STENA IMMACULATE

Following the collision with the M/V SOLONG, the T/V STENA IMMACULATE has been rendered unsafe for adequate manning and has an unknown state of stability. At this time a dead ship tow is required. A dead ship tow plan shall be submitted to the USCG to ensure all aspects of the dead ship tow are addressed prior to movement. SOLAS Ch. II-I Reg. 4 SOLAS Ch. V Reg 14

A third, consecutive, Short -Term SMC may not be issued, unless; the SMC is subject to an additional verification to the extent and scope of an initial verification; and the DOC is subject to an additional verification to the scope of an initial verification. Vessel was issued its second Short-Term SMC and successfully completed an additional verification to the scope of an initial verification in Piraeus, Greece with ABS and CG in attendance. The DOC is now subject to an additional verification to the scope of an initial verification. Company shall contact USCG-CVC to discuss DOC audit requirement.

The general alarm minimum sound pressure level for the emergency alarm tone in interior spaces shall be 80 dB(A) and at least 10 dB(A) above ambient noise levels existing during normal equipment operation with the ship underway. During observed fire drill, 01-QMED working at Gen#1 did not muster after general alarm sounded. QMED never heard general alarm. During audit ABS and MI observed that alarm was not clearly audible with Gen #1.

The following personnel aboard each tankship certified for voyages beyond the boundary line... must hold valid MMDs or MMCs endorsed as follows: The chief, first assistant and cargo engineers must each hold a tankerman-engineer or tankerman-PIC endorsement. All individuals serving on tankships certified for voyages beyond the boundary line...must hold an appropriate STCW endorsement as follows: for tankerman PIC [and tankerman-engineer] an STCW endorsement as Advanced Chemical Tanker Operations. The chief engineer was assigned to the vessel without tankerman (PIC or engineer) and Advanced Chemical Tanker Operations endorsements. Cites: 46 CFR 15.860(f)(2), 46 CFR 15.860(g)(1) or (g)(4)

Each officer or crewmember who is assigned by the PIC duties and responsibilities related to the cargo or cargo-handling equipment during a transfer of liquefied cargo in bulk, but is not directly supervised by the PIC, must hold a tankerman-Assistant endorsement. For tankerman-Assistant an STCW endorsement as Basic Chemical Tanker Cargo Operations. An AB was identified with cargo related duties without the required cargo endorsements. Cites: 46 CFR 15.860(f)(4) and (g)(2)

The certificate of inspection (COI) issued by an Officer in Charge, Marine Inspection (OCMI), to a vessel required to be inspected under 46 USC 3301 specifies the minimum complement of officers and crew necessary for the safe operation of the vessel. A QMED/oiler was missing from the required crew compliment. The vessel was sailing without the QMED/Oiler position filled since November. The QMED/oiler position was filled prior to USCG team's departure. Cite: 46 CFR 15.501(a)

[withheld — contains personal information; the deficiency system, dates, and resolution status are shown above]

The company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations. The safety management system should provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of stand-by equipment or technical systems that are not in continuous use. The inspections mentioned in 10.2 as well as the measures referred to in 10.3 should be integrated into the ship’s operations maintenance routine. SMS procedure VSMS 7.2, indicates the critical spares list is found in Aurora, the vessel’s preventive maintenance system. When the critical spares list was viewed in Aurora, the identified critical spares was limited. Examples missing were equipment/components related to the main switchboard, service generators, lube oil pumps, starting/service air system, and inert gas generator. The crew is unable to alter the critical spares list in Aurora (to include adding items or updating obsolete parts). The VSMS 7.2.2 indicates the critical spares list is identified with an “A” designation in Aurora, but this designation does not exist. Also, VSMS 7.2.2 identifies Critical Equipment inspections are documented in Standard Jobs and Critical Equipment Inspection Report (CGS-700-TKR); however, this form does not exist. Further, it appeared there may be a disparity between manufacturer’s required maintenance schedules and the intervals listed in Aurora. VSMS 7.2.2 indicates “Operations Management, in concert with Engineering, shall determine the frequency and requirements for the Standard Jobs related to critical equipment maintenance in Aurora.” The manufacturer’s maintenance schedule for the main engine (MAN) cylinder liners are recommended every 12000 hours, Aurora listed every 16000 hours. As of 02Feb2024, 13 critical equipment Standard Jobs were overdue in Aurora. Since the critical spares list is not comprehensive, the critical equipment Standard Jobs does not capture total critical equipment Standard jobs. For instance, the inert gas generator is a critical piece of safety equipment on a chemical tanker (ship was carrying gasoline at time of inspection) and the ship only had one functional oxygen sensor. This component is not captured on the critical spares list or Standard Jobs. Northern Marine Management, the vessel’s technical manager, utilizes Aurora for its preventive maintenance system. All requisitions for jobs, parts, spares, etc. are determined by Northern Marine Management and not made through Crowley Government Services. Review and develop a critical spares and equipment maintenance procedure. Conduct an internal safety audit and corrective action of this procedure, due in 3 months. During the next external audit have the procedure verified by the Recognized Organization. 705: Provide the results of the internal and external audits to USCG for review. Cite: IX/Reg 3.1, ISM Code 10.3

An alarm system shall be provided indicating any fault requiring attention and shall be capable of sounding an audible alarm in the main machinery control room or at the propulsion machinery control position, and indicate visually each separate alarm function at a suitable position; and as far as practicable be designed on the fail-to-safety principle. On 23Nov2023, the crew identified approximately 3 meters of sea water had flooded the ballast pump room. On the Kongsberg (AIS) system, the port and starboard ballast pump room bilge high level alarms did not indicate. On 15Nov2023, the ballast pump room bilge alarms (port and starboard) activated due to a cracked filter housing for the BWTS dosing unit. On 20Nov2023, the ballast pump room bilge high level alarms became inactive in the AIS, without crew intervention. The bilge high level alarms did not fail to safety. Cite: SOLAS (2014) II-1/Regs 51.1.1 and 51.1.4

The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex. Draeger tubes for cargo carried were not onboard. MARPOL 73/78 ANNEX II/14.2

During preparation and launching, the survival craft, its launching appliance, and the area of water into which it is to be launched shall be adequately illuminated by lighting supplied from the emergency source of electrical power required by regulation II-1/42 or II-1/43, as appropriate. Embarakation lighting was not operational. Repaired while onboard. 74 SOLAS (2020 Cons.) III/16.7

The rings, lines and letters shall be painted in white or yellow on a dark background. The vessel's deck line was painted the same color as the hull. ICLL 66 Annex I/Reg 8.