M/V “Marina Kalikasan” IMO No. 7400431 · PDF file5.5 Manhole Covers 5.6 Anodes 5.7 ... 11.8 Life Boats and Davits

Vessel Survey & Inspection ReportForm: 19/17/11Revision: 0.0Date: 05.09.2016

M/V “Marina Kalikasan”IMO No. 7400431

Date of Inspection 05th May 2017

Place Keppel Shipyard, Subic

Inspected by Stratostphere Shipmanagement Groupwww.stratosphere-shipmanagement.com

SSGi Inspecting Team;

1. Capt R. Valeros Jr. (Director)2. Capt R. Letigio (Marine Supt)3. CE R. Bulohabo (Tech Supt)4. 2E M. Germino (Asst Tech Supt)5. 2M E. Uy (Asst Marine Supt)

Original with SSGi, Copy to Ship Owner

http://www.stratosphere-shipmanagement.com/


Page 2 of 27

I. Condition Survey

1. Particulars

1.1 Ship’s Name MV MARINA KALIKASAN1.2 Ex-Names CEMENMAR CUATRO1.3 IMO Number 74004311.4 Port of Registry CEBU1.5 Built 1974 / SPAIN1.6 Builder Astilleros Cantabrico Guijon Spain1.7 Class RINA1.8 Ship’s Type CEMENT CARRIER1.9 GT 3375 metric tons1.10 DWT 7381 metric tons1.11 Last Dry-docking 20141.12 Next Dry-docking Currently in Dry-Dock1.13 Last SS 20161.14 Next SS 20171.15 Name of Surveying Company Stratosphere Shipmanagement Group

www.stratosphere-shipmanagement.com1.16 Owner’s Representative Present Mr. Clyde Dy1.17 Place of Survey Keppel Shioyard, Subic1.18 Operational Status of Vessel In Dry-Dock1.19 Date Survey Completed 05th May 2017

2. Hull External

Satisfactory Unsatisfactory Not Verified Not Applicable

2.1 Coating ✔2.2 Shell Plating ✔2.3 Draft Marks ✔2.4 Other Marks ✔

3. Dry-Dock Inspection


3.1 Coating ✔3.2 Shell Plating ✔3.3 Weld Seams ✔3.4 Propeller ✔3.5 Bow Thrusters ✔3.6 Rudder ✔3.7 Bilge Keels ✔3.8 Anodes ✔3.9 Impressed Current/Cathod ✔3.10 Sea Chests ✔


Page 3 of 27

4. Cargo Hold/Tanks


4.1 Coating ✔4.2 Plating & Bulkheads ✔4.3 Frames ✔4.4 Brackets ✔4.5 Decks ✔4.6 Insulations ✔4.7 Cell Guides/Container ✔4.8 Lightings ✔4.9 Tank Tops ✔4.10 Ladders ✔4.11 Bilge Wells ✔4.12 Anodes ✔4.13 Piping ✔4.14 Heating Coils ✔

5. Ballast / FO Tanks and Void Spaces


5.1 Coating ✔5.2 Plating & Bulkheads ✔5.3 Frames ✔5.4 Brackets ✔5.5 Manhole Covers ✔5.6 Anodes ✔5.7 Piping ✔5.8 Heating Coils ✔

6. Hatch Covers / Tanks Lids and Cargo Securing Arrangements


6.1 Hatch Covers ✔6.2 Tank Lids ✔6.3 Operating Machinery ✔6.4 Packings ✔6.5 Compression Bars ✔6.6 Drain Channels ✔6.7 Non-Return Valves ✔6.8 Cleats ✔6.9 Coamings ✔6.10 Cargo Securing Gears


Page 4 of 27

7. Deck Fittings & Machinery


7.1 Coating ✔7.2 Plating ✔7.3 Bulkwarks / Railings ✔7.4 Ladders / Handrails ✔7.5 Lighting ✔7.6 Fire Main / Hydrants ✔7.7 Pipes and Valves ✔7.8 PV Valves ✔7.9 Mast Riser ✔7.10 Cow Machines ✔7.11 Sounding Pipes ✔7.12 Ventilator ✔7.13 Dampers ✔7.14 Watertight Openings ✔7.15 Bosun’s Store ✔7.16 Deck Stores ✔7.17 Windlass ✔7.18 Anchor Chain ✔7.19 Chain Securing Arr. ✔7.20 Emergency Towing ✔7.21 Mooring Winches ✔7.22 Mooring Ropes ✔7.23 Fair Leads and Rollers ✔7.24 Provisions Cranes ✔7.25 Accommodation Ladder ✔7.26 Pilot Ladders ✔

