Vetting Obs List

CB CB CB CB CB CB
CB NEW CB
BARCELO GIBRALTA HONGKO HOUSTO CB KOBE SAVANNA SHANGH
YORK ULSAN
NA R NG N H AI
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2 3 1 1 1 2 2 2 2
CB CB
CB NEW
VIRGIN YOKOHA Date Year Month Oil Major Inspector
ORLEANS
GODA MA
15-Jan-09 2009 Jan SHELL

1
Capt Andrew
28-Jan-09 2009 Jan BP Lot
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Andrew
Capt Sanjay
10-Feb-09 2009 Feb BP Sinha
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
Capt Sanjay
22-Jan-09 2009 Jan BP
22-Jan-09 2009 Jan BP
22-Jan-09 2009 Jan BP
24-Feb-09 2009 Feb BP Andrew Lot

23-Feb-09 2009 CHEVRON S.Sinha


1 3/4/2009 2009 Mar CDI

2009 Mar CDI
3/4/2009
2009 Mar CDI

3/4/2009
3/4/2009 2009 Mar CDI
3/4/2009 2009 Mar CDI
2009 Mar CDI
3/4/2009
2009 Mar CDI

3/4/2009
2009 Mar CDI

3/4/2009
2009 Mar CDI
3/4/2009
12-Mar-09 2009 Mar CDI STENSBERG

15-Mar-09 2009 Mar CDI John Bussell

GRAHAM C.
31-Mar-09 2009 Mar CDI BELSON
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
31-Mar-09 Mar CDI GRAHAM C.

2009 BELSON
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
31-Mar-09 2009 CDI
Mar BELSON
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
31-Mar-09 2009 CDI BELSON
Mar
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
GRAHAM C.
31-Mar-09 2009 Mar BP Sanjay Sinha

PYONG IN
17/04/2009 2009 Apr BP CHONG
1
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
PYONG IN
17/04/2009 2009 Apr BP CHONG
22-Apr-09 2009 APR SHELL

7-May-09 2009 MAY CDI



8-Jun-09 2009 June CHEVRON F. PIZARRO

1

11-May-09 2009 MAY CHEVRON

5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA

5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
5/26/2009 2009 MAY CDI RANA
6/4/2009 2009 June PETRONAS

6/4/2009 2009 JUNE BP
6/4/2009 2009 JUNE BP
6/4/2009 2009 JUNE BP
6/2/2009 2009 June SHELL
6/2/2009 2009 June SHELL
6/2/2009 2009 June SHELL
6/2/2009 2009 June SHELL
6/9/2009 2009 June BP

