CARGO, BALLAST AND ENGINE ROOM
CHAPTER VIQ QUESTION
8 Was the inert gas system in use at the time of the
inspection?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 Is the stress and stability information included with
the cargo plan and are any limitations
understood by the cargo watch officers?
8 Is the level of lighting in the pump room adequate?
8 Have senior deck officers had open-water ship to
ship transfer experience within the last 12 months?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Are the P/V valves in good order, inspected and
cleaned as part of a regular maintenance routine and
are there records to support this?
8 Are pressure gauges also fitted to the offshore
manifolds and regularly checked during
the discharge for manifold valve leakage?
8 Is crude oil washing being carried out on this
occasion?
8 Where filter-type respirators have been provided, is
there an adequate system of control in
place?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Are cargo and/or ballast tanks free of sloshing or
other restrictions?
07 February 2007
INSPECTOR REMARK
Vessel was inspected at shipyard before
delivery. IGS was not used.
Cargo tank level monitoring system in the
cargo control room was not in working
condition.
The stress and stability information for the
discharge was not included in the cargo plan.
Cargo pump room entrance light had been put
out the light condition.
Master and C /O had not STS transfer
experience at open water within 12 months.
No cruciform bollards, only lashing eyes were
fitted in line with vapour manifolds. Mooring
bits were arranged with an offset of approx 3m
sideways.
During the inspection of the ship’s Cargo
Containment Area and confirmed by records
held on board in the Ship’s Certificates files, it
was found that the vessel was fitted with
Tanktec Pressure/Vacuum valves, New ISO H
125/V 80, which are reported to be
unacceptable in certain countries.
The pressure gauges on the inactive manifolds
on both the onshore and offshore sides were
found to be closed during discharge operations
Vessel was inspected at shipyard before
delivery. C OW was not carried out at this
port.
The vessel had filter type respirators on board.
They did not have a system for controlling the
use of these respirators
E4.14 - Deck valves hydraulic power pack,
hydraulic valves cabinet - oil leakages
Vapour return manifolds not designed for
operations at SBM, VRM was not painted red/
yellow/red, no ‘closed chock’ fitted at ship’s
side in line with the VR manifold pipelines, no
‘cruciform bollard’ fitted on deck in way of
the VR manifolds and no ‘deck eyes’ in
vicinity on deck.
No closed chock in line with the VRS manifold
No cruciform bollard had been in line with the
VRS manifold.
Please see 8.9. Guidelines were provided for
reducing or minimising free surface effect,
sloshing and stability restrictions.
Page 1 of 18
CHAPTER VIQ QUESTION
8 If a loading computer or programme is in use, is it
class approved?
If a class approved loading computer is not
available, record how stress and stability
calculations are performed.
8 Are manifold pressure gauges fitted with valves or
cocks?
8 Are vapour locks fitted with full depth sounding
pipes?
8 Are sufficient closed fairleads and mooring bitts
provided?
8 Is a log kept of inert gas operations?
8 Are personnel aware of the hazards associated with
tank cleaning after the carriage of volatile products?
8 The secondary venting system was pressure
8 Is the cargo pump room gas monitoring system in
good order and regularly checked?
8 Are all officers familiar with the carriage
requirements for the cargoes on board?
8 Is a written procedure provided for the safe handling
of heavy weather ballast in cargo tanks on
segregated ballast tankers?
8 Is the inert gas system and/or storage and associated
pipework, where fitted, in good
order?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
07 February 2007
INSPECTOR REMARK
Loading computer programme not class
approved, same as 2.15
Manifold back pressure gauges where fitted
without valves or cocks.
Vapour lock were not fitted with full depth
sounding pipes.
There were open mooring fairleads fitted
which were not suitable for STS operations
The log of inert gas operations had incomplete
entries of the last inerting operation.
The Chief Mate reported that cargo tanks were
purged before washing. There was no record
of this in either the tank cleaning log or the IG
operation log.
The tank cleaning records indicated that
during the last tank cleaning and gas freeing
operation the inert gas was not in operation
during washing, neither were the cargo tanks
purged before gas freeing.
monitoring system. It was noted that the tanks
indicated different pressures. Tank 6 stbd
sensor was not working and indicated zero.
PUMP ROOM FLAMMABLE
ATMOSPHERE MONITORING WAS NOT
AS REC OMMENDED BY INDUSTRY
GUIDELINES. THE GAS SENSORS WERE
LOC ATED AT BOTTOM LEVEL OF THE
ROOM ONLY.( OC IMF-AN
INFORMATION PAPER ON PUMP ROOM
SAFETY 1995.)
THE OXYGEN RESUSC ITATOR WAS
NOT READILY AVAILABLE. THE
EQUIPMENT WAS
KEPT LOC KED UP IN THE HOSPITAL
WITH ONLY A FEW PERSONS HOLDING
A KEY.
THE RESUSCITATOR WAS PLACED IN
THE C CR DURING THE INSPEC TION.
No procedures in place for the safe handling
of heavy weather ballast in cargo tanks of
segregated ballast tanks.
The vessel was fitted with positive locking
devices on the IG tank isolation valves. The
key was in the control of the pump man not a
responsible officer.
Page 2 of 18
CHAPTER VIQ QUESTION
8 Are pressure gauges also fitted to the offshore
manifolds and regularly checked during cargo
transfer for manifold valve leakage?
8 Are metal tapes and other gauging or sampling
devices effectively bonded before being introduced
into tanks?
8 Are vapour locks fitted with full depth sounding
pipes?
8 Is the inert gas system including instrumentation,
alarms, trips and pressure and oxygen recorders, in
good order?
8 Are records maintained of equipment maintenance,
including the overhaul of the non-return valve?
8 Are flame screens easily accessible and removable,
in good order and inspected and cleaned as part of a
regular maintenance routine and are there records
available?