8. Inert Gas Plant


8.1 Boilers ✔8.2 Fans ✔8.3 Deck Water Seal ✔8.4 Scrubber ✔8.5 PV Breaker ✔8.6 Non-Return Valves ✔8.7 Oxygen Analyser ✔


Page 5 of 27

9. Cargo Arrangements


9.1 Cranes / Derricks ✔9.2 Winches ✔9.3 Compressor System ✔9.4 Dust Collector ✔9.5 Valves and Pipings ✔9.6 Cargo Control Room ✔9.7 Stern and Side Doors ✔

10.Pump Room, Cofferdams, Bow Thruster Compartments


10.1 Cargo Pumps ✔10.2 Ballast Pumps ✔10.3 Bilge Pumps ✔10.4 Stripping Pumps ✔10.5 Pipes/Valves ✔10.6 ODM ✔10.7 Bow Thruster Room ✔10.8 Cofferdams ✔

11.Safety Equipments


11.1 Emergency Generator ✔11.2 Deck Foam System ✔11.3 CO2 Plant ✔11.4 Emergency Fire Pump ✔11.5 Fire Stations ✔11.6 BA Equipments ✔11.7 Fire Extinguishers ✔11.8 Life Boats and Davits ✔11.9 Life Rafts ✔11.10 Life Buoys ✔11.11 Life Jackets ✔11.12 Distress Signals ✔11.13 General Alarm System ✔11.14 Gas Alarm System ✔11.15 Portable Instruments ✔11.16 Emergency Lightings ✔


Page 6 of 27

12. Accommodation


12.1 General Condition ✔12.2 Fire Appliances ✔12.3 Signs / Plans ✔12.4 Galley / Fixed-fire Fighting ✔12.5 Hospital ✔12.6 Medicine Locker ✔

13.Engine Department


13.1 Main Engines ✔13.2 Auxiliary Engines ✔13.3 Boilers ✔13.4 Exhaust Pipe Insulations ✔13.5 Pumps ✔13.6 Pipes and Valves ✔13.7 Purifiers and Filters ✔13.8 Oily Water Separator ✔13.9 Reefer Plant ✔13.10 Steering Gear ✔13.11 Emergency Switch Board ✔13.12 Workshop ✔13.13 Control Room ✔13.14 Main Switchboard ✔13.15 Engine Control Console ✔13.16 Alarm System ✔13.17 Fire Flaps ✔13.18 Overhead Cranes ✔13.19 Lighting ✔13.20 Cleanliness ✔


Page 7 of 27

II. Physical Inspection

1. Bridge Equipments

Pictures Current Condition Remarks

Two unit Radar is out-of order and no more available spares

Replaced by 2 small unit yacht’s radar.Recommend to dismantle the 2 old radar screen, not good site in every Port State and MARINA inspections.

Most charts are overused and has tapes already.

Charts to be replaced.

Electrical/electronic cables are mostly old connections and spread-out that may caused short-circuiting.

Needs to be arranged, changed if needed and must be included in the regular preventive maintenance.

Some equipment, materials are stored all together and not properly arranged.

Stores, spaces in the bridge area need to be renewed/arranged

Labeling and panel board switches indication and lightings are in poor conditions.

All must be included in the regular maintenance regime.


Page 8 of 27

2. Monkey Island


Two unit Radar is out-of order and no more available spares

Two radar scanners to be removed.

Radar Mast wire support has no proper maintenance. Certificate of last wire changed is not on board

Wires need to be replaced and must be included in the preventive maintenance plans.Wire Certificate must be on board

High voltage tension wires and other bridge equipment’s wire lay-out in monkey bridge are not secured properly.

High voltage tension wires must be properly elevated with warning signs. All loose wire connection must be secured.

All lifting device set-up have no SWL markings and certificate of actual test not on board.

Need to be included in the preventive maintenance system and annual test records must be on board.

VDR hydrostatic release mechanism is not seen installed and marking not in place.

Hydrostatic release mechanism must be in installed and certificate must be available.


Page 9 of 27

3. Deck Areas


Some decks mooring bitts, bollards and chokes have no SWL marks.

All must have SWL markings.

Most IMO Safety Signs are already worn-out, obsolete and not of the current issue.

Need to be replaced.

Mooring winch break test certificates is not on board and no marking in winch when last test done and no BHC.