1
6/9/2009 2009 June BP
6/9/2009 2009 June BP

6/9/2009 2009 June BP
6/9/2009 2009 June BP
6/9/2009 2009 June BP
6/9/2009 2009 June BP
6/9/2009 2009 June BP
2009 June
1 06-22-2009 BP
2009 June
06-22-2009 BP
2009 June
06-22-2009 BP
2009 June
06-22-2009 BP
06-22-2009 2009 June BP
2009 June
06-22-2009 BP
2009 June
06-22-2009 BP
2009 June
06-22-2009 BP
3 1 2 Total
Sub-
Location Chapter CDI No.
Chap
Roterdam 5 2
Roterdam 5 6
Roterdam 5 8
Vancouver, 2 18
Canada
Vancouver, 4 3
Canada
Vancouver, 5 38
Canada
Vancouver, 5 44
Canada
Vancouver, 5 53
Canada
Vancouver, 5 70
Canada
Vancouver, 6 31
Canada
Vancouver, 8 40
Canada
Vancouver, 11 11
Canada
Vancouver, 11 46
Canada
Vancouver, 11 51
Canada
Vancouver, 8 36
Canada
Mundra, 2 15
India
Mundra, 2 24
India
Mundra, 3 9
India
Mundra, 4 16
India
Mundra, 3 1
India
Mundra, 5 34
India
Mundra, 5 71
India
Mundra, 10 8
India
Mundra, 11 25
India
Mundra, 9 2
India
Shanghai 2 5
Shanghai 6 2
Shanghai 6 31
Vancouver 3 1
Vancouver 4 6
Vancouver 4 20
Vancouver 5 6
Vancouver 5 11
Vancouver 6 31
Vancouver 10 9
Vancouver 12 3
Mundra 2 16
Mundra 3 16
Mundra 3 11
Mundra 3 9
Mundra 4 3
Mundra 4 16
Mundra 9 26
Mundra 5 1
Mundra 5 71
Mundra 8 24
Mundra 8 40
Mundra 8 84
Mundra 9 13
Mundra 11 9
Antofgasta 1-1-14
Antofgasta
1-5-12
Antofgasta
2-1-13
Antofgasta 3-1-46
Antofgasta 4-1-7
Antofgasta
5-1-14
Antofgasta
6-1-13
Antofgasta
6-3-1
Antofgasta
9-1-23
BALBOA 1-1-21
BALBOA 1-1-28
BALBOA 1-3-24
BALBOA 1-4-4
BALBOA 3-1-7
BALBOA 3-1-32
BALBOA 3-1-56
BALBOA 4-1-2
BALBOA 5-3-17
Singapore 1-2-1
Singapore 1-2-13
Singapore 2-1-24
Singapore 3-1-52
Singapore 4-1-13
Singapore 5-1-2
Singapore 5-1-21
Singapore 5-3-15
Singapore 6-3-1
Singapore 11-1-20
Singapore 8-1-48
Roterdam 3 1-3-22
Roterdam 4 3-1-15
Roterdam 4 3-1-17
Roterdam 4 3-1-28
Roterdam 9 4-1-2
Roterdam 9 4-1-12
Roterdam 9 4-1-26
Roterdam 5 5-1-2
Roterdam 8 5-1-14
Roterdam 7 5-1-50
Roterdam 8 5-3-6
Roterdam 8 5-3-11
Roterdam 8 5-3-18
Roterdam 5 5-3-48
Roterdam 8 5-4-5
Roterdam 11 6-1-12
Roterdam 5 6-1-16
Rotterdam 5 6-2-23
Roterdam 11 6-3-1
Roterdam 11 6-4-1
Roterdam 8 8-1-33
Rotterdam 4 8-1-44
Roterdam 6 8-2-7
Roterdam 6 9-1-7
Roterdam 12 10-1-25
Roterdam 5 11-1-7
Roterdam 5 11-1-20
JNPT 2 1
JNPT 2 24
JNPT 3 9
JNPT 4 14
JNPT 4 26
JNPT 5 50
JNPT 5 70
JNPT 8 28
JNPT 8 38
JNPT 8 40
JNPT 9 15
JNPT 11 25
JNPT 11 40
JNPT 12 6
HOUSTON 2 2
HOUSTON 3 3
HOUSTON 4 5
HOUSTON 4 13
HOUSTON 4 20
HOUSTON 4 22
HOUSTON 8 56
HOUSTON 9 7
HOUSTON 10 8
HOUSTON 11 3
HOUSTON 11 25
AMESTERDA 2 2
M
AMESTERDA 5 1
M
AMESTERDA 2 1
M
AMESTERDA 4 20
M
AMESTERDA 4 21
M
AMESTERDA 5 3
M
AMESTERDA 8 13
M
AMESTERDA 12 15
M
1-3
1-4-4
3-1-9
3-1-58
4-1-26
5-1-14
5-3-22
5-3-24
5-3-55
5-4-3
6-3-1
7-1-10
7-1-17
7-1-21
8-1-16
8-1-30
8-1-32
8-1-38
8-1-39
8-1-40
8-1-46
8-1-61
8-2-5
10-1-9
11-1-41
Mejillones 2 24
Mejillones 4 13
Mejillones 5 52
Mejillones 9 13
Mejillones 10 15
Mejillones 11 23
Mejillones 11 51
Mejillones 12 2
Roterdam 3 2
Roterdam 3 3
Roterdam 4 20
Roterdam 4 24
Roterdam 5 1
Roterdam 5 7
Roterdam 5 24
Roterdam 5 33
Roterdam 5 41
Roterdam 5 54
Roterdam 6 22
Roterdam 6 31
Roterdam 8 5
Roterdam 8 51
Roterdam 8 73
Roterdam 9 5
Roterdam 11 3
6-1-7
Taicang
1-5-12
Taicang
1-2-6
Taicang
3-1-50
Taicang
5-4-3
Taicang
7-1-22
Taicang
8-1-32
Taicang
6-3-1
Taicang
6-1-23
Taicang
11-1-17
Taicang
NINGBO 1
NINGBO 2
NINGBO 3
NINGBO 4
NINGBO 5
NINGBO 6
NINGBO 7
NINGBO 8
NINGBO 9
NINGBO 10
NINGBO 11
NINGBO 12
Vancouver 5 76
Vancouver 8 37
Vancouver 11 25
TEXAS 2 15
TEXAS 4 9
TEXAS 5 47
TEXAS 5 55
Mejillones 4 16
Mejillones 5 37
Mejillones 8 8
Mejillones 8 33
Mejillones 8 40
Mejillones 11 1
Mejillones 11 43
Mejillones 11 30
Ulsan 3 10
4 14
Ulsan
11 39
Ulsan
4 26
Ulsan
Ulsan 5 61
6 31
Ulsan
8 56
Ulsan
8 90
Ulsan
Rectificatio
Description Closed-out
n
There was no documentary evidence available the master’s