8 If stop valves are fitted which permit isolation of
individual tanks from the common venting system,
are they provided with positive locking
arrangements and are the keys under the control of a
responsible officer?
8 Are pressure gauges also fitted to the offshore
manifolds and regularly checked during cargo
transfer for manifold valve leakage?
8 Have senior deck officers had open-water ship to
ship transfer experience within the last 12 months?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Are manifold blank flanges of an equivalent rating to
that of the manifold pipelines?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
07 February 2007
INSPECTOR REMARK
Pressure gauges were not fitted at the off-
shore manifold during the discharge operation.
The earthing (grounding) straps were noted as
being missing from the vessel's three
UTIullaging tapes.
It was reported that the vessel's ullage pipes
were not fitted to the full depth of the cargo
tanks
The inlet mesh on the Inert Gas Plant had been
removed exposing the rotating interal
fanimpeller
It was noted that there was a slight weep of
water from a pipe flange weld after the Deck
Seal unit indicating that the line was corroding
internally.
There was no maintenance routine for the
overhaul of the Inert Gas Non-Return valve
but there was a stenciled notation on the inert
gas pipe that stated that the valve had been
overhauled on 26.October.2006
The vacuum valve flame screens were
accessible but it was noted that on some
valves they had been partially painted over.
There were records of the valves being
'operated and greased' but there were no
records of them having been opened-up,
cleaned and overhauled.
The vessel is fitted with isolating valves in the
Inert Gas supply lines to each cargo tank.
These valves are hydraulically operated and
cannot be locked. The operational status of
these valves is clearly marked in the cargo
control room and the C hief Officer has
positioned a clear notice giving instructions
that these valves are not to be operated
without permission.
Senior officers do not have experience in open-
water ship to ship transfer operation.
No independent cargo tanks overfill Audible
and visual alarm fitted for the cargo tanks.
The VRSM’s were not fitted with cruciform
bollards or enclosed chocks and were not
suitable at SPM’s.
The vapour manifold blanks were of a smaller
plate thickness then the pipelines.
There were no records of checking and
documenting the accuracy of the cargo tank
radar gauging system.
Page 3 of 18
CHAPTER VIQ QUESTION
8 If a loading computer or programme is in use, is it
class approved?
If a class approved loading computer is not
available, record how stress and stability
calculations are performed.
8 Are cargo pipelines tested annually? Cargo pumps,
pipes, highe level alarms etc.
8 Is crude oil washing being carried out on this
occasion?
8 Are manifold pressure gauges fitted with valves or
cocks?
8 Are sufficient closed fairleads and mooring bitts
provided?
8 On vessels with pump rooms, are they free of
evidence of significant leaks from machinery,
pipework, valve glands and instrumentation?
8 Does the P/V breaker appear to be in good order?
8 Are SOLAS secondary venting requirements being
complied with?
8 Is information readily available on maximum
loading rates and venting capacities?
8 Is the stress and stability information included with
the cargo plan; have stability and where applicable,
stress calculations been performed for the current
cargo operation and do the cargo watch officers
understand any limitations?
8 Are sufficient closed fairleads and mooring bitts
provided?
8 Where fitted and in use, is the condition of the cargo
tank heating system satisfactory, is it regularly tested
and is any observation tank free of oil?
8 Is the cargo pump room gas monitoring system in
good order and regularly checked?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Do records indicate that the loading computer is
tested regularly for operational accuracy?
8 are there records indicating that the operational
accuracy of the load computer is tested regularly?
07 February 2007
INSPECTOR REMARK
The loading computer on line function was no
longer operational.
There was no record that the cargo lines were
pressure tested annually or during drydock.
Part discharge only.
Manifold pressure gauge was not fitted with
valve or cock.
The vessel is fitted with open type roller
fairleads forward and aft. Though stell pipes
are fitted on aft rollers these would not
prevent ropes from jumping off the rollers.
Moderate leak was evident at the flange of No.
2 cargo pump discharge line in the pump
room. (SHOULD READ AS BALLAST
PUMP)
The P/V breaker was filled with water only
and not added with an anti-freeze.
The audio alarm of the cargo tank pressure
monitoring system was not working at the time
of inspection.
No information on the venting capacity of the
cargo tank individual high velocity P/V valves
(vent pipe diameter was only 80 mm)
For information not provided with damaged
stability manual.
Vessel was not fitted with sufficient close
fairleads forward for ship to ship transfer
operation.
There was no record that the cargo tanks
thermal heating system was regularly pressure
tested. Vessel was classed as a Asphalt tanker.
Ballast pumproom not fitted with gas
monitoring system
Vapour Return Manifolds not designed for
operations at SBM;
Accuracy check with test conditions in the
stability information booklet of the Excel
programme for draft, trim and stability
calculation has not been carried out.
Accuracy test of loading computer no record
available
Page 4 of 18
CHAPTER VIQ QUESTION
8 Is the vessel fitted with a crude oil washing system?
8 Was the fixed oxygen analyser calibrated
immediately prior to use of the inert gas system?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Is the vessel free of inherent intact stability
problems?
8 If fixed tank gauges are not fitted, are sufficient
portable tapes provided to simultaneously gauge
each tank being worked?
8 Can double hull spaces be inerted?
8 On vessels with pump rooms, are they free of
evidence of significant leaks from machinery,
pipework, valve glands and instrumentation?
8 Is the cargo venting system in a satisfactory
condition?
8 Are flame screens easily accessible and removable,
in good order and inspected and cleaned as part of a
regular maintenance routine and are there records
available?
8 Do records indicate that the loading computer is
tested regularly for operational accuracy?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
07 February 2007
INSPECTOR REMARK
Crude oil washing system / manual was not
approved by Class but tank cleaning system
was fitted.
As clean product handled only, C OW was not
carried out.
There was no record of testing the O2 analyser
prior to IGS use at the port call. The last record
related to the previous port, 5 days earlier. The
electrician stated that he had omitted filling in
the
record sheet after performing the test.
