SIRE inspection observations during the 3rd Quarter 2016

Chapter 2

• As per Class Survey Status , Vessel had one outstanding recommendation note stated that Liquefied Gas Liquid Heater is out of use.

• Internal ISM audit finding (NC-1/5) was closed with crew training in line with company -vessel agreed corrective-preventive action, but no training record was presented to the inspector for evidence

Chapter 3

• Reviewed the Work and Rest Hours records and noted that Master had 3 days of rest hours less than 10 hours in column of Hours of Rest in any 24 hour period.

Chapter 4

• Regular gyro and magnetic compass errors were taken by using celestial bodies only, the transit mark was not used for checking errors of them while the vessel was engaging coastal sailing.

• Following publication was not available on board;

• • Bridge procedure guide 5th edition. (4th edition was available) - MARPOL annex VI.
• • ITU manual in CD format for List V (edition 2013) was an old edition.

• The duty officer was not aware of CATZOCs meaning.

• Aft anchor light was tested and found working satisfactory during inspection. However, this anchor light was found with tapes at the base of its casing. Visibility of this light was not affected.

• There was no any evidence for performance of the echo sounder tested on all ranges and scales to verify recordings against depths shown on the chart.

Chapter 5

• On checking the Enclosed Space Entry drill records, it was found that the drills had been all table top exercises and not a physical drill. These drills are sent back to the operators for review and no comments have been made.

• The SOLAS Training manual did not have information about the illumination of boarding areas for rescue craft as per SOLAS Ch III Reg 35.3.7. The lights as required by SOLAS ChIII Reg. 11.4 are provided. Suitable information and diagrams were entered in the manuals before the inspector left the vessel.

• Lifebuoys were random checked and found their foam filling hole not sealed, this might lead to filling of sea water when used and therefore to a loss of buoyancy.

• During inspection three B.A sets bottles, fitted inside the safety locker on port side main deck, were checked and noted their pressure around 175-178 bars more than 10% less of the maximum pressure of 200 bars.

• One lifebuoy was found with superficial crack and located on aft starboard side lifeboat deck.

• The underside of the starboard side accommodation ladder including the outboard side of the gangway securing posts was corroded to about 50% of its surface area.

• Fire flaps for funnel of engine room were not clearly marked with IMO symbols

• Slight oil leakage was observed on port lifeboat electric motor gearbox.

• One loop of the grab line on starboard side of the port lifeboat was found broken.

• One limit switch of the port lifeboat davit was found out of order. Observation rectified before inspector left the vessel.

• It was observed that a few pieces of gratings provided on the catwalk ran over the tank domes were corroded and wasted.

Chapter 8

• The safety latch on the hooks at Deck crane and provision crane were not working properly due to broken/not working spring at the latch.

• The vessel had restrictions due to U shaped ballast tanks. The mentioned ballast tanks were to be either full or empty.

• Cargo hold was seen from main deck through aft hatch dome and noted excessive amount of water in the after section and the centre bilge was filled with water.

• Cargo tank high level and overflow alarms were tested before starting the discharge operations. Only visual light was seen and audible alarm was weak and did not hear from main deck.

• The cargo handling crane located in the midship central line was found with no High hydraulic pressure flexible hoses spare parts set.

• On LPG Carrier, On board were available only 4 non gas tight suits.

• The last analysis certificates of Dry Chemical Powder system or there is no any records on board to proof that the fixed dry chemical powder system sample has been tested for moisture content within two years period according to IMO MSC.1/cir 1432.

Chapter 9

• It was noted that there was marine growth around the area of the waterline almost over the entire length of the hull.

• Both Port and Starboard fore runner anchor cables, from joining shackle on gypsy to anchor joining shackle were found to have some links with studs missing or misaligned from joints cracking.

• One Galvanized Steel Mooring Wire on mooring winch M3A located on main deck starboard side forward of accommodation was observed parted at eye where tail rope was connected by Mandal shackle.

• Total 8 mooring winches with split drums were fitted on board and they were in use, however about 3 layers mooring ropes were found in split drums of all mooring winches.

• Both side guillotine bars were not able to be secured when anchors in housed.

Chapter 11

• Engine room was certified UMS by Class however reported always manned. It was reported not reliable due to the age of the ship.

• There was provision in steering gear room for a gyro repeater. However, repeater was not in position.

• The electric grinding machine in work shop was found with one of two disks for grind totally wearied.

• The screws of the engine room bottom floor plates were mostly missing and plates were moving while walking on top it.

• One of the exit doors from the engine control room was lashed shut. This door was marked with an emergency exit symbol. The lashing was removed after the inspector pointed it out.

• The generator located on the port side bottom platform had a small fuel leak from the shaft seal.

• The nuts to the engine room bilge tank manhole cover had been loosely put on to the studs, so the cover was loose and the tank not water tight.

• It was noted that all sea water pumps (Total 14 nos) with vertical shafts located in the engine room bottom platform were observed without any effective guards.

• Total 4 corrections by overwritten method were observed in engine log book, the original information were not legible.

• Temporary repair (Soft patch) was observed on M/E Fresh Water Cooler SW inlet flange.

Chapter 12

• Over 6.80 meter drafts, Bulbous bow sign and Bow thruster markings were not painted in a contrasting colour on both side of the vessel.

• Ships hospital was occupied by the new joining crew during inspection.

• Some vents and fire flap were not marked to indicate the spaces they serve, details as follows:

• • 1.Two engine room ventilation fans located on funnel deck.
• • 2.One fire flap near emergency generator room.

• Nuts and bolts on hydraulic pressure and return lines to mooring winches were observed as heavily corroded at various locations on main deck.

• The port side hull had greenish marine growth throughout the length of the hull below the 5.5 meter draft mark.

• The ship side was found with excessive coating break down all around ship and this area was with isolated light rust spots. These were from water line to a draft of 6.7 meters (close to summer load line). Also, under water visible through the water was light marine growth.