Annual testing or as per industry requirements must be performed and test certificate must be on board.

Some overflow vents have no markings which tank it served and no plan maintenance procedure in checking wire mesh.

Must be included in preventive maintenance system.

Lifeboat wire changes and certificate is not onboard.

Marking of when it was last changed is not supported by any certificates.

Must be included in regular mandatory regular testing.


Page 10 of 27


Some deck valves and handles are corroded and no sign of regular maintenance.

Must be included in the plan maintenance system.

Substantial areas on deck with sign of heavy corrosion were observed.

Must be included in the regular plan maintenance regime.

Most sounding caps have no grease and no sign of regular maintenance.


Heavy corrosion in areas that affects holding based and protective cover of an equipment/machinery


SOPEP Materials investory does not coincide with the minimum mandatory requirements.

Must be included regularly be replenish and supply certificates must be on board.


Page 11 of 27

4. Compressor Area


Cargo Handling Plan System Procedures not in place.

Cargo Handling Plan System Procedures must be posted and all valves should be marked as per panel board diagram

Cargo Control room/area in poor condition.


Air and Cargo flow direction and valves unmarked.

Air and Cargo flow direction must be marked in every pipe and all pipes leading to where it served.

Compressor deck and tight areas in poor maintenance condition.


Poor lightings arrangement inside compressor area.

Must be included in the plan maintenance system.


Page 12 of 27

5. Engine Machinery / Area


A/E Serv tk test cock secure w/ u bolt

U-bolt is not allowed in securing test cocks

Crack in bulkheads, no reports found on record

There must be a record or any equivalent report ref to this crack and must be reported to class for best recommendation.

M/E Service tk test cock secured with u bolt

U-bolt securing is not allowed in test coks

SW v/v & gauge out of order

This must be fixed and must be included in preventive maintenance

Steering gear room w hanging cloths

This practice is not allowed in any vessel.


Page 13 of 27


Counter Weight All sounding pipes quick closing cocks must be free and counter weight must not be secured or tied.

A/E #3 General Overhauling

As per vessel’s Chief Engr this is included in dry docking list.

Counter weight stock on open pos

This is not allowed, all must be free and not secured.

Rusty port side bilge This must be included in the plan maintenance system

Rubber hose connection on sw cooling pipe

Rubber fittings or any fabrication out of from the original design must have class approval.


Page 14 of 27


Fwd bilge not maintain properly

This must be included in the plan maintenance system

Main Engine & auxiliary engines, no more spares on board of all critical parts.Maker is already non-existing.

This is one major matter to re-evaluate by ship owner. Running a vessel without minimum mandatory critical spares on board is a major Port State and Marina concern and inviting a disaster to occur anytime.

L.O test cock secured by rope

This practice is not allowed by Port State and any safety inspecting bodies.

Improvised flexible hose connection

Rubber fittings or any fabrication out of from the original design must have class approval

Electrical wiring secured with dock tape

This is practice is not allowed on board any vessel.


Page 15 of 27


SW pipe with bicycle tubeRubber fittings or any fabrication out of from the original design must have class approval

Fuel oil filter with rubber hose connection


Improvised drainage with catcher pale


Rubber hose fw lineRubber fittings or any fabrication out of from the original design must have class approval

Damage electrical outlet on deck

This should be included in the plan maintenance system


Page 16 of 27


Rubber hose improvised FW line


Starting air comp. pipe secured with rope

Any fittings or any fabrication out of from the original design must have class approval

Vent P & S on deck stocked up


Damage cover machinery on deck



Page 17 of 27

III Management

1. GENERAL PERFORMANCE AND CONDITION

No. Item Yes No Remarks

1.1 Is the Vessel’s overall performance satisfactorily? (Speed/Fuel…) Not Verified

1.2 Is the performance of the Bridge Equipment satisfactorily? Not Verified

1.3 Is the performance of the cargo operation satisfactorily? Not Verified

1.4 Is the performance of the engine satisfactorily? Not Verified

1.5 Is the crew satisfied with the provision? (Quality/Quantity) ✔

1.6 Are there outstanding items from the last superintendent visit? ( if yes, please attach the list) ✔

1.7 Are there outstanding requisitions? ✔

1.8 Is the general condition, visual appearance and cleanliness of the hull satisfactory? ✔

1.9 Is deck lighting adequate? ✔

1.10 Is the general condition of electrical equipment, including conduits and wiring, satisfactory? ✔

1.11 Is the accommodation clean and tidy? ✔

1.12 Are the sanitary facilities in crew accommodation clean and in proper condition? ✔

1.13 Are the ventilation arrangements in proper working condition? ✔

1.14 Are the galley and provision rooms clean and without possible signs of vermin? ✔

1.15 Is all garbage collected, separated and disposed of in accordance with Garbage Management Regulations? ✔


Page 18 of 27

2. NAVIGATION

No. Item Yes NoAction taken/

Additional Comments

2.1Has the master written his own Standing Order and are Bridge Orders being completed and countersigned by the deck officers?

