvrĎuje se Pariški memorandum o razumijevanju o kontroli drţave luke, sačinjen januara 1982. godine, u originalu na engleskom jeziku. Član 2 Tekst Memoranduma iz člana 1 ovog zakona, u originalu na engleskom i crnogorskom jeziku glasi: PARIS MEMORANDUM OF UNDERSTANDING ON PORT STATE CONTROL The Maritime Authorities of Belgium Bulgaria 1) Canada 2) Croatia 3) Cyprus 4) Denmark Estonia 5) Finland France Germany (Federal Republic of) Greece Iceland 6) Ireland Italy Latvia 7) Lithuania 8) Malta 9) Netherlands Norway Poland 10) Strana 56 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. Portugal Romania 11) Russian Federation 12) Slovenia 13) Spain Sweden United Kingdom of Great Britain and Northern Ireland hereinafter referred to as 'the Authorities' 1) The Maritime Authority of Bulgaria adhered to the Memorandum on 10 May 2007; for the Maritime Authority of Bulgaria the Memorandum took effect on 1 July 2007. 2) The Maritime Authority of Canada adhered to the Memorandum on 3 May 1994; for the Maritime Authority of Canada the Memorandum took effect on 3 May 1994. 3) The Maritime Authority of Croatia adhered to the Memorandum on 8 November 1996; for the Maritime Authority of Croatia the Memorandum took effect on 1 January 1997. 4) The Maritime Authority of Cyprus adhered to the Memorandum on 12 May 2006; for the Maritime Authority of Cyprus the Memorandum took effect on 1 July 2006. 5) The Maritime Authority of Estonia adhered to the Memorandum on 12 May 2005; for the Maritime Authority of Estonia the Memorandum took effect on 1 July 2005. 6) The Maritime Authority of Iceland adhered to the Memorandum on 11 May 2000; for the Maritime Authority of Iceland the Memorandum took effect on 1 July 2000. 7) The Maritime Authority of Latvia adhered to the Memorandum on 12 May 2005; for the Maritime Authority of Latvia the Memorandum took effect on 1 July 2005. 8) The Maritime Authority of Lithuania adhered to the Memorandum on 12 May 2006; for the Maritime Authority of Lithuania the Memorandum took effect on 1 July 2006. 9) The Maritime Authority of Malta adhered to the Memorandum on 12 May 2006; for the Maritime Authority of Malta the Memorandum took effect on 1 July 2006. 10) The Maritime Authority of Poland adhered to the Memorandum on 27 November 1991; for the Maritime Authority of Poland the Memorandum took effect on 1 January 1992. 11) The Maritime Authority of Romania adhered to the Memorandum on 10 May 2007; for the Maritime Authority of Romania the Memorandum took effect on 1 July 2007. 12) The Maritime Authority of the Russian Federation adhered to the Memorandum on 10 November 1995; for the Maritime Authority of the Russian Federation the Memorandum took effect on 1 January 1996 13) The Maritime Authority of Slovenia adhered to the Memorandum on 15 May 2003; for the Maritime Authority of Slovenia the Memorandum took effect on 22 July 2003. Recalling the Final Declaration adopted on 2 December 1980 by the Regional European Conference on Maritime Safety which underlined the need to increase maritime safety and the protection of the marine environment and the importance of improving living and working conditions on board ship; Noting with appreciation the progress achieved in these fields by the International Maritime Organization and the International Labour Organization; Noting also the contribution of the European Union towards meeting the above mentioned objectives; Mindful that the principal responsibility for the effective application of standards laid down in international instruments rests upon the authorities of the State whose flag a ship is entitled to fly; Recognizing nevertheless that effective action by port States is required to prevent the operation of substandard ships; Recognizing also the need to avoid distorting competition between ports; 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 57 - Broj 10 Convinced of the necessity, for these purposes, of an improved and harmonized system of port State control and of strengthening co-operation and the exchange of information; have reached the following understanding: Section 1 Commitments 1.1 Each Authority will give effect to the provisions of the present Memorandum and the Annexes thereto. 1.2 Each Authority will maintain an effective system of port State control with a view to ensuring that, without discrimination as to flag, foreign merchant ships calling at a port of its State, or anchored off such a port, comply with the standards laid down in the relevant instruments listed in Section 2. 1.3 Each Authority will carry out an inspection on every foreign merchant ship of Priority I calling at one of its ports or anchorages, subject to the flexibility and regional commitment as described in Annex 11. Each Authority will carry out a total number of inspections of foreign merchant ships of Priority I and Priority II which corresponds at least to its annual inspection commitment determined in accordance with Annex 11. Authorities should refrain from selecting Priority II periodic inspections when these are not required in order to meet their annual commitment. 1.4 Each Authority will consult, cooperate and exchange information with the other Authorities in order to further the aims of the Memorandum. „ 1.5 Each Authority, or any other body, as the case may be, will establish an appropriate procedure for pilot services, including those engaged on ships bound for a port or in transit within its State, and port authorities to immediately inform the Authority of the port State or the coastal State, as appropriate, whenever they learn in the course of their normal duties that there are apparent anomalies which may prejudice the safety of the ship, or which may pose a threat of harm to the marine environment. 1.6 In fulfilling their commitments the Authorities will carry out inspections of the type specified in Annex 9. 1.7 Nothing in the Memorandum will be construed as restricting the powers of the Authorities to take measures within its jurisdiction in respect of any matter to which the relevant instruments relate. Section 2 Relevant instruments 2.1 For the purposes of the Memorandum 'relevant instruments' are the following: .1 the International Convention on Load Lines, 1966 (LOAD LINES 66); .2 the Protocol of 1988 relating to the International Convention on Load Lines, 1966 (LL PROT 88); .3 the International Convention for the Safety of Life at Sea, 1974 (SOLAS); .4 the Protocol of 1978 relating to the International Convention for the Safety of Life at Sea, 1974 (SOLAS PROT 78); .5 the Protocol of 1988 relating to the International Convention for the Safety of Life at Sea, 1974 (SOLAS PROT 88); .6 International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, and as further amended by the Protocol of 1997 (MARPOL); .7 the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 (STCW 78); .8 the Convention on the International Regulations for Preventing Collisions at Sea, 1972 (COLREG 72); .9 the International Convention on Tonnage Measurement of Ships, 1969 (TONNAGE 69); .10 the Merchant Shipping (Minimum Standards) Convention, 1976 (ILO Convention No. 147) (ILO 147); .11 the Protocol of 1996 to the Merchant Shipping (Minimum Standards) Convention, 1976 (ILO Convention No. 147) (ILO P147) .12 the Maritime Labour Convention, 2006 (MLC, 2006); .13 the International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC1969); .14 Protocol of 1992 to amend the International Convention on Civil Liability for Oil Pollution Damage, 1969 (CLC PROT 1992); .15 International Convention on the Control of Harmful Anti-Fouling Systems on Ships, 2001 (AFS2001); Strana 58 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .16 the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001; .17 the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM). 2.2 With respect to the ILO conventions (including MLC, 2006) in Section 2.1, each Authority will apply the procedures referred to in Annex 2. 2.3 Each Authority will apply those relevant instruments which are in force and to which its State is a Party. In the case of amendments to a relevant instrument each Authority will apply those amendments which are in force and which its State has accepted. An instrument so amended will then be deemed to be the 'relevant instrument' for that Authority. 2.4 In applying a relevant instrument, the Authorities will ensure that no more favorable treatment is given to ships of non-Parties and apply the procedures specified in Annex 1. In the case of ships below convention size the Authorities will apply the procedures in Annex 1. Section 3 Reporting, Ship Risk Profile, Selection, Inspection and Detention 3.1 Each ship has to follow the reporting requirements according to Annex 12. 3.2 Each ship in the information system will be attributed a ship risk profile, in accordance with Annex 7, which will determine its priority for inspection, the interval between its inspections and the scope of the inspection. In selecting ships for inspection the Authorities will determine their priority from the selection scheme indicated in Annex 8. 3.3 Inspections will be carried out by properly qualified and trained persons authorized for that purpose by the Authority concerned and acting under its responsibility, having regard in particular to Annex 6. When the required professional expertise cannot be provided by the Authority, the Port State Control Officer of that Authority may be assisted by any person with the required expertise. Port State Control Officers and the persons assisting them will have no commercial interest, either in the port of inspection or in the ships inspected, nor will Port State Control Officers be employed by or undertake work on behalf of non-governmental organizations which issue statutory and classification certificates or which carry out the surveys necessary for the issue of those certificates to ships. Each Port State Control Officer will carry a personal document in the form of an identity card issued by his Authority in accordance with the national legislation, indicating that the Port State Control Officer is authorized to carry out inspections. 3.4 Each Authority will endeavor to secure the rectification of all deficiencies detected. On the condition that all possible efforts have been made to rectify all deficiencies, other than those which are clearly hazardous to safety, health or the environment, the ship may be allowed to proceed to a port where any such deficiencies can be rectified. In the case of deficiencies which are clearly hazardous to safety, health or the environment, the Authority will, except as provided in 3.8, ensure that the hazard is removed before the ship is allowed to proceed to sea. For this purpose appropriate action will be taken, which may include detention or a formal prohibition of a ship to continue an operation due to established deficiencies which, individually or together, would render the continued operation hazardous. In deciding on the appropriate action to be taken Port State Control Officers will be guided by a PSCC Instruction. 3.5 Where the ground for a detention is the result of accidental damage suffered on the ship‟s voyage to a port or during cargo operations, no detention order will be issued, provided that: .1 due account has been given to the requirements contained in Regulation I/11(c) of SOLAS regarding notification to the flag Administration, the nominated surveyor or the recognized organization responsible for issuing the relevant certificate; .2 prior to entering a port or immediately after a damage has occurred, the master or ship owner has submitted to the port State control authority details on the circumstances of the accident and the damage suffered and information about the required notification of the flag Administration; .3 appropriate remedial action, to the satisfaction of the Authority, is being taken by the ship, and .4 the Authority has ensured, having been notified of the completion of the remedial action, that deficiencies which were clearly hazardous to safety, health or the environment have been addressed to the satisfaction of the Authority. 3.6 In exceptional circumstances where, as a result of a more detailed inspection, the overall condition of a ship and its equipment, also taking the seafarers and their living and working conditions into account, is found to be obviously sub standard, the Authority may suspend an inspection. The suspension of the inspection may continue until the responsible 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 59 - Broj 10 parties have taken the steps necessary to ensure that the ship complies with the requirements of the relevant instruments. Prior to suspending an inspection, the Authority must have recorded detainable deficiencies in several areas as set out in a PSCC Instruction. The notification of the detention to the responsible parties will state that the inspection is suspended until the Authority has been informed that the ship complies with all relevant requirements. 3.7 In the case of a detention, the Authority will immediately notify the flag Administration in writing and include the report of inspection. Likewise the recognized organization that has issued the relevant certificates on behalf of the flag Administration will be notified, where appropriate. The parties above will also be notified in writing of the release of detention. In the case of a detention related to a non-compliance with the MLC, 2006, the Authority will also immediately notify the appropriate shipowners‟ and seafarers‟ organizations in the port State in which the inspection was carried out. 3.8 Where deficiencies which caused a detention as referred to in 3.4 cannot be remedied in the port of inspection, the Authority may allow the ship concerned to proceed to the nearest appropriate repair yard available (or in case of detainable deficiencies in accordance with MLC, 2006, to the port where the Rectification Action Plan is to be implemented) in accordance with a PSCC Instruction. Where the decision to send a ship to a repair yard is due to a lack of compliance with the IMO Resolution A. 744(18), either with respect to ship's documentation or with respect to ship's structural failures and deficiencies, the Authority may require that the necessary thickness measurements are carried out in the port of detention as set out in PSCC Instructions before the ship is allowed to sail. If the vessel is detained because it is not equipped with a functioning voyage data recorder system, when its use is compulsory, and this deficiency cannot be readily rectified in the port of detention, the authority may allow the ship to proceed to the appropriate repair yard or port nearest to the port of the detention where it shall be readily rectified or require that the deficiency is rectified within a maximum period of 30 days. 3.9 The provisions of 3.7 and 3.8 are without prejudice to the requirements of relevant instruments or procedures established by international organizations concerning notification and reporting procedures related to port State control. 3.10 The Authorities will ensure that, on the conclusion of an inspection, the master of the ship is provided with a report of inspection, giving the results of the inspection and details of any action to be taken. 3.11 Should any inspection referred to in Section 1.3 confirm or reveal deficiencies in relation to the requirements of a relevant instrument warranting the detention of a ship, all costs relating to the inspections in any normal accounting period should be covered by the ship owner or the operator or by his representative in the port State. All costs relating to inspections carried out by the Authority under the provisions of Section 4 will be charged to the owner or the operator of the ship. The detention will not be lifted until full payment has been made or a sufficient guarantee has been given for the reimbursement of the costs subject to national law. 3.12 The owner or the operator of a ship or his representative in the State concerned will have a right of appeal against a detention decision or refusal of access taken by the Authority of that State. An appeal will not cause the detention or refusal of access to be suspended. The Authority will properly inform the master of a ship of the right of appeal. *) Refer to MSC/Circ, 781 and MEPC 6/Circ 2 “National contact points of Members for safety and pollution prevention” (annexes 1 and 2). When a valid contact point is not available the nearest diplomatic representative should be informed. 3.13 When exercising control under the Memorandum, the Authorities will make all possible efforts to avoid unduly detaining or delaying a ship. Nothing in the Memorandum affects rights created by provisions of relevant instruments relating to compensation for undue detention or delay. In any instance of alleged undue detention or delay the burden of proof lies with the owner or operator of the ship. Section 4 Banning 4.1 Refusal of access of ships following multiple detentions .1 Each Authority is recommended to ensure that a foreign merchant ship is refused access to its ports and anchorages if it: flies the flag of a State appearing in the grey list as published in the annual report of the MoU and has been detained or has been issued with a prevention of operation order under the system of mandatory surveys for the safe operation of regular ro-ro ferry and high speed passenger craft services more than twice in the course of the preceding 24 months in a port or anchorage within the region of the Memorandum, or; Strana 60 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. flies the flag of a State appearing in the black list as published in the annual report of the MoU and has been detained or has been issued with a prevention of operation order under the system of mandatory surveys for the safe operation of regular ro-ro ferry and high speed passenger craft services more than twice in the course of the preceding 36 months in a port or anchorage within the region of the Memorandum, .2 The refusal of access following multiple detentions will become applicable as soon as the ship leaves the port or anchorage. .3 The refusal of access order shall be lifted after a period of three months has passed from the date of issue of the order and when the conditions in a PSCC Instruction are met. If the ship is subject to a second refusal of access, the period shall be 12 months .4 Any subsequent detention in a port or anchorage shall result in the ship being refused access to any port or anchorage. This third refusal of access order may be lifted after a period of 24 months has passed from the issue of the order and only if: • the ship flies the flag of a State whose detention rate falls neither into the black list nor the grey list, • the statutory and classification certificates of the ship are issued by a organization or organizations which are recognized by one or more of the Paris MoU Member States as listed in Annex 7, • the ship is managed by a company with a high performance, • and the conditions set in a PSCC Instruction are met. Any ship not meeting the criteria as specified above after a period of 24 months has passed from the issue of the order, shall be permanently refused access to any port and anchorage. .5 Any subsequent detention in a port or anchorage after the third refusal of access shall result in the ship being permanently refused access to any port or anchorage. .6 Before denying entry, the Authority may request consultations with the Administration of the ship concerned. 4.2 Refusal of access of ship following other occurrences .1 a foreign ship referred to in Section 3.4 and Section 3.8 which proceeds to sea without complying with the conditions determined by the Authority in the port of inspection; or .2 a foreign ship referred to in Section 3.8 which refuses to comply with the applicable requirements of the relevant instruments by not calling into the indicated repair yard. 4.3 For compliance of 4.1 and 4.2 each authority will ensure that the procedure set in a PSCC Instruction has been adhered to. 4.4 Notwithstanding the provisions of 4.1 and 4.2, access to a specific port may be permitted by the relevant authority of that port State in the event of force majeure or overriding safety considerations, or to reduce or minimize the risk of pollution, provided that adequate measures to the satisfaction of the authority of such State have been implemented by the owner, the operator or the master of the ship to ensure safe entry. Section 5 Provision of information 5.1 Each Authority will report on its inspections under the Memorandum and their results, in accordance with the procedures specified in Annex 3. 5.2 The Secretariat on behalf of Paris MoU Member States will take the necessary measures in order to ensure that information listed in Annex 4 is published at the intervals prescribed therein subject for compliance with data access policy agreed by the Committee. Information provided in accordance with 5.1 may be made available for publication in printed form or by electronic means in order to assist Authorities with the publications mentioned in Annex 4 as well as for other purposes in accordance with decisions of the Committee mentioned in Section 6. 5.3 The Secretariat, mentioned in Section 7.4 may facilitate the publication of data in any electronic or printed format derived unaltered from the information system mentioned in Annex 3. