KOTA HARUM

At each location there shall be clear instructions related to the operation of the CO2 fire extinguishing system having regard to the safety of personnel. The fixed CO2 fire extinguishing system does not have clear instructions for the operation of the system. 74SOLAS(97)II-2/5.1.7

Machinery and other equipment shall be of the design to reduce danger regarding hot surfaces. The incinderator has a 5cm crack on the right bottom opening of the ash door. 74SOLAS(97)II-1/26.1

Ships shall be fitted with a 3GHz radar with means to assist navigation Ships S-band radar is inoperable 74SOLAS(2014)V/19.2.7.1

Arrangements shall be made where necessary to disconnect automatically from the emergency switchboard. The SCBA air compressor has an unauthorized electrical installation to the emergency switchboard. 74SOLAS(97)II-1/43.5.5

Vessel's S-Band Radar is not operational as required.

Code: 0910, 74SOLAS(04') CH. I, REG. 11: 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 ship or persons on board. Dogs on second deck weather-tight doors leading outside house need adjusted to prevent water intrusion.

Code: 0299, ILO Convention No.92: An adequate system of ventilating crew accommodation shall be provided. The system of ventilation shall be capable of maintaining the air in a satisfactory condition and ensuring a sufficiency of air movement in all conditions of weather and climate. Ships air conditioning system is not currently operational and current weather conditions are over 90 degrees Fahrenheit outside and vessel crew spaces are over 87 degrees Fahrenheit.

Code: 2550, 74SOLAS(04') CH.I, REG. 11: 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 ship or persons on board. The port ballast pump is leaking through the packing gland. Secure all water leaks in engine room from pumps and properly remove and dispose of all water and oily waste in bilge to shore prior to departure.

Code: 2550, 74SOLAS(04') CH. I, REG. 11: 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 ship or persons on board. The over-board ballast line #127V has an improper patch on a hole that is leaking approximately .25 gallons per minute and is still continuously leaking with temporary repair completed by crew. Repair to the satisfaction of Class.

Code: 2535, 74SOLAS(04') CH. I, REG. 19 / ISM CODE, PART A, 2.2: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The Company should ensure that the policy is implemented and maintained at all levels of the organization, both ship-based and shore-based. The external audit is requested based on the following objective evidence found during expanded examination: Vessel's crew was not following Bilge Management Plan procedures on board. It was also discovered by Port State Control Officer that vessel's crew was not following procedures described under section titled, “Environmental Seals Numbers Logbooks”, in Chapter 4 per vessel’s EPPM for preventing accidental discharge of oily waste from machinery spaces overboard. Port State Control Officer discovered a seal (No. B25720) installed on 01 January 2018 on valve 46V but the valve was tampered with and easily manipulated to the open position without removing or breaking the seal to allow oily waste from starboard bilge well to discharge overboard through the Fire and Bilge, Ballast Pump.

Code: 2515, 74SOLAS(04') CH. I, REG. 19 / ISM CODE, PART A, 3.3: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The Company is responsible for ensuring that adequate resources and shore-based support are provided to enable the designated person or persons to carry out their functions. The external audit is requested based on the following objective evidence found during expanded examination: The vessel’s crew did not receive parts for vital and general system maintenance and repair within an adequate timeframe to address immediate flooding concerns in the machinery spaces and air condition plant for work and living accommodation spaces. The vessel’s master and chief engineer reminded the company on numerous occasions, but delivery of parts was delayed beyond a reasonable time.

Code: 2525, 74SOLAS(04') CH. I, REG. 19 / ISM CODE, PART A, 5.2: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The Company should ensure that the safety management system operating on board the ship contains a clear statement emphasizing the master’s authority. The Company should establish in the safety management system that the master has overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company’s assistance as may be necessary. The external audit is requested based on the following objective evidence found during expanded examination: The Chief Engineer did not follow the Bilge Management Plan as described under section “Designated Officer in Charge.” Per the vessel’s Bilge Management Plan, the Master shall be directly responsible for all bilge operations on board the vessel. The Master did not have awareness of all bilge transfer operations.

Code: 2515, 74SOLAS(04') CH. I, REG. 19 / ISM CODE, PART A, 10.1: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the company. The external audit is requested based on the following objective evidence found during expanded examination: The vessel has not been receiving requested machinery equipment and parts in a timely manner, some parts taking over 9 months to arrive on board the vessel, preventing crew from effecting essential repairs to actively leaking vital machinery systems with piping below the waterline, to include awaiting parts for air condition plant for work and living accommodation spaces.

Code: 2530, 74SOLAS(04') CH. I, REG. 19 / ISM CODE, PART A, 6.3: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The Company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties. Instructions which are essential to be provided prior to sailing should be identified, documented, and given. The external audit is requested based on the following objective evidence found during expanded examination: The Port State Control Officers discovered that the ship's Master and Chief Engineer were unfamiliar with their responsibilities defined by the Company's Bilge Management Plan and Chapter 4, paragraph 4.2 in the Company’s Environment Protection Program Manual.

Code: 2550, 74SOLAS(04') CH. I, REG. 11: The condition of the ship and its equipment shall be maintained to confirm 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. High water alarms in E/R remain activated due to excessive amounts of oily water mixtures and continual accumulation in the machinery bilge.

Code: 2510, 74SOLAS(04'), CH. IX, REG. 3: THE COMPANY AND THE SHIP SHALL COMPLY WITH THE REQUIREMENTS OF THE INTERNATIONAL SAFETY MANAGEMENT CODE. THE COMPANY DID NOT ENSURE THAT THE POLICY IS IMPLEMENTED AND MAINTAINED AT ALL LEVELS OF THE ORGANIZATION IN CONTRADICTION TO ISM CODE 2.2.

Code: 2525, 74SOLAS (04') CH. IX, REG. 3: THE COMPANY AND THE SHIP SHALL COMPLY WITH THE REQUIREMENTS OF THE INTERNATIONAL SAFETY MANAGEMENT CODE. VESSEL MASTER DID NOT MOTIVATE CREW TO OBSERVE COMPANY ISM PLANS AND PROCEDURES IN CONTRADICTION TO ISM CODE 5.1.2.

Code: 2110, MARPOL 73/38 (2011), ANNEX I, REG. 17.2.4: The Oil Record Book (ORB) Part I shall be completed on each occasion, whenever any of the following machinery space, operations take place on the ship: discharge overboard or disposal of bilge water in machinery spaces. The vessel's ORB Part I is missing required entries for disposal of bilge water.

Code: 2110, MARPOL 73/78 (2011), ANNEX I, REG. 17.4: Each operation shall be fully recorded without delay in the Oil Record Book Part I. Entries required in ORB Part I were not logged as required without delay.

Code: 2515, 74SOLAS(04') CH. 1, REG. 19 / ISM CODE, PART A, 1.2.2: Due to the multiple deficiencies of such serious nature found within key components of the vessel Safety Management System, the U.S. Coast Guard requests an external audit of the Safety Management System. The safety management objectives of the Company should, provide for safe practices in ship operation and a safe working environment; assess all identified risks to its ships, personnel and the environment and establish safegaurds; and continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environmental protection. The external audit is required based on the following objective evidence found during expanded examination: The Port State Control Officers identified that the vessel's crew were not following the Safety Management System established by the Company, the Company was not providing adequate support in parts delivery and oversight, and the Master and Chief Engineer were unfamiliar with their responsibilities defined by the Company's Bilge Management Plan and Chapter 4, paragraph 4.2, in the Company's Environment Protection Program Manual and not following the procedures outlined therein.