ETO got strain on his back while closing the cover of LGSP 3 panel in the purifier Room

Vessel reported Leakage of hydraulic oil due to the failure of Sealing ring in the CCU1 accumulator. Main
engine stopped after tug assistance, defective seal ring renewed. All the accumulator to be checked for
tightness. Being followed up through incident report.

Vessel experienced ME Slow down (ME HT water pressure low). Engine stopped on 23-JUN-209 19:40 LT
due to ME JCW system expansion joint leakage. Being followed up through incident report.

Vessel informed that after alarm activation on main gas sampling system in the CCR, investigation
carried out. Noticed some amount of gasoline inside the upper stool area around COTs 5P and 5S. Being
followed up through incident report.

Vessel reported that while attending to hfo purifier No 2 alarm,3AE opened up the sludge port inspection cover to
check the oil overflow. Suddenly a large volume of hot oil & sludge rushed out of the sludge port splashing onto the
upper wrist area causing burn & blister formation. Being followed up through incident report.

- Determine whether targets/timeframes have been met, for each stage - if not, review, re-evaluate
and set new ones.
- Arrange for the appropriate training to be carried out if required.
- Ensure that any drawings, manuals, plans or certificates requiring revisions/approval are amended
once the change is carried out.
-

While securing the pilot ladder on the starboard side, it was observed that the first spreader from bottom was
damaged. Same renewed with spare one. Being followed up through incident report.

While engaged in STS Operations underway with MT Amif , Own Vessel's one Mooring Wire Head Rope and 2
Mooring Wire Tail Ropes parted.

Vessel reported that while carrying out STS operations with MT Emantha, mooring lines parted. Being
followed up through incident report.

Vessel reported that DO service tank was to be topped up from FOT 3(P). Found pump not taking
suction; filter cover opened to investigate, oil spilled out owing to gravity. Being followed up through
incident report.
Port Accommodation Air Motor as it has been stalling while winding up and must increase air pressure for the
same. on investigation, The Motor End plates are completely worn out (under-cut grooved) causing leakage of air
past the rotor. Plates are of casting material and one of the plates has 2 cracks which have been arrested by
drilling holes and inserting a dowel (professional job). Vanes and rotor found to be in good condition. Spare
procurement is in progress.

Vessel was taken over on 2nd July 2019 from CPO. Port accommodation ladder gearbox assembly was
damaged. CPO had taken a short term SEQ certificate valid till 25th July 2019 and ordered spares that
have been kept at Shanghai. Same will be supplied to the vessel at NCP.

Vessel reported that port windlass brake tensioner assembly was not operational due to cracked bush on the
threaded spindle. The brake assembly is unable to be used for dropping anchor. New bush with threaded spindle is
being ordered and will be connected to vessel at the earliest.

Vessel reported that during routine weekly testing of Life boat engine, it was observed that Stbd. Side
Life boat engine was not starting. On further investigation found that engine starter malfunctioning.
Vessel port side life boat is in good working condition. Vessel has 2 sets of life rafts as per standard
requirements. Flag administration informed accordingly. Procurement of new starter is in progress.

During STS operations with daughter vessel M.T.Amif within Lagos Offshore STS, DV was rolling heavily causing
train on mooring tails. The fairleads of DV were not greased and found to be in very poor condition- heavily rusted
with grooving due to chafing against wire ropes. Two nos of spring tail ropes and three nos of mooring tails parted
during this incident. Being followed up through incident report.

Vessel reported 440 Volt Low Insulation alarm received in E/R. To rectify Low Insulation problem, all 440
Volts breakers of running machineries switched Off and On. During the investigation noticed one of the
hotplate cable was broken & caused short-circuit resulted in tripping of main and hot plate breakers. Main
and hot plate breakers replaced with new spare breakers. Defective plate planned to renew. Being
followed up through incident report.

Vessel reported parting of one number stern mooring rope at Corpus Christi during loading operation.
Being followed up through incident report.

Vessel reported that while departure from Kinder Morgan terminal, M/E unit no 7 exhaust valve not
closing. Although the parameters were within limits, the spring air pressure was found less. This caused
the vessel to slow down. Exhaust valve renewed. Being followed up through incident report.