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 61 - Broj 10 5.4 When inspection or detention data contain information concerning private persons the Authorities undertake to ensure protection of the privacy of those persons in accordance with applicable laws and regulations. This protection shall however not prevent the publication of the company of ships inspected or publication of the names of charterers involved. Section 6 Operational violations The Authorities will upon the request of another Authority, endeavor to secure evidence relating to suspected violations of the requirements on operational matters of Rule 10 of COLREG 72 and MARPOL. In the case of suspected violations involving the discharge of harmful substances, an Authority will, upon the request of another Authority, visit in port the ship suspected of such a violation in order to obtain information and where appropriate to take a sample of any alleged pollutant. Procedures for investigations into contravention of discharge provisions are listed in a PSCC Instruction. Section 7 Organization 7.1 A Committee will be established, composed of a representative of each of the Authorities and of the Commission of the European Communities. An advisor from each of the International Governmental Organizations, Observers and Associates will be invited to participate in the work of the Committee and any other meetings. 7.2 The Committee will meet once a year and at such other times as it may decide. 7.3 The Committee will: .1 carry out the specific tasks assigned to it under the Memorandum; .2 promote by all means necessary, including seminars for Port State Control Officers, the harmonization of procedures and practices relating to the inspection, rectification, detention, banning and the application of Section 2.4; .3 develop and review guidelines and procedures for carrying out inspections under the Memorandum; .4 develop and review procedures for the exchange of information; .5 keep under review other matters relating to the operation and the effectiveness of the Memorandum; .6 elect the chairman and vice-chairman of the Port State Control Committee from the Authorities; .7 establish a MoU Advisory Board to assist the Port State Control Committee in focusing on key issues, and in particular to direct the MoU Secretariat between Port State Control Committee meetings; .8 develop and approve PSCC Instructions. 7.4 A secretariat provided by the Netherlands' Ministry of Infrastructure and the Environment will be set up and will have its office in The Hague. 7.5 The secretariat, acting under the guidance of the Committee and within the limits of the resources made available to it, will: .1 prepare meetings, circulate papers and provide such assistance as may be required to enable the Committee to carry out its functions; .2 facilitate the exchange of information, carry out the procedures outlined in Annex 3 and 4 and prepare reports as may be necessary for the purposes of the Memorandum; .3 carry out such other work as may be necessary to ensure the effective operation of the Memorandum. Section 8 Amendments 8.1 Any Authority may propose amendments to the Memorandum. 8.2 In the case of proposed amendments to sections of the Memorandum the following procedure will apply: .1 the proposed amendment will be submitted through the secretariat for consideration by the Committee; .2 amendments will be adopted by a two-thirds majority of the representatives of the Authorities present and voting in the Committee. If so adopted an amendment will be communicated by the secretariat to the Authorities for acceptance; Strana 62 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .3 an amendment will be deemed to have been accepted either at the end of a period of six months after adoption by the representatives of the Authorities in the Committee or at the end of any different period determined unanimously by the representatives of the Authorities in the Committee at the time of adoption, unless within the relevant period an objection is communicated to the secretariat by an Authority; .4 an amendment will take effect 60 days after it has been accepted or at the end of any different period determined unanimously by the representatives of the Authorities in the Committee. 8.3 In the case of proposed amendments to Annexes of the Memorandum the following procedure will apply: .1 the proposed amendment will be submitted through the secretariat for consideration by the Authorities; .2 the amendment will be deemed to have been accepted at the end of a period of three months from the date on which it has been communicated by the secretariat unless an Authority requests in writing that the amendment should be considered by the Committee. In the latter case the procedure specified in 8.2 will apply; .3 the amendment will take effect 60 days after it has been accepted or at the end of any different period determined unanimously by the Authorities. Section 9 Administrative Provisions 9.1 The Memorandum is without prejudice to rights and obligations under any international Agreement or relevant national legislation. 9.2 A Maritime Authority of a European coastal State and a coastal State of the North Atlantic basin from North America to Europe, which complies with the criteria specified in Annex 5, may adhere to the Memorandum with the consent of all Authorities participating in the Memorandum. 9.3 When the Memorandum takes effect, it will supersede the 'Memorandum of Understanding between Certain Maritime Authorities on the Maintenance of Standards on Merchant Ships', signed at The Hague on 2 March 1978. 9.4 The Memorandum will take effect on 1 July 1982. 9.5 The English and French versions of the text of the Memorandum are equally authentic. Signed at Paris in the English and French languages, this twenty-sixth day of January one thousand nine hundred and eighty-two. ANNEXES TO MEMORANDUM Annex 1 Ships of non-Parties and below convention size Annex 2 Maritime Labour Convention, 2006 (MLC, 2006) or Merchant Shipping (Minimum Standards) Convention, 1976 (ILO 147) and ILO147 Protocol, 1996, if applicable Annex 3 Information System on Inspections Annex 4 Publication of Information Related to Detentions and Inspections Annex 5 Qualitative Criteria for Adherence to the Memorandum Annex 6 Minimum Criteria for Port State Control Officers Annex 7 Ship Risk Profile Annex 8 Inspection and Selection Scheme Annex 9 Inspection Type and Clear Grounds Annex 10 Examination of certificates and documents Annex 11 Inspection Commitments of Authorities Annex 12 Reporting obligations for ships 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 63 - Broj 10 ANNEX 1 Ships of non-Parties and below convention size 1 Ships of non-Parties Ships entitled to fly the flag of a State which is not a Party to a relevant instrument and thus not provided with certificates representing prima facie evidence of satisfactory conditions on board, or manned with crew members who do not hold valid STCW certificates, will receive a more detailed or, as appropriate, expanded inspection. In making such an inspection the Port State Control Officer will follow the same procedures as provided for ships to which the relevant instruments are applicable. If the ship or the crew has some alternative form of certification, the Port State Control Officer, in making this inspection, may take the form and content of this documentation into account. The conditions of such a ship and its equipment and the certification of the crew and the flag Administration‟s minimum manning standard must be compatible with the aims of the provisions of the relevant instruments; otherwise the ship must be subject to such restrictions as are necessary to obtain a comparable level of safety and protection of the marine environment. 2 Ships below convention size. 2.1 To the extent a relevant instrument is not applicable to a ship below convention size, the Port State Control Officer's task will be to assess whether the ship is of an acceptable standard in regard to safety, health or the environment. In making that assessment, the Port State Control Officer will take due account of such factors as the length and nature of the intended voyage or service, the size and type of the ship, the equipment provided and the nature of the cargo. 2.2 In the exercise of his functions the Port State Control Officer will be guided by any certificates and other documents issued by or on behalf of the flag State Administration. The Port State Control Officer will, in the light of such certificates and documents and in his general impression of the ship, use his professional judgment in deciding whether and in what respects the ship will be further inspected. When carrying out a further inspection the Port State Control Officer will, to the extent necessary, pay attention to the items listed in 3 of this Annex. The list is not considered exhaustive but is intended to give an exemplification of relevant items. 3 Items of general importance 3.1 Items related to the conditions of assignment of load lines: .1 weather tight (or watertight as the case may be) integrity of exposed decks; .2 hatches and closing appliances; .3 weather tight closures to openings in superstructures; .4 freeing arrangements; .5 side outlets; .6 ventilators and air pipes; .7 stability information. 3.2 Other items related to the safety of life at sea: .1 life saving appliances; .2 fire fighting appliances; .3 general structural conditions (i.e. hull, deck, hatch covers, etc.); .4 main machinery and electrical installations; .5 navigational equipment including radio installations. 3.3 Items related to the prevention of pollution from ships: .1 means for the control of discharge of oil and oily mixtures e.g. oily water separating or filtering equipment or other equivalent means (tank(s) for retaining oil, oily mixtures, oil residues); .2 means for the disposal of oil, oily mixtures or oil residues; .3 presence of oil in the engine room bilges; .4 means for the collection, storage and disposal of garbage. 3.4 In the case of deficiencies which are considered hazardous to safety, health or the environment the Port State Control Officer will take such action, which may include detention as may be necessary, having regard to the factors mentioned in 2.1 of this Annex, to ensure that the deficiency is rectified or that the ship, if allowed to proceed to another port, does not present a clear hazard to safety, health or the environment. Strana 64 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. ANNEX 2 Maritime Labour Convention, 2006 (MLC, 2006) or Merchant Shipping (Minimum Standards) Convention, 1976 (ILO 147) and ILO 147 Protocol, 1996, if applicable. 1 Maritime Labour Convention, 2006 (MLC, 2006), if applicable. 1.1 Inspection regarding certificates of competency is dealt with in a PSCC Instruction. In the exercise of control of the MLC, 2006, the Port State Control Officer (PSCO) will decide, on the basis of the clear grounds listed in Annex 9 and his/her professional judgement, whether the ship will receive a more detailed inspection. All complaints not manifestly unfounded regarding conditions on board will be investigated thoroughly and action taken as deemed necessary. The PSCO will also use his/her professional judgement to determine whether the conditions on board give rise to a hazard to the safety or health of the seafarers which necessitates the rectification of conditions and may, if necessary, detain the ship until appropriate corrective action is taken. Reporting procedures for detentions are provided in Annex 4. Implementation of PSC procedures which are specific to MLC, 2006, are set out in a PSCC Instruction. 2. Merchant Shipping (Minimum Standards) Convention, 1976 (ILO 147) and ILO 147 Protocol, 1996, if applicable. 2.1 Inspections on board ships under ILO 147 and ILO Protocol 1996 will relate to: .1 the Minimum Age Convention, 1973 (No. 138); or the Minimum Age (Sea) Convention (Revised),1936 (No. 58); or the Minimum Age (Sea) Convention, 1920 (No. 7); .2 the Medical Examination (Seafarers) Convention, 1946 (No. 73); .3 the Prevention of Accidents (Seafarers) Convention, 1970 (No. 134) (Articles 4 and 7); .4 the Accommodation of Crews Convention (Revised), 1949 (No. 92); .5 the Food and Catering (Ships' Crews) Convention, 1946 (No. 68) (Article 5); .6 the Accommodation and Crews (Supplementary Provisions) Convention, 1970 (No. 133); .7 the Seafarers‟ Hours of Work and the Manning of Ships Convention, 1996 (No. 180); .8 the Officers' Competency Certificates Convention, 1936 (No. 53) (Articles 3 and 4). Inspection regarding certificates of competency is dealt with in a PSCC Instruction. In the exercise of control of the conventions listed in .1 to .7 above, the Port State Control Officer will decide, on the basis of the clear grounds listed in Annex 9 and his professional judgment, whether the ship will receive a more detailed inspection. All complaints regarding conditions on board will be investigated thoroughly and action taken as deemed necessary. He will also use his professional judgment to determine whether the conditions on board give rise to a hazard to the safety or health of the seafarers which necessitates the rectification of conditions and may, if necessary, detain the ship until appropriate corrective action is taken. Reporting procedures for detentions are provided in Annex 4. 2.2 The conventions relevant in the framework of the provisions of 2.3 of this Annex are: .1 the Seamen's Articles of Agreement Convention, 1926 (no. 22); .2 the Repatriation of Seamen Convention, 1926 (no. 23); .3 the Shipowners' Liability (Sick and Injured Seamen) Convention, 1936 (no.55); or the Sickness Insurance (Sea) Convention, 1936 (no. 56); or the Medical Care and Sickness Benefits Convention, 1969 (no. 130); .4 the Freedom of Association and Protection of the Right to Organise Convention, 1948 (no. 87); .5 the Right to Organise and Collective Bargaining Convention, 1949 (no. 98); .6 the Seafarers‟ Identity Documents Convention, 1958 (no. 108); .7 the Workers‟ Representatives Convention, 1971 (no. 135); .8 the Health Protection and Medical Care (Seafarers) Convention, 1987 (no. 164); .9 the Repatriation of Seafarers Convention (Revised), 1987, (no. 166). 2.3 If the Port State Control Officer receives a report, notification or complaint to the effect that the standards laid down in the conventions listed in 2.2 of this Annex are not met, the matter will be reported by the Authority, if possible with evidence, to the flag Administration for further action, with a copy to the ILO. 2.4 Those parts of the ILO publication "Inspection of Labour Conditions on board Ship: Guide-lines for procedure" which deal with: .1 control procedures for national flag ships; .2 vocational training; .3 officers' certificates of competency (regulated under STCW78); .4 hours of work and manning (regulated under ILO180/STCW78); are not considered as relevant provisions for the inspection of ships but as information to Port State control officers only. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 65 - Broj 10 ANNEX 3 Information System on Inspections 1 To assist Authorities in their selection of foreign flag ships to be inspected in their ports it is necessary to have at the disposal of Authorities up-to-date information on particulars, calls and inspections of an individual foreign flag ship in the region of the Memorandum. 2 The information system manager, as defined in the agreement, will manage the Information System in accordance with an agreement adopted by Committee. This agreement will contain all the details on standardized procedures, information exchange, data transmission, all information in the system and other relevant matters. 3 The information system will include the following functionalities: • Incorporate PSC inspection and port call data of Member States; • Provide data on the ship risk profile and inspection priority; • Calculate the inspection commitments for each Member State; • Produce data for the calculation of the white as well as the grey and black list of flag States and the performance table of the Recognized Organizations; • Calculate the performance of companies; • Identify the items in risk areas to be checked at each inspection; • Provide batch transfer (in and out) of PSC inspection and port call data to and from a Member State. 4 For that purpose the Authorities undertake to provide the information system manager, by means of computerized data transmission, with information on ships inspected in the national ports. The insertion of information into the inspection files will be realized by means of direct, computerized input on a daily basis. 5 For the purpose of exchanging rapid information, the information system will embrace a communication facility which allows for a direct, computerized exchange of messages between individual Authorities. 6 The information as in 4 and 5 above will be handled in a standardized form and in accordance with standardized procedures as set out in the guide for users of the information system developed by the information system manager and adopted by the Committee. 7 In handling the information the information system manager will not amend any data provided by the Authorities, except as provided for in standardized procedures ensuring the consistency of the use of certain action taken codes. Otherwise the information system manager will make amendments to data only on a specific written request of the originating Authority. 8 The information system manager will organize the processing of information as in paragraph 4 above so as to ensure that inspection data is easily accessible both for purposes of consultation and updating in accordance with procedures as set out in the guide for users of the information system provided by the information system manager as adopted by the Committee. 9 Information for administrative purpose, such as statistical information, will be provided by the Secretariat under the guidance of the Committee. This will be based on data provided by the information system manager. 10 The information system indicated in the foregoing paragraphs will be implemented as long as the Memorandum takes effect. The information system will be monitored and continuously improved. 11 With the consent of the Authority, the information system manager will, on behalf of that Authority, submit data as agreed by the Committee to the International Maritime Organization in accordance with Regulation I/19 of SOLAS, Article 11 of MARPOL, Article 21 of LOADLINES 66 and Article X of STCW 78. 12 With the consent of the Authority, the information system manager will, on behalf of that Authority, submit data as agreed by the Committee to the International Labour Organization in accordance with Standard A5.2.1 or Article 4 of ILO 147 if applicable. 13 With the consent of the Committee the secretariat may conclude data exchange contracts with other organisations. Upon conclusion of the contract and a technical feasibility study the information system manager will, on behalf of the Paris MoU exchange data to the other organisations. Strana 66 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. ANNEX 4 Publication of Information Related to Detentions and Inspections (As referred to in Section 5.2 of the Memorandum) 1 The PMoU website provides a point of access for the public to ship related information. 2 Information on ships detained will include the following and should be published at least every month: – a) name of the ship; – b) IMO identification number; – c) type of ship; – d) gross tonnage; – e) year of construction as determined on the basis of the date indicated in the ship's safety certificates; – f) name and address of the company of the ship; – g) in the case of ships carrying liquid or solid cargoes in bulk, the name and address of the charterer responsible for the selection of the vessel and the type of charter; – h) flag State; – i) the classification society or classification societies, where relevant, which has/have issued to this ship the class certificates including the date of issue and expiry, if any; – j) the recognized organization or organizations and/or any other party which has/have issued to this ship certificates in accordance with the applicable conventions on behalf of the flag Administration, stating the certificates delivered including the date of issue and expiry; – k) port and date of the last intermediate or annual survey for the certificates in point i) and j) above and the name of the authority or organization which carried out the survey; – l) date, country, port of detention; – m) number of detentions during the previous 36 months; – n) date when the detention was lifted; – o) duration of detention, in days; – p) the reasons for detention, in clear and explicit terms; – q) indication, where relevant, of whether the recognized organization that carried out the survey has a responsibility in relation to the deficiencies which, alone or in combination, led to detention; – r) description of the measures taken in the case of a ship which has been allowed to proceed to the nearest appropriate repair yard; – s) if the ship has been refused access to any port or anchorage within the Paris MoU, the reasons for the measure in clear and explicit terms. 