III-D7       Issuance of Certificate in respect of International Convention on Civil

                                 Liability for Bunker Oil Pollution Damage, 2001

 

 

 

7.1        Brief Introduction to International Ship Oil Pollution Compensation Regime

7.1.1     The International Maritime Organization (IMO) has developed the International Convention on Civil Liability for Oil Pollution Damage, 1969 and its Protocol 1992 (hereinafter abbreviated as CLC69/92) and the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage, 1971 and its Protocol 1992 (hereinafter abbreviated as FUND71/92) to tackle compensation for oil pollution damage of tankers (including combination carriers – when practically carrying oil cargo in bulk or having carried oil cargo with oil residue left): CLC69/92 provided the limit liability in respect of the compensation for oil pollution damage of the ship owners who generally purchase insurance through the insurance agent (e.g. P&I) recognized by the Administration to obtain security within the limit liability; While FUND92 provides to establish an International Oil Pollution Fund through contribution from the petroleum importers (cargo owner) of the Contracting States to supplement inadequate compensation beyond ship owners’ limit liability. In case of oil damage accident, ship owners or hull underwriter is to pay the compensation within ship owners’ limit liability provided in CLC69/92, and damage beyond ship owners’ limit liability is to be covered by supplementary compensation according to the limit liability provided in FUND71/92.

7.1.2     IMO has adopted the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea, 1996 (abbreviated as HNS Convention) in 1996 to solve the compensation issues for oil pollution damage from the carriage of hazardous and noxious substances on ships. Up to now, HNS Convention has not entered into force. Internationally, the concept of establishing Pollution Compensation System against the carriage of hazardous and noxious substances on ship is consistent with that of the ship oil pollution compensation system. The difference lies in the fact that the limit liability of compensation for oil pollution damage is determined in the form of an integrate compensation system constituted by CLC69/92 and FUND71/92 Convention while HNS determines the liability of ship owners and cargo owner in terms of such a Convention.

7.1.3     IMO has adopted International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (Bunker Oil Convention, 2001) to tackle compensation for bunker oil pollution damage of the ships not carrying oil products, solving compensation for oil pollution of non oil tankers by means of implementing oil pollution compulsory insurance for ships not carrying oil products. The Bunker Oil Convention took into force on 21 November 2008.

7.1.4    The compensation for pollution incidents caused by oil leakage from ships or by    hazardous and noxious substances has been ultimately solved in the systematic frame of the four Conventions as mentioned above (where HNS Convention has not entered into force).

7.2       Brief Introduction to Bunker Convention 2001

7.2.1    Bunker Convention has satisfied conditions for entry into force on 21 November 2007   (18 States including five States each with ships whose total gross tonnage is not less than 1,000,000 had been approved or became parties to the Convention) and took into effect on 21 November 2008. According to the information announced on IMO website, by 31 December 2009, totally 48 States/regions had accepted Bunker Convention, accounting for 79.35% of total gross tonnage of merchant ships all over the world, including 14 States which have signed statutory authorization agreements with the Society (Australia, Bahamas, China, Cyprus, Greece, Jamaica, Kiribati, Liberia, Malta, Marshall Island, Panama, Singapore, Saint Vincent, Vanuatu and etc.) In these flag States, the Bunker Convention Certificates are issued by their Administrations.

7.2.2    The Administration of Hong Kong of China has accepted and implemented Bunker Convention to the ships flying Hong Kong flag since 22 January 2010 and also authorized the Society to issue Bunker Convention Certificate for the ships flying Hong Kong flag.

7.2.3    Definitions and scope of Bunker Convention:

(1)      Ships: means any sea-going vessel and seaborne craft, of any type whatsoever.  According to Bunker Convention, ships more than 1,000 gross tonnage are required to maintain insurance in accordance with LLMC Convention and maintain the Bunker Convention Certificate issued by the Administration (or RO).

(2)      Ship owners: means the owner, including the registered owner, bareboat charterer, manager and operator of the ship.

(3)      Registered owner: means the person or persons registered as the owner of the ship or, in the absence of registration, the person or persons owning the ship. However, in the case of a ship owned by a State and operated by a company which in that State is registered as the ship’s operator, "registered owner" is to mean such the company.

(4)      Bunker oil: means any hydrocarbon mineral oil, including lubricating oil, used or intended to be used for the operation or propulsion of the ship, and any residues of such oil.

(5)      Pollution damage means: (1) loss or damage caused outside the ship by contamination resulting from the escape or discharge of bunker oil from the ship, wherever such escape or discharge may occur, provided that compensation for impairment of the environment (other than loss of profit from such impairment) is to be limited to costs of reasonable measures of reinstatement actually undertaken or to be undertaken; and (2) the costs of preventive measures and further loss or damage caused by preventive measures.