No cruciform bollards were fitted for vapour
line connections. An eyelet with 12 t SWL was
fitted in the vicinity that was used for bunker
hose handling.
The vessel is double hull tanker with wide
centre cargo tanks and no longitudinal
bulkhead on centerline. The vessel has
restrictions on combination of cargo and
ballast tanks that can be slack at any given
time during operations or sailing. These
restrictions were posted in Ship's Office but
Chief Officer did not seem very conversant
with them and maintained that on current
trading pattern with multiple grades and draft
restrictions it was almost impossible to follow
these instructions.
Fixed gauging system float type pulled – no.4
center tank found gauge not working
Double hull spaces are not provided with
inerting facility.
Tank cleaning pump outlet line and tank
cleaning heater outlet line had been repaired
with jubilee clamps
Operating lever of high velocity vent of cargo
tank no. 1 port and 3 port groove had
considerable play and had dropped down to
almost open position
Vacuum relief valve were moderately rusted
and did not show any sign of maintanance
No records of testing loading computer for
accuracy.
Vapour Return Manifolds not designed for
operations at SBM; no closed chocks fitted at
ship’s side in line with the (port & starboard)
VR manifold pipelines and also no cruciform
bollard fitted on deck in way of the VR
manifolds.
Drain on starboard VR manifold consisted of
very small bore pipeline & also noted
pipeline opening (at over the spill tray) was
flattened & near closed as result.
[For information, there were deck eyes & one ‘
2-bitts’ deck bollard fitted in line between
ship’s side & VR manifold].
Page 5 of 18
CHAPTER VIQ QUESTION
8 Are SOLAS secondary venting requirements being
complied with?
8 Have senior deck officers had open-water ship to
ship transfer experience within the last 12 months?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Is the inert gas system including instrumentation,
alarms, trips and pressure and oxygen recorders, in
good order?
8 Is crude oil washing being carried out on this
occasion?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 If fixed tank gauges are not fitted, are sufficient
portable tapes provided to simultaneously gauge
each tank being worked?
8 Was the fixed oxygen analyser calibrated
immediately prior to use of the inert gas system?
8 Are vapour locks fitted with full depth sounding
pipes?
8 Where fitted and in use, is the condition of the cargo
tank heating system satisfactory, is it regularly tested
and is any observation tank free of oil?
8 On vessels with pump rooms, are they free of
evidence of significant leaks from machinery,
pipework, valve glands and instrumentation?
07 February 2007
INSPECTOR REMARK
No secondary ‘full flow’ venting arrangement
fitted to cargo tanks.
[Tanks fitted with individual IG ‘branch line’
& vent stack with ‘breather’ type P/V valves].
Chief Mate had only participated in STS off
Singapore at anchorage in the recent year.
No closed chock and cruciform bitt fitted in
line with vapour return manifolds.
The vapour return manifolds at the port and
starboard side were fitted with drain cockbut
without line connection to the spill tray. There
was no closed chock and cruciform bittsited in
line (2 padeyes fitted were nearly in line with
the manifold).
The fresh air intake for the I.G. system had
been fitted inside the Engine room, just above
the scupper. Suction was being drawn from
within the Engine room spaces only.
Vessel was inspected at shipyard before
delivery. C OW was not carried out at this
port.
Vapour return manifolds not designed for
operations at SBM, no `closed chock' fitted at
ship's side in line with the (port and starboard)
VR manifold pipelines, no `cruciform bollard'
fitted on deck in way of the VR manifolds and
means to drain the VRSM.
Vessel has only 3 UTI tapes and no spare
tapes as the vessel load a maximum of three
tanks simultaneously and the fixed level
gauging system is not in use condition.
Oxygen analyser was last calibrated at the
previous discharge port on 26 Dec. 2006.
The vapour locks were not fitted with full
depth sounding pipes. As per records vessel
had operated with tanks in inert condition
when carrying volatile and static accumulator
cargoes.
The deck steam heating manifold for slop
starboard and 6C were with minor leakage.
The
individual heating coil flange connections for
COT 6C were with heavily wasted securing
bolts.
Four leaks were observed from not fully
tightened flanges / connections in the
Pumproom. Three of these were from the
stripping lines (minor leaks) and the last from
the Pump casing of #3 COP (moderate leak).
Leaks had been stopped prior completion of
the Inspection.
Page 6 of 18
CHAPTER VIQ QUESTION
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 On vessels with pump rooms, are they free of
evidence of significant leaks from machinery,
pipework, valve glands and instrumentation?
8 Is the oxygen content of the inert gas delivery at or
below the permitted maximum?
Record if the oxygen delivery is more than 5% or if
a high oxygen level alarm is not fitted, regardless of
the date of delivery.
8 Are all cargo derricks, cranes and other lifting
equipment properly marked and has periodical
testing and inspection been carried out?
8 Are SOLAS secondary venting requirements being
complied with?
8 Have senior deck officers had open-water ship to
ship transfer experience within the last 12 months?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 Does the P/V breaker appear to be in good order?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 Do records indicate that the loading computer is
tested regularly for operational accuracy?
8 Do records indicate that the loading computer is
tested regularly for operational accuracy?
8 Are all cargo derricks, cranes and other lifting
equipment properly marked and has periodical
testing and inspection been carried out?
8 Are all cargo derricks, cranes and other lifting
equipment properly marked and has
periodical testing and inspection been carried out?
07 February 2007
INSPECTOR REMARK
Vapour return manifolds not designed for
operations at SBM, no‘closed chock’ fitted at
ship’s side in line with the VR manifold
pipelines, no ‘cruciform bollard’ fitted on
deck in
way of the VR manifolds and the ‘deck eyes’
in vicinity on deck were not positioned one
to either side of the line from the closed chock
to the VRSM.