3 Information concerning ships inspected will include the following: – a) name of the ship; – b) IMO identification number; – c) type of ship; – d) gross tonnage; – e) year of construction as determined on the basis of the date indicated in the ship's safety certificates; – f) name and address of the company of the ship; – g) in the case of ships carrying liquid or solid cargoes in bulk, the name and address of the charterer responsible for the selection of the vessel and the type of charter; – h) flag State; – i) the classification society or classification societies, where relevant, which has/have issued to this ship the class certificates including the date of issue and expiry, if any; – j) the recognized organization or organizations and/or any other party which has/have issued to this ship certificates in accordance with the applicable conventions on behalf of the flag Administration, stating the certificates delivered including the date of issue and expiry; – k) port and date of the last intermediate or annual survey for the certificates in point i) and j) above and the name of the authority or organization which carried out the survey; – l) date, country, port of inspection. ANNEX 5 Qualitative Criteria for Adherence to the Memorandum A Maritime Authority of a State, meeting the geographical criterion specified in 9.2 of the Memorandum, may adhere as a full member, provided that all of the following qualitative criteria have been met: 1 such Maritime Authority will explicitly subscribe to the commitments under the Memorandum, with a view to contributing to the common endeavor to eliminate the operation of sub-standard ships; 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 67 - Broj 10 2 such Maritime Authority will have ratified all relevant instruments in force, before adherence shall be accomplished; 3 such Maritime Authority will have sufficient capacity, logistically and substantially, to appropriately enforce compliance with international maritime standards regarding maritime safety, pollution prevention and living and working conditions on board with regard to ships entitled to fly its flag, which will include the employment of properly qualified inspectors acting under the responsibility of its Administration, to be demonstrated to the satisfaction of the Committee referred to in 7.1 of the Memorandum; 4 such Maritime Authority will have sufficient capacity, logistically and substantially, to comply in full with all provisions and activities specified in the Memorandum in order to enhance its commitments, which will include the employment of properly qualified Port State Control Officers acting under the responsibility of its Administration, to be demonstrated to the satisfaction of the Committee referred to in 7.1 of the Memorandum; 5 a Maritime Authority, whose flag has appeared in the list of detentions exceeding the average detention percentage, as published in the annual report in any of three years immediately preceding its application for full membership, cannot be accepted as a full member of the Memorandum; 6 such Maritime Authority will, as of its effective date of membership, establish a connection to the information system referred to in Annex 3; 7 such Maritime Authority will sign a financial agreement for paying its share in the operating cost of the Memorandum and will, as of its effective date, pay its financial contribution to the budget as approved by the Committee referred to in 7.1 of the Memorandum. Assessment of compliance with the above conditions will only be valid for each individual case and will not create a precedent for any future cases, neither for the Authorities present under the Memorandum, nor for the potential new signatory. ANNEX 6 Minimum Criteria for Port State Control Officers 1 In pursuance of the provisions of 3.3 of the Memorandum, the Port State Control Officer must be properly qualified, trained and authorized by the Authority to carry out port State control inspections without prejudice to national provisions. 2 Officers must have appropriate theoretical knowledge and practical experience of ships and their operation. They must be competent in the enforcement of the requirements of Conventions and of the relevant port State control procedures. This knowledge and competence in enforcing requirements must be acquired through documented training programmes. 3 Officers must, as a minimum, have either: a) appropriate qualifications from a marine or nautical institution and relevant seagoing experience as a certificated ship officer holding or having held a valid STCW II/2or III/2 certificate of competency not limited as regards the operating area or propulsion power or tonnage; or b) passed an examination recognized by the Authority as a naval architect, mechanical engineer or an engineer related to the maritime fields and worked in that capacity for at least five years; or c) a relevant university degree or equivalent and have properly trained and qualified as ship safety officers. 4 Officers must have: completed a minimum of one year‟s service as a flag State inspector either dealing with surveys and certification in accordance with the Conventions or involved in the monitoring of the activities of recognized organizations to which statutory tasks have been delegated; or gained an equivalent level of competence by following a minimum of one year‟s field training participating in Port State Control inspections under the guidance of experienced Port State Control Officers. 5 The officer mentioned under 3a) must have gained a maritime experience of at least 5 years including periods served at sea as officers in the deck- or engine-department respectively, or as a flag State inspector or as an assistant Port State Control Officer or have other adequate experience. Such experience shall include a period of at least two years at sea as a deck or engine officer. 6 The officer must have the ability to communicate orally and in writing with seafarers in the language most commonly spoken at sea. Strana 68 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. 7 Where in a Member State security inspections are performed by Port State Control Officers; those officers shall have appropriate qualifications, which shall include sufficient theoretical and practical experience in maritime security. This shall normally include: a) a good understanding of maritime security and how it is applied to the operations being examined; b) a good working knowledge of security technologies and techniques; c) a knowledge of inspection principle, procedures and techniques; d) a working knowledge of the operations being examined. 8 Port State Control Officers will be trained, and their competency assessed, in accordance with the harmonized scheme adopted by the Committee. Authorities will ensure that each of its Port State Control Officers is trained and assessed before authorizing them to take charge of inspections and periodically thereafter in accordance with the harmonized scheme. 9 In carrying out their duties Port State Control Officers will be guided by the “Code of Good Practice for PSCOs conducting inspections within the framework of the Paris MoU”. ANNEX 7 Ship Risk Profile 1 All ships in the information system are assigned either as high, standard or low risk based on generic and historic parameters. 2 Table 1 shows the criteria within each parameter for each ship risk profile. 3 Each criterion has a weighting which reflects the relative influence of each parameter on the overall risk of the ship. 4 High Risk Ships (HRS) are ships which meet criteria to a total value of 5 or more weighting points. 5 Low Risk Ships (LRS) are ships which meet all the criteria of the Low Risk Parameters and have had at least one inspection in the previous 36 months. 6 Standard Risk Ships (SRS) are ships which are neither HRS nor LRS. 7 A ship‟s risk profile is recalculated daily taking into account changes in the more dynamic parameters such as age, the 36 month history and company performance. Recalculation also occurs after every inspection and when the applicable performance tables for flag and R.O.s are changed. Table 1: Ship Risk Profile according to point 9 of this Annex according to formula in the Annual Report according to point 11 of this Annex according to formula in the Annual Report according to point 15 of this Annex Parameters for Ship Risk Profile Type of Ship 8 The ship type denomination is as per a list adopted by the Paris MoU Committee. Age of Ship 9 The age of the ship is determined by the keel-laying date in dd/mm/yyyy format in the information system. A ship reaches more than 12 years on dd/mm/yyyy+12. If only the year of keel-laying is available in the information system then the ship reaches more than 12 years on 31/12/yyyy+12. Black, Grey and White list 10 The Black, Grey and White list for flag State performance is established annually taking account of the inspection and detention history over the preceding three calendar years and is adopted by the Paris MoU Committee. IMO Audit 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 69 - Broj 10 11 To meet the criterion the flag States are invited to send to the Paris MoU Secretariat written confirmation that a final audit report including, where relevant, a corrective action plan has been drawn up in accordance with the “Framework and Procedures for the Voluntary IMO Member State Audit Scheme” (IMO Resolution A.974(24)). 12 The Paris MoU Secretariat will maintain on the Paris MoU public website an up-to-date list of flag States which meet the flag criteria for a low risk ship. Recognized Organization Performance 13 The performance of all Recognized Organizations is established annually taking account of the inspection and detention history over the preceding three calendar years and is adopted by the Paris MoU Committee. 14 To qualify for the criterion recognized by the Paris MoU the organization must be recognized by one or more Paris MoU Member States. The list of recognized organizations is included in a PSCC Instruction. Company Performance 15 Company performance takes account of the detention and deficiency history of all ships in a company‟s fleet while that company was the ISM company for the ship. Companies are ranked as having a “very low”, “low”, “medium” or “high” performance. The calculation is made daily on the basis of a running 36-month period. There is no lower limit for the number of inspections needed to qualify except a company with no inspections in the last 36 months will be given a “medium performance”. 16 The formula consists of two elements, the deficiency index and the detention index. Deficiency Index 17 When counting deficiencies each ISM related deficiency is weighted at 5 points. Other deficiencies are valued at 1 point. 18 The Deficiency Index is the ratio of the total points of all deficiencies of all ships in a company‟s fleet to the number of inspections of all ships in the company‟s fleet within the last 36 months. 19 This ratio is compared with the average for all ships inspected in the Paris MoU over the last 3 calendar years to determine whether the index is average, above average or below average as follows: deficiency index deficiency points per inspection above average > 2 above PMoU average average PMoU average ± 2 below average > 2 below PMoU average Detention Index 20 The Detention Index is the ratio of the number of detentions all ships in a company‟s fleet to the number of inspections of all the ships in the company‟s fleet within the last 36 months. 21 This ratio is compared with the average for all ships inspected in the Paris MoU over the last 3 calendar years to determine whether the index is average, above average or below average as follows. detention index detention rate above average > 2 above PMoU average average PMoU average ± 2% below average > 2 below PMoU average 22 If a Refusal of Access Order (banning) is issued within the last 36 months to any ship in the fleet the Detention Index of the company is automatically “above average” irrespective of all other inspection results. Company Performance Matrix 23 Using the matrix in Table 2 below the combination of deficiency and detention indices determines the performance level. Table 2: Company Performance Matrix Detention Index Deficiency Index Company Performance above average above average very low Strana 70 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. above average above average average below average average below average above average above average low average average below average average below average average medium below average below average high ANNEX 8 Inspection and Selection Scheme 1 Based on a ship's Risk Profile the Inspection and Selection Scheme determines the scope, frequency and priority of inspections. 2 Periodic Inspections are carried out at intervals determined by the ship risk profile. 3 Overriding or unexpected factors might trigger an inspection in between periodic inspections. This category of inspection is referred to as an Additional Inspection. 4 Ships become due for periodic inspection in the following time windows: For HRS – between 5-6 months after the last inspection in the Paris MoU region. For SRS – between 10-12 months after the last inspection in the Paris MoU region. For LRS – between 24-36 months after the last inspection in the Paris MoU region. 5 Periodic Inspections and Additional Inspections count equally. Therefore the time span for the next periodic inspection re-starts after an additional inspection. 6 The selection scheme is divided into two priorities: Priority I: ships must be inspected because either the time window has closed or there is an overriding factor Priority II: ships may be inspected because they are within the time window or the port State considers an unexpected factor warrants an inspection 7 If a Priority II periodic inspection is not performed the ship remains Priority II until the time window closes and the ship becomes Priority I. 8 In the case of Unexpected Factors the need to undertake an additional inspection is left to the discretion of the Authority. If such a Priority II inspection is not performed it remains a Priority II ship if and when it arrives in another MoU port unless the Authority judges that any relevant information that it has received does not warrant being passed on. 9 The priority and the level of selection will be shown for each ship in the information system. 10 The category and type of inspection carried out is determined by the matrix in Table 3 below: Table 3 Selection Scheme Priority Level Category of inspection I Overriding factor Additional HRS not inspected in last 6 months Periodic Ship must be inspected SRS not inspected in last 12 months Periodic Ship not inspected in last 36 months Periodic II HRS not inspected in last 5 months Periodic Ship with unexpected factors Additional 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 71 - Broj 10 Ship may be inspected SRS not inspected in last 10 months Periodic LRS not inspected in last 24 months Periodic Overriding and Unexpected Factors Overriding Factors 11 The overriding factors listed below are considered sufficiently serious to trigger an additional inspection at Priority I: Ships reported by another Member State or the secretariat excluding unexpected factors, Ships involved in a collision, grounding or stranding on their way to port, Ships accused of an alleged violation of the provisions on discharge of harmful substances or effluents, Ships which have been maneuvered in an erratic or unsafe manner whereby routing measures, adopted by the IMO, or safe navigational practices and procedures have not been followed, Ships which have been suspended or withdrawn from their Class for safety reasons after last PSC inspection, Ships which cannot be identified in the database. Unexpected Factors 12 Unexpected factors could indicate a serious threat to the safety of the ship and the crew or to the environment but the need to undertake an additional inspection is for the professional judgment of the Authority. These factors include: Ships reported by pilots or relevant authorities which may include information from Vessel Traffic Services about ships‟ navigation, Ships which did not comply with the reporting obligations, Ships reported with outstanding deficiencies (except those with code 16 (within fourteen days) and code 17 (before departure)) Previously detained ships (3 months after the detention), Ships which have been the subject of a report or complaint by the master, a seafarer, or any person or organization with a legitimate interest in the safe operation of the ship, ship onboard living and working conditions or the prevention of pollution, unless the Member State concerned deems the report or complaint to be manifestly unfounded, Ships operated in a manner to pose a danger, Ships reported with problems concerning their cargo, in particular noxious or dangerous cargo, Ships where information from a reliable source became known, that their risk parameters differ from the recorded ones and the risk level is thereby increased, Ships carrying certificates issued by a formerly Paris MoU recognized organization whose recognition has been withdrawn since the last inspection in the Paris MoU region. 13 Ships with unexpected factors which have not been inspected may be reported to the information system and remain eligible for inspection in subsequent ports as Priority II. 14 The provisions of the Memorandum apply to a ship covered by a system of mandatory surveys for the safe operation of regular ro-ro ferry and high-speed passenger craft services if the Memorandum applies to the ship. However a survey of a ship which is carried out by an Authority (not being the flag Administration of the ship) in accordance with on a system of mandatory surveys for the safe operation of regular ro-ro ferry and highspeed passenger craft services will be considered as an expanded inspection, or more detailed inspection as relevant. If the ship is not indicated as Priority I in the Information System the survey will be recorded as a Priority II inspection. ANNEX 9 Inspection Type and Clear Grounds 1 The type of inspection to be carried out under Section 3.2 is determined by Table 4 below: Table 4 1 Category of Inspection Ship Risk Profile Inspection Type Initial More detailed Expanded HRS NO NO YES Periodic SRS YES If clear grounds If the ship is of a risk LRS YES are found ship type 1 and more than 12 years old Strana 72 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. Additional due to overriding or unexpected All NO YES According to the professional factor judgement of the PSCO if HRS or SRS/LRS of a risk ship type 1 and more than 12 years old 1 risk ship types are chemical tanker, gas carrier, oil tanker, bulk carrier and passenger ship 2 An initial inspection will consist of a visit on board the ship in order to: • check the certificates and documents listed in Annex 10; • check that the overall condition and hygiene of the ship including: navigation bridge accommodation and galley decks including forecastle cargo holds/area engine room meets generally accepted international rules and standards; • verify, if it has not previously been done, whether any deficiencies found by an Authority at a previous inspection have been rectified in accordance with the time specified in the inspection report. 3 A more detailed inspection will be carried out whenever there are clear grounds for believing, during an initial inspection, that the condition of the ship or of its equipment or crew or the working and living conditions of seafarers does not substantially meet the relevant requirements of a relevant instrument. Clear grounds exist when a Port State Control Officer finds evidence, which in his professional judgment warrants a more detailed inspection of the ship, its equipment or its crew. The absence of valid certificates or documents is considered a clear ground. Other examples of clear grounds are set out in paragraph 6. 