review of the Safety management system was carried out.
Only one line remark in the master handover documen
There was no proper procedure in place for
reporting/investigation of accident, incidents, non-
conformities and near misses. No near miss had been reported
throughout last two years
Smoking regulations not adhered to as ship’s personnel seen
smoking in the wheelhouse.
There was no records of any thickness gauging onboard the vessel.
The vessel was not recording the radar PM tests once per watch -
the onboard TM Master system required this every 3 months
The vessel frequently conducted welding operations away from the

ER workshop but they did not have an extended return cable as per
ISGOTT 9.5. The ground remained conneccted adjacent to the
welding unit in the ER workshop.
The vessel was not making the weekly "movement of the lifeboats
from stowed position" or inspections of the on load release systems
as required by solas.
The lifebuoy on the stbd maindeck area (located ontop of deck

house) was obstructed with a security station - rectified when
noted
The firemans outfits were in poor condition with the reflective

material missing in large areas - the ship reported that
replacements had been ordered.
Visual inspection of the ballast surface required the removal of a
large bolted cover plate.
The overfill alarm of 2P cargo tank was not operational.

The pressure sensors for 1P, 1S, 5S & 7S Cargo
tanks were not operational. It was
reported that spare parts were on order to rectify these items
The policy called for samples to be sent every 3 months, the last
samples were sent 30 Aug 2008. The vessel did not currently have
the required containers onboard to draw and submit samples.
The 100V circuit was found with low resistance - the meter was
indicating 0.5MOhm.
The gyro repeater in the steering flat was not correctly aligned with
the ships head - rectified during inspection.
The operator did not issue formal guidelines for conducting WWT.
The only reference the vessel had was in the tank cleaning guide
but this did not address required PPE.
As per the DNV class status report downloaded on 04 February
2009 vessel has out standing memoranda MO 2, issued on 11 June
2008 'IAPP certificate, change over procedure to low sulphur FO to
be prepared and filled on board before entering SECA zone.
Publication (2.24.18)Mooring Equipment Guidelines, 3rd Edition,

(2.24.24) IMDG Code vol 1, 2 and Supplement and (2.24.25) USCG
CFR 33 Parts 1 - 199 regulations for tanker, 2008 edition was not on
board.
As per operator procedure master to issue leter at the time of sign

off giving the list of chemicals carried during the tenure of officer
and crew, basis that chemical specific medical check to be carried
out. For most of officer and crew there was no report or other
evidence to show that test is actually being carried out.
1) Admiralty list of Light Volume F (NP 79) published on 13

November 2008 used during last voyage was not on board.
2) Admiralty chart
catalogue 2009 edition was not on board
Chief Officer was designated as safety officer, he has not received
the appropriate training.
Calibration gas for H2S and LEL 50% for portable and personal gas
meter was not on board.
No air quality test certificate for SCBA compressor was sighted.
No acknowledgement of the MF / HF periodical test with shore

station was sighted.
No oil mist detector was fited for the hysraulic aggregate pump
located in engine room.
Vessel using 17 poly propylene mooring ropes.
The master's review of the safety management system, which was

completed at the time of handover was not specific in sections
reviewed
One sludge tank designated in Form B of the IOPP Certificate - M.E.