7.2.4     Principle of free from limit liability to ship owners

7.2.4.1  The Bunker Convention, on one hand specifies that the ship owners at the time of an incident is to be liable for pollution damage caused by any bunker oil on board or originating from the ship; simultaneously on the other hand stipulates that nothing in this Convention is to affect the right of the ship owners and the person or persons providing insurance or other financial security to limit liability under any applicable national or international regime, such as the Convention on Limitation of Liability for Maritime Claims, 1976, as amended (hereinafter abbreviated as LLMC 76/96).

7.2.4.2  The above stipulation means in the event of bunker pollution, the limitation of liability depends on the legal rules where the oil spillage takes place. Such practice is to prevent redundant limit liability systems so as to affect the unification of limit liability system. Countries implement different practice in this view, some of which apply national laws, such as the United States applies Oil Pollution Act of 1990 (OPA 1990), which provides the liability of a responsible party is limited: (1) in the case of oil tankers of 3,000 gross tonnage of below, to $1,200 per ton or up to $2 million in total; in the case of oil tankers of more than 3,000 gross tonnage, to $1,200 per ton or up to $10 million in total (whichever is higher); (2) in the case of ships other than oil tankers, to $600 per ton or up to $500,000 in total (whichever is higher); (3) in the case of onshore facilities, to the maximum of $3.5 billion; (4) in the case of offshore facilities, to the maximum equal to the actual clean-up expenditure plus $75 million. There is no maximum but minimum limitation of compensation limit for the responsible parties. The limit liability for an oil tanker more than 3,000 gross tonnage will be increased with its GT value. Some States which are the parties to Convention on Limitation of Liability for Maritime Claims are to apply to the provision of the Convention.

7.2.5    Requirements for ship owners’ compulsory insurance or financial security

7.2.5.1  According to Article 7 of the Bunker Convention, 2001, the registered owner of a ship having a gross tonnage greater than 1000 registered in a State Party is to be required to maintain insurance or other financial security, such as the guarantee of a bank or similar financial institution, to cover the liability of the registered owner for pollution damage;

7.2.5.2  The amount of insurance or guarantee applicable to ships is to be equal to the limit liability provided in applicable national or international limitation regime but in no cases is to exceed the amount calculated in accordance with the Convention on Limitation of Liability for Maritime Claims, 1976, as amended. (for details, refer to 7.2.5.3)

7.2.5.3  Article 6, Chapter II of LLMC76/96 provides, as follows, the limits of liability for claims arising on any distinct occasion other than that for loss of life or personal injury to passengers of a ship:

(a)       in respect of claims for loss of life or personnel injury:

(i)        2 million SDR for a ship with a tonnage not exceeding 2,000 tons;

(ii)      for a ship with a tonnage in excess thereof, the following amount in addition to that  mentioned in (i):

for each ton from 2,001 to 30,000 tons, 800 SDR;

for each ton from 30,001 to 70,000 tons, 600 SDR; and

for each ton in excess of 70,000 tons, 400 SDR.

(b)      in respect of any other claims:

(i)        1,000,000 SDR for a ship with a tonnage not exceeding 2,000 tons,

(ii)      For a ship with a tonnage in excess thereof the following amount in addition to that mentioned in (i):

for each ton from 2,001 to 30,000 tons, 400 SDR;

for each ton from 30,001 to 70,000 tons, 300 SDR; and

for each ton in excess of 70,000 tons, 200 SDR.

Note：SDR – means special drawing rights, the exchange rate on 15 January 2010 is 1 SDR = 1.572080 USD. The up-to-date exchange rate may be consulted through the following website of the International Monetary Fund: http://www.imf.org/external/np/fin/data/rms_five.aspx

7.2.6      Direct claim requirements

7.2.6.1   The damaged party may raise any claim for pollution damage directly against the insurer or other persons providing financial security.

7.2.7     Ships without Bunker Certificate

7.2.7.1   The applicable ships flying flags of Party States, unless having Certificates issued in accordance with the Bunker Convention, are not allowed to operate in service at any time by the party States.

7.2.7.2  Each party State is to ensure according to its national laws that for any ship entering or leaving any ports of its territory or ship arriving or leaving any offshore loading and offloading facilities within its territorial sea, the insurance and other security stipulated by the Convention is valid provided that such ship has a gross tonnage more than 1000, regardless of its place of registry.

7.2.8      Requirements for issuance of the Bunker Convention Certificate

7.2.8.1  The appropriate authority of the party State is to issue for the ship a Certificate to demonstrate that the insurance or other financial security is in compliance with the provisions and is valid after confirming that the ship’s related insurance has met the requirements of the Convention. The Certificate is subject to the format of the sample set out in the Bunker Convention and is to include the following particulars:

(a)       name of ship, distinctive number or letters and port of registry;

(b)      name and principal place of business of the registered owner;

(c)       IMO ship identification number;

(d)      type and duration of insurance;

(e)       name and principal place of business of insurer or other person giving security and, where appropriate, place of business where the insurance or security is established;

(f)       period of validity of the certificate which is not to exceed the period of validity of the insurance or other security.