The No. 3 COP was leaking steam condensate
from the deckhead areas in way of driveshaft
penetration. No. 3 cargo pump turbine was
leaking live steam in way of its steamtrunking.
The cargo tank remote temperature gauges for
two tanks wre not showing correct readings.
The remote level gauges for the water ballast
tanks were not operational. Tanks were being
monitored by manual soundings.
The lifting gear annual inspection was
overdue. Last annual inspection was done on
14.12.05
Secondary venting system consisted of Hi jet
PV valves fitted to each tank on the IG branch
line. However the PV valves were not for full
flow venting but only to allow for thermal
variation.
The ship and staff had not been engaged in
STS in recent years.
The SAAB SUM 21 fixed level gauge for
COT No.1, 2, 3 and 5 were faulty and
unreliable.
The No. 3 COP was leaking steam condensate
from the deckhead areas in way of drive
shaft penetration. No. 3 cargo pump turbine
was leaking live steam in way of its steam
trunking.
No maintenance record maintained for the
flame screen as fitted at the top opening to the
P/V breaker.
The no. 2 S WBT Level gauge was out of order
The testing for operational accuracy of the
Loading computer was last carried out ten
months ago.
Loading computer test data approved by Class
not on board.
The safety latch on the lifting hook for the
provisions crane was broken.
There were no certificates attesting to load
tests for any of the vessel's lifting equipment.
The port Provisions crane was not marked
with a SWL.
Page 7 of 18
CHAPTER VIQ QUESTION
8 Is the inert gas system and/or storage and associated
pipework, where fitted, in good
order?
8 Is the oxygen content of the inert gas delivery at or
below the permitted maximum?
Record if the oxygen delivery is more than 5% or if
a high oxygen level alarm is not fitted, regardless of
the date of delivery.
8 Are Material Safety Data Sheets (MSDS) on board
for all the products being handled and are all officers
familiar with their use?
8 Do the readings on the local, bridge and cargo
control room oxygen and pressure recorders, where
fitted, agree?
8 Are all cargo derricks, cranes and other lifting
equipment properly marked and has periodical
testing and inspection been carried out?
8 Are manifold pressure gauges fitted with valves or
cocks?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 Have senior deck officers had open-water ship to
ship transfer experience within the last 12 months?
8 Is the cargo pump room gas monitoring system in
good order and regularly checked?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Are the following, where fitted, in good order and is
there recorded evidence of regular testing?
8 If the vapour return manifolds are designed for use
at single buoy moorings, do they comply with
requirements?
8 Are SOLAS secondary venting requirements being
complied with?
8 Do tank hatches, tank cleaning apertures and
sighting ports appear to be liquid and gas tight?
07 February 2007
INSPECTOR REMARK
Inert Gas Deck Seal had numerous doublers
welded to it.
Noted that the Oxygen content within the
Deck line as measured with portable meters
was 7 %. The fixed detector displayed 3.0% at
this time.
No MSDS(material safety data sheet) for last
bunker operation was retained on board.
Noted that the Oxygen content within the
Deck line as measured with portable meters
was 7%. The fixed detector displayed 3.0% at
this time.
SWL was marked only starboard side of Hose
handling C rane and Provision C rane.
All pressuer gauges as fitted outboard or cargo
(port/starboard) manifolds valves, were
without `stop cock' (block valves) arrangement.
There was no formal record of cargo tank high
level alarm tests at regular intervals
being maintained.
Master and Chief Officer have had no 'Open
water' STS experience in the past 12 months.
The audible / visual alarms for the fixed Gas
detection system inside the Pumproom was in-
operational.
The ships VRM did not comply with OCIMF
recommendations in respect to SBM
operations as the vapour manifoild was not
equipped with a closed chock at the ships side
and a cruciform bollard in line with the
manifold
Cargo tank's high(95%) and overfill(98%)
alarm system was integrated with fixed tank
level gauge system,not of independent system.
As well as neither outer visual/audible alalrm
nor local test proof are available on deck.
Vapour return manifolds were fitted but there
was no closed chock in line with the manifold
fitted at the vessel side, nor cnrxifix fittings.
The Master advised that this was the original
design of the vessel.
The fix tank gauging system included a cargo
tank pressure sensor and alarm system. The
settings for the alrarms were +2,277 mmwg
and -1,000 mmwg, well in excess of the relief
pressure of the p/v ,valves at +1,400 mmwq
and -350 mmwq.
There was cargo weepage from No. 1 Port and
No. 5 Stbd cargo tank hatch lid packing.
Page 8 of 18
CHAPTER VIQ QUESTION
8 Are all cargo derricks, cranes and other lifting
equipment properly marked and has periodical
testing and inspection been carried out?
8 If stop valves are fitted which permit isolation of
individual tanks from the common venting system,
are they provided with positive locking
arrangements and are the keys under the control of a
responsible officer?
9 Is mooring equipment marked with its SWL?
9 Are pedestal fairleads, roller fairleads and other
rollers well greased and free to turn and are bitts and
chocks free of grooving?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Are mooring winches in good order?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Do all mooring ropes and where fitted, mooring wire
tails, meet OCIMF guidelines?
9 Do brake linings, drums and pins appear to be in
good order?
9 Are emergency towing arrangements readily
available for deployment forward and aft?
9 Are mooring winches in good order?
07 February 2007
INSPECTOR REMARK
Engine room crane (S.W.L. 6.75 tonnes) was
last load tested on 2nd December 2005 and
due for annual inspection by class surveyor.
IG inlet/vent lines were fitted with isolating
valves which were chained and padlocked.
Master keys for the padlocks were kept by the
Chief Mate, the Pumpman and the duty AB.
This did not constitute a system with the keys
under the control of a responsible officer. A
key board was provided in the cargo control
room, with individual keys for each padlock,
but the system was not used.
SWL markings on deck bitts, fairleads,
universal fairleads & bow chain stoppers were
painted marks & not ‘beat weld’ type marks.