Air Cooler Tank, was not listed in the Oil Record Book Part 1.
Segregated ballast could not be easily checked visually as numerous

bolts had to be removed to open the manhole cover. Ballast water
was sampled by dipping tanks through
It was noted that the vessel was using persons signed on as cadets
in roles as watchkeeping ratings both in ER and on bridge
The vol G of the BA ALLS had been subject of a new edition Nov
2008 but this new editions had not yet been received onboard
During the pilotage to this berth the position had been ploted
using GPS only.
The port state control deficiencies issued during a PSC inspection
Nov 2008 had not been issued as NCR's
There was an old pump casing noted on the 3rd level in
engineroom that was not secured against movement
Visual inspection of the ballast surface required the removal of a
large bolted cover plate
The GMDSS log was not being maintained as per the instructions in
the front of the book.
The loadline was still marked with the old class society markings, ie
marked with NK, not NV.
Vessel has two oustanding memeoranda re missing documents
Unannounced drug test was last carried out on 15 January 2007,

more than 24 month. As per the operator procedure unannounced
drug test to be carried out once in 12 month
No record last calibration of the alcohol meter on board was
sighted.
As per the operator procedure Master to issue the list of chemical

carried during the tenure of officer / crew based on that chemical
specific test to be carried out after sigh off. No officer / crew had
any test report after sign off from last chemical taner under the
same operator.
Time and position of alteration of course was not being entered in

deck log book or GPS log.
Admiralty chart catalogue 2009 edition was not on board.
Vessel bow thruster was not in operation.
Chief officer was designated as safety officer, he has not received
appropritae training.
SCBA compressor air quality test certificate was simply stating test
found satisfactory, no detail of test being carried was mentioned
Cargo operation did not have the details of th ullage and cargo
handling sequence and intermediate stress conditions were not
being calculated.
Forward draft gauge was not working.
Gas tight chemical suite hand rubber was damaged .
Drum under the brake lining was rusted and had minor pitting.
White correction fluid was being used in engine room log book,
numerous overwriting was observed in engine room log book.
Certificate of compliance expired 5 Feb 2009

The vessel has one condition related to class - CA 602 - before due
date the LRIT system to be tested (due date April 16.2009) CDI
inspector observed above test completed and certified by MPA on
the 24.Jan.2009 - ship awaiting class to delete . Memo to owners
observed: Following document required in connection with Class
entry Missing Addendum to intact stability information for increased
draught of 12.00 M
Working hrs for Ch Engineer and 1t Engineer not recorded when
they have attended stand by and maneuvering on the 3rd and
25/26 Feb 2009.
The ship is not fitted with an Electronic Chart Display System
The ship is not fitted with self storing mooring winches
The approved cargo computer system has no Damage stability
assessment
The list of spare parts in ship computer based PMS not fully up to
date. Emergency generator spare not listed . Doing random test on
engine spares stock -one of 2 items was not located. in the T M
Master. (Computer)
The main switch board for 220 V showing an earth fault over 3 meg
ohm - working on/off on deck light showing earth fault is related to
deck working light or cabling.
Fire station 1 - Observer 2 fire suites (aluminum type) with broken
coating under the armpits.
The engine room crane and stores crane were not included in the
last annual test
The ship was not in possession of an "ELAPPC" certificate, the ship's
keel was laid october 29th 2000
3rd/eng not in possession of flag state acceptance
In the GMDSS radio log no record over training of persons to send
distress alerts
Inspection rounds are not udertaken after the watches and
reported to the bridge
Exchange procedures for the master to assume control from the
duty officer are not clearly recorded
The ship is not fited with a LRIT system
Not all mooring ropes were turned up on the bits correctly
The fixed remor reading temperature system was not calibration
checked within the last 12 months
The fire operational booklet does not contain procedures for caego
tank gas freeing and purging as required by SOLAS ChII-2, part E,
reg 16.3.2
Mooring equipment guidelines (OCIMF)- The latest edition of the

publication is not onboard, however, evidence was provided that
the publication was to be sent to the vessel in the next mail
The latest internal audit was carried out 9 Feb 2009 and only the
non-conformances identified were left on board, no internal audit
report on board at the time of the inspetction
The company subscribed to a supplier for nautical chart and
publications. On checking All VolF, the edition was last corrected up
to week 46/08, when a new edition was published. Corrections for
new edition have been kept and the vessel is still awaiting the
delivery of the new edition. This edition is in the next mail delivery
to the vessel.
The windlass gypsy gear and drive gear teech were all dry and no
sign of recent greasing
The repetative checks section of the ship SSSCL was found to be

signed for 0700 and 0800 15th March although at the time of the
inspection it was only 0630 in the morning of 15th March
Although the present cargo discharge plan had been signed by all
OOW, the time and date of this meeting and discussion of the plan
was not recorded
The vessel has three portable thermometers but there are no

records of calibration of these against the reference thermometer
on board
The hydraulic aggregates for the cargo and mooring systems are
located in the ER which is a skid arrangement provided with a leak
detector inside a sealed cabinet. However, the high pressure piping
passes within the ER before passing through the ER bulkheads to
the deck are and there is no Oil Mist Detector in the civinnity to
provide protection in the event of a leak in joints or piping
In the dedicated food bin in the garbage storage area, the food
waste was found to be kept in a plastic bag
The required period for unannounced Drug and Alcohol testing by