4 A more detailed inspection will include an in-depth examination in: • the areas where clear grounds are established • the areas relevant to any overriding or unexpected factors • other areas at random from the following risk areas: 1. Documentation 2. Structural condition 3. Water/Weathertight condition 4. Emergency systems 5. Radio communication 6. Cargo operations 7. Fire safety 8. Alarms 9. Living and working condition 10. Navigation equipment 11. Life saving appliances 12. Dangerous Goods 13. Propulsion and auxiliary machinery 14. Pollution prevention 5 The more detailed inspection will take account of the human elements covered by ILO, ISM and STCW and include operational controls as appropriate. Clear Grounds 6 In applying Table 4 above, examples of "clear grounds" for a more detailed inspection include the following: .1 ships with overriding or unexpected factors as listed in Annex 8; .2 during examination of the certificates and documents referred to in Annex 10 of the Memorandum, inaccuracies have been revealed or the documents have not been properly kept, updated, or they have been falsely maintained; 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 73 - Broj 10 .3 indications that the relevant crew members are unable to communicate appropriately with each other, or with other persons on board, or that the ship is unable to communicate with the shore-based authorities either in a common language or in the language of those authorities; .4 a certificate has been fraudulently obtained or the holder of a certificate is not the person to whom that certificate was originally issued; .5 the ship has a master, officer or rating holding a certificate issued by a country which has not ratified the STCW Convention; .6 evidence of cargo and other operations not being conducted safely or in accordance with the IMO guidelines; .7 failure of the master of an oil tanker to produce the record of the oil discharge monitoring and control system for the last ballast voyage; .8 absence of an up-to-date muster list, or crew members not aware of their duties in the event of fire or an order to abandon the ship; .9 the emission of false distress alerts not followed by proper cancellation procedures; .10 the absence of principal equipment or arrangements required by the conventions; .11 evidence from the Port State Control Officer's general impressions and observations that serious hull or structural deterioration or deficiencies exist that may place at risk the structural, watertight or weather tight integrity of the ship; .12 information or evidence that the master or crew is not familiar with essential shipboard operations relating to the safety of ships or the prevention of pollution, or that such operations have not been carried out; .13 the absence of a table of shipboard working arrangements or records of hours of work or rest of seafarers; .14 the ship has changed flag for the purpose of avoiding compliance with the MLC or the ship flies the flag of a State that has not ratified the MLC, 2006; .15 there is a complaint alleging that specific working and living conditions on the ship do not conform to the requirements of the MLC, 2006 or following investigation of an on shore complaint; .16 the working and living conditions on the ship do not conform to the requirements of the MLC. 7 An expanded inspection will include a check of the overall condition, including the human element where relevant, in the following risk areas: 1. Documentation 2. Structural condition 3. Water/Weathertight condition 4. Emergency systems 5. Radio communication 6. Cargo operations including equipment 7. Fire safety 8. Alarms 9. Living and working conditions 10. Navigation equipment 11. Life saving appliances 12. Dangerous Goods 13. Propulsion and auxiliary machinery 14. Pollution prevention and subject to their practical feasibility or any constraints relating to the safety of persons, the ship or the port, verification of the specific items in these risk areas listed for each ship type in a PSCC Instruction must be part of an expanded inspection. The inspector must use professional judgment to determine the appropriate depth of examination or testing of each specific item. 8 Inspectors must be aware that the safe execution of certain on-board operations, e.g. cargo handling, could be jeopardized by tests carried out during such operation. 9 The expanded inspection will take account of the human elements covered by ILO, ISM and STCW and include operational controls as appropriate. ANNEX 10 Examination of certificates and documents At the initial inspection the Port State Control Officer will, as a minimum and to the extent applicable, examine the following documents: .1 International Tonnage Certificate (1969); .2 Certificate of Registry or other document of nationality (UNCLOS); Strana 74 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .3 Certificates as to the ship's hull strength and machinery installations issued by the classification society in question (only to be required if the ship maintains its class with a classification society); .4 Reports of previous port State control inspections; .5 Passenger Ship Safety Certificate (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12); .6 Cargo Ship Safety Construction Certificate (SOLAS/CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12); .7 Cargo Ship Safety Equipment Certificate (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg. 12); .8 Cargo Ship Safety Radio Certificate (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12); .9 Cargo Ship Safety Certificate (SOLAS Protocol 1988/CI/Reg. 12); .10 Special Purpose Ship Safety Certificate (SPS Code, C1/Art.1.7.4, Res. A.791(19)); .11 For ro-ro passenger ships, information on the A/A-max ratio (SOLAS 1995 Amend./CII-1/Reg.8-1); .12 Damage control plans and booklets (SOLAS 2006 Amend./CII-1/Reg.19, 20, 23); .13 Stability Booklet and information (SOLAS 2008 Amend/CII-1/Reg.5, SOLAS/C II 1/Reg.22 and CII-1/Reg.25 8; LLP88, Reg.10); .14 Maneuvering Booklet and information (SOLAS 1981 Amend./CII-1/Reg.28.2); .15 Unattended Machinery spaces (UMS) evidence (SOLAS 1981 Amend./CII-I/Reg.46.3); .16 Exemption Certificate and any list of cargoes (SOLAS/CII-2/Reg.10.7.1.4); .17 Fire control plan (SOLAS 2000 Amend./CII-2/Reg.15.2.4); .18 Fire safety operational booklet (SOLAS 2000 Amend./CII-2/Reg.16.3.1); .19 Dangerous goods special list or manifest, or detailed stowage plan (ILO134/A4.3(h), SOLAS 2000 Amend./CII 2/Reg.19); .20 Doc. of compliance Dangerous Goods (SOLAS 2001 Amend./CII-2/Reg.19.4); .21 Ship‟s log book with respect to the records of drills, including security drills, and the log for records of inspection and maintenance of lifesaving appliances and arrangements and fire fighting appliances and arrangements (SOLAS 2006 Amend./CIII/Reg.37, 19.3, 19.4, 20); .22 Minimum Safe Manning Document (SOLAS 2000 Amend./CV/Reg.14.2); .23 SAR coordination plan for passenger ships trading on fixed routes (SOLAS 1995 Amend./CV/Reg.15, 7.2); .24 LRIT Conformance Test Report (SOLAS/CV/Reg.19.1); .25 Copy of the Document of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards of VDR (voyage data recorder) (SOLAS/CV/Reg.18.8); .26 AIS test report (SOLAS 2010 Amend./CV/Reg.18.9); .27 For passenger ships, List of operational limitations (SOLAS 2001 Amend./CV/Reg.30.2); .28 Cargo Securing Manual (SOLAS 2002 Amend./CVI/Reg.5.6); .29 Bulk Carrier Booklet (SOLAS 1996 Amend./CVI/Reg.7.3); .30 Loading/Unloading Plan for bulk carriers (SOLAS 1996 Amend./CVI/Reg.7.3); .31 Document of authorization for the carriage of grain (SOLAS 1991 Amend./CVI/Reg.9); .32 Material Safety Data Sheets (MSDs) (SOLAS 2009 Amend./CVI/Reg.5-1); .33 INF (International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships) Certificate of Fitness (SOLAS 1999 Amend./CVII/Reg.16, INFC 1.3); .34 Copy of Document of Compliance issued in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention (DoC) ISM Code (SOLAS 1994 Amend./CIX/Reg.4.1); .35 Safety Management Certificate issued in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention (SMC) (SOLAS 1994 Amend./CIX/Reg.4.2, 4.3); .36 High Speed Craft Safety Certificate and Permit to Operate High Speed Craft (SOLAS 1994 Amend./CX/Reg.3.2, HSCC 1.8.1, 2); .37 Continuous Synopsis Record (SOLAS 2005 Amend./CXI-1/Reg.5); .38 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, or the Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, whichever is appropriate (GCC-4/CI/N1.6.4,IGCC/CI/N1.5.4); .39 International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, or the Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, whichever is appropriate (BCC-10/CI/N1.6.3), (IBCC/CI/N1.5.4); (BCH/I/1.6.1); .40 International Oil Pollution Prevention Certificate (MARPOL/ANI/Reg.7.1); .41 Survey Report Files (in case of bulk carriers or oil tankers) (MARPOL/ANI/Reg.6); .42 Oil Record Book, parts I and II (MARPOL/ANI/R17, Reg.36); .43 Shipboard Marine pollution emergency plan for Noxious Liquid Substances (MARPOL/ANII/Reg.17); .44 (Interim) Statement of compliance Condition Assessment Scheme (CAS) (MARPOL/ANI/Reg.20.6, 21.6.1); .45 For oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage (MARPOL/ANI/Reg.31.2); .46 Shipboard Oil Pollution Emergency Plan (SOPEP) (MARPOL/ANI/Reg.37.1); .47 STS Operation Plan and Records of STS Operations (MARPOL ANI/Reg.41); .48 International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS) (MARPOL/ANII/Reg.9.1); 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 75 - Broj 10 .49 Cargo Record Book (MARPOL/ANII/Reg.15, MARPOL/ANII-APP2); .50 Procedures and Arrangements Manual (chemical tankers) (MARPOL/ANII/Reg.14.1 + P&A manual); .51 International Sewage Pollution Prevention Certificate (ISPPC) (MARPOL/ANIV/Reg.5.1); .52 Garbage Management Plan (MARPOL/ANV/appendix I); .53 Garbage Record Book (MARPOL/ANV/appendix); .54 International Air Pollution Prevention Certificate (IAPPC) (MARPOL/ANVI/Reg.6.1); .55 Logbook for fuel oil change-over (MARPOL/ANVI/Reg.14.5); .56 Type approval certificate of incinerator (MARPOL/ANVI/Reg.16.6.1) + Appendix IV(1)); .57 Bunker delivery notes (MARPOL/ANVI/Reg.18.5+ Appendix V); .58 International Energy Efficiency Certificate (MARPOL/ANVI/Reg.6); .59 Ship Energy Efficiency Management Plan (SEEMP) (MARPOL/ANVI/Reg.22); .60 EEDI Technical File (MARPOL/ANVI/Reg. 20); .61 Engine International Air Pollution Prevention Certificate (EIAPPC) (NoxTC2008/ 2.1.1.1); .62 Technical files (NoxTC2008/2.3.6); .63 Record book of engine parameters (NoxTC2008/6.2.2.7.1); .64 International Load Line Certificate (1966) (LLP’88 Art.16.1); .65 International Load Line Exemption Certificate (LLP’88 Art.16.2); .66 Certificates issued in accordance with STCW Convention (STCW95/Art. VI, RI/2, Sect. A-I/2); .67 Cargo Gear Record Book (ILO134/C32/Art. 9(4)/ ILO152(25)); .68 Certificates loading and unloading equipment (ILO134/A4.3(e);ILO/C32/Art 9(4)); .69 Maritime Labor Certificate and Declaration of Maritime Labor Compliance part I and II (MLC and DMLC part I and II) (MLC, 2006/Reg.5.1/ standard A5.1.3); .70 Medical certificates (MLC, 2006/ Reg. 1.2/Standard A1.2 or ILO73); .71 Table of shipboard working arrangements (MLC, 2006/ Reg.2.3/ standard A2.3, 10 or ILO180/Part II/Art 5.7 a & b and STCW95/A-VIII/1.5); .72 Records of hours of work or rest of seafarers (MLC, 2006/Reg. 2.3/standard A2.3, 10 or ILO180/Part II/Art 8.1 and STCW95/A-VIII/1.5); .73 Mobile Offshore Drilling Unit Safety Certificate (MODU Code/I/Section 6); .74 Certificate of insurance or any other financial security in respect of civil liability for oil pollution damage (CLC69P92/AVII.2); .75 Certificate of insurance or any other financial security in respect of civil liability for Bunker oil pollution damage (BUNKERS 2001/Art.7.2); .76 International Ship Security Certificate (ISSC) (ISPSC/PA/19.2.1); .77 Record of AFS (AFS/Annex 4/Reg.2(1)); .78 International Anti-Fouling System Certificate (IAFS Certificate) (AFS/Annex 4/Reg.2(1)); .79 Declaration on AFS (AFS/Annex 4/Reg.5(1)). ANNEX 11 Inspection Commitments of Authorities Inspection Commitments of Member States 1 The inspection commitments of each Authority are: a) to carry out an inspection on every ship calling at one of its ports and anchorages with a Priority I status, and b) to carry out a number of inspections on Priority I and Priority II ships which corresponds at least to its annual inspection commitment. 2 The information system shows, daily, whether a Member State is ahead or behind the commitment in 1.b above. Flexibility in Priority I commitment 3 The following paragraphs describe the flexibility for meeting the commitment in paragraph 1.a above. Until there is sufficient data in the information system to derive the regional commitment a calculation will be made in accordance with a PSCC Instruction. 4 Ships which arrive in port as a Priority I must be selected for inspection. However the Member State may postpone the inspection in the following ways: a) to the next call of the ship at the same Member State, provided that the ship does not call at another port within the Paris MoU region and the postponement is no more than 15 days; Strana 76 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. b) to another port of call if this port is within the Paris MoU region and its authority agrees in advance to inspect the ship and the postponement is no more than 15 days. Inspections which are postponed in this way and recorded in the information system are not considered as missed inspections. 5 In addition to the flexibility provided in paragraph 4 above an Authority may miss: a) up to 5% of the total number of Priority I ships with a high risk profile calling at its ports and anchorages; b) up to 10% of the total number of Priority I ships other than those with a high risk profile calling at its ports and anchorages. 6 In following circumstances Priority I inspections which are missed are not counted in the allowance mentioned in paragraph 5 above: a) if in the judgment of the authority the conduct of the inspection would create a risk to the safety of inspectors, the ship, its crew or to the port, or to the marine environment, or b) if the ship call takes place only during night time. Member States should however ensure that ships which only make night time calls do not avoid inspection completely, or c) additionally in the case of a ship which only calls at an anchorage within the jurisdiction of a port, if the ship is inspected in another port or anchorages within the Paris MoU region within 15 days, or d) additionally in the case of a ship which only calls at an anchorage within the jurisdiction of a port, the call is only during night time or if its duration is too short for the inspection to be carried out satisfactorily. 7 In the circumstances described in paragraph 6 above the Authority is required to record in the information system the reasons for missing the inspection. Allowance for Member State receiving an excessive number Priority I ships 8 The fair share scheme and the selection scheme are intended to ensure that a Member State is not be required to carry out more Priority I inspections than its annual commitment. However, as a safeguard, for a State inspecting more Priority I ships than its annual commitment the allowance of missed inspections, as described in paragraph 5 would be 30%. Calculation of the Regional Commitment 9 In order to calculate the annual inspection commitment of each Member State referred to in paragraph 1b above the first step is to determine the overall annual commitment for the Paris MoU region (the “regional commitment”). 10 The regional commitment for the year in question is estimated by taking the average number of inspections required in the previous 3 years. 11 The annual regional commitment is calculated by the information system by adding the following: .1 number of Priority I inspections; (mandatory periodic and additional) .2 number of Priority II periodic inspections; (i.e. excluding inspections triggered by unexpected factors) .3 number of Priority I ships which are not inspected during the year. (note: not the number of inspections missed since the same ship could be missed several times) Calculation of annual inspection commitment for each Member State 12 The second step in calculating an inspection commitment for each Member State is to calculate its share of the regional commitment. This share is the three-year average number of individual ships calling at the Member State as a percentage of the sum of the number of individual ships calling at each Member State. Allowance for a Member State with too few opportunities to inspect 13 A Member State could receive too few Priority I and Priority II inspections to be able to reach its annual commitment. In such a case it will be considered to have met the commitment if it has inspected at least 85% of Priority II ships. The commitment in 1.a and the corresponding allowance in paragraph 5 still apply. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 77 - Broj 10 ANNEX 12 Reporting obligations for ships Electronic means shall be used whenever possible for any communication provided for in this Annex. 72hour message (72 ETA) 1 A ship which, in accordance with Annex 9, is eligible for an expanded inspection and bound for a port or anchorage of a Member State, shall notify its arrival 72 hours in advance to the Authority or earlier if required by national provisions. 2 At least following information shall be submitted: (a) ship identification (mandatory IMO number and additional name, call sign and/or MMSI number); (b) port of destination; (c) estimated time of arrival (ETA); (d) estimated time of departure (ETD); (e) planned duration of the call; (f) for tankers (i) configuration: single hull, single hull with SBT, double hull; (ii) condition of the cargo and ballast tanks: full, empty, inerted; (iii) volume and nature of cargo; (g) planned operations at the port or anchorage of destination (loading, unloading, other); (h) planned statutory survey inspections and substantial maintenance and repair work to be carried out whilst in the port of destination; (i) date of last expanded inspection in the Paris MoU region. 24hour message (24 ETA) 3 The operator, agent or master of ship bound for a port or anchorage of a Member State shall notify its arrival at least 24 hours in advance, or at the latest, at the time the ship leaves the previous port, if the voyage time is less than 24 hours, or if the port of call is not known or it is changed during the voyage, as soon as this information is available. 4 Following information shall be submitted: (a) ship identification (mandatory IMO number and additional name, call sign and/or MMSI number); (b) port of destination; (c) estimated time of arrival (ETA); (d) estimated time of departure (ETD). Actual arrival message (ATA) 5 Member States report the actual time of arrival (ATA) of any ship calling at Member States ports (located in the Paris MoU region) and anchorages, together with an identifier of the port concerned within a reasonable time to the Information System. 6 Following information shall be submitted: a) ship identification (mandatory IMO number and additional name, call sign and/or MMSI number); (b) port; (c) actual time of arrival; (d) at anchorage: yes, no. Actual departure message (ATD) 7 Member States shall transfer the actual time of departure (ATD) of any ship calling at Member States ports and anchorages, together with an identifier of the port concerned within a reasonable time to the Information System. 8 The following information shall be submitted: (a) ship identification (mandatory IMO number and additional name, call sign and/or MMSI number); (b) port; (c) actual time of departure. Strana 78 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. PARIŠKI MEMORANDUM O RAZUMIJEVANJU O KONTROLI DRŢAVE LUKE Pomorske vlasti Belgije Bugarske 1 Kanade 2 Hrvatske 3 Kipra 4 Danske Estonije 5 Finske Francuske Njemačke (Savezne drţave) Grčke Islanda 6 Irske Italije Letonije 7 Litvanije 8 Malte 9 Holandije Norveške Poljske 10 Portugala Rumunije 11 Ruske Federacije 12 Slovenije 13 Španije Švedske Ujedinjenog kraljevstva Velike Britanije i Sjeverne Irske 1 Pomorska vlast Bugarske pristupila je Memorandumu 10.05.2007. godine; za Pomorsku vlast Bugarske Memorandum je stupio na snagu 01.07.2007. godine. 2 Pomorska vlast Kanade pristupila je Memorandumu 03.05.1994. godine; za Pomorsku vlast Kanade Memorandum je stupio na snagu 03.05.1994. godine. 3 Pomorska vlast Hrvatske pristupila je Memorandumu 08.11.1996. godine; za Pomorsku vlast Hrvatske Memorandum je stupio na snagu 01.01.1997. godine. 4 Pomorska vlast Kipra pristupila je Memorandumu 12.05.2006. godine; za Pomorsku vlast Kipra Memorandum je stupio na snagu 01.07.2006. godine. 5 Pomorska vlast Estonije pristupila je Memorandumu 12.05.2005. godine; za Pomorsku vlast Estonije Memorandum je stupio na snagu 01.07.2005. godine. 6 Pomorska vlast Islanda pristupila je Memorandumu 11.05.2000. godine; za Pomorsku vlast Islanda Memorandum je stupio na snagu 01.07.2000. godine. 7 Pomorska vlast Letonije pristupila je Memorandumu 12.05.2005. godine; za Pomorsku vlast Letonije Memorandum je stupio na snagu 01.07.2005. godine. 8 Pomorska vlast Litvanije pristupila je Memorandumu 2.05.2006. godine; za Pomorsku vlast Litvanije Memorandum je stupio na snagu 01.01.2006. godine. 9 Pomorska vlast Malte pristupila je Memorandumu 12.05.2006. godine; za Pomorsku vlast Malte Memorandum je stupio na snagu 01.07.2006. godine. 10 Pomorska vlast Poljske pristupila je Memorandumu 27.11.1991. godine; za Pomorsku vlast Poljske Memorandum je stupio na snagu 01.01.1992. godine. 11 Pomorska vlast Rumunije pristupila je Memorandumu 10.05.2007. godine; za Pomorsku vlast Rumunije Memorandum je stupio na snagu 01.07.2007. godine. 12 Pomorska vlast Ruske Federacije pristupila je Memorandumu 10.11.1995. godine; za Pomorsku vlast Ruske Federacije Memorandum je stupio na snagu 01.01.1996. godine. 13 Pomorska vlast Slovenije pristupila je Memorandumu 15.05.2003. godine; za Pomorsku vlast Slovenije Memorandum je stupio na snagu 22.07.2003. godine. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 79 - Broj 10 U daljem tekstu „Vlasti“ Pozivajući se na Završnu Deklaraciju usvojenu 02.12.1980. godine na Regionalnoj evropskoj konferenciji o pomorskoj sigurnosti kojom se definiše potreba da se poveća sigurnost pomorskog saobraćaja i zaštita morske sredine i značaj poboljšanja uslova ţivota i rada na brodu; Cijeneći napredak koji je ostvaren u ovim oblastima od strane MeĎunarodne pomorske organizacije i MeĎunarodne organizacije rada; Primjećujući takoĎe doprinos Evropske unije u ispunjavanju gore-navedenih ciljeva; Svjesni da se glavna odgovornost za efikasnu primjenu standarda propisanih meĎunarodnim instrumentima pripisuje na vlastima Drţave pod čijom zastavom brod ima pravo da plovi; Prepoznajući, meĎutim, da je neophodno efikasno djelovanje lučkih Drţava u cilju sprečavanja plovidbe brodova koji su ispod standarda; Prepoznajući, takoĎe, potrebu da se izbjegne narušavanje konkurencije izmeĎu luka; UbijeĎeni u neophodnost, za ove svrhe, unaprijeĎenog i harmonizovanog sistema kontrole drţave luke i jačanja saradnje i razmjene informacija; Postigle su sljedeću saglasnost: Obaveze Član 1 1.1 Svaka Vlast se obavezuje da sprovodi odredbe ovog Memoranduma i pratećih Priloga. 