7.2.8.2  For a ship registered in a party State , the Bunker Convention Certificate is to be issued or certified by the appropriate authority of the State of the ship’s registry or by a Recognized Organization (RO) authorized by it; for ship not registered in a party State, the Certificate may be issued or certified by the appropriate authority of any party State.

7.2.8.3  Storage of Certificates: The original Certificate is to be maintained on board ship, one copy is to be submitted to the appropriate authority who keeps the ship’s register record for storage. Where the flag State is not a party State, such copy is to be kept by the authority who issues or certifies the Certificate.

 

7.3        Working Procedure for Issuance of Certificate as Required by Bunker Convention 2001 for the Ships flying Hong Kong flag

7.3.1     As notified by the Hong Kong Administration, the ships flying Hong Kong flag have implemented Bunker Convention since 22 January 2010 and the Society is authorized to issue Bunker Convention Certificate for such ships. According to Regulation 7(3) of Bunker Convention，the Society has carried out issuance of the Certificate in three months after Hong Kong Marine Department notifies the IMO Secretary General, i.e. 19 May 2010. The procedure for issuance by the Society of Bunker Convention Certificate to ships flying Hong Kong flag is as follows:

7.3.2     Where applying for the issuance of Bunker Convention Certificate by the Society, the owner/management company of the ship flying Hong Kong flag is to truly prepare the Society’s special Application Format for Bunker Convention Certificate (FORM AFC-CBK(HK)), and submit together with a copy/scan of the ship’s oil pollution Insurance Certificate and ship’s Register Certificate by means of e-mail, fax or mailing to Hong Kong Branch of the Society after purchasing insurance/security from the insurance company/financial institution recognized by the Administration in accordance with the required limit liability and limitation in LLMC76/96 which is directed by the Bunker Convention. The ship owner is to promise that the copies of insurance, ship’s Register Certificate which are submitted hereunder as the support document of issuance of the requested Certificate are consistent with the originals kept onboard the ship and will inform the Society in time if there is any changes to the content and period of validity of these certificates, and will bear all certificate fees and expenses involved.

7.3.3     After the Society’s Hong Kong Branch receives the survey application and relevant certificates provided by the ship owner, the person in charge is to verify these documents including application and insurance certificate so as to confirm the ship owner has purchased oil pollution insurance or security from an certification organization recognized by the Administration in accordance with the requirements of Bunker Convention; for ships other than CCS classification flying Hong Kong flags, check the information of ship and shipping company on EQUASIS website (www.equasis.org) and confirm that the ship is in normal service (except the new constructed ships).

7.3.4     After the verification of all submitted documents without mistakes, the person in charge is to draft Bunker Convention Certificate to ship flying Hong Kong flag (Form CBK(HKG)), and submit to the Branch General Manager for approval upon the audit by the Survey Manager of the Branch. The validity period is to be as same as that of the insurance/security.

7.3.5     Upon the approval of the Certificate draft, the person in charge is to print one original and three copies of the Bunker Certificate on blank anti-forged certificate papers which are to be sent to the General Manager of the Branch for issuance and certification with a business stamp.

7.3.6     The fees and expenses for Certificate are: for CCS ships, $100/each (including copies, the same hereinafter); for non-CCS ships, $200/each. Additional $60 for communications and mailing is charged for each issuance of Certificate.

7.3.7     The original Certificate and a copy are to be mailed to the applicant together with the bill and simultaneously one copy of the Certificate is to be sent to the Hong Kong Administration by e-mail. The Society’s Survey Department is to keep one copy of such Certificate. (Note: According the requirements of authorization faxed by Hong Kong Marine Department, a copy of certificates is to be sent to the Administration within one month after the issuance of such certificates.)

7.3.8     The person in charge is to submit applications, ship’s insurance/security certificates and copies of register certificates/electronic files of scans provided by the applicants to the Headquarters through SSMIS certification system.

7.3.9     The Business Management Department of the Headquarters will verify and audit the quality of certification through SSMIS certification system performed by the Branches, the sampling proportion is : 2% is selected from the certification for survey of CCS and non-CCS ships respectively which are completed last month for verification and audit and not less than twice for each. In the case of less than twice, all of the certifications actually carried out are to be verified and audited. Refer to 7.3.3 for the content of the audit.

7.4        Certificate and Checklist

7.4.1     Filling of Approval Form for Documents of Bunker Convention Certificate to ship flying Hong Kong flag (Form RBK (HKG))

7.4.1.1  Audit requirements for application form:

(1)      the applicant is to use the Society’s special application format (Form AFC-CBK (HKG))

(2)      all blanks in the application form are to be filled up;

(3)      all contents (ship’s parameters, insurance information, etc.) in the application form are to be consistent with those in insurance certificate and register certificate respectively;

(4)      the application form is to be signed and stamped by the authorized person to the applicant;

(5)      where ship owner/management company entrusts an agent to deal with certificates, an endorsed letter of authorization is to be provided.