✔

2.2Are deck log books and engine movement (bell) books correctly maintained and is an adequate record being kept of all the navigational activities, both at sea and under pilotage?

✔

2.3Are pre-arrival, pre-departure, watch handover, pilot-master exchange checklist and pilot card effectively completed?

✔

2.4 Is the gyro compass operating satisfactorily? Not Verified

2.5 Are auto to manual steering changeover procedures clearly identified? ✔

2.6 Are regular gyro and magnetic compass errors being taken and are they being recorded? ✔

2.7 Is the magnetic compass in good condition and properly visible from steering position? ✔

2.8 Is a spare magnetic compass available and in good condition?

Not Verified

2.9 Do the magnetic compass errors being recorded in the compass error book broadly agree with the deviation card? ✔

2.10 Where the charts used for the previous voyage appropriate? ✔

2.11Was a comprehensive passage plan available for the previous voyage and did it cover the full voyage from berth to berth?

✔

2.12Was position fixing satisfactory throughout the previous voyage and the frequency of plotted fixes in accordance with the passage plan?

✔

2.13 Was radar parallel indexing used to monitor the position of the vessel?

Not Verified

2.14 During pilotage, was the position of the vessel adequately monitored?

Not Verified

2.15Is the echo sounder in good working condition and is the echo sounder recorder marked with a reference date and time on each occasion it is switched on?

Not Verified

2.16 Is the ECDIS system working satisfactorily? None

2.17 Are navigation instruments as radar and speed log in operational condition? Not Verified

2.18Is the steering gear including rudder angle indicator as well as emergency steering gear including switch-over devices in operating condition and the steering gear alarm functioning?

Not Verified

2.19 Are instructions for switch-over handling posted in vicinity? ✔

2.20 Are communication systems between bridge, engine room and steering gear room in working condition?

Not Verified


Page 19 of 27

3. COMMUNICATION


Additional Comments

3.1 Is the communications equipment in good order? ✔

3.2 Are radio emergency batteries in good order and fully charged? ✔

3.3 Are officers aware of the requirements for position updating on two-way communication equipment? Not Verified

3.4 Can officers demonstrate a satisfactory understanding of how to operate the equipment in an emergency? Not Verified

3.5 Is the Radio Log being maintained correctly? ✔

3.6Are portable VHF hand held radios for survival craft including batteries with spares/re-charger in good working condition?

✔

3.7 Is the EPIRB in correct and float free position? Is the life date of battery and hydrostatic release still valid? ✔

3.8 Are Radar Transponders in working condition and ready in case of emergency? ✔

3.9Are antenna systems in good condition without any signs of corrosion or damage and is the antenna plan up to date?

✔


Page 20 of 27

4. SAFETY EQUIPMENT/MANAGEMENT


Additional Comments

4.1Are up to date fire control plans been posted in accommodation alleyways, are clearly readable and show a sign of approval?

✔

4.2Are up-to-date muster lists written in a language understood by all crew members and are they posted on the bridge, in engine control room and accommodation spaces? Are substitutes for key persons mentioned?

✔

4.3 Are the ship’s officers familiar with the operation of fire fighting, life saving and other emergency equipment? Not Verified

4.4 Are smoking regulations posted and being adhered to and are smoke rooms adequately identified? ✔

4.5Are ship specific life-saving equipment maintenance instructions available and are weekly and monthly inspections being carried out?

✔

4.5 Are external doors, ports and windows kept closed in port? ✔

4.6 Is all loose gear on deck, in stores and in internal spaces properly secured? ✔

4.7 Are all paint materials stored inside the designated paint locker only? ✔

4.8 Are all escape ways accessible and free of obstructions and are they properly illuminated? ✔

4.9 Are IMO symbols properly used for marking escape ways and locations of emergency equipment? ✔

4.10 Are flashback arrestors fitted at the cylinders and at the workstation and are they in good order? Not Applicable

4.11 Are officers familiar with use and calibration of portable oxygen and hydrocarbon analyzers? Not Verified

4.12Is there a record of regular testing and calibration of portable analyzers and is sufficient span calibrations gas available for the types of fixed and portable analyzers on board?