1.2 Svaka Vlast se obavezuje da odrţava efikasan sistem kontrole drţave luke u cilju obezbjeĎivanja da, bez diskriminacije u pogledu zastave, strani trgovački brodovi koji uplovljavaju u luku njene drţave, ili isplovljavaju iz takve luke, ispunjavaju standarde propisane u relevantnim instrumentima koji su navedeni u čl. 2. 1.3 Svaka Vlast se obavezuje da sprovede inspekciju svakog stranog trgovačkog broda Prioriteta I koji uplovljava u jednu od njenih luka ili sidrišta, podloţno fleksibilnosti i regionalnoj obavezi kako je definisano u Prilogu 11. Svaka Vlast duţna je da sprovede ukupni broj inspekcija stranih trgovačkih brodova Prioriteta I i Prioriteta II koji odgovara najmanjem broju obaveznih godišnjih inspekcija utvrĎenih u skladu sa Prilogom 11. Vlasti bi trebalo da se uzdrţe od odabira periodičnih inspekcija Prioriteta II kako bi ispunile svoju godišnju obavezu u slučajevima kada one nijesu neophodne. 1.4 Svaka Vlast se obavezuje da konsultuje, saraĎuje i razmjenjuje informacije sa drugim Vlastima kako bi unaprijedila ciljeve Memoranduma. 1.5 Svaka Vlast, ili neki drugi organ, zavisno od slučaja, mora uspostaviti odgovarajuću proceduru za usluge pilota, uključujući one angaţovane na brodovima koji plove ka luci ili su u tranzitu kroz drţavu te vlasti, i lučke vlasti se obavezuju da odmah obavijesti Vlast drţave luke ili obalne drţave, zavisno od slučaja, kad god saznaju tokom obavljanja svojih redovnih duţnosti da postoje očigledne anomalije koje mogu ugroziti sigurnost broda, ili koje mogu predstavljati prijetnju ugroţavanja morske sredine. 1.6 U ispunjavanju obaveza Vlasti se obavezuju da sprovode inspekcije one vrste kako je definisano u Prilogu 9. 1.7 Ništa u ovom Memorandumu se ne tumači tako da ograničava prava Vlasti da preduzmu mjere unutar svoje nadleţnosti u pogledu bilo kog područja na koje se odnose relevantni instrumenti. Relevantni instrumenti Član 2 2.1 Za svrhe ovog Memoranduma „relevantni instrumenti“ su: .1 MeĎunarodna konvencija o teretnim linijama, 1996 (LOAD LINES 66); .2 Protokol iz 1988. godine uz MeĎunarodnu konvenciju o teretnim linijama, 1966 (LL PROT 88); .3 MeĎunarodna konvencija o zaštiti ljudskog ţivota na moru, 1974 (SOLAS); .4 Protokol iz 1978. godine uz MeĎunarodnu konvenciju o zaštiti ljudskog ţivota na moru, 1974 (SOLAS PROT 78); .5 Protokol iz 1988. godine uz MeĎunarodnu konvenciju o zaštiti ljudskog ţivota na moru, 1974 (SOLAS PROT 88); .6 MeĎunarodna konvencija o sprečavanju zagaĎivanja mora sa brodova, 1973, sa izmjenama i dopunama Protokolom iz 1978. godine, i dalje izmijenjene i dopunjene Protokolom iz 1997. godine (MARPOL); Strana 80 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .7 MeĎunarodna konvencija o standardima za obuku, izdavanje ovlašćenja i vršenje straţe pomoraca, 1978 (STCW 78); .8 Konvencija o meĎunarodnim pravilima o izbjegavanju sudara na moru, 1972 (COLREG 72); .9 MeĎunarodna konvencija o baţdarenju brodova, 1969 (TONNAGE 69); .10 Konvencija o minimalnim standardima na trgovačim brodovima, 1976 (ILO konvencija br. 147) (ILO 147); .11 Protokol iz 1996. godine uz Konvenciju o minimalnim standardima na trgovačkim brodovima, 1976 (ILO konvencija br. 147) (ILO P147) .12 Konvencija o radu pomoraca, 2006 (MLC, 2006); .13 MeĎunarodna konvencija o graĎanskoj odgovornosti za štetu prouzrokovanu zagaĎivanjem uljem, 1969 (CLC1969); .14 Protokol iz 1992. godine kojom se mijenja i dopunjava MeĎunarodna konvencija o graĎanskoj odgovornosti za štetu prouzrokovanu zagaĎivanjem uljem, 1969 (CLC PROT 1992); .15 MeĎunarodna konvencija o nadzoru štetnih sistema protiv obrastanja brodova, 2001 (AFS2001); .16 MeĎunarodna konvencija o graĎanskoj odgovornosti za štetu prouzrokovanu zagaĎivanjem pogonskim uljem, 2001; .17 MeĎunarodna konvencija o nadzoru i upravljanju brodskim balastnim vodama i talozima (BWM). 2.2 Vezano za ILO konvencije (uključujući MLC, 2006) iz čl. 2.1, svaka Vlast mora primjenjivati postupke iz Priloga 2. 2.3 Svaka Vlast mora primjenjivati one relevantne instrumente koji su na snazi i u kojima je njena Drţava ugovorna strana. U slučaju izmjena i dopuna relevantnog instrumenta svaka Vlast duţna je da primjenjuje one izmjene i dopune koje su na snazi i koje je njena Drţava prihvatila. Instrument koji je na taj način izmijenjen i dopunjen smatra se „relevantnim instrumentom“ za tu Vlast. 2.4 Vlasti moraju osigurati da, prilikom primjene relevantnog instrumenta, povoljniji tretman ne daju brodovima neugovornih strana i da primjenjuju postupke definisane u Prilogu 1. U slučaju brodova koji su ispod konvencijske veličine, Vlasti su duţne da primjenjuju postupke iz Priloga 1. Izvještavanje, profil rizika broda, odabir, inspekcija i zadrţavanje Član 3 3.1 Svaki brod mora da ispunjava zahtjeve za izvještavanjem saglasno Prilogu 12. 3.2 Svakom brodu u informacionom sistemu će biti dodijeljen profil rizika broda, u skladu sa Prilogom 7, koji će onda odrediti njegov prioritet za inspekcijski pregled, interval izmeĎu njegovih inspekcijskih pregleda i obim inspekcijskih pregleda. Prilikom odabira broda za inspekcijski pregled Vlasti će utvrditi njihov prioritet iz sistema odabira koji je naveden u Prilogu 8. 3.3 Inspekcijske preglede obavljaju propisno kvalifikovana i osposobljena lica koja su ovlašćena za tu svrhu od strane nadleţnih Vlasti i postupaju pod njenom odgovornošću, imajući u vidu naročito Prilog 6. Kada Vlast ne moţe da obezbijedi potrebno stručno znanje, inspektoru kontrole drţave luke te Vlasti moţe pomoći bilo koje lice sa potrebnim znanjem. Inspektori kontrole drţave luke i lica koja ima pomaţu ne smiju imati nikakav komercijalni interes, bilo u luci u kojoj se vrši inspekcija ili na brodovima koji su predmet inspekcije, niti inspektori kontrole drţave luke mogu biti zaposleni od strane ili obavljati poslove u ime nevladinih organizacija koje izdaju zakonska i klasifikaciona svjedočanstva ili koji obavljaju preglede neophodne za izdavanje takvih svjedočanstava za brodove. Svaki inspektor kontrole drţave luke mora da nosi lični identifikacioni dokument u formi lične karte izdate od strane Vlasti u skladu sa domaćim zakonodavstvom, u kojoj je naznačeno da je inspektor kontrole drţave luke ovlašćen da obavlja inspekcije. 3.4 Svaka Vlast će nastojati da obezbijedi ispravljanje svih uočenih nedostataka. Pod uslovom da su uloţeni svi mogući napori da se isprave svi nedostaci, osim onih koji su jasna prijetnja za sigurnost, zdravlje i ţivotnu sredinu, brodu moţe biti odobreno da nastavi uplovljavanje u luku u kojoj se takvi nedostaci mogu ispraviti. U slučaju nedostataka koji predstavljaju jasnu prijetnju za sigurnost, zdravlje ili ţivotnu sredinu, Vlast će, osim kako je definisano u čl. 3.8, osigurati da se opasnost ukloni prije nego brodu bude dozvoljeno da isplovi na more. U tu svrhu biće preduzete odgovarajuće radnje, koje mogu obuhvatiti zadrţavanje ili zvaničnu zabranu brodu da nastavi plovidbu zbog utvrĎenih nedostataka koji, pojedinačno ili zajedno, mogu učiniti nastavak plovidbe opasnim. Prilikom odlučivanja o preduzimanju odgovarajućih radnji inspektori kontrole drţave luke će se upravljati prema Uputstvima PSCC (Port State Control Committee Instructions- Uputstva Odbora kontrole države luke ). 3.5 Kada je osnov za zadrţavanje nastao kao rezultat slučajne štete koju je brod pretrpio tokom uplovljavanja u luku ili tokom poslova sa teretima, neće se izdati nalog o zadrţavanju, pod uslovom da: .1 je posvećena odgovarajuća paţnja zahtjevima sadrţanim u Pravilu I/11(c) SOLAS vezano za obavještavanje Uprave drţave zastave, imenovanog inspektora ili priznate organizacije odgovorne za izdavanje relevantnog svjedočanstva; 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 81 - Broj 10 .2 je zapovjednik ili vlasnik broda, prije uplovljavanja u luku ili neposredno nakon nastanka štete, dostavio vlastima drţave kontrole luke podatke o okolnostima pod kojima se desila nesreća i pretrpljenoj šteti, kao i informacije o potrebnom obavještavanju Uprave drţave zastave; .3 se na brodu preduzimaju odgovarajuće radnje vezano za ispravljanje, na zadovoljstvo Vlasti; i .4 je Vlast osigurala, nakon što je obaviještena o završetku radnji na ispravljanju nedostataka, da su nedostaci koji su bili očigledno opasni po sigurnost, zdravlje ili ţivotnu sredinu otklonjeni na zadovoljstvo Vlasti. 3.6 U izuzetnim okolnostima, gdje je kao rezultat detaljnije inspekcije utvrĎeno da je sveukupno stanje broda i njegove opreme, takoĎe uzevši u obzir i pomorce i njihove uslove ţivota i rada na brodu, očigledno ispod standarda, Vlast moţe obustaviti inspekciju. Obustava inspekcije se moţe nastaviti sve dok odgovorne strane ne preduzmu mjere neophodne da se osigura da brod ispunjava zahtjeve relevantnih instrumenata. Prije obustave inspekcije, Vlast mora zabiljeţiti sve nedostatke koji nalaţu zadrţavanje broda u nekoliko oblasti kako je definisano Uputstvima PSCC. Obavještenje odgovornih strana o zadrţavanju mora sadrţati informaciju da je inspekcija obustavljena sve dok Vlast ne bude obaviještena da brod ispunjava sve relevantne zahtjeve. 3.7 U slučaju zadrţavanja, Vlast će odmah obavijestiti Upravu drţave zastave 14 u pisanoj formi i priloţiti izvještaj o obavljenoj inspekciji. TakoĎe, priznata organizacija koja je izdala relevantna svjedočanstva u ime Uprave drţave zastave će biti obaviještena, primjereno potrebi. Gorenavedene strane će takoĎe biti obaviještene u pisanoj formi o oslobaĎanju od zadrţavanja. U slučaju zadrţavanja vezano za neusaglašenost sa MLC, 2006, Vlast će takoĎe odmah obavijestiti odgovarajuće vlasnike broda i organizacije pomoraca u drţavi luke u kojoj je inspekcija obavljena. 3.8 Ukoliko se nedostaci koji su razlog zadrţavanja broda iz čl. 3.4 ne mogu ukloniti u luci inspekcije, Vlast moţe dozvoliti da takav brod uplovi u najbliţe raspoloţivo remontno brodogradilište (ili u slučaju nedostataka koji zahtijevaju zadrţavanje u skladu sa MLC, 2006, u luku gdje će se sprovesti akcioni plan opravke) u skladu sa Uputstvom PSCC. Ukoliko se odluka da se brod pošalje u remontno brodogradilište zasniva na neusaglašenosti sa IMO Rezolucijom A.744(18), bilo u pogledu dokumentacije broda ili u pogledu kvarova i nedostataka konstrukcije broda, Vlast moţe zahtijevati da se neophodna mjerenja čvrstoće sprovode u luci zadrţavanja shodno Uputstvima PSCC prije nego brodu bude dozvoljeno da isplovi. Ukoliuko je brod zadrţan zato što nije opremljen ispravnim sistemom za snimanje podataka plovidbe, u slučajevima kada je njegova upotreba obavezna, i ovaj nedostatak se ne moţe ispraviti u luci zadrţavanja, vlast moţe dozvoliti brodu da uplovi u odgovarajuće remontno brodogradilište ili luku najbliţu luci zadrţavanja gdje će nedostatak biti brzo otklonjen ili zahtijevati da se takav nedostatak otkloni u roku od najviše 30 dana. 3.9 Odredbe čl. 3.7 i 3.8 ne dovode u pitanje zahtjeve relevantnih instrumenata ili postupaka koje su odredile meĎunarodne organizacije vezano za postupke obavještavanja i izvještavanja koje se odnose na kontrolu drţave luke. 3.10 Vlasti su duţne da osiguraju da, po zaključenju inspekcije, zapovjednik broda dobije izvještaj o inspekciji, koji sadrţi rezultate inspekcije i podatke o mjerama koje se moraju preduzeti. 3.11 U slučaju da se inspekcijom iz čl. 1.3 potvrde ili otkriju nedostaci u vezi zahtjeva relevantnog instrumenta kojima se nalaţe zadrţavanje broda, sve troškove koji se odnose na bilo koji redovni obračunski period bi trebalo da snosi vlasnik broda ili brodar ili njegov predstavnik u drţavi luke. Svi troškovi koji se odnose na inspekcije sprovedene od strane Vlasti shodno odredbama čl. 4 biće naplaćeni od vlasnika broda ili brodara. Zadrţavanje se neće ukinuti sve dok puna isplata ne bude izvršena ili data dovoljna garancija za nadoknadu troškova podloţno domaćem zakonu. 3.12 Vlasnik broda ili brodar ili njegov predstavnik u nadleţnoj drţavi će imati pravo ţalbe na odluku o zadrţavanju ili odbijenom uplovljavanju koju donesu Vlasti te drţave. Ţalba neće obustaviti zadrţavanje niti odbijanje uplovljavanja. Vlast će propisno informisati zapovjednika broda o pravu na ţalbu. 3.13 Prilikom obavljanja kontrole shodno Memorandumu, Vlasti će uloţiti sve moguće napore da izbjegnu nepropisno zadrţavanje ili kašnjenje broda. Ništa u ovom Memorandumu ne utiče na prava nastala odredbama relevantnih instrumenata vezano za nadoknadu za neopravdano zadrţavanje ili kašnjenje. U svakom slučaju navodnog nepropisnog zadrţavanja ili kašnjenja teret dokazivanja leţi na vlasniku ili operatoru broda. * ) vidi MSC/Circ, 781 i MEPC 6/Circ 2 „Nacionalne tačke kontakta Članica za sigurnost i sprečavanje zagaĎenja“ (Prilozi 1 i 2). Kada ne postoji propisana tačka kontakta potrebno je informisati najbliţe diplomatsko predstavništvo. Strana 82 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. Zabrane Član 4 4.1 Odbijeno uplovljavanje brodovima nakon višestrukog zadrţavanja .1 Svakoj Vlasti se daje preporuka da osigura da svakom stranom trgovačkom brodu odbije uplovljavanje u svoje luke i sidrišta ukoliko takav brod: plovi pod zastavom drţave koja se nalazi na sivoj listi objavljenoj u godišnjem izvještaju MoR i bio je zadrţan ili mu je izdat nalog o zabrani plovidbe shodno sistemu obaveznh pregleda za sigurno obavljanje redovne plovidbe ro-ro brodova i brzih putničkih brodova više od jednom tokom prethodna 24 mjeseca u luci ili sidrištu u regionu Memoranduma, ili; plovi pod zastavom drţave koja se nalazi na crnoj listi objavljenoj u godišnjem izvještaju MoR i bio je zadrţan ili mu je izdat nalog o zabrani plovidbe shodno sistemu obaveznih pregleda za sigurno obavljanje redovne plovidbe ro-ro brodova i brzih putničkih brodova više od jednom tokom prethodnih 36 mjeseci u luci ili sidrištu unutar regiona Memoranduma, .2 Odbijeno uplovljavanje, nakon nekoliko zadrţavanja, primjenjuje se čim brod napusti luku ili sidrište. .3 Nalog o odbijenom uplovljavanju se poništava nakon isteka perioda od tri mjeseca od datuma izdavanja naloga i kada se ispune uslovi iz Uputstva PSCC. Ukoliko je brodu po drugi put odbijeno uplovljavanje, takav period je 12 mjeseci. .4 Svako naknadno zadrţavanje broda u luci ili sidrištu imaće za rezultat odbijeno uplovljavanje tom brodu u neku drugu luku ili sidrište. Ovaj treći nalog o odbijenom uplovljavanju moţe se poništiti samo nakon isteka perioda od 24 mjeseca od datuma izdavanja takvog naloga i samo ukoliko:  brod plovi pod zastavom drţave čija stopa zadrţavanja ne spada ni pod crnu ni pod sivu listu;  su zakonska i klasifikaciona svjedočanstva broda izdata od strane organizacije ili organizacija koje su priznate od strane jedne ili više drţava članica Pariškog Memoranduma kako je navedeno u Prilogu 7,  brodom upravlja kompanija sa visokim uspješnim rezultatima,  su ispunjeni uslovi Uputstva PSCC. Svakom brodu koji ne ispunjava kriterijume koji su gore navedeni nakon perioda od 24 mjeseca od izdavanja naloga, biće trajno odbijeno uplovljavanje u bilo koju luku ili sidrište. .5 Svako naknadno zadrţavanje u luci ili sidrištu nakon trećeg odbijenog uplovljavanja ima za rezultat da brodu bude trajno odbijeno uplovljavanje u bilo koju luku ili sidrište. .6 Prije mjere odbijanja uplovljavanja, Vlast moţe zahtijevati savjetovanje sa Upravom drţave dotičnog broda. 4.2 Odbijanje uplovljavanja brodu nakon ostalih dogaĎaja: 1. strani brod iz čl. 3.4 i čl. 3.8 koji isplovljava na more bez ispunjavanja uslova koje postavila Vlast u luci inspekcije, ili 2. strani brod iz čl. 3.8 koji odbija da ispuni vaţeće zahtjeve relevantnih instrumenata neuplovljavanjem u odreĎeno remontno brodogradiište. 4.3 Radi usaglašenosti sa čl. 4.1 i 4.2 svaka vlast će osigurati da postupak definisan u Uputstvima PSCC bude ispunjen. 4.4 Bez obzira na odredbe čl. 4.1 i 4.2, nadleţne vlasti te drţave luke mogu dozvoliti uplovljavanje u odreĎenu luku u slučaju više sile ili zbog odlučujućih sigurnosnih razloga, ili da bi se smanjio ili sveo na najmanju mjeru rizik od zagaĎivanja, pod uslovom da su vlasnik broda, brodar ili zapovjednik broda sproveli odgovarajuće mjere prihvatljive za nadleţne vlasti te drţave da bi omogućili sigurno uplovljavanje. Dostavljanje informacija Član 5 5.1 Svaka Vlast duţna je dostaviti izvještaj o sprovedenim inspekcijama shodno Memorandumu i rezultatima istih u skladu sa postupcima definisanim u Prilogu 3. 5.2 Sekretarijat će preduzeti neophodne mjere u ime drţava članica Pariškog Memoranduma kako bi se osiguralo da informacije navedene u Prilogu 4 budu objavljene u intervalima koji su u istome propisani radi usaglašavanja sa načelom o pristupu podacima dogovorenim sa Odborom. Informacije koje su pruţene u skladu sa čl. 5.1 mogu biti dostupne za objavljivanje u štampanom obliku ili putem elektronskih medija kako bi se Vlastima pruţila podrška u vezi objavljivanja iz Priloga 4, kao i u druge svrhe u skladu sa odlukama Odbora, kako je navedeno u članu 6. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 83 - Broj 10 5.3 Sekretarijat iz čl. 7.4 moţe olakšati objavljivanje podataka u elektronskom ili štampanom formatu, nepromijenjene i dobijene iz informacionog sistema navedenog u Prilogu 3. 5.4 Kada podaci o inspekciji ili zadrţavanju sadrţe informacije koje se odnose na privatna lica Vlasti se obavezuju da osiguraju zaštitu privatnosti tih lica u skladu sa primjenjivim zakonima i propisima. MeĎutim, takva zaštita neće spriječiti objavljivanje kompanije brodova čija je inspekcija sprovedena niti imena uključenih zakupaca. Operativna kršenja Član 6 Na zahtjev druge Vlasti, Vlasti će nastojati da obezbijede dokaze koji se odnose na sumnju da postoji kršenje u ispunjavanju operativnih zahtjeva Pravila 10 COLREG 72 i MARPOL. U slučaju sumnje da postoji kršenje koje uključuje ispuštanje štetnih materija, Vlast će, na zahtjev druge Vlasti, posjetiti brod u luci za koji postoji sumnja za takvo kršenje kako bi dobila informacije i, gdje je odgovarajuće uzela uzorak navodnog zagaĎivača. Istraţni postupci u slučaju kršenja odredbi o ispuštanju dati su u Uputstvu PSCC. Organizacija Član 7 7.1 Odbor sastavljen od predstavnika svake Vlasti i predstavnika Komisije Evropskih zajednica će biti osnovan. Po jedan savjetnik iz svake meĎunarodne drţavne organizacije, posmatrača i pridruţenih članova će biti pozvani da učestvuju u radu Odbora i na svim drugim sastancima. 7.2 Odbor će se sastajati jednom godišnje i u drugo vrijeme kako moţe odlučiti. 7.3 Odbor će: .1 obavljati posebne zadatke koji su mu dodijeljeni shodno Memorandumu; .2 vršiti promociju, svim neophodnim sredstvima, uključujući seminare za inspektore kontrole drţava luka, usklaĎivanje postupaka i prakse koje se odnose na inspekcijske preglede, ispravljanje nedostataka, zadrţavanja, zabrane i primjenu čl. 2.4; .3 izraditi i vršiti reviziju smjernica i postupaka za sprovoĎenje inspekcijskih pregleda saglasno Memorandumu; .4 izraditi i vršiti reviziju postupaka za razmjenu informacija; .5 vršiti reviziju ostalih pitanja koja se odnose na realizaciju i efikasnost Memoranduma; .6 birati predsjednika i pod-predsjednika Odbora kontrole drţave luke iz redova predstavnika Vlasti; .7 osnovati Savjetodavni odbor Pariškog Memoranduma koji će pomagati Odboru kontrole drţave luke u fokusiranju na ključna pitanja, a naročito usmjeravanju Sekretarijata MoR izmeĎu sastanaka Odbora kontrole drţave luke; .8 izraditi i odobriti Uputstva PSCC. 7.4 Sekretarijat koji obezbjeĎuje Ministarstvo infrastrukture i ţivotne sredine Holandije će biti osnovano i imati sjedište u Hagu. 7.5 Sekretarijat, koji djeluje pod upravom Odbora i u granicama raspoloţivih resursa, će: .1 pripremati sastanke, prosljeĎivati papire i pruţati podršku koja bude potrebna Odboru u cilju obavljanja njegovih funkcija; .2 olakšati razmjenu informacija, sprovoditi postupke definisane u Prilozima 3 i 4 i pripremati izvještaje koji mogu biti potrebni za svrhe Memoranduma; .3 obavljati druge poslove koji mogu biti potrebni da bi se osiguralo efikasno sprovoĎenje Memoranduma. Izmjene i dopune Član 8 8.1 Svaka Vlast moţe predloţiti izmjene i dopune Memoranduma. 8.2 U slučaju predloga za izmjene i dopune članova Memoranduma primjenjuje se sljedeći postupak: .1 predloţene izmjene i dopune se dostavljaju Odboru na razmatranje preko sekretarijata; .2 izmjene i dopune se usvajaju dvotrećinskom većinom predstavnika Vlasti koji su prisutni i glasaju u Odboru. Ukoliko budu usvojene na ovaj način, izmjene i dopune se dostavljaju Vlastima na prihvatanje preko sekretarijata; .3 izmjene i dopune se smatraju prihvaćenim ili na kraju perioda od šest mjeseci nakon usvajanja od strane predstavnika Vlasti u Odboru ili na kraju drugog perioda koji predstavnici Vlasti u Odboru jednoglasno odrede u vrijeme usvajanja, sem ukoliko u odreĎenom periodu neka Vlast ne uloţi prigovor posredstvom sekretarijata; Strana 84 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .4 izmjene i dopune stupaju na snagu 60 dana nakon što su prihvaćene ili na kraju drugog perioda koji predstavnici Vlasti u Odboru jednoglasno odrede. 