OCEAN PRINCESS

Before the ship leaves port and at all times during the voyage, all life-saving appliances shall be in working order and ready for immediate use. The starboard side lifeboat/rescue boat suffered severe damage due to a failure in the manual brake when being lowered to the water rendering it inoperable. Overnight, the lifeboat/rescue boat began to take on water due to the damage causing the engine to become completely submerged. 74SOLAS(2020 Cons.) III/20.2

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 and all respects will remain fit to proceed to sea without danger to the ship or persons on board. Hose station in upper engine room has a leak. In addition, fire monitor #1 was leaking when tested. 74SOLAS(2020 Cons.) I/11(a)

Oil tankers...carrying cargos having a flashpoint not exceeding 60 degrees Celsius shall carry in lieu of totally enclosed lifeboat complying with the requirements of section 4.6 of the code, fire protected lifeboats complying with the requirements of section 4.9 of the Code. In addition to the requirements in 4.8 a lifeboat with a self-contained air support system... shall be so arranged that the air in the lifeboat remains safe and breathable and that the engine runs normally for a period of not less than 10 min. Both port and starboard side lifeboat oxygen systems were leaking through a T-flange. 74SOLAS(2020 Cons.) III/31.1.7 LSA Code 5.4.9.1

The company and the ship shall comply with the requirements of the ISM Code. 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. Vessels SMS states oily water must be transferred to a slop tank or other suitable receptacle. Oily water was found stored in a trash can not designed for oil. 74SOLAS(20 Cons.) IX/3.1 ISM Code Part A 10.1

Arrangements shall be provided to enable the pilot to embark and disembark safely. Starboard side pilot ladder has excessive wear and damage to the ropes. Port side pilot ladder has two steps split down the middle and not safe for use. 74SOLAS(2020 Cons.) V/23.3.1

All life-saving appliances and arrangements shall comply with the applicable requirements of the Code. All lifesaving appliances prescribed in this part shall be fitted with retro-reflective material where it will assist in detection and in accordance with the recommendations of the Organization. Port side lifeboat has damaged retro-reflective tape. 01 life buoy on the starboard side has damages retro-reflective tape. 74SOLAS(2020 Cons.) III/34 LSA Code 1.2.2.7

Electrical installations shall be such that the safety of passengers, crew and ship from electrical hazards will be ensured. PSCO observed 03 power strips daisy chained together in the cargo control room and a dead end cable on the #1 main diesel generator in the engine room.

Doors required to be self-closing shall not be fitted with hold-back hooks. However, hold back arrangements fitted with remote release devices of the failsafe type may be utilized. PSCO observed open fire boundary door in cargo control room with hold-back hook permanently affixed under the overfill electrical alarm panel.

After any survey of the ship under regulations 7,8,9, and 10 has been completed, no change shall be made in the structural arrangements, machinery, equipment and other items covered by the survey, without the sanction of the administration. During test of the starboard slop tank high level overfill alarm, alarm did not worked as designed. PSCO discovered an unapproved bypass alarm switch inside of alarm panel switch not on electrical plan of alarm system. 40 a,b,c.

The master, owner, operator, agent, or person in charge of any vessel equipped with ballast water tanks that operates in the waters of the United States must follow these practices: Rinse anchors and anchor chains when the anchor is retrieved to remove organisms and sediments at their places of origin. PSCO observed fouled anchors.

Each Tanker with VCS must be fitted with pressure-sensing Device, that mesures pressure in main VCS line. PSCO during the exam of the foam room noted strong gasoline odor coming from vapour/oxygen pressure detection Cabinet. PSCO suspended cargo operations due to 12% LEL reading and alarm on 4 gas meter. it was identified that plastic/rubber hose for sample line from port/stbd manifold within vapour/oxygen pressure detection cabinet for sensors measuring pressure were broken and cause of odor. Until repaired VCS System not to be used during Cargo Operations. 46 CFR 39.2013; 40ac

2430 - While ships are operating within an emission control area, the sulphur content of the fuel oil used onboard ships shall not exceed 0.10% m/m on or after 01 January 2015. Bunker delivery notes showed for a period of over two years, from 02 March 2016 to 11 July 2018, the range of sulphur content from 0.30% m/m to 0.318% m/m. This fuel oil was being used within the United States Caribbean Sea Emission Control Area. A sample tested by a third party fuel supplier confirmed the last product bunkered was above the permissible limit. MARPOL 73/78 (17 COND) Annex VI/14.4.3 - 30ac

2500 - Objective evidence discovered during an expanded ISM exam revealed the following non-conformities. These discrepancies, included with the other material deficiencies, are evidence the ship/company is not implementing the requirements of the ISM Code through the approved SMS procedures. An external audit is recommended. - 74 SOLAS 2014 IX/3.1 ISM CODE 1.3 - 30ac