an external body is set out in the company Drug and Alcohol Policy
Manual as 12 months. The last recorded test by an external body
available on board was done 2 novernber 2007
The Master had not atended a ship handling course. However, he

stated that he was scheduled to atend one during his coming
leave.
Navigation warnings relevant to the English Channel area the vessel

had just transited should have been charted but had not been.
Only the GPS was used for position fixing deep sea
The system for maintaining navigation warnings was very poor, and
out of date notices were stored with current. This made it
extremely difficult to determine which warnings were relevant to
the current voyage. There was also no system in place for the
officer of the watch to acknowledge each warning whilst on watch,
nor to record which warnings were charted on which charts.
Moorings ropes had been made fast on bits without a round turn
on the leading post.
The winche brake screws had been fited with collars, inteneded to
mark the amount of tension to apply, but which prevented the
brake being tightened further than the collars. The 3rd edition of
MEG refers to this and suggests that it is not good practice
The aft emergency towing wire pendant was in very poor condition.
The interval for the repetitive checks has been set to 24 hours.
The loading computer programme did not include damaged

stability.
The ballast pump drive shaft guard did not adequately cover the
moving parts.
2P level gauge was not operational
2P temperature measurement system was not operational.
2P pressure measurement system was not operational.
The Company did not provide guidance on the care and

maintenance of the tank cleaning equipment.
2P high level alarm system was not operational. 2P high / high level
alarm system was not operational
A brief review of the planned maintenance system revealed that

several maintenance items were overdue - auxiliary engine no. 1:
an inspection of the main bearings was overdue by over 2600
hours, and the renewal of bearings on no. 3 auxiliary engine was
overdue by over 4000 hours. The Chief Engineer could not state
whether or not the company were aware of this, or the reason for
the items being overdue.
There were no records of the regular inspection of small lifting gear.
There were no Company procedures for reporting maintenance non

conformity.
The emergency generator exhaust was in very poor condition. It

had been coated with tape of some sort, but this had also
deteriorated and in places the exhaust pipe had collapsed
Store rooms - Heavy equipment - cooler covers - were not

satisfactorily secured in the accommodation below the provisions
hatch.
There were no records of the monitoring of spaces with a potential
for the build up of flammable or toxic vapours
The self igniting light with the pilot ladder lifebuoy was not 'Ex'
rated. However, an atempt had been made recently to purchase
one and an incorrect type had been supplied. The Master stated
that another would be ordered
The cylinder of one of the chemical protective equipment BA sets

was under charged
Several cylinders of firemen's outfit BA sets were undercharged.
The ropes securing the smoke floats to the bridge wing lifebuoys
were in poor condition.
Recent entries in the ORB part I with respect of the disposal of

slops were very poorly defined and it was not possible to
determine exactily what has taken place. However it was likely that
this was simply clerical errors rather than any infringiment of
Marpol
Several garbage containers were made of plastic.
COC for anti fouling paint used during last dry-dock in July 2007 was
not sighted on board
Publication (2.24.17) guide to helicoptor/ ship operation latest
edition was not on board
As per operation procedure master to issue leter at the time of

sign off giving the list of chemicals carried during the tenure of
officer and crew, basis that chemical specific medical check to be
carried out. For most of officer and crew there was no report or
other evidence to show that test is actually being carried out
T & P notices of the B.A charid used during the last voyage were
not fully updated.
VDR last pierfonnance test was carried out on Il July 2007 more
than 20 months. During the last repair carried out on 09 Sept 2008
final remark ‘Unable to erase DVD rains, either RAM or drive faulty,
no spare DVD RAM availablc. unable to connect n’ith the software
maintenance to RCV no suitable cable available.
Life rafts ‘ritve last serviced on 23 March 2008, more than 12

month. Vessel stayed in anchor in last 2 port for more than a week
each.
Escape suthe air botles were last hydrostatic pressure tested in
December 2003, more than 5 years.
Manifold sjpill container were not sub divided for the dangers
associated with commingling of non compatible cargoes.
Sample lociker was not suitabely cell divided for the dangers
associated with the cargoes vessel is certified to carry e.g. acids.
Seal of no II hydraulic driven water ballast pump in ballast pump

