PGC STRIDENT FORCE

06199 - On ships carrying flammable or toxic products or both, a water-spray system for cooling, fire prevention and crew protection should be installed to cover exposed cargo tank domes and any exposed parts of cargo tanks, cargo liquid and vapour discharge and loading manifolds, and boundaries of superstructures and cargo compressor rooms (facing the cargo area) [11.3.1]. The system should be capable of covering all areas mentioned in 11.3.1 with a uniformly distributed water-spray of at least 10 l/m2 per minute for horizontal projected surfaces and 4 l/m2 per minute for vertical surfaces [11.3.2]. Per Certificate of Fitness, vessel is authorized carriage of multiple flammable and toxic products and has recently carried flammable products. Furthermore, vessel intended to load propylene upon completion of USCG port state control exam. During operational test, PSCOs noted that installed deck water spray system provided inadequate coverage to the following required locations: #1 and #2 cargo tank domes/exposed cargo tank tops, port manifold, starboard manifold, cargo compressor room boundary, and boundary at front of superstructure. 74 SOLAS (14) VII/13.1 REF IGC 93/11.3 30abc

06199-Electrical installations should be such as to minimize the risk of fire and explosion from flammable products [IGC 10.1.2]. Electrical equipment, cables, and wiring should not be installed in hazardous locations unless it conforms with the standards not inferior to those acceptable to the Organization [IGC 10.1.4, refers to IEC 60092:502]. Cables shall enter an explosion protected enclosure only by means of a gland or equivalent device cable of maintaining the integrity of the enclosure [IEC 7.5.1]. Cable entrance to explosion-proof junction box for #2 cargo pump motor casing found to be missing the appropriate gland or equivalent means, compromising the integrity of the enclosure. Cable entrances to differential pressure switches, level switches for #1 and #2 intercoolers, and level switch for #2 knockout drum within the cargo compressor room found loose and exposed. Both the #2 cargo pump motor casing and the switches in the cargo compressor room are located in hazardous locations (gas-dangerous zones, as defined by IGC 93/1.3.17). 74 SOLAS (14) VII/13.1 REF IGC 93/10.1 30abc

01112-An International Certificate of Fitness (COF) for the Carriage of Liquefied Gases in Bulk, should be drawn up in the form corresponding to the model given in the appendix. The appendix for the model form of the International COF for the Carriage of Liquefied Gases in Bulk requires all cargo tanks and their associated numbers to be listed along with their authorized products and conditions of carriage. IGC 93/1.3.11 defines a cargo tank as a liquid tight shell designed to be the primary container of the cargo and includes all such containers whether or not associated with insulation or secondary barriers or both. PSCOs noted the vessel is equipped with port and starboard deck tanks capable of carrying 22.5 m3 of liquefied gases in bulk. Neither deck tank is listed on the COF. 74 SOLAS (14) VII/13.1 REF IGC 93/1.5.4.2 17ac

06199-Each cargo tank with a volume exceeding 20 m3 should be fitted with at least two pressure relief valves [8.2.1]. Pressure relief valves should be set and sealed by a competent authority acceptable to the Administration [8.2.5]. Deck tanks are 22.5 m3 in size. Pressure relief valve on port deck tank found to not be properly sealed, allowing for adjustment of the valve's set pressure without breaking of the seal. Furthermore, the relief valves on both deck tanks are sealed in various conditions and would not prevent tampering. 74 SOLAS (14) VII/13.1 REF IGC 93/8.2 17ac

06109-An International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk should be drawn up in the form corresponding to the model given in the appendix. Vessel's Certificate of Fitness, No. 18BC0394-GAS, has 6.1, 6.2, and 6.3 (different options pertaining to how the ship shall be loaded) lined out. The only verbiage not lined out is "where it is required to load in the ship other than in accordance with the above instructions, then the necessary calculations to justify the proposed loading condition shall be communicated to the certifying Administration who may authorize in writing the adoption of the proposed loading condition." There is no objective evidence of communication with the certifying Administration, and all three regular options for how the ship shall be loaded are lined out. 74 SOLAS (14) VII/13.1 REF IGC 93/1.5.4 50ac

15109- 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 [10.1]. In meeting these requirements, the Company should ensure that any non-conformity is reported [10.2.2] and appropriate corrective action is taken [10.2.3]. As detailed in deficiency #1, objective evidence exists that the deck water spray system has not been maintained in conformity with the provisions of the relevant rules (IGC Code 11.3). PSCOs noted records of periodical / pre-cargo testing of deck water spray system as in acceptable condition. This is directly contradicted by the condition of the system observed by the attending PSCOs. As detailed in deficiency #2, objective evidence exists that the electrical systems, specifically within the cargo area, has not been maintained in conformity with the provisions of the relevant rules (IGC Code 10.1.2). *Based on the above, an internal ISM audit, focusing on cargo specific requirements, is required. 74 SOLAS (14) IX/3.1 REF ISM 10 50c

1499- Steerling Gear- Steerling gear control shall be provided for the main steering gear, both on the navigational bridge and in the steering gear compartment; where the main steering gear is arranged in accordance with paragraph 6, by two independent control systems both operable from the navigational bridge. Vessel experienced a steering failure while conducting test of the steering gear. Vessel is to provide class and tec report prior to vessel movement. SOLAS (14) II-1/29.7, 60a

0610 - Starboard side lifeboat entry door handrail was wasted. 74SOLAS(1997cons.)IIII/44.2.6 17AC

0750 - 3 self closing fire doors in galley were found to be non self closing. 74SOLAS(14)II-2/14-2.1.1.1 10C