7.4.1.2 Audit requirements for insurance certificate (blue card)/security

(1)      The insurers or guarantors are to be recognized by the Administration. By January 2010, such insurers recognized by Hong Kong Administration include:

(a)       13 members of the International Protection and Indemnity Association listed as follows (Note: * represents it is also recognized by China Maritime Safety Administration):

1. American Steamship Owners Mutual Protection and Indemnity Association, Inc.

2. Assuranceforeningen Gard

3. Assuranceforeningen Skuld

4. The Britannia Steam Ship Insurance Association Limited

5. The Japan Ship Owners' Mutual Protection & Indemnity Association

6. The London Steam-Ship Owners' Mutual Insurance Association Limited

7. The North of England Protecting & Indemnity Association Limited

8. The Shipowners' Mutual Protection & Indemnity Association (Luxembourg)

9. The Standard Steamship Owners’ Protection & Indemnity Association (Bermuda)

10. The Steamship Mutual Underwriting Association (Bermuda) Limited

11. Swedish Club

12. United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited

13. The West of England Ship Owners Mutual Insurance Association (Luxembourg)

(b)      Totally 22 insurers recognized by China Maritime Safety Administration had been announced on the sub-website of China Maritime Safety Administration by 1 March 2010. In addition to the above-mentioned 12 Members of the International Protection and Indemnity Association (with *), the other 10 domestic insurers are listed as follows:

14. China Shipowners Mutual Assurance Association

15. PICC Property and Casualty Company

16. Pang An Property & Casualty Insurance Company of China, Ltd

17. China Pacific Property Insurance(Group) Co., Ltd

18. China Continent Property & Casualty Insurance Company Ltd

19.  Sunshine Property Insurance Company

20. The Ming An Insurance Co., (China) Ltd.

21. Tai Ping Insurance Co.，Ltd (China) Ltd.

22. Generali China Insurance Co., Ltd.(only insurance for ships of China National Petroleum Corporation))

23. China Life Property and Casualty Insurance Company Ltd.)

(c)       Total 173 insurance companies had been recognized by Hong Kong Office of the Commissioner of Insurance by December 2009. To refer to the following website http://www.oci.gov.hk/stat/index02.html for detailed name lists.

(2)       To check ship’s insurance certificate (blue card) or other financial security is to contain the following items or description:

(a)      “Certificate furnished as Evidence of Insurance Pursuant to Article 7 of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001”;

(b)       Name of ship;

(c)        IMO Ship Identification Number;

(d)       Distinctive Numbers or Letters;

(e)        Port of Registry;

(f)        Name and full address of the principal place of business of the Registered owner;

(g)      “THIS IS TO CERTIFY that there is in force in respect of the above named ship while in the above ownership a policy of insurance satisfying the requirements of Article 7 of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001”

(h)      Duration of Security;

(i)        Name and address of the insurer(s) and/or guarantor(s);

(j)        Insurance certificate or security is to be endorsed and indicated with date of issuance by the authorized person to insurer(s)/guarantor(s);

(k)      For the application for the Society’s issuance of Bunker Convention Certificate from non-CCS ships flying Hong Kong flag, check the authenticity of the ship’s information as mentioned above in (b), (c), (d), (e) and (f) on EQUASIS website (www.equasis.org) and confirm that the ship is in normal service (except new constructed ships); for CCS ships, follow SSMIS for ship’s information.

7.4.1.3  Where there is doubt or necessity for the copies/scans of insurance certificate (blue card) or security provided by the applicant, appropriate means is to be provided to verify its authenticity and validity, correspondence and filing, such as by visiting the insurer’s website (if applicable), sending fax/e-mail to the insurer for inquiry, etc. Indication of other applied methods is to be made, e.g.: confirming by telephone, and the telephone record is to be filed.

7.4.1.4  Where some issued are found by the person in charge during the audit, e.g.: incomplete preparation/absence of endorsement of application form, inconsistent information on insurance certificate and application form/register certificate, it is to contact with the applicant in time to confirm and request for clarification and supplementary of information.

7.4.1.5  Upon the completion of a satisfactory audit, the person in charge is to draft the Bunker Convention Certificate and submit it to the General Manager of the Branch for issuance.

7.4.2     Preparation of Bunker Convention Certificate to ship flying Hong Kong flag (Form CBK (HKG))

7.4.2.1  Name of ship, distinctive numbers or letters, IMO number, port of registry: fo fill according to the content of ship’s oil pollution insurance certificate (blue card) and register certificate.

7.4.2.2  Name of the registered owner and business address: to fill according to the contents of ship’s oil pollution insurance certificate (blue card) and the register certificate.

7.4.2.3  Type of security: “Civil Liability for Bunker Oil Pollution Damage, 2001” is generally filled in after the content of insurance certificate (blue card) is checked. If the security amount is originated from several sources, indicate the amount of each source; if security is provided in several types, specify each of them.