CLOSED C HOC KS FORWARD AND AFT
WERE WITH MODERATE/ DEEP
GROOVING
The pick-up line could only be led to the
winch drum via 2 pedestal fairleads with
change of angles of approximately 165
degrees at each.
The pick up rope had to be led from the bow
stopper via a pedestal and fairlead roller to a
winch drum at acute angles.
The vessel was fitted with a single SBM
stopper, rated at 200 tonnes swl but the was
no direct lead to the windlass drums
There bow stopper did not meet OCIMF
recommendations for SBM operations the
distance from the stopper to the roller fairlead
was about 1.5 meters.
There was no direct lead from the bow stopper
to a winch storage drum for an SBM pick-up
hawser. There was a lead via a pedestral roller
with an acute angle to the warping drum only
of a winch.
Most of in use mooring wires were
constructed of 6 x 36(WS) + Fibre C ore
rather than
IWRC material as recommended by ISGOTT
mooring guideline.
Port mooring winch aft warping drum cheeks
have trimmed down considerably
The forward emergency towing chain was
heavily corroded with thick rust scale.
Winch controls were not marked with heave
and slack directions.
Page 9 of 18
CHAPTER VIQ QUESTION
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Is mooring equipment marked with its SWL?
9 Do all mooring ropes and where fitted, mooring wire
tails, meet OCIMF guidelines?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Is mooring equipment marked with its SWL?
9 Are certificates available for all mooring ropes and
wires?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Are mooring winches in good order?
9 Are mooring winches in good order?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Are pedestal fairleads, roller fairleads and other
rollers well greased and free to turn and are bitts and
chocks free of grooving?
9 Are mooring wires, ropes and synthetic tails in good
order?
9 Are certificates available for all mooring ropes and
wires?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
07 February 2007
INSPECTOR REMARK
The vessel was equipped with 1 bow stopper
for SBM's. The pick up line involving an
acute angle led to the winch drum via 2
pedestal rollers..
Part of the mooring gear SWL was not weld
bead outlined.
The MBL of the tails (784 KN) exceeded the
recommended value of 25%compared to the
MBL of the wires (MBL wires 421 KN).
The SBM chain pick up rope has to be turned
around two rollers (1 x pedestal + 1 x bow
fairlead) before reaching the fixed drum of
mooring winch on port side. The rope would
make almost reciprocal angle on the fairlead
roller.
SWL was stenciled on mooring fittings but
was not bead welded.
Certificates for the mooring ropes and wires
were not available on board.
The pick up rope from the bow chain stopper
did not lead direct to the winch drum but via
two
pedestal rollers.
Observed steam leaking moderately from the
steam chest of all forward mooring winches
and spring winches. The underside of the
steam chest for the spring winches was heavily
corroded and steam leaking from the gasket
connection.
The mooring winches brake drums outer edge
raised section was wasted.
The vessel had two SPM’s each requiring two
roller leads to the storage drum. The inner
roller lead of each SPM to the storage drum
was an acute angle not in compliance with
industry recommendations.
Two roller leads for the mooring winches
located on the tank deck were frozen.
One nylon tail located on the starboard side
forward was excessively ragged.
Survey certificates for all mooring wires
showed a higher MBL than the MBL used in
the winch brake testing calculations. On
reviewing the mooring wire and mooring tails
certification, it was not clear which wires and
tails were fitted to which winch.
The SPM mooring arrangement required the
lead through the bow stopper to pass round 3
pedestal leads at an acute angle before leading
to the storage drum.
Page 10 of 18
CHAPTER VIQ QUESTION
9 Is mooring equipment marked with its SWL?
9 Are the fire wires of appropriate size and do they
conform to OCIMF recommendations?
9 Is there a policy in place for the testing of winch
brakes and are the results recorded?
9 Is there a policy in place for the testing of winch
brakes and are the results recorded?
9 On split drum winches are all the lines made fast
with no more than one layer on each tension side of
the drum?
9 Are mooring wires, ropes and synthetic tails in good
order?
9 Do brake linings, drums and pins appear to be in
good order?
9 Is mooring equipment marked with its SWL?
9 Are emergency towing arrangements readily
available for deployment forward and aft?
9 Do brake linings, drums and pins appear to be in
good order?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Are mooring winches in good order?
9 Is mooring equipment marked with its SWL?
9 Do all mooring ropes and where fitted, mooring wire
tails, meet OCIMF guidelines?
07 February 2007
INSPECTOR REMARK
The SWL of the mooring chocks and fairleads
is not clearly marked with the weld bead
outline. It was stencilled with paint.
The fire wires on board were of fibre core
construction.
The vessel has been testing and measuring the
rendering point of the winch brakes annually
as per the OCIMF Guidelines and the
operating company's procedures.
However, the indicators fitted by the vessel to
try and facilitate the application of the correct
torque to attain the correct rendering point had
been mounted in such a manner that they
would stop the application of the correct
torque once the brake bands had begun to
wear.
The vessel was conducting winch brakes tests
as required with a hydraulic jack. However,
the winches were single drum and the test
calculations were based upon a single layer on
the drum.
Mooring winches did not have split drums.
The vessel was fitted with both wires and soft
ropes on fixed winches. However, the
breaking strength of the lines varied by 30
tons: Wires BS 50 tons and Rope 82 tons.
Winch brake drums had corrosion and surface
breakdown reducing the contact area with the
brake lining
Mooring equipment was not permanently
marked by bead welded figures, but painted on
only.
The emergency towing arrangement operating
instructions were not posted on the bridge.
The brake band of the centre winch on the
poop deck is badly corroded and its
crosssectional
area greatly reduced.
The lead to each of the winch storage drums
require the use of one pedestal roller. The
angle of lead at each of the pedestal rollers
was acute
Two of the mooring winches were found to be
in gear
SWL of mooring winches were painted. They
were not permanently marked by weldings
One nylon tail located on the starboard side
forward was excessively ragged.