Vessel reported that during STS operations, own vessel mooring forward ropes parted on separate
occasions. The DV's stern lines winches had rendered and its crew was attending the same. Meanwhile
Own vessel crew also attending Stern Lines ,to avoid excessive strain. By this time, it was noted, DV had
parted its Forward Headline. Prior the Crew could reach, one of the headline was parted at the Fairlead.

Vessel reported parting of 13 lines (12 mooring tails and one mooring wire) during STS with Matrix
Pride. Being followed up through incident report.

Vessel reported that during change of Hot water line, the Yard worker were working next to the calorifier. The
molten metal from the cutting job fell through the penetration to down into the Engine Store. In the Store OWS
filters were placed on shelves and they caught fire. Ship Staff present near the area noticed the sparks falling
through penetration and smoke emitting and they immediately raised alarm and stopped the work and doused fire
in store using water. Being followed through incident report.

Vessel reported that Pump man Nitesh Kumar & OS Pradeep were assigned job for Greasing of Mooring Winches
using Pneumatic Grease Machine. While changing over the Grease can, it was assessed by Pump man that, to fit
the new can in grease pump he needed to remove the handle of new can. This handle was fixed to the new can and
to remove this handle he used hacksaw. In the process of cutting this handle, he ran the hacksaw blade over his
left-hand thumb thereby injuring himself. He rushed to Cargo control room, where he was administered First Aid.
At the time of incident, He was holding the Bucket handle using bare hand and was not wearing Gloves, which led
to the injury. Being followed up through incident report.

Vessel was arriving Pascagoula Anchorage and No.1 Electric Power pack was started, for anchoring operations. An
oil mist was observed from the Bridge near No1 COT (Port side) and No. 1 Power Pack tripped after 3 Minutes.
Tried starting No 2 Electric Power Pack that too tripped after 10 seconds. On investigation found approx. 50 Litres
of oil around the area of No. 1 COP. To investigate, the Feed Pumps and later No. 2 Electric Power pack was started
with the inlet hydraulic valve to No.1 COT pump shut suspecting probably the mountings on the STC controller of
No. 1 COT could be leaking. The inlet hydraulic valve to NO. 1 COT was then slowly opened fully and carried out
checks for leakages but found none. The System pressure was than raised to 200 bars for Anchoring operation
maintaining continuous watch at No 1 COP STC. The anchoring operations were then carried out satisfactorily.
Being followed up through incident report.

Vessel reported that cargo operations were stopped due to IGS failure. IGG was running to Atmosphere without
issues, but on delivery to deck, IG was tripping on low Oxygen content. Suspected blockage of IG ahead of IGG.
NR Valve on deck was opened to confirm operation and found in good order. IG delivery valve to deck was
operated manually to confirm valve position correct. IG line inside Engine Room was found with water trapped
inside. Same water was drained (approximately 2.5 to 3 m3) to Engine Room and transferred to OBT/ LO Drain
Tank. IG Started and tried out delivery on deck satisfactorily. Being followed up through incident report.

Vessel reported that during morning rounds in Engine Room, oil was seen leaking through one of the flanges in the
Aux Boiler Fuel oil piping at the Engine Room Bottom Floor(P) near the Engine Room Bulkhead. The leak had
spread into the Engine Room tank top and thereafter into all the three Engine Room bilge wells. The estimated
quantity of the leak was about 0.3 cu.m. Being followed up through incident report.
Vessel experienced a scavenge temperature high alarm on main engine no.6. Combustion gas was
leaking from the cylinder head gasket on the no.6 main engine unit and there was an overflow of the
high temperature cooling water system expansion tank. Later the main engine jacket water low pressure
alarm was triggered with auto change over of the main engine jacket cooling water pumps confirming a
leak of jacket cooling water in the combustion space of no.6 main engine unit.
Vessel was stopped for inspection of main engine liner through the scavenge ports. Jacket cooling water
was found leaking into the combustion space on the main engine no.6 unit confirming the Liner crack.
Due to rough weather, the renewal was not carried out immediately. The unit was cut off and the vessel
resumed passage.
Later the liner was renewed by ship staff in consultation with office, once the weather conditions were
favourable.

Vessel reported that while she was port side alongside at Berth CQ1 at Paradip, India to discharge coal, while
tightening the Aft Stern Ropes, suddenly the pump tripped. ETO who was fwd of CH 7 (P), observed the hydraulic
line burst and leaking. System was stopped, isolated and the wasted section removed. Being followed up through
incident report.