room had minor leak.
Drum un&r the brake lining were rusted anf had pitting.
No oil mist detector was fited for the hydraulic aggregate pump
located with main engine compartment.
High pressure fuel oil pump of no 1 & 3 unit of main engine had
minor leak.
Steam inlet and return Ithe going to cargo tank from aft of marufold
till forward was corroded.
Safety management system of a computer based electronic version

was unable to use as all PCs were influenced by virus since end of
Mar 2009.
The log was not updated daily and all logs were completed only up
to 31 Mar 2009. The log for Mar 2009 was randomly checked,
found all engineers' logs did not reflect working hours when the
engine room was stand-by for arrival & departure and the C/O's
log did not include his working hours between 0100 - 0600hrs on
21 Mar 09 when cargo hoses were being connected and loading
was commenced.
As per a radar log, performance monitor was carried out by each

OOW but was just of resulted as Good other than actual figure
reading.
At random checks, three chart no. 3183, 3186 & 3192 for this port
were partly worn out and partly taped along folded line.
Water depth along Houston ship channel was incorrectly recorded

to calculate UKC, it was writen to 10.06 meter other than 45 feet
and resulted static UKC only 0.36 meter where ship's speed was
maintained about 10 knots of which squat affected sinkage was
about 1 meter as per displayed squat table.
No parallel index was marked on the Galveston approaching chart.
High and low pressure alarm was set at 20Kpa and - 6.0Kpa while
working pressure setting on individual high velocity P/V vents was
0.20Kpa & -3.5Kpa.
Three mooring ropes on f'cle deck were made fast to bits without
one round turn on leading post before making a figure of 8.
Last weekly test recorded was dated to 29 Mar 2009.
Though the E/R was certified for UMS, the space has been manned
under the operator's policy.
Hydraulic power packs are located at open deck in engine room
without oil mist detection system.
Operator's emergency procedures listed under 0180 in safety

manual did not contain specific procedure for "rescure from
enclosed spaces"
C/O has been designated as Ship Safety Officer. He was reportedly
trained for his role but no evidence existed to support it
Safety Equipment Certificate- Item5.2 status did not reflect fited S-

VDR equipment on board
Passage plan did not contain information about navtex status.
Correct stations were selected for trading area but no reference
made in passage plan
Section of company shipboard manual (Officer of the watch under

0040) required position fix interval to be 15 minutes in coastal
waters. Vessel passed 6 miles off the “Hartsholm” ( NW Denmark)
with speed of 14 knots and position fix noted every 30 minutes ( BA
charts 1422 and 1402).Passage plan form for that stage /charts
required only 30 minutes fix interval as well.
All engine compliment accompanied inspector during engine room

tour wearing no ear protection.
C/O was not familiar with P/V valves designed pressure settings. He
was able to locate the required info in manual during this
inspection.
Deck storehouse located on port side forward of manifold platform

had no light fited inside the space. This space was used for general
deck equipment, cargo reducers, cleaning equipments etc. and was
frequently entered during night time.
There was no evidence that the Safety officer (Chief Officer) had
received appropriate training for this role
The GMDSS log had not been completed to STCW 95 requirements

in that pre-departure checks of equipment had not been recorded
The master had not completed the bridge order book for every
night when the vessel was at sea
The bow thruster was not operational
The aft towing wire was not deployed to the stern lead but was
accessible through a hatch to the towing drum which was located in
a store on the poop. Deploying the wire from this location would foul
the attached collar of the wire with a bracket to a deadman fairlead
about one metre aft of it so the aft towing wire was not ready for
immediate use
The approved stability computer did not include damage stability
assessment
There was no record of the calibration checks of the fixed pressure

gauge against the reference manometer within the last 12 months
There was no record of the calibration checks of the fixed tank
pressure gauging system within the last 12 months
No procedure was sighted for the actual disposal of samples
A solenoid leak in the hydraulic system in the aft port side of the
focstle had caused pooled hydraulic oil beneath the solenoid and in
the bilge well (which contained fibrous material) and the aftermost
angle of the focstle (oil since cleaned up)
One hammer in the engine room workshop had been welded to its
metal shaft
Generic smoking notices did not reflect the shore permitted
locations (5 against 3) this port and no port specific smoking notices
were posted
On the enclosed space entry permits, the toxic gas being tested for
was not specified
No permits were sighted for work on electircal circuits
There was no first aid kit available in the medicine locker ready for
swift transfer to the site of an accident
No procedures were sighted covering the use of Oxygen detectors
for personal
No procedures
use were sighted covering the use of gas detection
equipment for personal use
No Company safety procedures were sighted for the use of deck
cranes
No Company safety procedures were sighted for avoiding slips and
falls
No Company safety procedures were sighted for securing walkways