8.3 U slučaju predloga za izmjene i dopune Priloga ovog Memoranduma primjenjuje se sljedeći postupak: .1 predloţene izmjene i dopune se dostavljaju Vlastima na razmatranje putem sekretarijata; .2 smatra se da su izmjene i dopune prihvaćene na kraju perioda od tri mjeseca od datuma na koji su dostavljene od strane sekretarijata, sem ukoliko neka Vlast ne zahtijeva u pisanoj formi da Odbor razmotri takve izmjene i dopune. U drugom navedenom slučaju primjenjuje se postupak definisan u čl. 8.2; .3 izmjene i doipune stupaju na snagu 60 dana nakon što budu prihvaćene ili na kraju drugog perioda koji Vlasti jednoglasno odrede. Administrativne odredbe Član 9 9.1 Ovaj Memorandum ne dovodi u pitanje prava i obaveze po osnovu drugog meĎunarodnog Sporazuma ili relevantnog domaćeg zakonodavstva. 9.2 Pomorska vlast evropske obalne drţave i obalne drţave Sjevernog Atlantika od Sjeverne Amerike do Evrope, koja ispunjava kriterijume definisane Prilogom 5, moţe da pristupi Memorandumu uz saglasnost svih Vlasti učesnica Memoranduma. 9.3 Kada ovaj Memorandum stupi na snagu, on zamjenjuje „Memorandum o saglasnosti izmeĎu odreĎenih pomorskih vlasti o odrţavanju standarda trgovačkih brodova“, potpisan u Hagu 02.03.1978. godine. 9.4 Ovaj Memorandum stupa na snagu 01.07.1982. godine. 9.5 Tekstovi Memoranduma na engleskom i francuskom jeziku su jednako autentični. Potpisano u Parizu na engleskom i francuskom jeziku, ovog dvadesetšestog dana januara hiljadu devetsto osamdesetdruge godine. PRILOZI UZ MEMORANDUM Prilog 1 Brodovi drţava neugovornih strana i brodovi ispod konvencijske veličine Prilog 2 MeĎunarodna konvencija o radu pomoraca, 2006 (MLC, 2006) ili Konvencija o minimalnim standardima na trgovačkim brodovima, 1976 (ILO 147) i Protokol uz MeĎunarodnu konvenciju o radu 147 (Protokol ILO147), 1996, ako je primjenljivo Prilog 3 Informacioni sistem o inspekcijskim pregledima Prilog 4 Objavljivanje informacija o zadrţavanjima i inspekcijskim pregledima brodova Prilog 5 Kvalitativni kriterijumi za pristupanje Memorandumu Prilog 6 Minimalni kriterijumi za Inspektore kontrole drţava luka Prilog 7 Profil rizika broda Prilog 8 Sistem inspekcija i odabira brodova za inspekcijske preglede Prilog 9 Vrste inspekcija i Očigledan razlog Prilog 10 Pregled svjedočanstava i dokumenata Prilog 11 Obaveze vršenja inspekcijskih pregleda Vlasti Prilog 12 Obaveze izvještavanja za brodove Prilog 1 Brodovi drţava neugovornih strana i brodovi ispod konvencijske veličine 1 Brodovi drţava neugovornih strana Brodovi koji imaju pravo da plove pod zastavom Drţave koja nije strana ugovornica relevantnog instrumenta i stoga ne posjeduju uvjerenja koja čini prima facie dokaz o ispunjenim uslovima na brodu, ili članovi posade ne posjeduju valjana STCW svjedočanstva, podlijeţu detaljnijem ili, primjereno potrebi, proširenom inspekcijskom pregledu. Prilikom obavljanja takvog inspekcijskog pregleda Inspektor kontrole drţave luke će pratiti iste postupke koji su propisani za brodove na koje se primjenjuju relevantni instrumenti. Ukoliko brod ili članovi posade posjeduju alternativne oblike svjedočanstava, Inspektor drţave luke, prilikom obavljanja inspekcijskog pregleda, moţe uzeti u obzir formu i sadrţaj ove dokumentacije. Stanje takvog broda i njegove opreme, kao i ovlašćenja posade i standardi o najmanjem broju članova posade za sigurnu plovidbu uprave drţave zastave moraju biti usaglašeni sa ciljevima odredaba relevantnih instrumenata; u suprotnom, brod mora biti predmet takvih restrikcija koje su neophodne da bi se dobio uporedivi stepen sigurnosti i zaštite morske sredine. 2 Brodovi ispod konvencijske veličine 2.1 Ukoliko relevantni instrument nije primjenljiv na brod ispod konvencijske veličine, zadatak Inspektora kontrole drţave luke će biti da procijeni da li brod ispunjava prihvatljivi standard u pogledu sigurnosti, zdravlja 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 85 - Broj 10 i ţivotne sredine. Prilikom takve procjene, Inspektor kontrole drţave luke uzima u obzir takve faktore kao što su duţina i vrsta planirane plovidbe ili usluge, veličina i vrsta broda, ugraĎena oprema i vrsta tereta. 2.2 U obavljanju svojih duţnosti Inspektor kontrole drţave luke rukovodi se svjedočanstvima i drugim dokumentima izdatim od strane ili u ime Uprave drţave zastave. Inspektor kontrole drţave luke će, u svijetlu takvih svjedočanstava i dokumenata i u svom opštem utisku o brodu, primijeniti svoju stručnu procjenu prilikom odlučivanja da li i u kom dijelu je potrebno vršiti dalje inspekcijske preglede broda. Prilikom obavljanja daljeg inspekcijskog pregleda Inspektor kontrole drţave luke će, u mjeri u kojoj je to potrebno, obratiti paţnju na stavke date u članu 3 ovog Priloga. Ova lista se ne smatra konačnom, već je njena namjena da predstavi primjere relevantnih stavki. 3 Elementi od opšte vaţnosti 3.1 Elementi koji se odnose zadatak ocjene stanja teretnih linija: .1 otpornost na vremenske uslove (ili vodonepropusnost, zavisno od slučaja) izloţenih paluba; .2 grotla i ureĎaji za zatvaranje; .3 otpornost na vremenske uslove poklopaca na otvorima nadgraĎa broda; .4 ureĎaji za oticanje vode; .5 bočni otvori; .6 ventilatori i ventilacione cijevi; .7 informacije o stabilitetu. 3.2 Ostali elementi vezano za sigurnost ljudskih ţivota na moru: 1. ureĎaji za spašavanje; 2. protiv-poţarni ureĎaji; 3. opšte stanje konstrukcije broda (napr. trup, paluba, poklopci grotla, itd.); 4. glavne mašine i električne instalacije; 5. navigaciona oprema uključujući radio instalacije. 3.3 Elementi koji se odnose na sprečavanje zagaĎivanja sa brodova: .1 sredstva za kontrolu ispuštanja ulja i uljanih mješavina, napr. oprema za odvajanje ili filtriranje uljane vode ili druga slična sredstva (rezervoari za zadrţavanje ulja, uljanih mješavina, uljanog taloga); .2 sredstva za ispuštanje ulja, uljanih mješavina ili uljanog taloga; .3 prisustvo ulja u kaljuţi mašinskog prostora; .4 sredstva za prikupljanje, čuvanje i odlaganje otpada. 3.4 U slučaju nedostataka koji predstavljaju opasnost po sigurnost, zdravlje ili ţivotnu sredinu, Inspektor kontrole drţave luke će preduzeti one radnje koje mogu uključiti zadrţavanje shodno potrebi, imajući u vidu faktore iz čl. 2.1 ovog Priloga, da bi se osiguralo otklanjanje nedostatka ili da brod, ukoliko mu je dozvoljeno da uplovi u drugu luku, ne predstavlja očiglednu opasnost po sigurnost, zdravlje ili ţivotnu sredinu. Prilog 2 MeĎunarodna konvencija o radu pomoraca, 2006 (MLC, 2006) ili Konvencija o minimalnim standardima na trgovačkim brodovima, 1976 (ILO 147) i Protokol uz MeĎunarodnu konvenciju o radu 147 (Protokol ILO147), 1996, ako je primjenljivo. 1 MeĎunarodna konvencija o radu pomoraca, 2006 (MLC, 2006), ako je primjenljiva. 1.1 Inspekcija koja se odnosi na ovlašćenja o osposobljenosti obraĎena je u Uputstvu PSCC. Prilikom vršenja kontrole MLC, 2006, Inspektor kontrole drţave luke (engl. skr. PSCO) odlučuje, na osnovu očiglednih razloga navedenih u Prilogu 9 i svojoj stručnoj ocjeni, da li će brod biti predmet detaljnijeg inspekcijskog pregleda. Sve ţalbe koje nijesu očigledno neosnovane u pogledu uslova na brodu biće detaljno ispitane i biće preduzete sve neophodne radnje. Inspektor kontrole drţave luke će se takoĎe rukovoditi svojom stručnom procjenom da utvrdi da li uslovi na brodu mogu predstavljati prijetnju sigurnosti ili zdravlju pomoraca što zahtijeva korigovanje uslova i moţe, ukoliko je potrebno, zadrţati brod sve dok se ne preduzmu odgovarajuće korektivne radnje. Postupak obavještavanja o zadrţavanju definisan je u Prilogu 4. SprovoĎenje postupaka kontrole drţave luke koje se naročito odnose na MLC, 2006, definisano je u Uputstvu PSCC. 2 Konvencija o minimalnim standardima na trgovačkim brodovima, 1976 (ILO 147) i Protokol uz MeĎunarodnu konvenciju o radu 147 (Protokol ILO147), 1996, ako su primjenljive. 2.1 Inspekcije na brodovima shodno ILO 147 i ILO Protokolu 1996 se odnose na: .1 Konvenciju o minimalnoj starosnoj dobi za rad, 1973 (br. 138); ili Konvenciju o minimalnoj starosnoj dobi za prijem za rad na brodovima (revidirana), 1936 (br. 58); ili Konvenciju o minimalnoj starosnoj dobi, 1920 (br. 7); .2 Konvenciju o zdravstvenom pregledu pomoraca, 1946 (br. 73); .3 Konvenciju o sprečavanju nesreća (pomoraca), 1946 (br. 134), (čl. 4 i 7); .4 Konvencija o smještaju posada (revidirana), 1949 (br. 92); .5 Konvencija o hrani i distribuciji hrane (posade brodova), 1946 (br. 68) (čl. 5); .6 Konvencija o smještaju posade na brodu (dopunske odredbe), 1970 (br. 133); .7 Konvencija o radnom vremenu pomoraca i brojnom stanju posade na brodovima, 1996 (br. 180); Strana 86 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .8 Konvencija o stručnoj osposobljenosti oficira, 1936 (br. 53) (čl. 3 i 4). Inspekcija u pogledu ovlašćenja o osposobljenosti obraĎena je u Uputstvu PSCC. Prilikom sprovoĎenja kontrole konvencija navedenih pod tačkama 1 do 7 gore, Inspektor kontrole drţave luke će odlučiti, na osnovu očiglednih razloga navedenih u Prilogu 9 i svoje stručne procjene, da li je potrebno izvršiti detaljniji inspekcijski pregled broda. Sve ţalbe u pogledu uslova na brodu će biti detaljno ispitane i preduzete neophodne mjere. On će se takoĎe rukovoditi svojom stručnom procjenom da odredi da li uslovi na brodu mogu izazvati opasnost za sigurnost ili zdravlje pomoraca, koje zahtijeva korigovanje uslova i moţe, ako je potrebno, zadrţati brod sve dok se ne preduzmu odgovarajuće korektivne radnje. Postupci obavještavanja u slučaju zadrţavanja dati su u Prilogu 4. 2.2 Konvencije koje su relevantne u okviru odredaba 2.3 ovog Priloga su: .1 Konvencija o ugovorima o radu pomoraca, 1926 (br. 22); .2 Konvencija o repatrijaciji pomoraca, 1926 (br. 23); .3 Konvencija o odgovornosti brodovlasnika (bolest i povrede pomoraca), 1936 (br. 55), ili Konvencija o osiguranju pomoraca u slučaju bolesti, 1936 (br. 56); ili Konvencija o zdravstvenoj zaštiti i beneficijama u slučaju bolesti, 1969 (br. 130); .4 Konvencija o sindikalnim slobodama i zaštiti sindikalnih prava, 1948 (br. 87); .5 Konvencija o pravima radnika na organizaciju i na kolektivne pregovore, 1949 (br. 98); .6 Konvencija o nacionalnim identifikacionim ispravama pomoraca, 1958 (br. 108); .7 Konvencija o predstavnicima radnika, 1971 (br. 135); .8 Konvencija o zdravstvenoj zaštiti pomoraca i pruţanju medicinske njege pomorcima, 1987 (br. 164); .9 Konvencija o repatrijaciji pomoraca (revidirana), 1987, (br. 166). 2.3 Ukoliko Inspektor kontrole drţave luke primi izvještaj, obavještenje ili ţalbu u smislu da standardi propisani konvencijama iz čl. 2.2 ovog Priloga nijesu ispunjeni, Vlast je duţna da prijavi takav slučaj, ukoliko je moguće sa dokazima, upravi drţave zastave radi preduzimanja daljih radnji, uz dostavljanje kopije MeĎunarodnoj organizaciji rada (engl. skr. ILO). 2.4 Djelovi ILO publikacije „Inspekcija uslova rada na brodovima: Vodič za postupanje“ koji ureĎuju: .1 kontrolne postupke za brodove koji plove pod drţavnom zastavom; .2 stručno osposobljavanje; .3 ovlašćenja o osposobljenosti oficira (regulisanim shodno STCW78); .4 radna vremena pomoraca i brojno stanje posade na brodovima (regulisanim shodno ILO180/STCW78); ne smatraju se relevantnim odredbama za inspekcijski pregled brodova, već samo kao informacije za inspektore kontrole drţave luke. Prilog 3 Informacioni sistem o inspekcijskim pregledima 1 Da bi pomogle Vlastima pri odabiru brodova koji plove pod zastavom strane drţave a koji će biti pregledani u lukama tih Vlasti, neophodno je da Vlasti imaju na raspolaganju aţurirane informacije o karakteristikama, pristajanjima i inspekcijskim pregledima pojedinačnog broda koji plovi pod zastavom strane drţave u regionu Memoranduma. 2 Menadţer informacionog sistema, kako je definisano ugovorom, upravlja Informacionim sistemom u skladu sa ugovorom koji je usvojio Odbor. Ovaj ugovor će sadrţati sve podatke o standardnim postupcima, razmjeni informacija, prenosu podataka, svim informacijama u sistemu i drugim relevantnim pitanjima. 3. Informacioni sistem mora imati sljedeće funkcije:  sadrţati podatke o inspekcijskim pregledima drţave luke i pristajanjima drţava članica;  pruţiti podatke o profilu rizika broda i prioritetu inspekcijskog pregleda;  izračunati broj obaveznih inspekcijskih pregleda za svaku drţavu članicu;  obezbijediti podatke za obračun bijele, kao i sive i crne liste drţava zastava i tabelu o rezultatima priznatih organizacija;  izračunati rezultate kompanija;  identifikovati stavke u rizičnim oblastima koje se moraju provjeriti prilikom svakog inspekcijskog pregleda;  obezbijediti prenos serija podataka (prijem i slanje) o inspekcijama kontrole drţave luke i podataka o lukama pristajanja ka/iz drţava članica. 4 U tu svrhu Vlasti se obavezuju da menadţeru informacionog sistema dostave, posredstvom kompjuterizovanog prenosa podataka, informacije o brodovima koji su pregledani u domaćim lukama. Unošenje informacija u datoteke inspekcijskih pregleda će se realizovati pomoću direktnog, kompjuterizovanog unosa na dnevnoj osnovi. 5 Za potrebe brze razmjene informacija, informacioni sistem će sadrţati i opciju komunikacije koja omogućava direktnu, kompjuterizovanu razmjenu poruka izmeĎu pojedinačnih Vlasti. 6 Informacije iz čl. 4 i 5 gore se obraĎuju u standardnoj formi i u skladu sa standardnim postupcima kako su definisani u vodiču za korisnike informacionog sistema koji je izradio menadţer informacionog sistema i usvojio Odbor. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 87 - Broj 10 7 Prilikom obrade informacija, menadţer informacionog sistema ne smije mijenjati ili dopunjavati podatke koje Vlasti dostave, osim kako je propisano u standardnim postupcima koji osiguravaju dosljednost upotrebe odreĎenih kodova za preduzete radnje. Inače, menadţer informacionog sistema će vršiti izmjene i dopune podataka samo na posebni pisani zahtjev Vlasti koja dostavlja takve informacije. 8 Menadţer informacionog sistema će organizovati obradu informacija iz st. 4 gore kako bi osigurao da su podaci o inspekcijama lako dostupni i za potrebe savjetovanja i aţuriranja u skladu sa postupcima definisanim u vodiču za korisnike informacionog sistema dostavljenim od strane menadţera informacionog sistema kako ga je Odbor usvojio. 9 Informacije za administrativne svrhe, kao što su statističke informacije, biće dostavljene Sekretarijatu shodno smjernicama Odbora. Iste će se zasnivati na podacima koje obezbijedi menadţer informacionog sistema. 10 Informacioni sistem iz prethodnih stavova će se implementirati sve dok je Memorandum na snazi. Informacioni sistem će se pratiti i stalno unapreĎivati. 11 Uz saglasnost Vlasti, menadţer informacionog sistema će, u ime te Vlasti, dostaviti podatke, shodno dogovoru sa Odborom, MeĎunarodnoj pomorskoj organizaciji u skladu sa Pravilom I/19 SOLAS konvencije, čl. 11 MARPOL konvencije, čl. 21 LOADLINES konvencije 66 i čl. X STCW 78 konvencije. 12 Uz saglasnost Vlasti, menadţer informacionog sistema će, u ime te Vlasti, dostaviti podatke shodno dogovoru sa Odborom, MeĎunarodnoj organizaciji rada u skladu sa standardom A5.2.1 ili čl. 4 ILO 147, ako je primjenljivo. 13 Uz saglasnost Odbora sekretarijat moţe zaključiti ugovore o razmjeni podataka sa drugim organizacijama. Po zaključenju ugovora i studije o tehničkoj izvodljivosti, menadţer informacionog sistema će, u ime Pariškog Memoranduma o razumijevanju, razmijeniti podatke sa drugim organizacijama. Prilog 4 Objavljivanje informacija o zadrţavanjima i inspekcijskim pregledima brodova (kako je navedeno u čl. 5.2 Memoranduma) 1 Internet stranica Pariškog Memoranduma o razumijevanju sadrţi mjesto pristupa za javnost u vezi sa informacijama koje se odnose na brod. 2 Informacije o zadrţanim brodovima uključivaće sljedeće elemente i objavljivaće se najmanje jednom mjesečno: a) naziv broda; b) IMO identifikacioni broj; c) vrsta broda; d) bruto tonaţa; e) godina izgradnje kako je utvrĎeno na osnovu podataka navedenih u svjedočanstvu o sigurnosti broda; f) naziv i adresa kompanije broda; g) u slučaju brodova koji prevoze tečne ili čvrste terete u rasutom stanju, ime i adresu zakupca odgovornog za izbor broda i vrstu zakupa; h) drţavna pripadnost broda; i) klasifikaciono društvo ili klasifikaciona društva, gdje je relevantno, koje je/koja su izdala svjedočanstva o klasi broda, uključujući datum izdavanja i isteka, ukoliko postoje; j) priznata organizacija ili organizacije i/ili bilo koja druga strana koja je izdala svjedočanstvo tom brodu u skladu sa primjenljivim konvencijama u ime Uprave drţave zastave, navodeći dostavljena svjedočanstva, uključujući datum izdavanja i isteka, ukoliko postoje; k) luka i datum poslednjeg polugodišnjeg ili godišnjeg pregleda svjedočanstava iz tačke i) i j) iznad i naziv vlasti ili organizacije koja je vršila pregled; l) datum, zemlja, luka u kojoj je brod zadrţan; m) broj zadrţavanja tokom prethodnih 36 mjeseci; n) datum kada je pokrenut proces zadrţavanja; o) trajanje zadrţavanja, broj dana; p) razloge zadrţavanja, navedeni jasno i izričito; q) navode, gdje je relevantno, da li priznata organizacija koje je izvršila pregled snosi odgovornost u vezi sa nedostacima, koji su, pojedinačno ili zajedno, doveli do zadrţavanja; r) opis mjera preduzetih u slučaju broda kojem je bilo dozvoljeno da nastavi do najbliţeg odgovarajućeg brodogradilišta; s) ukoliko je brodu odbijeno uplovljavanje u bilo koju luku ili sidrište u okviru Pariškog Memoranduma, razloge ove mjere u jasnim i izričitim terminima. 3 Informacije koje se tiču pregledanog broda moraju sadrţati sljedeće elemente: a) naziv broda; b) IMO identifikacioni broj; c) vrsta broda; d) bruto tonaţa; e) godina izgradnje kako je utvrĎeno na osnovu podataka navedenih u svjedočanstvu o sigurnosti broda; f) naziv i adresa kompanije broda g) u slučaju brodova koji prevoze tečne ili čvrste terete u rasutom stanju, ime i adresa zakupca koji je odgovoran za izbor broda i vrstu zakupa; h) drţavna pripadnost broda; Strana 88 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. i) klasifikaciono društvo(a), gdje je relevantno, koja su izdala svjedočanstva o klasi tom brodu, uključujući datum izdavanja i isteka, ukoliko postoje; j) priznata organizacija ili organizacije i/ili bilo koja druga strana koje su izdale tom brodu svjedočanstvo u skladu sa primjenjivim konvencijama u ime Uprave drţave zastave, navodeći dostavljena svjedočanstva, uključujući datum izdavanja i isteka; k) luka i datum poslednjeg polugodišnjeg ili godišnjeg pregleda svjedočanstava iz tačke i) i j) iznad i naziv vlasti drţave ili organizacije koja je vršila pregled; l) datum, zemlja, luka u kojoj je brod zadrţan. Prilog 5 Kvalitativni kriterijumi za pristupanje Memorandumu Pomorske vlasti Drţave, koje ispunjavaju geografske kriterijume navedene u čl. 9.2 Memoranduma mogu pristupiti kao punopravna članica pod uslovom da su ispunjeni svi kvalitativni kriterijumi navedeni u nastavku: 1 ta Pomorska vlast mora izričito prihvatiti obaveze iz Memoranduma u cilju da doprinese zajedničkom nastojanju da se eliminiše plovidba brodova koji su ispod standarda; 2 ta Pomorska vlast mora ratifikovati sve relevantne instrumente koji su na snazi, prije nego ostvari pristupanje Memorandumu; 3 ta Pomorska vlast mora imati dovoljno kapaciteta, u logističkom i materijalnom smislu, da na odgovarajući način sprovodi usklaĎenost sa meĎunarodnim pomorskim standardima u pogledu pomorske sigurnosti, sprečavanja zagaĎenja i uslova ţivota i rada na brodu vezano za brodove koji imaju pravo da plove pod njenom zastavom, što uključuje zapošljavanje odgovarajuće osposobljenih inspektora koji deluju u nadleţnosti njene uprave, što se mora dokazati na zadovoljstvo Odbora iz čl. 7.1 Memoranduma; 4 ta Pomorska vlast mora imati dovoljno kapaciteta,u logističkom i materijalnom smislu, da se u potpunosti uskladi sa svim odredbama i aktivnostima navedenim u Memorandumu u cilju unapreĎenja svojih obaveza, koje će uključivati zapošljavanje propisno osposobljenih Inspektora kontrole drţave luke koji djeluju u nadleţnosti njene Uprave, što se mora dokazati na zadovoljstvo Odbora iz čl. 7.1 ovog Memoranduma; 5 pomorska vlast, čija se zastava nalazi na popisu zadrţanih brodova koji prelaze prosječni procenat zadrţavanja, kako je objavljeno u godišnjem izvještaju bilo koje od tri godine koje prethode apliciranju za punopravno članstvo, ne mogu biti prihvaćene kao punopravni član Memoranduma; 6 danom stupanja članstva na snagu, pomorske vlasti Drţave će uspostaviti vezu sa informacionim sistemom iz Priloga 3; 7 pomorske vlasti Drţave potpisaće finansijski sporazum za plaćanje svog udjela u operativnim troškovima Memoranduma i, od datuma stupanja na snagu će plaćati finansijski doprinos budţetu kako je odobrio Odbor iz čl. 7.1 Memoranduma. Procjena ispunjenja gore navedenih uslova vaţi samo za svaki pojedinačni slučaj i neće biti presedan za sve buduće slučajeve, niti za postojeće Vlasti shodno Memorandumu, kao ni za potencijalnu novu potpisnicu. Prilog 6 Minimalni kriterijumi za Inspektore kontrole drţava luka 1 U sprovoĎenju odredaba čl. 3.3 Memoranduma, Inspektor kontrole drţave luke mora biti propisno kvalifikovan, osposobljen i ovlašćen od strane Vlasti da sprovodi inspekcijski nadzor drţave luke ne dovodeći u pitanje domaće propise. 2 Inspektori moraju imati odgovarajuće teorijsko znanje i praktično iskustvo o brodovima i plovidbi brodova. Oni moraju biti osposobljeni za sprovoĎenje odredaba konvencija, te odgovarajućih postupaka kontrole drţave luke. To znanje i osposobljenost za sprovoĎenje zahtjeva moraju biti stečeni dokumentovanim programima obuke. 