Page 11 of 18
CHAPTER VIQ QUESTION
9 Are mooring wires, ropes and synthetic tails in good
order?
9 Are all powered mooring lines secured on brakes
and are the winches out of gear?
9 Is mooring equipment marked with its SWL?
9 Is single point mooring (SPM) and associated
equipment fitted to OCIMF recommendations?
9 Is mooring equipment marked with its SWL?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
9 Are bitter end securing arrangements unobstructed
and outside the chain locker?
9 Are the emergency towing-off wires properly rigged
to meet terminal requirements?
9 If the vessel is equipped for mooring at single point
moorings, can the pick-up hawser be led to a winch
storage drum rather than the warping drum end and
without the use of one or more pedestal fairleads
involving an acute angle of lead?
11 Are oil mist detectors fitted in hydraulic aggregate
pump compartments?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Are detailed bunker transfer instructions available?
11 Are diesel engine high and low pressure fuel
delivery pipes adequately jacketed or screened?
11 Are the arrangements for the provision of heading
information adequate?
11 If the machinery space is certified for unmanned
operation is it being operated in that mode?
11 Are emergency steering gear changeover procedures
clearly displayed in the steering compartment and in
the wheelhouse?
07 February 2007
INSPECTOR REMARK
Tipto multiplat mooring rope on forward
winch found with localized damage to outer
covering and deep into its inner strands. Rope
in this respect should be repaired or replaced.
Observed the engaging and disengaging gear
for the forward spring mooring winch was in
engage position and unable to disengage the
gear as the gear was seized in engage position.
Mooring equipment was not marked with its
SWL by weld bead outline.
SPM and associated fitted not according to
OCIMF recommedations
The SWL was marked, (stencilled) on the
mooring bitts, chain stoppers and mooring
winches only, but not by welded bead outline.
The pick-up rope from the bow chock through
the chain stopper went straight to the
pedestal fairlead located at aft of the winches
(as seen from forward) and turned back at
acute angle to the inner winch drum of the
opposite side.
No bitter end securing arrangements outside
the chain lockers.
C1.13 - Aft emergency towing off wire (fire
wire) is not properly rigged - slack on deck
The pick up line for SBM operations could
not be lead to the storage drum without using
multiple fairleads at acute angles of lead
The emergency diesel generator was fitted
with 2 battery sets, but no spare starter motor
was
available onboard.
No. Bunker transfer checklists had been used
to cover sludge / bulk lub oil transfers this
port.
FO Purifier pump was diserved not free from
obvious shaft gland leaking.
The gyro repeater compass at the emergency
steering position was without light. It waslater
rectified.
Vessel was classed for UMS operations, but
was being operated manned.
Steering control block diagramme with
drawing in wheelhouse was not readily
displayed.
Page 12 of 18
CHAPTER VIQ QUESTION
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Are records maintained for the regular inspection
and testing of lifting devices?
11 Is all moving machinery provided with effective
guards where this presents a hazard?
11 Are purifier rooms and fuel and lubricating oil
handling areas ventilated and clean?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are records maintained for the regular inspection
and testing of lifting devices?
11 If the machinery space is certified for unmanned
operation is it being operated in that mode?
11 Are the duties of the watch-standing officers and
ratings clearly defined?
11 Are switchboards free of significant earth faults?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
07 February 2007
INSPECTOR REMARK
No spare `starter motor' available for the
emergency generator. (for information,
starting of emergency generator was by means
of single `starter motor' which was powered by
1 or 2 banks of batteries.
Annual inspection of engine room overhead
crane had been overdue and not carried out yet.
The guard for the 2 Stbd. Cargo pump shaft on
main deck was observed missing. As per
Master it was lost during heavy weather in last
voyage.
Fuel handling area was locally oily in the save
alls and one pump was slightlyleaking.
No spare ‘starter motor’ available for the
emergency generator. (for information,
starting of
emergency generator was by means of single ‘
starter motor’ which was powered by 1 or
2 banks of batteries).
The major refurbishing of the exhaust gas
economiser was in progress for the last 20days
by shore technicians and significant amount of
work remains outstanding.
The alarm printer in the engine control room
was with garbled printouts. The data
loggerprinter was reported not in used for a
long time.
The scrubber tower flue gas inlet trunk casing
was holed at two locations due to corrosion.
One of the Aux engine (generator) was not in
operations. The Bow thruster though fitted
could not be used
Main engine response was incorrect. The
ahead order resulted in astern movement.
One working air compressor was under
repair.Two generators showed slight oil
leakages.Fresh water heater for
accommodation was leaking seriously.Steering
gear was locally oily.
No procedure had been place for the
inspection of the portable lifting equipment
such as
chain blocks.
The engine room was certified for UMS, but
was presently manned, due to vessel's age.
The engine room was certified for UMS, but
was presently manned, due to vessel's age.
Noted 220 V main switchboard earth fault of
0.2 Mohm.
Observed heavy oil floating in main engine
piston cooling water tank.
Page 13 of 18
CHAPTER VIQ QUESTION
11 Is the bilge high level alarm system regularly tested
and are records maintained?
11 Is a planned maintenance system being followed and
is it up to date?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Are there adequate procedures to prevent
uncontrolled entry into the engine room?
11 Are seawater pumps, sea chests and associated
pipework in a satisfactory condition and free of hard
rust and temporary repairs, particularly outboard of
the ship-side valves?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Is an inspection and maintenance programme in
place for other lifting equipment such as wire slings?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Is all loose gear in the machinery spaces, stores and
steering compartment properly secured?
11 Is an inspection and maintenance programme in
place for other lifting equipment such as wire slings?
11 Are records maintained for the regular inspection
and testing of lifting devices?
11 Do records indicate the regular testing of emergency
equipment?
