YAS

74 SOLAS (2014) III/20.2 BEFORE A SHIP LEAVES PORT AND AT ALL TIMES DURING THE VOYAGE, ALL LIFESAVING APPLIANCES, SHALL BE IN WORKING ORDER AND READY FOR IMMEDIATE USE. PSCO OBSERVED FORWARD ESCAPE HATCH ON PORT SIDE RESCUE BOAT NOT AIR OR WATER TIGHT WHEN SECURED.

74 SOLAS (2014) III/31.1.7 OIL TANKERS, CHEMICAL TANKERS AND GAS CARRIERS CARYING CARGOES HAVING A FLASH POINT NOT EXCEEDING 60*C (CLOSED-CUP TEST) SHALL CARRY, IN LIEU OF TOTALLY ENCLOSED LIFE BOATS, COMPLYING WITH THE REQUIREMENTS OF SECTION 4.6 OF THE CODE,FIRE-PROTECTED LIFEBOATS COMPLYING WITH THE REQUIREMENTS OF SECTIONJ 4.9 OF THE CODE. A LIFEBOAT WHICH HAS A WATER SPRAY FIRE-PROTECTION SYSTEM SHALL COMPLY WITH THE FOLLOWING: WATER FOR THE SYSTEM SHALL BE DRAWN FROM THE SEA BY A SELF-PRIMING MOTOR PUMP. IT SHALL BE POSSIBLE TO TURN "ON" AND TURN "OFF" THE FLOW OF WATER OVER THE EXTERIOR OF THE LIFEBOAT. PSCO OBSERVED WATER SPRAY SYSTEM NOZZEL WASTED AND DISCONNECTED FROM THE EXTERIOR SHELL OF STARBOARD SIDE LIFEBOAT.

Each cargo tank of a tankship must be equipped with an intrinsically safe high-level alarm and overfill alarm. The high level alarm must alarm before the tank overfill alarm. Vessel's #5 port and starboard high and overfill alarms found installed in reverse, overfill alarm, then high level. 46 CFR 39.2007(c)(1)

When table 1 refers to this section or requires a cargo to have a closed gauging system the cargo's containment must have a high level alarm that gives an audible and visual alarm that can be seen and heard on the open deck. Vessels audible alarm for high level does not sound on deck. 46 CFR 153.409(b)

The vessel's crew modified the ODME sampling line to allow a freshwater hose to be connected to it. The freshwater hose was used to trick the ODME sensor into reading the oil content as being lower than what was actually being discharged overboard. No documentation, from the Administration, was found approving this modification. MARPOL 1/31.3 - 30ac

The vessel did not conduct a ballast water exchange in its route from Mexico to the United States, and discharged untreated ballast water in US waters. The vessel does not have a CG-Type Approved system or an Alternate Management System, and the vessel is not passed its compliance date to have a new system installed. 33CFR151.2025(a)(1) - 40c

Objective evidence discovered during the expanded ISM exam revealed the following non-conformities not in compliance with the vessel's Safety Management System (SMS); - See Narrative and Form B. SOLAS (2014 Cons) XI/3.1, ISM Part A 5.1.1 - 30ac

Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of the ship. The Port State Control Officers found 42 pages in the Oil Record Book Part II that are not signed by the master of the ship. MARPOL 1/36.5 - 17ac

The fixed piping from the sludge tanks to the slop tanks are not identified under the IOPP Form B. MARPOL I/12.2.2

The aft emergency towing weak link broke, and was repaired by the ships crew, with no notification to the Company, Flag or Class. There is no documentation from the Company, Flag or Class approving the repaired weak link. SOLAS (2014 Cons) XI/3.1, ISM Part A 9.1 - 17ac

Every oil tanker of 150 gross tonnage and above, shall be provided with an Oil Record Book Part I. One Oil Record Book Part I ends on 24APR2017, and the next Oil Record Book Part I starts on 26APR2017. The vessel did not have an Oil Record Book Part I for the 25th of April, 2017. MARPOL I/17.1 - 17ac

The Company should clearly define and document the master's responsibility with regard to: implementing the safety and environmental-protection policy of the Company. There are no procedures in the vessel's Safety Management System describing the use of the emergency spool piece installed to conduct sludge to slop transfer of oily residue(s). SOLAS (2014 Cons) XI/3.1, ISM Part A 5.1.1 - 17ac