3 Inspektori moraju, kao najmanji uslov, imati: a) odgovarajuću stručnu spremu stečenu u pomorskoj ili nautičkoj ustanovi i odgovarajuće iskustvo u plovidbi kao ovlašćeni brodski oficir koji ima ili je imao valjano ovlašćenje o osposobljenosti STCW II/2 ili III/2, bez ograničenja u pogledu područja rada, pogonske snage ili tonaţe; ili b) poloţen ispit koji priznaje nadleţno tijelo za brodograĎevinskog inţenjera, mašinskog inţenjera ili inţenjera pomorskog saobraćaja, te najmanje pet godina iskustva na tim poslovima; ili c) odgovarajuću univerzitetsku ili jednakovrijednu diplomu, te odgovarajuću obuku i osposobljenost za oficira sigurnosti plovidbe. 4 Inspektori moraju imati: najmanje jednu godinu radnog staţa kao inspektor drţave zastave odgovoran za preglede i sertifikaciju u skladu sa konvencijama ili za nadzor djelatnosti priznatih organizacija kojima su povjereni statutarni poslovi, ili jednak stepen osposobljenosti stečen terenskom obukom od najmanje jedne godine, učešćem u inspekcijskim pregledima kontrole drţave luke pod voĎstvom iskusnih inspektora kontrole drţave luke. 5 Inspektori navedeni u stavu 3a) moraju imati najmanje pet godina pomorskog iskustva, uključujući i periode plovidbenog staţa u svojstvu oficira palube ili oficira mašine, ili inspektora drţave zastave ili pomoćnog inspektora kontrole drţave luke. To iskustvo uključuje period od najmanje dvije godine plovidbenog staţa u svojstvu oficira palube ili mašine. 6 Inspektori moraju imati sposobnost da usmeno i pismeno komuniciraju sa pomorcima na jeziku koji je najzastupljeniji u pomorskoj plovidbi. 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 89 - Broj 10 7 Ako u drţavi članici inspekcije sigurnosti obavljaju inspektori kontrole drţave luke, ti inspektori moraju imati odgovarajuću stručnu spremu, koja obuhvata zadovoljavajuće teorijsko znanje i praktično iskustvo u oblasti pomorske sigurnosti. To obično uključuje: a) dobro poznavanje pomorske sigurnosti i način na koji se primjenjuje na poslove koji se pregledaju; b) dobro praktično znanje o tehnologijama i tehnikama u oblasti sigurnosti; c) znanje o načelima, postupcima i tehnikama inspekcijskog pregleda; d) praktično znanje o poslovima koji se pregledaju. 8 Inspektori kontrole drţave luke će pohaĎati obuku, i njihova osposobljenost će biti ocijenjena, u skladu sa usaglašenim planom koji usvoji Odbor. Vlasti moraju osigurati da svi njeni Inspektori kontrole drţave luke pohaĎaju obuku i budu ocijenjeni prije nego ih ovlasti da sprovode inspekcijske preglede i periodično nakon toga u skladu sa usaglašenim planom. 9 Prilikom obavljanja svojih zaduţenja Inspektori kontrole drţave luke rukovodiće se „Pravilnikom uspješne prakse za obavljanje inspekcijskih pregleda kontrole drţave luke u okviru Pariškog Memoranduma o razumijevanju“. Prilog 7 Profil rizika broda 1 Svim brodovima u informacionom sistemu dodjeljuje se stepen visokog, srednjeg ili niskog rizika na osnovu opštih i istorijskih parametara. 2 Tabela 1 prikazuje kriterijume za svaki parameter za svaki profil rizika broda. 3 Svaki kriterijum ima ocjenu koja odraţava relativni uticaj svakog parametra na ukupni rizik broda. 4 Brodovi visokog rizika (HRS) su brodovi koji ispunjavaju kriterijume u ukupnoj vrijednosti od 5 ili više ponderisanih poena. 5 Brodovi niskog rizika (LRS) su brodovi koji ispunjavaju kriterijume parametara niskog rizika i imali su makar jedan inspekkcijski pregled u prethodnih 36 mjeseci.. 6 Brodovi srednjeg rizika (SRS) su oni brodovi koji nijesu ni HRS ni LRS. 7 Profil rizika broda se ponovo računa na dnevnoj osnovi uzimajući u obzir promjene dinamičnijih parametara kao što su starost, istorijski podaci prethodnih 36 mjeseci i rezultati uspješnosti kompanije. Ponovno računanje se takoĎe obavlja nakon svakog inspekcijskog pregleda i onda kada se promijene primjenljive tabele o rezultatima za drţavu zastave i priznatih organizacija. Tabela 1: Profil rizika broda: Profil Brod visokog rizika (HRS) Brod srednjeg rizika (SRS) Brod niskog rizika (LRS) Opšti parametri Kriterijumi Poeni Kriterijumi Kriterijumi 1 Vrsta broda Tankeri za hemikalije Brodovi za prevoz gasa Tankeri za naftu Brodovi za prevoz rasutih tereta Putnički brodovi 2 B ro d n i v is o k o g n i n is k o g r iz ik a Sve vrste 2 Starost broda 15 Sve vrste ˃ 12 godina 1 Sve starosti 3a Z a st a v a b ro d a Lista BGV 16 Crna- VHR, HR, M do HR 2 Bijela Crna -MR 1 IMO revizija 17 3b - - DA 4a P r i z n a t a o r g a n i z c i j a Rezultati 18 H - - 15 skladu sa tačkom 9 ovog Priloga 16 u skladu sa formulom iz Godišnjeg izvještaja 17 u skladu sa tačkom 11 ovog Priloga 18 u skladu sa formulom iz Godišnjeg izvještaja Strana 90 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. M - L Loše 1 VL Veoma loše 4b Organizacije priznate od strane jedne ili više Drţava članica Pariškog MoR - DA 5 Kompanija Poslovanje 19 H - - Uspješno M - L Loše 2 VL Veoma loše Istorijski parametri 6 Broj nedostataka utvrĎenih pri svakom inspekcijskom pregledu u prethodnih 36 mjeseci Nedostaci Ne ispunjava uslove ≤5 (i najmanje jedan inspekcijski pregled izvršen u proteklih 36 mjeseci) 7 Broj zadrţavanja u prethodnih 36 mjeseci Zadrţavanja ≥ 2 zadrţavanja 1 Nema zadrţavanja Parametri za profil rizika broda Vrsta broda 8 UtvrĎivanje vrste broda je u skladu sa listom usvojenom od strane Odbora Pariškog MoR. Starost broda 9 Starost broda odreĎena je datumom polaganja kobilice u formatu dan/mjesec/godina (dd/mm/yyyy) u informaiconom sistemu. Brod navršava više od 12 godina na dan dd/mm/yyyy+12. Ukoliko je u informacionom sistemu dostupna samo godina polaganja kobilice, onda brod navršava više od 12 godina na dan 31/12/yyyy+12. Crna, siva i bijela lista 10 Crna, siva i bijela lista, koje se odnose na rezultate drţave zastave, utvrĎuju se na godišnjem nivou uzimajući u obzir istoriju inspekcijskih pregleda i zadrţavanja broda u protekle tri kalendarske godine i usvaja se od strane Odbora Pariškog MoR. IMO Kontrola 11 Da bi ispunile kriterijum Drţave zastava se pozivaju da pošalju Sekretarijatu Pariškog MoR pisanu potvrdu da su konačan izvještaj o kontroli, uključujući i, gdje je relevantno, korektivni akcioni plan pripremljen u skladu sa „Okvirom i postupcima za dobrovoljni plan kontrole Drţava članica IMO” (IMO Rezolucija A.974(24)). 12 Na zvaničnoj internet stranici Pariškog MoR, Sekretarijat Pariškog MoR će odrţavati aţuriranu listu Drţava zastava a koje ispunjavaju kriterijume za brod niskog rizika. Rezultati Priznatih organizacija 13 Rezultati svih Priznatih organizacija se utvrĎuju na godišnjem nivou uzimajući u obzir istoriju obavljenih inspekcijskih pregleda i zadrţavanja brodova u protekle tri kalendarske godine i usvaja se od strane Odbora Pariškog MoR. . 14 Da bi se kvalifikovale za kriterijume priznate od strane Pariškog MoR, organizacija mora biti priznata od strane jedne ili više Drţava članica Pariškog MoR. Spisak priznatih organizacija dat je u Uputstvu PSCC. Rezultati kompanije 15 Rezultati kompanije uzimaju u obzir istorijske podatke o zadrţavanjima i nedostacima svih brodova u floti kompanije dok je ta kompanija bila ISM kompanija za brod. Prema rezultatima Kompanije se rangiraju kao „veoma loše“, „loše“, „srednje“ i „dobre“. Obračun se vrši na dnevnoj bazi na osnovu tekućeg perioda od 36 mjeseci. Ne postoji niţa granica 19 u skladu sa tačkom 15 ovog Priloga 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 91 - Broj 10 za broj inspekcijskih nadzora potrebnih za kvalifikovanje, jedino će rezultati kompanije koja nije imala inspekciju u poslednjih 36 mjeseci biti ocijenjeni kao „srednji“. 16 Formula se sastoji iz dva elementa, indeks nedostataka i indeks zadrţavanja broda. Indeks nedostataka 17 Kada se računaju nedostaci, svaki nedostatak koji se odnosi na ISM (upravljanje sigurnošću) ocjenjuje se sa 5 poena. Ostali nedostaci su vrednovani sa 1 poenom. 18 Indeks nedostataka predstavlja koeficijent ukupnih poena svih nedostataka svih brodova u floti kompanije u odnosu na broj inspekcijskih pregleda svih brodova u floti kompanije u proteklih 36 mjeseci. 19 Ovaj koeficijent se uporeĎuje sa prosjekom svih pregledanih brodova pod Pariškim MoR u protekle 3 kalendarske godine kako bi se odredilo da li je indeks prosječan, iznad prosjeka ili ispod prosjeka kako slijedi: Indeks nedostataka Poeni za nedostatke po inspekciji Iznad prosjeka > 2 iznad prosjeka PMoR Prosječan PMoR prosjek ± 2 Ispod prosjeka > 2 ispod prosjeka PMoR Indeks zadrţavanja brodova 20 Indeks zadrţavanja brodova predstavlja koeficijent broja zadrţavanja svih brodova u floti kompanije u odnosu na broj pregleda svih brodova u floti kompanije u proteklih 36 mjeseci. 21 Ovaj koeficijent se uporeĎuje sa prosjekom svih pregledanih brodova pod Pariškim MoR u protekle 3 kalendarske godine kako bi se odredilo da li je indeks prosječan, iznad prosjeka ili ispod prosjeka kako slijedi. Indeks zadrţavanja brodova Stopa zadrţavanja Iznad prosjeka > 2 iznad prosjeka PMoR Prosječan PMoR prosjek ± 2 % Ispod prosjeka > 2 ispod prosjeka PMoR 22 Ukoliko je Mjera o odbijanju uplovljavanja (Zabrana) izrečena u poslednjih 36 mjeseci bilo kom brodu u floti, Indeks zadrţavanja brodova kompanije je automatski „iznad prosjeka” bez obzira na ostale rezultate inspekcije. Matrica poslovanja kompanije 23 Primjenom matrice u Tabeli 2 ispod, kombinacija indeksa nedostataka i zadrţavanja odreĎuje stepen rezultata. Tabela 2: Matrica rezultata kompanije Indeks zadrţavanja Indeks nedostataka Rezultati kompanije iznad prosjeka iznad prosjeka veoma loše iznad prosjeka prosječan loše iznad prosjeka ispod prosjeka prosječan iznad prosjeka ispod prosjeka iznad prosjeka prosječan prosječan srednje prosječan ispod prosjeka ispod prosjeka prosječan ispod prosjeka ispod prosjeka dobro Prilog 8 Sistem inspekcija i odabira brodova za inspekcijske preglede 1 Na osnovu Profila rizika broda, Sistemom inspekcija i odabira brodova za inspekcijski pregled utvrĎuje se obim, učestalost i prioritet inspekcije. 2 Periodični inspekcijski pregledi se obavljaju u vremenskim intervalima odreĎenim na osnovu profila rizika broda. 3 Odlučujući ili nepredviĎeni faktori mogu zahtijevati obavljanje inspekcije u vremenu izmeĎu periodičnih inspekcija. Ova kategorija inspekcija naziva se Dodatni inspekcijski pregled. 4 Periodični inspekcijski pregledi brodova se obavljaju u sljedećim vremenskim razmacima: Za brodove visokog rizika (HRS) – izmeĎu 5-6 mjeseci nakon posljednjeg inspekcijskog pregleda u regionu Pariškog MoR. Strana 92 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. Za brodove srednjeg rizika (SRS) – izmeĎu 10-12 mjeseci nakon posljednjeg inspekcijskog pregleda u regionu Pariškog MoR. Za brodove niskog rizika (LRS) – izmeĎu 24-36 mjeseci nakon posljednjeg inspekcijskog pregleda u regionu Pariškog MoR. 5 Periodični inspekcijski pregledi i dodatni inspekcijski pregledi se jednako računaju. Stoga, vremenski razmak do naredne periodične inspekcije počinje da se računa nakon obavljenog dodatnog inspekcijskog pregleda. 6 Sistem odabira brodova za inspekcijski pregled dijeli se na dva prioriteta: Prioritet I: brodovi se moraju pregledati zato što je istekao vremenski razmak ili zato što postoji odlučujući faktor. Prioritet II: brodovi se moraju pregledati zato što su unutar vremenskog razmaka ili drţava luka smatra da nepredviĎeni faktor osigurava inspekcijski pregled. 7 Ukoliko periodična inspekcija prioriteta II nije obavljena, brod ostaje prioritet II reda sve dok ne istekne vremenski interval i brod postane prioritet I. 8 U slučaju NepredviĎenih faktora potreba da se obavi Dodatni inspekcijski pregled ostaje odluka nadleţne Vlasti. Ukoliko takva inspekcija prioriteta II nije obavljena, takav brod ostaje brod prioriteta II ukoliko i kada uplovi u narednu luku MoR, sem ukoliko Vlast ne procijeni da relevantne informacije koje je primila ne garantuju da će iste biti proslijeĎene. 9 Prioritet i stepen odabira će biti prikazani za svaki brod u informacionom sistemu. 10 Kategorija i vrsta obavljenog inspekcijskog pregleda utvrĎena je pomoću matrice date u Tabeli 3: Tabela 3 Sistem odabira Prioritet Stepen Kategorija inspekcijskog pregleda I Mora se obaviti pregled broda Odlučujući faktor Dodatni Nije obavljen inspekcijski pregled HRS u posljednjih 6 mjeseci Periodični Nije obavljen inspekcijski pregled SRS u posljednjih 12 mjeseci Periodični Nije obavljen inspekcijski pregled u posljednjih 36 mjeseci Periodični II Moţe se obaviti pregled broda Nije obavljen inspekcijski pregled HRS u posljednjih 5 mjeseci Periodični Brod sa nepredviĎenim faktorima Dodatni Nije obavljen inspekcijski pregled SRS u posljednjih 10 mjeseci Periodični Nije obavljen inspekcijski pregled LRS u posljednja 24 mjeseca Periodični Odlučujući i nepredviĎeni faktori Odlučujući faktori 11 Odlučujući faktori navedeni u nastavku teksta smatraju se dovoljno ozbiljnim da zahtijevaju dodatni inspekcijski pregled prioriteta I: brodovi koje druga drţava članica ili sekretarijat prijave, ne uključujući nepredviĎene faktore, brodovi koji su pretrpjeli sudar, havariju ili nasukavanje na putu prema luci, brodovi koji su bili optuţeni za navodno kršenje odredaba o ispuštanju opasnih materija ili otpadnih voda, brodovi kojima se upravljalo na pogrešan ili nesiguran način, pri čemu nijesu poštovane plovidbene mjere usvojene od strane IMO, ni pravila i postupci sigurnosti plovidbe, brodovi koji su isključeni ili povučeni iz svoje klase zbog sigurnosnih razloga nakon posljednje inspekcije kontrole drţave luke, brodovi koji se ne nalaze u bazi podataka. NepredviĎeni faktori 12 NepredviĎeni faktori mogu da ukaţu na ozbiljnu prijetnju sigurnosti broda i posade ili ţivotne sredine, ali je potreba o sprovoĎenju inspekcijskog pregleda predmet stručne procjene Vlasti. Ovi faktori obuhvataju: prijave brodova od strane pilota ili nadleţnih vlasti koje mogu sadrţati informacije o plovidbi brodova dobijene od Sluţbe za praćenje brodova (engl. Vessel Traffic Services), brodove koji ne ispunjavaju obavezu izvještavanja, brodove sa prijavljenim izrazitim nedostacima (osim onih sa šifrom 16 (u roku od 14 dana) i šifrom 17 (prije isplovljavanja)), prethodno zadrţani brodovi (3 mjeseca nakon zadrţavanja), 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 93 - Broj 10 brodovi koji su bili predmet izvještaja ili ţalbe zapovjednika, člana posade ili bilo kog lica ili organizacije koja ima legitimni interes za sigurnu plovidbu broda, uslove ţivota i rada na brodu ili za sprečavanje zagaĎenja, osim u slučaju da nadleţna drţava članica smatra da su izvještaj ili ţalba očigledno neosnovani, brodovi kojima se upravljalo na način koji predstavlja opasnost, brodovi sa prijavljenim problemima koji se odnose na teret, naročito na štetni i opasni teret, brodovi za koje se iz pouzdanih izvora saznalo da su im parametri rizika različiti od upisanih parametara, te im je time stepen rizika povećan, brodovi sa svjedočanstvima koje su izdale bivše priznate organizacije Pariškog MoR kojima je priznanje oduzeto od posljednjeg inspekcijskog pregleda u regionu Pariškog MoR. 13 Brodovi sa nepredviĎenim faktorima koji nijesu pregledani mogu biti upisani u informacioni sistem i ostati prihvatljivi za inspekcijski pregled u narednim lukama kao prioritet II. 14 Odredbe Memoranduma primjenjuju se na brod obuhvaćen sistemom obaveznih pregleda radi sigurne plovidbe redovnih ro-ro putničkih brodova i brzih putničkih brodova ukoliko se Memorandum primjenjuje na takav brod. MeĎutim, pregled broda koji je obavila Vlast (koja nije vlast drţave zastave broda) u skladu sa sistemom obaveznih pregleda radi sigurne plovidbe ro-ro putničkih brodova i brzih putničkih brodova smatra se proširenom inspekcijom, ili detaljnijom inspekcijom, zavisno od slučaja. Ukoliko brod nije označen kao prioritet I u Informacionom sistemu, pregled će biti upisan kao inspekcijski pregled prioriteta II. Prilog 9 Vrste inspekcija i Očigledan razlog 1 Vrsta inspekcije koja će se sprovoditi u skladu sa čl. 3.2 utvrĎuje se shodno Tabeli 4 u nastavku: Tabela 4 Kategorija inspekcije Profil rizika broda Vrsta inspekcije Osnovna Detaljna Proširena Periodična HRS NE NE DA SRS DA Ako postoje očigledni razlozi Ako je brod rizične vrste broda 1 i starosti preko 12 godina LRS Dodatna usljed odlučujućeg ili nepredviĎenog faktora Svi NE DA Shodno stručnoj ocjeni Inspektora kontrole drţave luke, ako HRS ili SRS/LRS rizične vrste broda 1 i starosti preko 12 godina 1 rizične vrste broda su tanker za hemikalije, tanker za gas, tanker za ulje, brod za prevoz rasutih materija i putnički brod 2 Osnovni inspekcijski pregled sastoji se od posjete broda kako bi se:  provjerila uvjerenja i dokumenta navedena u Prilogu 10;  provjerilo da opšte stanje i higijena na brodu uključujući: o zapovjednički most o smještaj i bife o palube uključujući kaštel o skladište/prostor za teret o mašinska prostorija ispunjavaju opšteprihvaćena meĎunarodna pravila i standarde;  provjerilo, ako to nije prethodno uraĎeno, da li su otklonjeni nedostaci koje je utvrdila Vlast prilikom prethodnog inspekcijskog pregleda u skladu sa vremenskim rokom odreĎenim u izvještaju o inspekcijskom pregledu. 3 Detaljniji inspekcijski pregled se sprovodi uvijek kad postoje očigledni razlozi za vjerovanje, tokom osnovne inspekcije, da stanje broda ili njegove opreme ili posade ili uslovi ţivota i rada pomoraca u značajnoj mjeri ne ispunjavaju relevantne zahtjeve relevantnog instrumenta. Očigledni razlozi postoje kada Inspektor kontrole drţave luke otkrije dokaze, koji po njegovoj stručnoj ocjeni zahtijevaju detaljniji inspekcijski pregled broda, njegove opreme ili posade. Nedostatak vaţećih svjedočanstava ili dokumenata smatra se očiglednim razlogom. Ostali primjeri očiglednih razloga dati su u stavu 6. 4 Detaljniji inspekcijski pregled obuhvata temeljni pregled:  oblasti gdje postoje očigledni razlozi,  oblasti na koje se odnose odlučujući ili nepredviĎeni faktori,  ostale oblasti nasumično odabrane iz sljedećih rizičnih oblasti: 1. dokumentacija 2. stanje konstrukcije Strana 94 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. 3. stanje vodonepropusnosti/otpornosti broda na vremenske uslove 4. sistemi za slučaj nuţde 5. radio-komunikacija 6. poslovi sa teretom 7. protivpoţarna zaštita 8. alarmni ureĎaji 9. uslovi ţivota i rada 10. navigaciona oprema 11. sredstva za spašavanje 12. opasne materije 13. pogonske i pomoćne mašine 14. sprečavanje zagaĎenja 5 Detaljniji inspekcijski pregled uzima u obzir ljudske elemente sadrţane u konvencijama ILO, ISM i STCW i obuhvata operativne kontrole, primjereno potrebi. Očigledni razlozi 6 Prilikom primjene Tabele 4 gore, primjeri „očiglednih razloga“ za detaljniji inspekcijski pregled obuhvataju sljedeće slučajeve: .1 brodove sa odlučujućim ili nepredviĎenim faktorima kako je definisano u Prilogu 8; .2 tokom pregleda svjedočanstava i dokumentacije iz Priloga 10 Memoranduma, otkrivene su netačnosti ili dokumenta nijesu propisno čuvana, aţurirana ili su pogrešno odrţavana; .3 postoje naznake da odreĎeni članovi posade ne mogu da ostvare odgovarajuću meĎusobnu komunikaciju, niti komunikaciju sa drugim licima na brodu, ili da brod ne moţe da komunicira sa obalnim vlastima bilo na zajedničkom jeziku ili na jeziku tih vlasti; .4 svjedočanstvo je dobijeno prevarom ili vlasnik svjedočanstva nije lice kome je prvobitno to svjedočanstvo izdato; .5 svjedočanstvo zapovjednika broda, oficira ili člana posade izdala je drţava koja nije potvrdila STCW konvenciju; .6 dokaza da se teretni i drugi poslovi ne obavljaju na siguran način ili u skladu sa smjernicama IMO; .7 zapovjednik tankera za ulje ne ispunjava obavezu podnošenja evidencije sistema za praćenje i kontrolu ispuštanja ulja za posljednje balastno putovanje; .8 nedostatak aţuriranog rasporeda za uzbunu, ili članovi posade nijesu upoznati sa svojim duţnostima u slučaju poţara ili naredbe da napuste brod; .9 slanje laţnih signala za uzbunu nakon čega nijesu sprovedeni odgovarajući postupci opoziva; .10 nedostatak glavne opreme ili ureĎaja propisanih konvencijama; .11 dokaza na osnovu opšteg utiska i opaţanja inspektora kontrole drţave luke da postoji ozbiljno oštećenje trupa ili konstrukcije ili nedostaci koji mogu ugroziti konstrukciju broda, vodonepropusnost broda ili otpornost broda na vremenske uslove; .12 informacije ili dokaza da zapovjednik broda ili posada nijesu upoznati sa osnovnim postupcima na brodu u pogledu sigurnosti broda ili sprečavanja zagaĎenja, ili da se takvi postupci ne sprovode; .13 nedostatak tablice rasporeda rada na brodu ili evidencije sati rada i odmora pomoraca; .14 brod je promijenio zastavu kako bi se izbjegla obaveza ispunjavanja obaveza MLC ili brod plovi pod zastavom drţave koja nije potvrdila MLC, 2006; .15 postoji ţalba sa navodima da odreĎeni uslovi ţivota i rada na brodu ne ispunjavaju zahtjeve MLC, 2006, ili po osnovu istrage obalne ţalbe; .16 uslovi rada i ţivota na brodu ne ispunjavaju uslove MLC. 7 Prošireni inspekcijski pregled obuhvata provjeru opšteg stanja, uključujući ljudski faktor gdje je potrebno, u sljedećim oblastima rizika: 1. dokumentacija 2. stanje konstrukcije 3. stanje vodonepropusnosti/otpornosti broda na vremenske uslove 4. sistemi za slučaj nuţde 5. radio komunikacija 6. poslovi sa teretom, uključujući opremu 7. protivpoţarna zaštita 8. alarmni ureĎaji 9. uslovi ţivota i rada na brodu 10. navigaciona oprema 11. ureĎaji za spašavanje 12. opasne materije 13. pogonske i pomoćne mašine 14. sprečavanje zagaĎenja i podloţno njihovoj praktičnoj izvodljivosti ili ograničenjima koji se odnose na sigurnost lica, broda ili luke, provjera odreĎenih stavki iz navedenih oblasti rizika navedenih za svaku vrstu broda u Uputstvu PSCC mora biti 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 95 - Broj 10 dio proširenog inspekcijskog pregleda. Inspektor se mora rukovoditi svojom stručnom ocjenom u odreĎivanju odgovarajuće temeljnosti pregleda ili testiranja svake stavke posebno. 