7.4.2.4   Period of guarantee: to fill according to the bunker insurance certificate (blue card) provided by the applicant, in the format as “From [date of start] to [date of termination]”, accurate to date, month and year, with no necessity of particular time.

7.4.2.5   Insurer and/or guarantor and address: to fill according to the content of the bunker insurance certificate (blue card).

7.4.2.6   The period of validity of the Certificate is up to date until : to fill the period of validity (date of termination) of the insurance certificate (blue card), accurate to date, month and year.

7.4.2.7   To depend on the validity of the insurance certificate (blue card) numbered ____: to fill the number of the blue card on the basis of which the Certificate is issued.

7.4.2.8   Place and date of issue: to fill the place and date of the issuance of the Certificate.

7.4.2.9   Endorsed and stamped by the certification organization: endorsed and applied with the business stamp by the person who is authorized to issue the Certificate.

7.1       国际船舶油污损害赔偿机制简介

7.1.1   为了解决油轮（含兼装船-当其实际运输散装油类货物或装运过货油且尚有货油残余物时）的油类污染损害赔偿问题，国际海事组织（IMO）组织制订了《1969年国际油污损害民事责任公约及1992年议定书》（以下简称CLC69/92）和《1971年国际油污损害赔偿基金公约及1992年议定书》（以下简称FUND71/92）：CLC69/92规定了船舶所有人在油污损害赔偿上的责任限额，船舶所有人一般通过向主管机关认可的保险商（如P&I）购买保险，获得该责任限额下的保障；而FUND92通过向缔约国石油进口商（货主）摊款设立的国际油污基金，在船东责任限额之上，对赔偿不足的部分予以补充。一旦船舶发生油污事故，首先由船东或其船舶保险人在CLC69/92公约规定的船东责任限制内赔偿，超过船东责任限制的损害再根据FUND71/92公约规定的责任限制进行补充赔偿。

7.1.2   为了解决船舶运输有害有毒物质污染损害赔偿问题，IMO于1996年通过了《1996年国际海上运输有害有毒物质的损害责任和赔偿公约》（简称HNS公约）。目前HNS公约还未生效。国际上建立船舶有害有毒物质污染损害赔偿机制的思路与油污损害赔偿机制的思路是一样的，所不同的是，油污损害赔偿责任是通过CLC69/92和FUND71/92两个公约共同构成一套完整的赔偿机制，而HNS公约则把船东和货主的责任通过一个公约确定了下来。

7.1.3   为了解决非运输油类货物船舶的燃油污染损害赔偿问题，IMO又于2001年3月通过了《国际船舶燃油污染损害民事责任公约》（简称燃油公约2001），通过对非运输油类货物船舶强制油污保险的办法解决了非油轮油污染损害赔偿问题。燃油公约于2008年11月21日生效。

7.1.4   在上述提及四个公约（其中HNS公约未生效）体系框架下，国际上就基本解决了船舶泄露油类物质或有毒有害物质造成污染事故时的赔偿问题。

 

 

7.2      燃油公约2001简介

7.2.1   燃油公约于2007年11月21日达到了生效条件（各有累计总吨不少于1百万吨的5 个国家在内的18个国家批准或加入），于2008年11月21日生效。根据IMO网站公布的信息，截止2009年12月31日共有48个国家/地区接受燃油公约，占世界商船总吨位的79.35%，其中包括14个与我社有法定授权协议的国家（澳大利亚、巴哈马、中国、塞浦路斯、希腊、牙买加、基里巴斯、利比里亚、马耳他、马绍尔群岛、巴拿马、新加坡、圣文森特、瓦努阿图等），这些船旗国均由主管机关自己签发燃油公约证书。

7.2.2   我国香港地区主管机关接受并于2010年1月22日起对香港旗船舶实施燃油公约，并授权我社对香港旗船舶签发燃油公约证书。

7.2.3  燃油公约的定义和适用范围：

（1）船舶：系指无论何种类型的任何海船和海上航行器。燃油公约要求1,000总吨以上的船舶需按LLMC公约要求进行保险并持有主管机关（或RO）签发的燃油公约证书。

 （2）船舶所有人：系指船舶的所有人，包括船舶的登记所有人、光船承租人、管理人和经营人在内。

  （3）登记所有人：系指登记为船舶的所有人的一个或多个人，或在没有登记时，拥有船舶的一个或多个人。然而，当船舶为国家所有并由在该国登记为该船经营人的公司营运时，“登记所有人”应系指此种公司。

  （4）燃油：系指用于或拟用于船舶运行或推进的包括润滑油在内的任何烃类矿物油，以及此类油的任何残余物。

  （5）油污损害：系指（1）由任何地点发生的船舶燃油逸出或排放引起的污染在该船之外造成的 损失或损害，但是对环境损害的赔偿（不包括此种损害的利润损失在内），应限于实际采取或将要采取的合理恢复措施的费用；和（2）预防措施的费用和由预防措施造成的进一步损失或损害。