2500 - The Company should ensure that the environmental policy is implemented and maintained at all levels of the organization, both ship-based and shore-based. [name withheld] reported onboard on 06 February 2018 and the Chief Engineer reported onboard on 31 May 2018. The Chief Engineer completed his familiarization check-sheet, the Master did not; neither were familiar with sections regarding bunkering procedures and operations. The Chief Engineer was not familiar with sections regarding bunkering on Safety management System Manuals, marine environmental protection requirements, or technical and practical information associated with pollution prevention. The prior to transfer checklists were filled out and included block 25 “the fuel oil fully meets the MARPOL Annex VI limitations on quality” while the vessel transited the United States Caribbean Emissions Control Area with High-Sulphur diesel fuel oil. The bunkering notes and related entries in the Oil Record Book, dating back to 02 March 2016, all noted the bunkering of High-Sulphur diesel fuel oil with over 0.10% m/m Sulphur content. ISM CODE 2.2 - 30ac

2500 - The responsibility and authority of the designated person or persons should include monitoring the pollution-prevention aspects of the operation of each ship and ensuring that adequate resources and shore-based support are applied, as required. The company audit conducted 27 August 2017 indicated zero discrepancies. The company audit checklist indicates satisfactory results in the following section: F11 – all crew members are aware of MARPOL requirements applicable to their duties. The Safety Management System manual Ch. 7.4.2 states the company shall monitor the vessel’s bunker consumption and shall consult with the ship’s Superintendent to identify any additional requirements and consider whether Low-Sulphur fuel oil quantities should be ordered, and obtain the bunker supplier's confirmation that the issued bunker deliver notes will be in full compliance with the required scope of Appendix V of MARPOL Annex VI. The company failed to identify multiple environmental protection issues with MARPOL Annex VI, during review of bunker delivery notes in the period between 02 March 2016 and 11 July 2018. The vessel was using fuel oil with a sulphur content greater than 0.10% m/m during that time. ISM CODE 4 - 30ac

2500 - The Company should clearly define and document the master's responsibility with regard to: implementing the environmental-protection policy of the Company; motivating the crew in observation of that policy; and verifying that specified requirements are observed. The company audit checklist indicates satisfactory results in the following section: F11 – all crew members are aware of MARPOL requirements applicable to their duties. The current master and previous masters did not identify that the ship was using non-compliant fuel for two years. ISM CODE 5.1 - 30ac

2500 - The Company should ensure that all personnel involved in the company's Safety Management System have an adequate understanding of relevant rules, regulations, codes and guidelines. The Captain and [name withheld] indicate they have reviewed relevant sections of the Safety Management System. The Safety Management System checklists and manuals show both company and mariner’s inadequate understanding of various sections: Chapter 5 – Masters Responsibility for ensuring all ship operations are carried out with due regard to protection of the environment. Master did not verify sulphur content was below required levels for operating within the United States Caribbean Emission Control Area. Chapter 7 – outlines requirements for bunkering Low Sulphur fuel oil, operations in Emission Control Areas, and the company’s requirement to monitor bunker and verify sulphur content for the vessels operation. The current and previous [name withheld] have been checking off the fuel bunkered was compliant with MARPOL Annex VI regulations when the stated sulphur content was not in compliance. ISM Code 6.4 - 30ac

2500 - In meeting these requirements, the Company should ensure that: any non-conformity is reported, with its possible cause, if known; appropriate corrective action is taken; and records of these activities are maintained. The Safety Management System requires non-conformities be reported. The Chief Engineer stated he reported an issue with the Oil Content Meter two weeks ago, and the company replied via telephone call. However, there is no documented record of the company addressing the non-conformity as required by the ISM Code. ISM CODE 10.2 - 30ac

2500 - The Company should periodically evaluate the effectiveness of the Safety Management System in accordance with procedures established by the company. The company audit conducted 27 August 2017 indicated zero discrepancies. The Company audit checklist indicates satisfactory results in the following sections: F11 - all crew members are aware of MARPOL requirements, F14 - checking records of training crew environmental protection issues, F26 – Check bunkering procedures and their implementation (checklist, samples, Oil Record Book entries, etc.) Safety Management System Manual Ch. 7.4.12. The company failed to identify multiple environmental protection issues with MARPOL Annex VI during review of bunker delivery notes in the period between 02 March 2016 and 11 July 2018 when the vessel was using fuel oil with a sulphur content greater than 0.10% m/m. ISM Code 12.3 - 30ac

1730 - After any survey of the ship under paragraph 1 of this regulation has been completed, no change shall be made in the structure, equipment, systems, fittings, arrangements or material covered by the survey, without the sanction of the Administration. The IOPP lists the MEPC.60(33) OCM as being covered under the survey. During calibration and testing of the oil content meter, the PSCO observed the content meter could not be zeroed out and did not react to the testing method used to verify effluent greater than 15ppm. The chief engineer identified this problem during weekly SMS checks on 30 June 2018 and requested a technician to attend/calibrate the content meter. The Recognized Organization has not been informed. MARPOL 73/78 (17 cond.) Annex I/4.2 - 17ac

An Adult lifejacket shall be constructed so that wearer has quick and positive means of closure( that do not require tying of knots.) PSCO observed 22 lifejackets onboard that required the use of knots to properly be worn. 74 SOLAS III/2.1 LSA 2.2.1.5.4