11 Does the operator subscribe to a fuel, lubricating and
hydraulic oil testing programme?
07 February 2007
INSPECTOR REMARK
No record of test for the bilge alarm.
Computerised ‘planned maintenance system’
(PMS) onboard had been developed by
Company but was not formally endorsed by C
lass.
There was a small clamp patch on the heat
exchanger for the jacket cooling water system.
The patch was on the inlet side at the flange. It
had been noted by the C E and was to be
repaired at the first opportunity.
The vessel operated in the UMS mode at sea
and was manned by an engineer and oiler in
port. However, the engine room entrances did
not have any post warnings about UMS period
of operations and the UMS procedures posted.
a)Sea water outlet line to the jacket cooling
system was soft patched.
b) L.O. cam shaft cooler end cover was soft
patched.
The emergency generator was fitted with 2
banks of batteries but there was no spare
starter motor. The Chief Engineer advised that
a request for a spare motor would be
submitted to the company.
Found three wire slings that were damaged
with broken wires and flattened areas and one
with a kink in the wire. The slings were
removed from service.
Emergency generator started by two banks of
battery and not provided with spare starter
motors.
In inert gas flat there were two spare
calibration gas cylinders that were lashed with
small fibre line that could chaff through.
No detail inspection record of all engine room
wire slings only had recorded inspection of
wire sling for the engine room overhead crane
in the engine log book.
No detail inspection record of all engine room
chain blocks, only had recorded inspection of
chain block for the engine room overhead
crane in the engine log book.
a) No records of testing the main engine fuel
leak detection alarm.
b) No records of testing the steering gear
reservoir tank’s low level alarm.
L.O. analysis report dated 6th December 2006
for Auxiliary Engine no.1 & 2 reported
contamination is higher than normal and is
recommended that the whole oil charge to be
renewed. C hief Engineer reported that the oil
charge for number 1 Auxiliary Engine had
been changed on 9th December 2006 and had
planned to change no.2 Auxiliary Engine oil
charge on departure this port.
Page 14 of 18
CHAPTER VIQ QUESTION INSPECTOR REMARK

11 Is the level of lighting in all areas of the engine room There were 3 light fixtures in the lower engine
satisfactory? room with the plastic covers broken or held in
place with tie wraps or baling wire.
11 Are machinery spaces and steering compartments There were a number of small leaks about the
clean and free from obvious leaks and is the overall engine spaces including steam leaks at valve
standard of housekeeping and fabric maintenance stems and fuel leaks on the main engine
satisfactory?
11 Are machinery spaces and steering compartments There were areas of oil soaked lagging in the
clean and free from obvious leaks and is the overall engine room at the main and auxiliary engines.
standard of housekeeping and fabric maintenance
satisfactory?
11 Is all electrical equipment including junction boxes Observed two explosion proof lights inside the
and cable runs in good order? forward bosun store with missing securing
bolts.
11 Is a planned maintenance system being followed and Planned maintenance system not available
is it up to date?

11 Is all loose gear in the machinery spaces, stores and Majority of the Floor Plates in the Engine
steering compartment properly secured? room were not nut screwed down

11 Are main engine bearing temperature monitors, or
the crankcase oil mist detector, in good order?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 If the machinery space is certified for unmanned
operation is it being operated in that mode?
11 Are concise starting instructions for the emergency
generator clearly displayed?
The main engine oil mist detector had been
dismantled nad reportedly sent ashore for
servicing. It has not yet been returned to the
vessel.
10.The emergency generator was fitted with
two banks of batteries and an electric starter.
The vessel did not have a spare starter motor
on board.
Engine Room was operating in the manned
condition due to problem with boiler water
level
and must be regulated manually.
Emergency generator operating instruction
were not displayed.

11 Are emergency escape routes clearly marked, Emergency Escape Route in Engine Room
unobstructed and adequately lit? were not clearly marked.

11 Is a planned maintenance system being followed and
is it up to date?
11 Is deck insulation provided to the front and rear of
medium power (i.e. 220V and above) electrical
switchboards and is it in a satisfactory condition?
11 Are chemicals properly stowed and are Material
Safety Data Sheets available?
11 Are switchboards free of significant earth faults?
The vessel was delivered on 14.11.2006. The
Planned maintenance was yet to be placed
and implemented on board.
Insulation rubber mat was not placed in front
of following starter(440V).
1)Bosun store Group starter.
2)Fire station Group starter.
3)Steering room starter.
THE ENGINE ROOM CHEMIC ALS WERE
STOWED IN AN OPEN, UN PROTEC TED
LOC ATION
IN THE STEERING GEAR ROOM.
Very low insulation (0.2 Mega ohms) noted
on the 100 V panel in the Engine room.

11 Are concise starting instructions for the emergency No spare starting motor provided for the
generator clearly displayed? Emergency Generator. Generator relied on
only 2 battery packs for starting.

07 February 2007 Page 15 of 18

CHAPTER VIQ QUESTION
11 Is an engineer’s call alarm fitted and is it in good
order and tested regularly and the results recorded?
11 Is a planned maintenance system being followed and
is it up to date?
11 Is the steering compartment fitted with suitable
handrails, gratings or other nonslip surfaces?
11 Is a planned maintenance system being followed and
is it up to date?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Is the vessel provided with adequate operator’s
instructions and procedures?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Is a planned maintenance system being followed and
is it up to date?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 Are seawater pumps, sea chests and associated
pipework in a satisfactory condition and free of hard
rust and temporary repairs, particularly outboard of
the ship-side valves?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are detailed bunker transfer instructions available?
07 February 2007
INSPECTOR REMARK
Engineer's call alarm failed to activate even
after 10 minutes of non-acknowledgement of
an UMS alarm.
PMS had not been installed on board as yet.
The ships steering flat had a painted steel deck
and no there were no raised gratings present.