7.2.4   对船东的无责任限制原则

7.2.4.1 燃油公约一方面明确了船舶所有人应对事故引起的任何由于船上装载的或者来源于船舶的燃油所造成的污染损害负责；同时又规定本公约的任何条款不得影响船舶所有人与提供保险和经济担保的人在任何可以适用的国内或国际法律制度中，诸如经修订的《1976年海事赔偿责任限制公约》（以下简称 LLMC 76/96）的情况下，享受责任限制的权利。

7.2.4.2 上述规定意味着一旦有燃油污染能否限制责任取决于溢油发生地的法律规定，这是为了避免出现过多的责任限制制度，从而影响责任限制制度的统一。各国在这一问题上的做法不尽相同，有的国家适用的是本国法，如美国适用1990年油污法（OPA1990），规定责任方的赔偿责任限额为：（1）3000总吨或3000总吨以下油轮,每吨1200美元或总额200万美元；3000总吨以上油轮,每吨1200美元或总额为1000万美元，以高者为限；（2）油轮以外的其它船舶,每吨600美元或总额为50万美元，以高者为限；（3）岸上石油设施的最高责任限制为35亿美元；（4）海上石油设施的最高责任限制为所有实际产生的清污费再加上7500万美元。责任方的赔偿限额没有最大限制，只有最小限额。超过3000总吨的油轮责任限额将随着吨位数的增大而增加。还有一些国家是海事赔偿责任限制公约缔约国，则适用公约规定。

7.2.5   对船东的强制保险或经济担保要求

7.2.5.1 根据燃油公约2001第七条，缔约国登记的总吨位大于1,000GT的船舶的登记所有人，须进行保险或诸如银行或类似金融机构的担保等其他经济担保，以承担登记所有人的污染损害责任；

7.2.5.2 适用船舶的保险或担保的金额等于适用的国内或国际限制机制规定的责任限制，但在所有情况下均不应超过按照经修正的《1976年海事索赔责任限制公约96议定书》（以下简称 LLMC 76/96）所计算的数额（具体参见7.2.5.3）。

7.2.5.3 LLMC76/96 第二章第6条对除船上旅客人事伤亡以外的任何不同事件产生的索赔的责任限制规定如下：

（a）对于人身伤亡的索赔：

（i）对于吨位不超过2,000吨的船舶：200万SDR；

（ii）对于吨位超过该吨数的船舶：在第（i）目所述的金额上增加如下数额：

  自2,001～30,000吨的每1吨：800SDR；

  自30,001～70,000的每1吨：600SDR；和

  超过70,000吨的每1吨：400SDR。

  （b）对于任何其他索赔：

 （i）对于吨位不超过2,000吨的船舶：100万SDR，

 （ii）对于吨位超过该吨数的船舶，在第（i）目所述金额上增加如下数额：

自2,001～30,000吨的每1吨：400SDR；

自30,001～70,000的每1吨：300SDR；和

超过70,000吨的每1吨：200SDR。

注：SDR－特别提款权，2010年1月15日兑换值为1SDR＝1.572080USD, 可在以下国际货币基金组织网站查询最新汇率：   http://www.imf.org/external/np/fin/data/rms_five.aspx

7.2.6   直接索赔要求

7.2.6.1 对污染损害的任何索赔，受损方可直接向保险人或提供经济担保的其他人提出。

7.2.7   无燃油证书的船舶

7.2.7.1 对适用船舶除非持有按燃油公约要求签发的证书，否则各缔约国不得允许悬挂其旗帜的适用船舶在任何时候从事营运。

7.2.7.2 各缔约国应根据其国内法保证，对于进入或驶离其领土的任一港口、或抵达或驶离其领海范围内的任一海上装卸站的任何船舶，不论该船在何处登记，只要该船的总吨超过1,000吨，公约规定的保险与其他担保均为有效。

7.2.8   燃油公约证书的签发要求

7.2.8.1 缔约国的主管当局在确信船舶有关保险要求已经满足公约要求之后，应向船舶颁发一份证明保险或其它经济担保符合公约的规定并有效的证书。证书应以燃油公约所附样本的格式为准，并应包括下列各项：

           (a)  船名、登记号或船舶呼号和登记港；

           (b)  船舶登记所有人的名称和主要营业地址；

           (c)  IMO船舶编号；

           (d)  保险/担保的类别和期限；

           (e)  保险人或提供担保的其他人的名称及主要营业地址，如可能，则包括设立的保险或担保的营业地址；

           (f)  证书的有效期，该有效期不得超过保险或其他担保的有效期限。

7.2.8.2 对于在缔约国登记的船舶，燃油公约证书应由船舶登记国的主管当局或其授权的认可组织（RO）颁发或签证；对于非在缔约国登记的船舶，证书可由任何一个缔约国的主管当局颁发或签证。