8 Inspektori moraju biti svjesni da sigurno obavljanje odreĎenih poslova na brodu, napr. rukovanje teretom, mogu biti ugroţeni testovima koji se sprovode tokom obavljanja te djelatnosti. 9 Prošireni inspekcijski pregled uzima u obzir ljudski faktor kako je definisano konvencijama ILO, ISM i STCW i obuhvata operativne kontrole, primjereno potrebi. Prilog 10 Pregled svjedočanstava i dokumenata Tokom osnovnog inspekcijskog pregleda broda, Inspektor kontrole drţave luke će, najmanje i u mjeri u kojoj je to primjenljivo, izvršiti pregled sljedećih dokumenata: .1 MeĎunarodno svjedočanstvo o baţdarenju, 1969 (International Tonnage Certificate (1969)); .2 Svjedočanstvo o registraciji ili drugi dokument o drţavnoj pripadnosti (UNCLOS) (Certificate of Registry or other document of nationality (UNCLOS)); .3 Svjedočanstva o čvrstoći trupa broda i ugraĎenim postrojenjima izdatih od strane nadleţnog klasifikacionog društva (traţe se samo ako brod odrţava svoju klasu kod klasifikacionog društva); .4 Izvještaji prethodnih inspekcija kontrole drţave luke; .5 Svjedočanstvo o sigurnosti putničkog broda (Passenger Ship Safety Certificate (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12)); .6 Svjedočanstvo o sigurnosti konstrukcije teretnog broda (Cargo Ship Safety Construction Certificate) (SOLAS/CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12); .7 Svjedočanstvo o sigurnosti opreme teretnog broda (Cargo Ship Safety Equipment Certificate) (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg. 12); .8 Svjedočanstvo o sigurnosti radio-opreme teretnog broda (Cargo Ship Safety Radio Certificate) (SOLAS 1988 Amend./CI/Reg.12, SOLAS Protocol 1988/CI/Reg.12); .9 Svjedočanstvo o sigurnosti teretnog broda (Cargo Ship Safety Certificate) (SOLAS Protocol 1988/CI/Reg. 12); .10 Svjedočanstvo o sigurnosti broda za posebne namjene (Special Purpose Ship Safety Certificate) (SPS Code, C1/Art.1.7.4, Res. A.791 (19)); .11 Za ro-ro putničke brodove, podaci o razmjeru A/A-max (For ro-ro passenger ships, information on A/A-max ratio) (SOLAS 1995 Amend./CII-1/Reg.8-1); .12 Planovi i knjige o kontroli štete (Damage control plans and booklets) (SOLAS 2006 Amend./CII-1/Reg.19, 20, 23); .13 Knjiga i podaci o stabilitetu broda (Stability Booklet and information) (SOLAS 2008 Amend/CII-1/Reg.5, SOLAS/CII-1/Reg.22 and CII-1/Reg.25-8; LLP88, Reg.10); .14 Knjiga i podaci o manevrisanju (Manoeuvring Booklet and information) (SOLAS 1981 Amend./CII-1/Reg.28.2); .15 Dokaz da u mašinskim prostorima nema posade (Unattended Machinery spaces (UMS) evidence) (SOLAS 1981 Amend./CII I/Reg.46.3); .16 Svjedočanstvo o oslobaĎanju i liste tereta (Exemption Certificate and any list of cargoes) (SOLAS/CII-2/Reg.10.7.1.4); .17 Plan protiv-poţarne zaštite (Fire control plan) (SOLAS 2000 Amend./CII-2/Reg.15.2.4); .18 Knjiga protivpoţarne operativne sigurnosti (Fire safety operational booklet) (SOLAS 2000 Amend./CII-2/Reg.16.3.1); .19 Posebni popis ili manifest opasnog tereta, ili detaljni plan skladištenja tereta (Dangerous goods special list or manifest, or detailed stowage plan) (ILO134/A4.3(h), SOLAS 2000 Amend./CII-2/Reg.19); .20 Dokument o usklaĎenosti (opasne materije) (Doc. of compliance Dangerous Goods)(SOLAS 2001 Amend./CII-2/Reg.19.4); .21 Brodski dnevnik u pogledu zapisa o vjeţbama, uključujući vjeţbe bezbjednosti broda, i knjiga zapisa o inspekcijama i odrţavanju i rasporedu ureĎaja za spašavanje, i protivpoţarnih ureĎaja (Ship’s log book with respect to the records of drills, including security drills, and the log for records of inspection and maintenance of lifesaving appliances and arrangements and fire fighting appliances and arrangements)(SOLAS 2006 Amend./CIII/Reg.37, 19.3, 19.4, 20); .22 Dokument o najmanjem broju članova posade za sigurnu plovidbu (Minimum Safe Manning Document) (SOLAS 2000 Amend./CV/Reg.14.2); .23 Koordinacioni SAR plan za putničke brodove koji saobraćaju na stalnim linijama (SAR coordination plan for passenger ships trading on fixed routes)(SOLAS 1995 Amend./CV/Reg.15, 7.2); .24 Izvještaj o testiranju usaglašenosti sa sistemom za identifikaciju i praćenje broda velikog dometa (LRIT Conformance Test Report) (SOLAS/CV/Reg.19.1); .25 Kopija dokumenta o usaglašenosti izdata od strane organa za testiranje, u kojoj je naveden datum usaglašenosti i primjenljivi standardi učinkovitosti VDR-a (upisnika podataka o plovidbi) (Copy of the Document of compliance issued by the testing facility, stating the date of compliance and the applicable performance standards of VDR (voyage data recorder)) (SOLAS/CV/Reg.18.8); .26 Izvještaj o testiranju AIS (ureĎaja za automatsku identifikaciju brodova) (AIS test report)(SOLAS 2010 Amend./CV/Reg.18.9); .27 Za putničke brodove, lista operativnih ograničenja (For passenger ships, List of operational limitations) (SOLAS 2001 Amend./CV/Reg.30.2); .28 Priručnik za slaganje i pričvršćivanje tereta (Cargo Securing Manual)(SOLAS 2002 Amend./CVI/Reg.5.6); .29 Priručnik broda za rasuti teret (Bulk Carrier Booklet) (SOLAS 1996 Amend./CVI/Reg.7.3); .30 Plan ukrcaja/iskrcaja brodova za prevoz rasutog tereta (Loading/Unloading Plan for bulk carriers) (SOLAS 1996 Amend./CVI/Reg.7.3); Strana 96 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. .31 Dokument o ovlašćenju za prevoz ţita (Document of authorization for the carriage of grain) (SOLAS 1991 Amend./CVI/Reg.9); .32 Uputstva o posebnim mjerama sigurnosti u prevozu (Material Safety Data Sheets (MSDs)) (SOLAS 2009 Amend./CVI/Reg.5 1); .33 Svjedočanstvo o INF podobnosti (MeĎunarodni kodeks za sigurni prevoz upakovanog radioaktivnog nuklearnog goriva, plutonijuma i visoko-radioaktivnog otpada na brodovima) (INF International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships) Certificate of Fitness)(SOLAS 1999 Amend./CVII/Reg.16, INFC 1.3); .34 Kopija dokumenta o usaglašenosti izdatog u skladu sa MeĎunarodnim kodeksom o upravljanju sigurnošću plovidbe broda i sprečavanje zagaĎivanja (DoC) ISM kodeks (Copy of Document of Compliance issued in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention (DoC) ISM Code) (SOLAS 1994 Amend./CIX/Reg.4.1); .35 Svjedočanstvo o upravljanju sigurnošću izdato u skladu sa MeĎunarodnim kodeksom o upravljanju sigurnošću plovidbe broda i sprečavanje zagaĎivanja (SMC) (Safety Management Certificate issued in accordance with the International Management Code for the Safe Operation of Ships and for Pollution Prevention (SMC)) (SOLAS 1994 Amend./CIX/Reg.4.2, 4.3); .36 Svjedočanstvo o sigurnosti brzog broda i dozvola za rad brzog broda (High Speed Craft Safety Certificate and Permit to Operate High Speed Craft) (SOLAS 1994 Amend./CX/Reg.3.2, HSCC 1.8.1, 2); .37 Stalna saţeta evidencija (Continuous Synopsis Record) (SOLAS 2005 Amend./CXI-1/Reg.5); .38 MeĎunarodno svjedočanstvo o sposobnosti za prevoz tečnih gasova u rasutom stanju, ili Svjedočanstvo o sposobnosti za prevoz tečnih gasova u rasutom stanju, koje god je odgovarajuče (International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, or the Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, whichever is appro priate)(GCC-4/CI/N1.6.4, IGCC/CI/N1.5.4 ); .39 MeĎunarodno svjedočanstvo o sposobnosti za prevoz opasnih hemikalija u rasutom stanju, ili Svjedočanstvo o sposobnosti za prevoz opasnih hemikalija u rasutom stanju, koje god je odgovarajuće (International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, or the Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, whichever is appropriate) (BCC-10/CI/N1.6.3), (IBCC/CI/N1.5.4); (BCH/I/1.6.1); .40 MeĎunarodno svjedočanstvo o sprečavanju zagaĎivanja uljem (International Oil Pollution Prevention Certificate)(MARPOL/ANI/Reg.7.1); .41 Evidencija izvještaja o pregledima (za brodove za prevoz rasutog tereta ili tankere za ulje) (Survey Report Files (in case of bulk carriers or oil tankers))(MARPOL/ANI/Reg.6); .42 Knjiga o uljima, djelovi I i II (Oil Record Book, parts I and II) (MARPOL/ANI/R17, Reg.36); .43 Brodski plan za slučaj opasnosti od zagaĎivanja morske sredine štetnim materijama u tečnom stanju (Shipboard Marine pollution emergency plan for Noxious Liquid Substances) (MARPOL/ANII/Reg.17); .44 (Privremena) Izjava o usaglašenosti sa Planom procjene stanja (CAS) ((Interim) Statement of compliance Condition Assessment Scheme (CAS)) (MARPOL/ANI/Reg.20.6, 21.6.1); .45 Za tankere za ulje, evidencija sistema za praćenje i kontrolu ispuštanja ulja za zadnju balastnu plovidbu (For oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage) (MARPOL/ANI/Reg.31.2); .46 Brodski plan za slučaj opasnosti zagaĎivanja uljem (Shipboard Oil Pollution Emergency Plan) (SOPEP) (MARPOL/ANI/Reg.37.1); .47 Operativni plan STS (prekrcaj tereta sa broda na brod) i evidencija STS poslova (STS Operation Plan and Records of STS Operations) (MARPOL ANI/Reg.41); .48 MeĎunarodno svjedočanstvo o sprečavanju zagaĎivanja prilikom prevoza štetnih tečnih materija u rasutom stanju (NLS) (International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk) (NLS) (MARPOL/ANII/Reg.9.1); .49 Knjiga o teretu brodova (Cargo Record Book)(MARPOL/ANII/Reg.15, MARPOL/ANII-APP2); .50 Priručnik o postupcima i rasporedima (za tankere za prevoz hemikalija) (Procedures and Arrangements Manual (chemical tankers))(MARPOL/ANII/Reg.14.1 + P&A manual); .51 MeĎunarodno svjedočanstvo o sprečavanju zagaĎivanja sanitarnim otpadnim vodama (ISPPC) (International Sewage Pollution Prevention Certificate (ISPPC)) (MARPOL/ANIV/Reg.5.1); .52 Plan odlaganja otpada (Garbage Management Plan)(MARPOL/ANV/appendix I); .53 Knjiga o otpadu (Garbage Record Book) (MARPOL/ANV/appendix); .54 MeĎunarodno svjedočanstvo o sprečavanju zagaĎivanja otpada (International Air Pollution Prevention Certificate (IAPPC))(MARPOL/ANVI/Reg.6.1); .55 Brodski dnevnik za promjenu pogonskog goriva (Logbook for fuel oil change-over) (MARPOL/ANVI/Reg.14.5); .56 Svjedočanstvo o odobrenju tipa spaljivača (Type approval certificate of incinerator) (MARPOL/ANVI/Reg.16.6.1) + Appendix IV(1)); .57 Evidencija o isporuci brodskog goriva (Bunker delivery notes) (MARPOL/ANVI/Reg.18.5+ Appendix V); .58 MeĎunarodno svjedočanstvo o energetskoj efikasnosti (International Energy Efficiency Certificate)(MARPOL/ANVI/Reg.6); .59 Plan upravljanja energetskom efikasnošću broda (Ship Energy Efficiency Management Plan)(SEEMP) (MARPOL/ANVI/Reg.22); .60 Tehnički dokument EEDI (EEDI Technical File) (MARPOL/ANVI/Reg. 20); .61 MeĎunarodno svjedočanstvo o sprečavanju zagaĎivanja vazduha za mašinsko postrojenje (Engine International Air Pollution Prevention Certificate) (EIAPPC) (NoxTC2008/ 2.1.1.1); .62 Tehnička dokumentacija (Technical files)(NoxTC2008/2.3.6); .63 Knjiţica o parametrima mašinskog postrojenja (Record book of engine parameters) (NoxTC2008/6.2.2.7.1); 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 97 - Broj 10 .64 MeĎunarodno svjedočanstvo o teretnoj liniji (International Load Line Certificate)(1966) (LLP’88 Art.16.1); .65 MeĎunarodno svjedočanstvo o oslobaĎanju od odredaba o teretnoj liniji (International Load Line Exemption Certificate)(LLP’88 Art.16.2); .66 Svjedočanstva izdata u skladu sa STCW konvencijom (Certificates issued in accordance with STCW Convention) (STCW95/Art. VI, RI/2, Sect. A-I/2); .67 Knjiţica o opremi za terete (Cargo Gear Record Book)(ILO134/C32/Art. 9(4)/ ILO152(25)); .68 Svjedočanstva o opremi za ukrcaj i iskrcaj (Certificates loading and unloading equipment) (ILO134/A4.3(e);ILO/C32/Art 9(4)); .69 Svjedočanstvo radu pomoraca i Deklaracija o ispunjenosti uslova rada pomoraca dio I i II (Maritime Labour Certificate and Declaration of Maritime Labour Compliance part I and II) (MLC and DMLC part I and II) (MLC, 2006/Reg.5.1/ standard A5.1.3); .70 Zdravstvena svjedočanstva (Medical certificates) (MLC, 2006/ Reg. 1.2/Standard A1.2 or ILO73); .71 Tabela radnog vremena na brodu (Table of shipboard working arrangements) (MLC, 2006/ Reg.2.3/ standard A2.3, 10 or ILO180/Part II/Art 5.7 a & b and STCW95/A-VIII/1.5); .72 Evidencija o broju sati rada i sati odmora pomoraca (Records of hours of work or rest of seafarers)(MLC, 2006/Reg. 2.3/standard A2.3, 10 or ILO180/Part II/Art 8.1 and STCW95/A-VIII/1.5); .73 Svjedočanstvo o sigurnosti odobalne mobilne opreme za bušenje (Mobile Offshore Drilling Unit Safety Certificate) (MODU Code/I/Section 6); .74 Potvrda o osiguranju ili drugo finansijsko obezbjeĎenje u pogledu graĎanske odgovornosti za štetu nastalu zagaĎivanjem uljem (Certificate of insurance or any other financial security in respect of civil liability for oil pollution damage)(CLC69P92/AVII.2); .75 Potvrda o osiguranju ili drugo finansijsko obezbjeĎenje u pogledu graĎanske odgovornosti za štetu nastalu zagaĎivanjem brodskim gorivom (Certificate of insurance or any other financial security in respect of civil liability for Bunker oil pollution damage)(BUNKERS 2001/Art.7.2); .76 MeĎunarodno svjedočanstvo o bezbjednosti broda (International Ship Security Certificate) (ISSC) (ISPSC/PA/19.2.1); .77 Evidencija o sistemu protiv obrastanja (AFS-Antifouling system) (Record of AFS)(AFS/Annex 4/Reg.2(1)); .78 MeĎunarodno svjedočanstvo o sistemu protiv obrastanja brodova (International Anti-Fouling System Certificate) (IAFS Certificate) (AFS/Annex 4/Reg.2(1)); .79 Deklaracija o AFS (Declaration on AFS) (AFS/Annex 4/Reg.5(1)). Prilog 11 Obaveze vršenja inspekcijskih pregleda Vlasti Obaveze Drţava članica za vršenje inspeksijskih pregleda 1 Obaveze vršenja inspekcijskih pregleda svake Vlasti su: a) da obavlja inspekcijski pregled svakog broda koji uplovljava u neku od njenih luka i sidrišta sa statusom Prioritet I, i b) da obavlja odreĎeni broj inspekcijskih pregleda brodova sa statusom Prioritet I i Prioritet II koji odgovara najmanje obavezi godišnjih inspekcijskih pregleda. 2 Informacioni sistem pokazuje, na dnevnoj osnovi, da li je Drţava članica iznad ili ispod broja obaveznih pregleda definisanih u st. 1.b. Fleksibilnost u ispunjavanju obaveza Prioriteta I 3 Sljedeći stavovi definišu fleksibilnost u ispunjavanju obaveza iz stava 1.a ovog Priloga. Sve dok se ne unese dovoljan broj podataka u informacioni sistem kako bi se dobila regionalna obaveza, vršiće se obračun u skladu sa Uputstvom PSCC. 4 Brodovi koji uplovljavaju u luku sa statusom Prioriteta I moraju biti izabrani za inspekcijski pregled. MeĎutim, Drţava članica moţe odgoditi inspekciju na sljedeće načine: a) do sljedećeg uplovljavanja broda u istu Drţavu članicu, pod uslovom da brod ne uplovljava u drugu luku iz regiona Pariškog MoR, kao i da odgaĎanje ne traje duţe od 15 dana; b) do sljedeće luke uplovljavanja ukoliko je ta luka u regionu Pariškog MoR kao i da su njene vlasti unaprijed saglasne da vrše pregled broda i da takvo odgaĎanje ne traje duţe od 15 dana. Inspekcije koje su odgoĎene na ovaj način i unijete u informacioni sistem neće se smatrati propuštenim inspekcijama. 5 Pored fleksibilnosti iz stava 4 iznad Vlasti mogu propustiti: a) do 5% ukupnog broja brodova sa statusom Prioritet I sa profilom visokog rizika, koji uplovljavaju u njene luke i sidrišta; b) do 10% ukupnog broja brodova sa statusom Prioritet I, osim onih sa profilom visokog rizika koji usplovljavaju u njene luke i sidrišta; 6 Pod sljedećim okolnostima inspekcijski pregledi Prioriteta I koji su propuštene ne ubrajaju se u dopuštenje pomenuto u stavu 5 iznad: a) ako bi po mišljenju Vlasti obavljanje inspekcije predstavljalo rizik za sigurnost inspektora, broda, njegove posade ili luke, ili za morsku sredinu, ili b) ukoliko se uplovljavanje broda vrši samo noću. Drţave članice bi svakako trebalo da osiguraju da brodovi koji uplovljavaju samo noću ne izbjegavaju inspekciju u potpunosti, ili c) pored toga, u slučaju da brod samo uplovljava u sidrište koje je u nadleţnosti luke, ukoliko je brod pregledan u drugoj luci ili sidrištu u okviru regiona pariškog MoR u roku od 15 dana, ili Strana 98 - Broj 10 SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI 21. avgust 2015. d) pored toga, u slučaju da brod koji uplovljava samo u sidrište koje je u nadleţnosti luke, a uplovljavanje je jedino tokom noći ili ukoliko je vremenski period kratak za inspekciju koja bi se izvršila na zadovoljavajući način. 7 U okolnostima iz stava 6 iznad, Vlasti su duţne da unesu u informacioni sistem razloge za neizvršenje inspekcije. Dopušteno odstupanje za Drţave članice koje primaju prekobrojne brodove Prioriteta I 8 Fer udio plana i plan odabira imaju za cilj da obezbijede da se od Drţave članice ne zahtijeva da obavlja veći broj inspekcijskih pregleda Prioriteta I nego što je njena godišnja obaveza. MeĎutim, kao mjera zaštite, za Drţavu članicu koja obavlja veći broj inspekcijskih pregleda od njene godišnje obaveze, dozvoljava se neobavljanje inspekcijskih pregleda, i to kako je definisano st. 5 do 30% ukupnog broja brodova. Obračun Regionalne obaveze 9 Da bi se izračunao broj godišnjih obaveznih pregleda za svaku Drţavu članicu iz stava 1b iznad, prvi korak je odreĎivanje ukupne godišnje obaveze pregleda za region Pariškog MoR („regionalna obaveza”). 10 Regionalna obaveza za predmetnu godinu procjenjuje se uzimanjem prosječnog broja potrebnih pregleda u prethodne 3 godine. 11 Godišnja regionalna obaveza se izračunava putem informacionog sistema sabiranjem sljedećih elemenata: .1 broj pregleda Prioriteta I; (obavezni, periodični i dodatni) .2 broj pregleda Prioriteta II; (tj. ne uključujući preglede inicirane usljed nepredviĎenih faktora) .3 broj brodova statusa Prioritet I koji nijesu pregledani tokom godine. (napomena: ne odnosi se na broj neobavljenih inspekcijskih pregleda, pošto inspekcijski pregled istog broda moţe biti neobavljen nekoliko puta) Obračun obaveze godišnjih pregleda za svaku Drţavu članicu 12 Drugi korak u izračunavanju obaveze inspekcijskih pregleda za svaku Drţavu članicu predstavlja obračun njenog udjela u regionalnoj obavezi. Ovaj udio predstavlja prosječan broj za period od tri godine pojedinačnih brodova koji uplovljavaju u Drţave članice kao procenat zbira pojedinačnih brodova koji uplovljavaju u svaku Drţavu članicu. Dopušteno odstupanje za Drţave članice sa vrlo malo prilika da obavljaju pregled 13 Drţava članica moţe imati vrlo malo inspekcija Prioriteta I i Prioriteta II da bi mogla da ispuni svoju godišnju obavezu. U tom slučaju smatraće se da je ispunila obavezu ukoliko je pregledano najmanje 85% brodova Prioriteta II. Obaveza iz st. 1.a i odgovarajuće dopušteno odstupanje iz st. 5 se i dalje primjenjuju. Prilog 12 Obaveze izvještavanja za brodove Elektronska sredstva komunikacije se koriste kad god je moguće za bilo kakvu komunikaciju definisanu u ovom Prilogu. Poruka 72 sata (72 ETA) (ETA - procijenjeno vrijeme dolaska) 1 Brod koji, u skladu sa Prilogom 9, ispunjava uslove za prošireni inspekcijski pregled i uplovljava u luku ili sidrište Drţave članice, najaviće svoj dolazak nadleţnim Vlastima 72 sata unaprijed ili ranije ukoliko je to definisano nacionalnim propisima. 2 Potrebno je dostaviti najmanje sljedeće informacije: (a) identifikacioni broj broda (obavezan IMO broj i dodatni naziv, pozivni znak i/ili MMSI broj); (b) luka odredišta; (c) procijenjeno vrijeme dolaska (ETA); (d) procijenjeno vrijeme odlaska (ETD); (e) planirana duţina uplovljavanja; (f) za tankere (i) konfiguracija: jedan trup, jedan trup sa SBT, dvostruki trup; (ii) stanje teretnih i balastnih tankera: puni, prazni, inertirani; (iii) količina i vrsta tereta; (g) planirane radnje u luci ili sidrištu odredišta (utovar, istovar, ostalo); (h) planirani zakonski inspekcijski pregled i značajni radovi odrţavanja i popravki koji se vrši dok je u luci odredišta; (i) datum poslednjeg proširenog inspekcijskog pregleda u regionu Pariškog MoR. Poruka 24 sata (24 ETA) 21. avgust 2015. SLUŢBENI LIST CRNE GORE – MEĐUNARODNI UGOVORI Strana 99 - Broj 10 3 Brodar, agent ili zapovjednik broda koji plovi prema luci ili sidrištu Drţave članice obavijestiće o svom dolasku najmanje 24 časa unaprijed, ili najkasnije u vrijeme kada brod napušta prethodnu luku, ukoliko putovanje traje manje od 24 časa, ili ako je luka uplovljavanja nepoznata ili se promijeni tokom putovanja čim te informacije budu poznate. 4 Sljedeće informacije se moraju dostaviti: (a) identifikacioni broj broda (obavezan IMO broj i dodatni naziv, pozivni znak i/ili MMSI broj); (b) luka odredišta; (c) procijenjeno vrijeme dolaska (ETA); (d) procijenjeno vrijeme odlaska(ETD). Stvarno vrijeme dolaska (ATA) 5 Drţave članice prijavljuju Informacionom sistemu stvarno vrijeme dolaska (ATA) za bilo koji brod koji uplovljava u luku i sidrišta Drţave članice (a koji se nalazi u regionu Pariškog MoR), zajedno sa identifikatorom dotične luke u razumnom vremenskom roku. 6 Sljedeće informacije se moraju dostaviti: (a) identifikacioni broj broda (obavezan IMO broj i dodatni naziv, pozivni znak i/ili MMSI broj); (b) luka; (c) stvarno vrijeme dolaska; (d) na sidrište: da, ne. Stvarno vrijeme odlaska (ATD) 7 Drţave članice prenijeće Informacionom sistemu stvarno vrijeme odlaska (ATD) svakog broda koji uplovljava u luke i sidrišta Drţava članica, zajedno sa identifikatorom dotične luke u razumnom vremenskom roku. 8 Sljedeće informacije se moraju dostaviti: (a) identifikacioni broj broda (obavezan IMO broj i dodatni naziv, pozivni znak i/ili MMSI broj); (b) luka; (c) stvarno vrijeme odlaska. Član 3 Ovaj zakon stupa na snagu osmog dana od dana objavljivanja u „Sluţbenom listu Crne Gore – MeĎunarodni ugovori“. Broj 14-4/15-2/4 EPA 834 XXV Podgorica, 31. jul 2015. godine Skupština Crne Gore 25. Saziva Predśednik, Ranko Krivokapić, s.r.