Vessel reported Speed log alarm “Echo fail 310” continuously coming. SOW: 0.0 Knots, sometimes showing
between 0.0 and 0.4. Transducer checked – installed at appropriate position, diagnostic self test was carried out
(result is normal working condition). Trouble shooting with Maker Furuno is in progress.

Vessel reported that operating display is showing error “communication failure PLC display”. Found PLC display is
OFF and there is no power indication. After initial trouble-shooting, the PLC is getting switched ON, but the fault
light on the PLC is blinking. Troubleshooting with maker is in progress.

Maker's advice has been sought.

During the trial of the Em. Gen load test, it was noted that the display panel was malfunctioning. Also the
generator failed the load test in the auto mode. Changed over to the manual and when the start button was
operated one of the two batteries exploded. Being followed up by incident report.

Upon completion of decanting operations on 13th Aug evening, the contents of the ROT were transferred to Slop
(P). ROT was then washed using water from fire line. To have enough pressure for washing, the anchor wash
valves were shut. Upon completion of washing, since the anchor valves were shut, washing was stopped by
shutting of the fire pump. The tank cleaning machine valve and the fire hydrant connecting the fire line to the tank
cleaning line were left open. Later in the day fire pump was re-started to commence gas freeing of ROT and with
the mentioned valves open, water filled up in the ROT. Being followed up through incident report.

Vessel reported AB’s left knee area inner side swollen due to hit with fish plate while crossing
from main deck to poop deck. There were no external marks or discolouration observed. Patient
can bend and move slowly with slight to moderate pain. Being followed up through incident
report.
The incident occurred due to the failure of the main engine cylinder liner in service. The main engine no.6
unit had a similar failure in operation on 26th March 2019. As vessel did not have any spare new liner, an
old used liner with acceptable calibrations was fitted in the no.6 unit temporarily. The wear down at
position 2 as shown above is 2.4 mm (0.48 % of liner diameter) is very close to the limit (0.6 – 0.8 % of
liner diameter).The initial health check-up of the main engine done in December 2017 had revealed too
high piston ring clearances (more than 0.60 mm) for units 3,4 and 6. The report recommended renewal
of piston crowns of unit 6,3 and 4. The piston crown on Unit no.6 was however not renewed. During the
inspection carried on 26th May 2019 for ascertaining liner crack it was noticed that one piston ring was
also broken. The scavenge air temperature of the no.6 unit increased on 26th May and resulted in an alarm
prior the incident. Localised hot spots generated on the liner surface could have further hastened the liner
wear and tear rate. The breakdown occurred due ‘Inadequate servicing of Equipment/Machinery in
operation’.

On a detailed review of the main engine maintenance history, operating conditions and parameters, the
failure of the cylinder liner could be due to ‘inadequate part substitution/replacement’. The liner fitted
on unit no.6 was an old used liner. Renewal of the old used liner should have been planned on priority.
The main engine operating history shows the scavenge air temperatures to be on the higher side right
from the take-over of the vessel. The main engine was getting starved of air supply leading to poor
combustion causing localised hot spots in the combustion space. To ensure reliable operation, the main
engine requires complete piston and liner overhaul. The manufacturer had recommended piston crown
renewal units 3,4 and 6. The inadequate planning of use, after the initial health check-up of the main
engine depicting various issues with the components and urgent requirement of overhaul, could be the
root cause for the liner failure in service leading to an off-hire of the vessel.

Vessel came under our technical management on 23rd Dec 2017. Health check on the main engine was
carried on 29th December 2017. The manufacturer had recommended piston crown renewal for units 3,4
and 6 due to excessive ring clearance. Excessive piston ring clearances would further cause failure of
piston rings in service causing blow past and localized hot spots on the liner surface. It is thus advisable to
follow manufacturer’s recommendations and renew the piston crowns to avoid such failures in service.

Failure of exhaust valve No 7 due to loss of spring air pressure.

It was found that due to the damage of the exhaust valve guide bush o’ring, there was leakage of spring
air pressure. This caused the engine to slow down. Prior the overhaul the spring air pressure was lesser
than what is required as per the manufacturer’s instructions.