7.2.8.3 证书的保管：证书正本应保存于船上，其一份副本应交由保存该船登记记录的主管当局收存；如果船旗国不是缔约国，则应由签发或确认此证书的主管机关收存。

 

 

 

7.3      香港旗船舶燃油公约证书的签发程序

7.3.1   根据香港主管机关通知，香港地区旗船舶自2010年1月22日起实施燃油公约，并授权我社对香港旗船舶签发燃油公约证书。按“燃油公约”第7（3）条规定，我社将在香港海事处通知IMO秘书长3个月后、即2010年5月19日起开展此项发证业务。我社对香港旗船舶签发燃油公约证书程序规定如下：

7.3.2   香港旗船舶所有人/管理公司按照燃油公约指向的LLMC76/96要求的责任限制和限额，向主管机关认可的保险公司/金融机构购买保险/担保后，如申请本社签发燃油公约证书，应如实填写本社专用的燃油公约证书申请格式（FORM  AFC-CBK(HKG)），并与船舶油污保险证书和船舶注册证书的复印件/扫描件一并通过电邮、传真或邮寄等方式提交给本社香港分社。船舶所有人应承诺所提供的作为发证依据的船舶保险、注册证书副本的与船舶所持证书正本完全一致且真实有效，并在这些证书的内容及有效期发生变更时及时通知本社，以及承诺承担签发证书的相应费用。

7.3.3   我社香港分社收到船东所提供的检验申请及相关的证书资料后，经办人应对申请书、船舶保险证书等文件资料进行审核，以确认船舶所有人向主管机关认可的保险机构、按照燃油公约要求购买了油污保险或担保；对于非CCS级香港旗船舶，还应上EQUASIS网站（www.equasis.org）核实船舶、船公司信息，并确认船舶处于正常运营状态（新造船除外）。

7.3.4   经办人经对申请人提供的文件资料审核无误，起草“香港旗燃油公约证书”（Form CBK(HKG)），经分社检验经理审核后，报分社总经理批准。其有效期同船舶保险/担保的有效期。

7.3.5   证书草稿经批准后，经办人用空白防伪证书纸打印燃油证书一正三副，送分社总经理签发并加盖业务章。

7.3.6   证书费用收取如下：对CCS级船舶，100 美元/每份（含副本，下同）；对非CCS级船舶，200美元/每份。另每签发一份证书收取通讯邮寄费60美元。

7.3.7   证书正本及一份副本随帐单寄送申请方，同时通过电子方式向香港主管机关寄送一份证书副本，我社检验单位保留一份证书副本。（注：按香港海事处授权传真要求，证书副本应于证书签发日1个月内寄送主管机关。）

7.3.8   经办人应将申请方提供的申请书及船舶保险/担保证书、注册证书复印件/扫描件的电子档案通过SSMIS发证系统上传至总部。

7.3.9   总部业务主管部门将通过SSMIS发证系统对分社证书签发工作的质量进行验证审核，抽查比例为：分别对CCS级和非CCS级船舶从上月完成的检验发证次数中抽取2%进行验证审核，且各不小于2次，当小于2次时按实际发生的次数全部进行验证审核。审核内容参见7.3.3。

 

 

7.4     证书、报告的填写要求

7.4.1“香港旗燃油公约证书文件资料审批表”（Form RBK(HKG)）的填写

7.4.1.1 对申请书的审核要求：

          （1）申请方应使用我社专用的申请格式（Form AFC-CBK(HKG)）

 （2）申请书所有栏目应填写完整；

          （3）申请书各项内容（船舶参数、保险信息等）应与保险证书、注册证书一致；

          （4）申请书经申请方授权人员签字、盖章；

          （5）如果船舶所有人/管理公司委托代理人办理证书时，还应提供经签署的委托书。

7.4.1.2  对保险证书（蓝卡）/担保的审核要求：

（1）保险商或担保人应为主管机关认可的保险商，截止2010年1月香港主管机关认可的保险商包括：

（a）国际保陪协会会员13家，具体名单如下（注：带*者为同时中国海事局认可者）：

1.* American Steamship Owners Mutual Protection and Indemnity Association, Inc. （美国船东互保协会）

2.* Assuranceforeningen Gard（挪威嘉德保赔协会）

3.* Assuranceforeningen Skuld （SKULD保赔协会）

4.* The Britannia Steam Ship Insurance Association Limited （Britannia保赔协会）

5. *The Japan Ship Owners' Mutual Protection & Indemnity Association（日本船东互保协会）

6.*The London Steam-Ship Owners' Mutual Insurance Association Limited（伦敦船东互保协会）

  7.* The North of England Protecting & Indemnity Association Limited（北英保赔协会）

  8.*  The Shipowners' Mutual Protection & Indemnity Association (Luxembourg) （伦卢森堡船东互保协会）