Not Verified

Life-saving equipment

4.13Are lifeboats with all parts in proper condition without wastage, are blocks and release mechanisms properly maintained as necessary? Is reflective tape adhered as required on bottom, sides and top?

✔

4.14 Are lifeboat/rescue boat engines in good working condition and starting easily? Not Verified

4.15Are life rafts and launching arrangements in good working condition? Is the ship’s name updated on the outside data placards if available?

✔

4.16 Is the hydrostatic release for the rafts properly connected and validity not outdated? ✔

4.17Are launching arrangements for lifeboats/rescue boats and life rafts including limit switches in good condition and without wastage?

✔

4.18Are lifejackets in good condition and are sufficient additional lifejackets provided for persons on watch on remote working stations?

✔

4.19 Are immersion suits in good condition and are additional suits available at remote working stations as required?


Page 21 of 27


Additional Comments

Fire-fighting equipment

4.20 Is the key engine crew familiar with emergency power arrangements? Not Verified

4.21 Are fire pumps in proper working condition and with sufficient delivery of water pressure? Not Verified

4.22Is the emergency fire pump in good working condition with sufficient delivery of water pressure and are starting instructions clearly displayed?

Not Verified

4.23Are fire main piping and all hydrants in good condition without signs of corrosion or wastage and without soft patches? Are couplings and valves free of leakages?

✔

4.24Are all fire stations with required equipment of hoses, nozzles, spanners in good condition and are nozzle spray adjustments workable and hoses without deterioration?

✔

4.25 Are firemen’s outfits and breathing apparatus (incl. spare bottles) in good order and ready for immediate use? ✔

4.26Are Emergency Escape Breathing Devices (EEBDs) available in required amount (plus additional training unit) and distributed as per fire plan within superstructure and engine room and under full pressure?

✔

4.27 Are the fire detection arrangements properly working at all detection points? Not Verified

4.28 Are fixed fire fighting systems for engine room and cargo spaces in proper working condition? Not Verified

4.29 Is the fire extinguishing arrangement in paint locker as required in place and in good working condition? ✔

4.30Are all fire dampers and ventilation closing appliances including gaskets, handles, screws and other mechanical mechanisms in proper working condition?

✔

4.31 Are all fire doors closing properly by their automatic closing devices? ✔

4.32Are all quick closing devices for tank shut-off and emergency stop of pumps and fans in proper working condition?

Not Verified

Material Safety Data Sheets (MSDS)

4.33 Are MSDS on board for all the cargo products being handled and are all officers familiar with their use? For Cement

4.34 Have Material Data Safety Sheets been provided for the bunkers currently on board? Not Verified

4.35 Are chemicals properly stowed and are MSDS available? ✔


Page 22 of 27

5. MARPOL REQUIREMENTS- POLLUTION PREVENTION


Additional Comments

5.1 Are the Engine Room (Part I) and Cargo (Part II) Oil Record Books (ORBs) correctly completed? Not Verified

5.2Do the sludge and bilge tanks designated in Form B of the IOPP certificate and those listed in the Oil Record Book Part 1, agree?

Not Verified

5.3 Are correct codes used for all entries? Not Verified

5.4Is the IMO Coastal Contact list up to date, s the master aware of port contact procedures and has a contact list been made for this port?

Not Verified

5.5 Are all piping arrangements in proper condition without any signs of damage or corrosion. ✔

5.6 Are suitable spill containers fitted around all fuel, diesel and lubricating oil tank vents? ✔

5.7 Are engine room bilges and other machinery areas free of excessive oil matters? ✔

5.8 Are the engine room bilge oily water pumping and disposal arrangements in good order? ✔

5.9 Are the 15 ppm alarm and stopping arrangements (if installed in proper working condition? Not Verified

5.10 Are bilge high level alarms fitted, regularly tested and the results recorded? ✔

5.11 Are dedicated sludge pumps free from any connection to a direct overboard discharge? ✔

5.12Is the oily water separation system including all piping and solenoid valve arrangements as required in proper working condition and without any illegal by-pass piping?

Not Verified

5.13Are specific warning notices posted to safeguard against the accidental opening of the overboard discharge valve from the oily water separator?