The gangway net was wrapped round the stanchions rather than
being spread (since rectified)
Company requirements for unannounced drug testing were that it
should be carried out every 12 months but records showed the
interval between the last two drug tests was 26 months, carried out
on 31 March 2009 and 18 January 2007
There was a slight leak on the chemical safety equipment breathing
apparatus shown by a drop of more than 10 atmospheres in one
minute on the gauge
The fuel tank gauge in the rescue boat was broken and the fuel
tank was only approximately half full
There was no evidence that the Company provided energy
conservation training to all crew
Helicopter Guidelines and Mooring equipment guidelines were old

editions. MARPOL Annex VI not on board
During previous Operator period charts were corrected using red ink
Portable VHF radios with batteries expired. SARTS with batteries
expired.
Port side windlass with minor oil leak.
Nomenclator was 2008 edition
2 purifier fuel pumps with minot leaks
Gyro repeater light was burnt
Hull with extensive marine growth, especially starboard side. Vessel
at anchor at Mejillones for near 3 months
The Chief officer worked periods in excess of 36 hours on 4

occasions in March and April with less than 4 hours rest
The Chief officer worked periods in excess of 36 hours on 4
occasions in March and April without less than 4 hours rest
Way point numbers were not entered on all chart way points
One of the voyage charts was no WGS84 compliant No mention of

shift values was mentioned in the passage plan
The Chief mate was designated as the Safety officer, he could not
produce any objective evidence of formal training in the role
At the time of inspection of the Ship Shore Safety check list

(1500hrs) it was noted that the check list required 2 hourly checks
and had not been completed since 0800hrs.
Multiple tanks entry was being carried out on one form with no
indication that gas test or the entry check list had been completed
for each tank entered.
There were no records of regular testing of the portable gas testing
equipment
The Flash back arrestor at the Acetylene botle station appeared to
be frozen and there was a substantial amount of corrosion on the
pipe fitting.
The securing catches on life jacket and immersion suit storage box
at on the aft upper poop deck were broken.
The offshore common manifold and its various connections had
many bolts missing
50% of the bolts on the ballast tank inspection covers were missing
The Cargo record book did not show a loading of Bio Diesel which
took place between the 16th and the 18th April 2009
The No2 starboard fixed tank gauge was not working at the time of
inspection. Two of the three hermetic UTI portable tank gauges
were also not in a working condition.
As 6.22 At the time of inspection many blank flangs and and pipe
connections on the offshore manifold had 50% of bolts missing
The position indicator for the 60% render point on the mooring
winch breaks had not been set and there was no indication as to
the brake setting
The operators had a policy of operating the engine room in manned

condition at all times. Requirements for class maintenance of the
UMS notation were being maintained
The vessel was Classed for Unatended Machinery Space

Operations, but was being operated manned at sea
Following outstanding recommendation was overdue: Verification

loading computer software against to approved revised load test
cases further to increase of deadweight according to Addendum-1
to loading and stability information booklet. Docu No: P0386-DOC-
100-001 PEV-1. Due date : 04/18/2009
The vessel's flag in the Ship particulars and on the approval stamp
in the P&A manual was stated as "PHILIPINES", instead of
"SINGAPORE" the present flag.
The vessel did not have the Annual Summary of Notices to

Mariners (2009) and the Weekly Notice Nos. 50 and 51 of 2008
were observed missing form CHARTCO. The publications on board
(ALRS volumes, List of Lights, Sailing Directions etc) were not
corrected for the missing notices.
Tank cleaning hoses -

There was no record of continuity check of portable Tank cleaning
hoses.
No procedures were available for control of Small Craft Alongside.
Span gas was not available on board for the calibration of personal
multigas detectors.
A repair with doubler plate was observed on main sea water pump
discharge side elbow. A spare elbow had been received on board.
The bunkering checklist did not include provision for checking H2S
and Benzene content of the bunkering fuel as required by ISGOTT.
As per the entries in the Oil Record Book Part-II, Anexe-1 cargo
slops after decanting were transferred to 25 X 200 Ltrs drums on
deck on 11 April 2009 and were finally landed ashore on 27 April
2009
The Emergency generator reserve fuel oil tank required marking for
the 18 hours working level was not established
Safety breathing apparatus set located at the midship manifold area
are not fully charged at only 70 bars when inspected
All the forward hydraulic mooring winches marking clamps fot the
rendering are not clearly marked
While the cargo hose connection, observed 2 crew members was
not wearing a proper face shield with goggles. Vsl are discharing
Acetic Acid
Observed cargo sample are kept inside the safety locker. (Methand)
Voyage Chart T&P corrections of the following:

1) BA1592- notice 1556/07 was not removed/deleted
2)BA1759-notice 2275/08, 4740/06 was not corrected
3)BA1126- notice 4531/07was not corrected
GMDSS Log was not signed and inspected by the master daily as
required by the log book
3rd officer was not familiar of how to use and calibrate the portable
HC gas meter
The enclosed spare permitfor pumpman, issued from 8th Apr to 4th
May 2009n where checks of hydrocarbon was not checked and
written as NA. It was also observed on many occasions the permit
to the cargo tank entry was not checked the HC content and wirtten
as NA
Only 1 toxic gas detector was available onboard
Chief officer does not have and attend the in-house safety officer
cause as he is the designated safety officer on board
Vsl carries the 3X chemical suits with integral boots but the
attached glaves was observed missing for all 3 suits when
inspected
The observed pilot ladder side ropes were not constructed to the
requirements of IMO Res A667 (16) 2.2.1, which required that the
side ropes be continuous with no join below the top step. The
observed pilot ladders had side ropes which were joined below the
bottom step
There was no fixed fire extinguishing system within the sample
lockers Bunker samples were being stored within the lockers
There was no oil mist detector in the area of the aggregate pumps
which were situated within the main machinery compartment
There was one condition of class requiring that the boiler automatic
controls be brought into working order by 10 August 2009

It was noted that the master had not written night orders each night
when the vessel was at sea or anchored
The ship’s staff had observed cracks in the hull of the port lifeboat in
way of the forward lifting hook after the last drill. A technician
boarded the vessel during the inspection but was unable to
complete repairs due to limited access
One of the immersion suits for the port lifeboat was condemned
during the last inspection and had not been replaced
Guide to Port Entry was outdated
ER workshop: no means for dividing the hot work & injector test
stand areas, also no sign to avoid these two tasks simultaneously.

There were no records of calculations other than the arrival
condition.
Both tankcleaning heaters were not blanked
Emergency Framo Pump last tested March'09, reportedly due to
poor hose condition, already requisitioned (Feb'09), not yet on
board
No re-checks foreseen in Company Bunkering Checklists
No quick closing valve fitted, reportedly requisitioned

Forecastle fan shaft cover does not protect over coupling area.
Lathe trip does not disconnect the lathe, only stops it while pressed
Chief enginner had an experience in chemical tankers from 7 June

2008 to 15 Dec 2008 on previous ship and from 7 March 2009 on
this ship, less than 12 months. Chief mate, C/E and first engineer
were not holding flag state certificate of "doc to serve as an officer
at management level on Singapore tankers while master had
certificate
4321 (T) 2007 on BA chart 898 for this harbour chart and 4531 (P)
2007 on BA chart 1126 for approaching chart for next port were not
plotted
A doubler, size 10mm X10mm, was found on a pipeline- close to
flange of main engine cooling pump
Magnetic compass heading was not clearly visible from the steering
stand of the wheel house
No emergency light was not marked in the foam room
No proper ballast sampling device was available from No. 1 to 3
double bottom ballast tank centre
No.6 port cargo tank vacuum valve was supplying air even in- 60
mm H2o of the tank pressure in spite of the valve was designed to
open at- 350mm H2O
Some insulation of main deck fresh water line were damaged and
partially exposed to air

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CB CB CB CB CB CB

15-Jan-09 2009 Jan SHELL

15-Jan-09 2009 Jan SHELL

15-Jan-09 2009 Jan SHELL

22-Jan-09 2009 Jan BP

22-Jan-09 2009 Jan BP

22-Jan-09 2009 Jan BP

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

24-Feb-09 2009 Feb BP Andrew Lot

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

23-Feb-09 2009 CHEVRON S.Sinha

1 3/4/2009 2009 Mar CDI

2009 Mar CDI

2009 Mar CDI

2009 Mar CDI

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

12-Mar-09 2009 Mar CDI STENSBERG

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

15-Mar-09 2009 Mar CDI John Bussell

31-Mar-09 Mar CDI GRAHAM C.

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha

31-Mar-09 2009 Mar BP Sanjay Sinha