Although Non slip painted walkways were
observed access to the emergency sterering
position would prove difficult in the event of a
significant hydraulic oil leakage.
While the ship has established a number of
ongoing maintenance routines a
comprehensive structured or class approved
PMS was not in place.
Steam boiler has a leaking steam gland on the
boiler surculating pump valve.
Procedure for rescue of person suffered with
electric shock were not posted the main
switchboard in engine room compartment.
Economiser was not in operational condition.
[Reported repairs had been carried out during
recent docking & minor works still in hand &
economiser expected to be operational
sometime in December 2006].
Domestic hot water system return line repaired
with jubilee clamp
Water leaking from main seawater cooling
pump seal.
Water leaking from boiler feed pump no. 1 seal
Planned Maintenance system was not class
approved
Spare starter of emergency generator not on
board.
Pipe at bilge level in engine room noted with
moderate rust
Moderate oil leakages were noted from all
three Aux engines.
Last bunkering plan was not prepared – no
record available
Page 16 of 18
CHAPTER VIQ QUESTION
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are hot surfaces, particularly diesel engines, free of
any evidence of fuel, diesel and lubricating oil?
11 Are seawater pumps, sea chests and associated
pipework in a satisfactory condition and free of hard
rust and temporary repairs, particularly outboard of
the ship-side valves?
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Are purifier rooms and fuel and lubricating oil
handling areas ventilated and clean?
11 Are hot surfaces, particularly diesel engines, free of
any evidence of fuel, diesel and lubricating oil?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are seawater pumps, sea chests and associated
pipework in a satisfactory condition and free of hard
rust and temporary repairs, particularly outboard of
the ship-side valves?
11 Is an inspection and maintenance programme in
place for other lifting equipment such as wire slings?
11 Are concise starting instructions for the emergency
generator clearly displayed?
11 If the machinery space is certified for unmanned
operation is it being operated in that mode?
11 Are there adequate procedures to prevent
uncontrolled entry into the engine room?
11 Is the steering compartment fitted with suitable
handrails, gratings or other nonslip surfaces?
11 Are bilges free of oil, rubbish and sediment?
07 February 2007
INSPECTOR REMARK
E2.23 - Steering gear - Oil leakage
There was patches of oil soaked lagging to be
found at various locations in the engine room
especially in the vicinity of the main engine
and the sludge pump.
Moderate leak was evident on the gland
packing of the GS / Fire pump and also of the
aircon
cooling water pump.
Inspector Observations
Reference above 11.22 - Oil stains were
evident on the after part of the casing of the
diesel generators owing to slight leak of the
lubricating oil system.
Reference above 11.23 - The main engine fuel
oil supply pumps (two) in the purifier
room were leaking at the gland packing.
The main engine fuel oil supply pumps (two)
in the purifier room were leaking at the
gland packing.
Oil stains were evident on the after part of the
casing of the diesel generators owing to
slight leak of the lubricating oil system.
Cascade tank slight glass was opaque/ without
lighting
Several sea water pipes observed with leakage
Inspection record for chain block and wire
sling not maintained
The emergency diesel generator was fitted
with 2 sets of starter batteries, but no spare
starter motor was onboard. A spare starter
motor was on order.
The Engine room watches were unmanned,
(Comment should be manned)
The vessel certified as UMS but operator
insisted to operate manned for cree to familiar
with equipment
The immediate area around thesteering gear
has been fitted with floor gratings and
handrails. However, the general access to this
protected area has not been fitted with gratings
or handrails.
Some areas of the bilges were noted as being
dirty.
Note: The design of these areas of the bilges is
such that they are very difficult to access.
Page 17 of 18
CHAPTER VIQ QUESTION
11 Are machinery spaces and steering compartments
clean and free from obvious leaks and is the overall
standard of housekeeping and fabric maintenance
satisfactory?
11 Do engine room machine tools have adequate eye
protection available?
11 Are the main switchboard, alternators and other
electrical equipment satisfactorily protected from
water spray?
11 Are engine room emergency stops and shut offs
clearly marked and do records indicate that they
have been regularly tested?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are diesel engine high and low pressure fuel
delivery pipes adequately jacketed or screened?
11 Are detailed bunker transfer instructions available?
11 Is the dead man alarm system, where fitted, in good
order and used as required?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
11 Are switchboards free of significant earth faults?
11 Is a planned maintenance system being followed and
is it up to date?
11 Are the following, where applicable, all in good
order and do they appear to be well maintained?
07 February 2007
INSPECTOR REMARK
The upper areas of the engine room were
noted as being very dirty and coated in soot.
The general standard of housekeeping in the
engine room was poor with old equipment
andempty containers being stored at various
locations around the engine room.
1. The engine room lathe has been fitted with
a fluorescent light which is not suitable for use
with rotating machinery.
2. The gap between the tool rests and the
grinding wheels on several of the vessel's
grinding wheels was excessive and needed
adjusting.
The sea water cooling pipes for the engine
control room air conditioning unit are located
behind the main switchboard without any
protection being provided in the event of these
pipes failing.
No record of test for the emergency stops for
ventilation fans and fuel pumps.
Minor exhaust gas leakage from No. 2 Aux
Engine exhaust cracked bellows.
M/E fuel Injector of unit No. 4 was observed
leaking. The used proximity area next to the
unit was observed oily and stained.
No MSDS had been delivered during recent
bunker supplies at the builders’ yard in Japan.
There was no dead man alarm fitted.
E4.4 - Purifiers bilge - leakages
E3.40 - Auxiliary Boiler fuel pumps - fuel oil
leakages (corrected before the operation
permit was issued)
E3.16 - Fresh water boiler is leaking and the
insulation is heavily damaged
E3.12 - Main Switchboard - 220V insulation
monitor (megohmmeter) is not working
The planned maintenance system was not fully
implemented
No.3 cylinder temperature gauge of No.2
D/generator was broken down condition.
Page 18 of 18