  9.  The Standard Steamship Owners’ Protection & Indemnity Association (Bermuda)

   10.*The Steamship Mutual Underwriting Association (Bermuda) Limited（汽船保赔协会）

   11.*The Swedish Club（瑞典保赔协会）

   12.*United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited （UK保赔协会）

   13.*The West of England Ship Owners Mutual Insurance Association (Luxembourg) （西英保赔协会）

 （b）中国海事局认可的保险商，根据截止2010年3月1日中国海事局分网站公布的清单共认可22 家，除去前述12家国际保陪协会会员（带*者）外，其余10家中国当地保险公司名单如下：

       14. 中国船东互保协会

       15. 中国人民财产保险股份有限公司

       16. 中国平安财产保险股份有限公司

       17. 中国太平洋财产保险股份有限公司

       18. 中国大地财产保险股份有限公司

       19. 阳光财产保险股份有限公司

       20. 民安保险（中国）有限公司

       21. 太平保险有限公司

       22. 中意财产保险有限公司（仅限承保中国石油集团海洋工程有限公司所属船舶）

       23. 中国人寿财产保险股份有限公司

      （c）香港保险业监理处认可的保险公司，截止2009年12月共173家，具体名单参见以下网址http://www.oci.gov.hk/stat/index02.html

           （2）核实船舶保险证书（蓝卡）或其它财务担保应包含以下项目或陈述：

      （a）“Certificate furnished as Evidence of Insurance Pursuant to Article 7 of the International   Convention on Civil Liability for Bunker Oil Pollution Damage, 2001” （证明按照《2001年国际燃油污染损害民事责任公约》第七条出具保证的证书）；

   （b） Name of Ship（船名）；

   （c） IMO Ship Identification Number（IMO船舶识别号）；

   （d） Distinctive Numbers/Letters（船舶编号或呼号）；

   （e） Port of Registry（船籍港）；

      （f） Name and full address of the principal place of business of the Registered Owner（登记所有人名称及主要营业地）

      （g）“THIS IS TO CERTIFY that there is in force in respect of the above named ship while in     the above ownership a policy of insurance satisfying the requirements of Article 7 of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 ”（兹证明上述船舶具有符合《2001年国际燃油污染损害民事责任公约》第七条要求的有效保险单或其他财务担保）

   （h）Duration of Security（保证期限）；

          （i）Name and address of the insurer(s) and/or guarantor(s) （保险人或担保人名称和地址）。

          （j）保险证书或担保应经保险商/担保方授权人员签署并注明签发日期。

 （k）对于非CCS级香港旗船舶申请本社签发燃油公约证书的情况，还应上EQUASIS网站（www.equasis.org）核查上述（b）、（c）、（d）、（e）、（f）项船舶信息的真实性，并确认船舶处于正常运营状态(新造船除外)；对于CCS级船舶，船舶信息以SSMIS为准。

7.4.1.3 当对申请方提供的保险证书（兰卡）或担保的副本/扫描件有怀疑或认为必要时，可采取适当的方式，如通过上保险商网站（如适用）、向保险商发传真/电邮查询等，验证其真实有效性，往来文件与归档。如采取其它方式，应予指明；如通过电话确认，应有电话记录存档。

7.4.1.4 经办人如在审核中发现问题，例如申请书填写不完整/未经签署，保险证书与申请书/注册证书信息不一致等，应及时与申请方联系确认，要求其澄清或补充提供相应资料。

7.4.1.5 经办人审核合格后，起草燃油公约证书，提交给分社总经理签发。

7.4.2   “香港旗燃油公约证书”（Form CBK(HKG)）的填写

7.4.2.1 船名，船舶编号或呼号，IMO编号，船籍港：根据船舶油污保险证书（蓝卡）和船舶注册证书的内容填写。

7.4.2.2 登记所有人的姓名和主要营业地址：根据船舶油污保险证书（蓝卡）和船舶注册证书的内容填写。

7.4.2.3 担保类型：核实保险证书（蓝卡）内容后，通常填入“Civil Liability for Bunker Oil Pollution Damage, 2001”。如担保总额系多个来源提供，则应指明每一来源的金额；如担保系由几种形式提供，则应对其一一列举。

7.4.2.4 担保期限：依照申请人所提供的燃油保险证书（蓝卡）填写，填写格式为 “From [起始日期] to [终止日期]”，精确至年月日，不必填写具体时间。

7.4.2.5 保险人和/或担保人和地址：依照申请人所提供的燃油保险证书（蓝卡）内容填写。

7.4.2.6 本证书有效期至：填入保险证书（蓝卡）的有效期限（终止日期），精确至年月日。

7.4.2.7 取决于编号为____的保险证书（蓝卡）的有效性：填入证书签发依据的保险蓝卡的编号。

7.4.2.8 发证地点、发证日期：填写本证书签发的地点、日期。

7.4.2.9 发证机构签章：我社授权签发证书人员签字并加盖业务章。