GREEN DELTA

Oil fuel pipes, which, if damaged, would allow oil to escape from a storage, settling or daily service tank having a capacity of 500 liters and above situated above the double bottom, shall be fitted with a cock or valve directly on the tank capable of being closed from a safe position outside the space concerned in the event of a fire occurring in the space in which such tanks are situated... If such an additional valve is fitted in the machinery space, it shall be operated from a position outside this space. The following quick closing valves did not close: a. #2 Diesel Oil Tank (starboard-side lower Engine Room); b. Fuel Oil 24V port-side suction valve; c. Cylinder Oil head tank; d. Waste Oil tank No. 2; e. Diesel Oil to Boiler. Proper operation of valves shall occur prior to vessel departure.

Fire-fighting systems and appliances shall be kept in good working order and readily available for immediate use. The Emergency Fire Pump pneumatic supply to suction valve is inoperable.

Main and auxiliary machinery essential for the propulsion and safety of the ship shall be provided with effective means for its operation and control. The Fuel Oil inlet low pressure alarms are inoperable on all three generators.

The purpose of this regulation is to prevent the ignition of combustible materials or flammable liquids. For this purpose, the following functional requirements shall be met... means shall be provided to control leaks of flammable liquid. The Emergency Generator fuel supply hose is leaking; and, there is a leaking Fuel Oil transfer pump (which has a catch pan underneath the pump).

Cables and wiring shall be installed and supported in such a manner as to avoid chafing or other damage. Terminations and joints in all conductors shall be so made as to retain the original electrical, mechanical, flame-retarding and, where necessary, fire-resisting properties of the cable. Verify/correct the following: spliced electrical cable in overhead in EDG space, spliced wiring with twist connectors in Electrical Room, and in the lower Engine Room (starboard-side) there are two dead-end cables and several cables hanging unsupported from the overhead.

The arrangements provided shall be such as to ensure that the safety of the ship in all sailing conditions, including maneuvering, is equivalent to that of a ship having the machinery spaces manned. A personnel alarm must be provided and must annunciate on the bridge if not routinely acknowledged at the ECC or in the machinery spaces. A personnel alarm (dead man alarm) must be provided and must annunciate on the Navigation Bridge if not routinely acknowledged at the centralized control station or in the machinery space. Update Gap Analysis and provide risk mitigation plan to operate in PUMS until such an alarm is installed by next dry-dock. (NOTE: an acceptable risk assessment/mitigation plan was provided on 18DEC2024).

Administration shall give special consideration to... the location and centralization of the fire-extinguishing system controls... All required fire pump control locations must include the controls necessary to charge the fire main and have (1) a fire main pressure indicator or (2) a fire main low pressure alarm. The Emergency Gear Locker Control Station does not have a fire main pressure indicator. Update Gap Analysis and provide risk mitigation plan to operate in PUMS until such an indicator is installed by next dry-dock. (NOTE: an acceptable risk assessment/mitigation plan was provided on 18DEC2024).

Measures shall be taken to the satisfaction of the Administration to ensure that the equipment is functioning in a reliable manner and that satisfactory arrangements are made for regular inspections and routine tests to ensure continuous reliable operation. Tests must verify that automated vital systems are designed, constructed, and operate in accordance with all applicable requirements... The tests must be based upon the failure analysis,..., functional performance requirements, and the Periodic Safety tests. All PSTPs need to be verified, and at a minimum the following need to be updated by next dry-dock: a. Testing of generator exhaust temperatures; b. Steering gear alarm "high temperature" should be low level; c. Indication of manual over-speed trip (push button) of generators (though this is not applicable); d. Jacket water set point alarms at 85 degrees (vs. the stated 90 degrees); e. Update procedure 6-D-2 for Emergency Generator fail alarm; f. Procedure 6-D-7 states EDG overspeed should shut down the engine, however it currently only alarms (and does not shutdown); g. Procedure 7-A-3 for Auxiliary Boiler high water alarm setting is listed as 220mm, however should be 110mm; h. Update procedure 7-A-4; i. Update procedures 7-A-7 and 7-A-8 for Auxiliary Boilers fuel oil inlet low and high; j. Update procedure 7-A-9 (title “Alarm and Trip”); k. For procedure 7-A-10, the vessel does not have the proper testing equipment, and update for the set point; l. Procedure 7-A-11, salinity high alarm (review and update); m. Update procedures 7-B-1 through 7-B-16 (for the Incinerator); n. Update procedure 6-G-3 to list the correct sequential start equipment.

The condition of the ship and its equipment shall be maintained to conform with the provisions of the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons on board. Complete the following as worklist items by completion of next drydock: a. Verify and provide evidence that oil mist detection is not required on the three vessel generators; b. Generators 1 and 3 have evidence of jacket water leakage, correct as necessary; c. Obtain and calibrate all proper testing equipment for conducting PSTPs; d. Correct broken Fuel Oil Shifter Pump Gauge; e. Verify the material of drinking water piping onboard and provide details on acceptable usage for the PVC piping made in accordance with JIS K6742 (based on ISO 1452-1 and ISO 1452-2); f. Correct inoperable EDG Cooling Water Temperature high alarm; g. Insulation on Diesel Oil Tank (Port) valve shows signs of oil soakage; h. No relief valves on the air receivers (install or verify acceptance as is); i. Correct small leak on Fuel Oil Purifier #2.

The endorsements referred to in paragraphs 5, 6, and 7 of STCW regulation I/2 shall expire as soon as the certificate endorsed expires. Multiple Japanese endorsements issued to the ship's crew have expiration dates beyond the certificate they endorse. - '78 STCW I.2.8.4

To discharge ballast water into U.S. Waters, the Master in charge of a vessel subject to 33CFR151.2025 must ensure the water meets discharge standards in 151.2025(a), use an AMS (151.2025(a)(3)) or ballast with water from a U.S. public water system. The vessel's owners did not have a ballast water treatment system installed at its dry-docking in June 2018. The vessel's management does not plan to discharge in the U.S. and acknowledges it is not authorized to do so.