As per manufacturer’s instructions, it is recommended that the spring air pressure should be maintained
from 6.0 to 7.5 bar. It was noted that the spring air pressure (prior the overhaul of No 7-exhaust valve)
was not steady and fluctuating in the range of 4.5 to 5.8 bar. It was confirmed that the seal ring is
damaged once the valve was dismantled, and thus causing the gradual decrease in air spring pressure.
As per the manufacturer’s recommendations for exhaust valve maintenance, the overhaul is to be
carried out every 24,000 to 36,000 operating hours. The RH of the exhaust valve unit No 7 was 10,900,
so the valve was not due for overhaul. The vessel had been taken over from the previous management
in December 2017. During the last overhaul (by the previous management) it is unclear whether the seal
rings had been inspected/renewed. After the incident had taken place, subsequently exhaust valves of
unit nos 1 and 4 were also renewed. It was found that the seal ring (Part No IF 27529) was damaged in
all cases. It is recommended that exhaust valves for all the units be overhauled at the earliest
opportunity, and the seal rings be renewed. This is because it is not clear that the seal rings were
renewed during the last overhaul by the previous management.

(1) The MOC to be carried out as per approved plan and training programs carried out for operating
personnel onboard
(2) Timelines to be adhered to, otherwise new ones to be requested fo

Vessel reported that at 1305 ship’s time (1005Z), 18th Aug 2019, while desludging around 30-40 ltrs of
oil sludge has spilled on deck due to shore hose rupture and some amount of oil sludge (approx 5 ltrs)
has gone overboard. Master informed terminal and agents. Cleanup operations were completed on
deck. Marpol officers came onboard and finally left the vessel. No documentation has been exchanged
so far between the ship and shore wrt this incident. Vessel is at port currently engaged in discharging
operation at KOT terminal Mombasa. ETD Mombasa: 21st Aug. Being followed up through incident
report.

Vessel reported that at around 1715 hrs, hot oil spilled from the pan over to the induction hot plate. The
power to the hot plate was immediately switched off, however the oil in the pan continued to burn. This
was extinguished using the DCP extinguisher. Being followed through incident report.

Good Day

Kindly attach the action plan for the subject MOC and re-submit.

The action plan within the attachment “FW STI WINNIE LAUREN – Monthly Management meeting –
actionab” is the MOC for a different vessel (STI Orchard)

During Discharging at Mombasa Ship staff noted that Scrubber pump mech seal is leaking. Pump stopped and
Scrubber water supplied through Fire pump. Vessel has spare mech seal, however Scrubber pump suction valve is
leaking, so same needs to be blanked for seal change. Repairs planned at convenient opportunity.

After completion of loading of first parcel, it was noted that 100 tons of 91R Reformate was found in No. 6 Stbd
tank (non-nominated tank).As per the terminal request, cargo sample from No.6 Stbd was drawn and analysis of
the same is in progress. As per initial findings, we suspect No. 6 Stbd hydraulic valve malfunction, however
investigation is still in progress. Being followed up through incident report.

Vessel reported Composite Boiler water level transmitter faulty. Found breaker for water level
transmitter & controller tripped and same failed to reset. Spare procurement in progress.

Vessel reported that while discharging at New York, a leak on the port windlass return line caused approx.
5 litres of hydraulic oil to flow out. This was contained on board by the ship staff and completely cleaned
up. Being followed up through incident report.
Vessel reported that during rounds, oil was noted near DG No 1 tray. It was found that FO pressure gauge
was leaking. The DG No 1 was stopped and DG No 2 started. No spray was noted on the exhaust manifold.
Being followed up through incident report.

Vessel reported No 2 Inmarsat-C terminal indicating “Satellite Terminal not found”. Remote trouble
shooting with maker is in progress, a defective cable is suspected. In the meantime, Flag administration
informed and dispensation till 5th October obtained.

While the vessel was discharging a cargo of coal at Taichang in China, shore crane working alongside lost
control and hit the main mast of SBI Tethys. No injury reported and all crew safe. Vessel suffered
significant damages on the main mast which includes, damage to Sat c antenna, X band radar scanner,
FBB antenna and so on. Notification of incident was sent to Class, Insurance, pool and agents.

Vessel reported that while picking up chemical drums (2 nos, 200 litres each), from the jetty to main
deck using port side store handling crane; when lowering the drums on the main deck, pallet rested on
the left foot of the ship personnel. This caused the foot to fracture, being followed up through incident
report.