✔

5.14 Is proof available that low sulphur fuel has been used while navigating in restricted areas. Not Verified


Page 23 of 27

6. STRUCTURAL (HULL AND MACHINERY) CONDITION


Additional Comments

6.1 Is the hull free from visible structural defects that warrant further investigation? ✔

6.2 Are weather decks free from visible structural defects that warrant further investigation? ✔

6.3 If any cargo and/or ballast tanks were inspected or sighted, were they in good order? ✔

6.4 Are electric cable arrangements properly installed and insulated, no loose wiring? ✔

6.5 Are light covers properly fixed on all lamps? ✔

6.6 Is the engine room with regard to work and fire safety in a generally clean condition? ✔

6.7 Is the main propulsion system in proper working condition? Not Verified

6.8 Is the auxiliary engine and power system including 100% power redundancy in proper working condition? ✔

6.9 Is the emergency generator arrangement for immediate supply of electrical power in proper working condition? Not Verified

6.10 Are engines and piping systems free of leakages? ✔

6.11 Are the anchoring devices in good condition without damages? ✔

6.12 Are the mooring ropes in good working condition? ✔

6.13 Are weather tight doors and small access hatches in good condition to close weather tight? ✔


Page 24 of 27

7. ENGINE AND STEERING COMPARTMENT


Additional Comments

7.1 Has the Chief Engineer written his own standing orders and are night orders being completed? ✔

7.2Have the watch engineers countersigned the Chief Engineer’s standing and night orders as read and understood?

✔

7.3 Is the dead man alarm system, where fitted, in good order and used as required? Not Verified

7.4Are the following, where applicable, all in good order and do they appear to be well maintained:

The Main Engine✔

Auxiliary engines and generators, including a shaft and emergency generators where fitted ✔ Compressors including main, instrument and emergency air compressors; ✔

Purifiers and fuel oil handling equipment ✔

Sewage plant ✔

Bilge pumping arrangements and the oily water separator ✔

Hydraulic aggregate pumps Not Verified

Stern tube sealing arrangements Not Verified

7.5 Is the engine room log book adequately maintained? ✔

7.6 Is a comprehensive and up to date inventory of spare parts being maintained? ✔ NONE

7.7 Are emergency escape routes clearly marked, unobstructed and adequately lit? ✔

7.8 Do records indicate the regular testing of emergency equipment? ✔

7.9Is the fuel system fitted with valves that are capable of being closed from outside the machinery space regularly tested and in good order?

Not Verified

7.10 Is all moving machinery provided with effective guards where this presents a hazard? ✔

7.11 Are records maintained for the regular inspection and testing of lifting devices? ✔

7.12Are emergency steering gear changeover procedures clearly displayed in the steering compartment and in the wheelhouse?

✔

7.13 Is the steering gear emergency reserve tank fully charged? Not Verified

7.14 Are communications with the bridge satisfactory? Not Verified

7.15 Is the rudder angle indicator clearly visible at the emergency steering position? ✔


Page 25 of 27

8. Cargo and Ballast Systems


Additional Comments

8.1 Is information readily available on maximum loading rates? ✔

8.2 Is information on cargo loading limitations available? ✔

8.3Are legible and up to date pipeline and/or mimic diagrams of the cargo, and venting systems as applicable, available in the cargo control area?

✔

8.4 Is the Cargo Record Book correctly completed and up to date? ✔

8.5 Are all officers familiar with the cargo system? (Familiarization Checklist) Not Verified

8.6 Is the Chief Officer familiar with the term “ reference temperature” and has it been determined for this cargo? Not Verifed

8.7 Has a cargo handling plan been prepared which provides a detailed sequence of cargo and ballast transfer? ✔

8.8 Are all officers aware of the emergency procedures for dealing with leakage spillage or fire involving the cargo? Not Verified

8.9Are the Cargo, booster, ballast and stripping pumps, educators and their associated instrumentation and controls, where fitted, in good order and is there evidence of regular testing?

✔

8.10 Are the Cargo Compressors, Dust Collectors, where fitted, in good order and is there evidence of regular testing? ✔

8.11 Is the Cargo pump emergency shutdown system in good order and is there evidence of regular testing? Not Verified

8.12Are the Cargo system tank pressure, temperature and level gauges in good order and is there evidence of regular testing?

✔

8.13 Is the emergency shut down (ESD) system in good order? Not Verified

8.14 Is the ESD system tested prior to cargo transfer and are records maintained? Not Verified

8.15 Is the manifold area clear of obstructions which could interfere with the automatic release of a hard arm? ✔

8.16 Are manifold pressure gauges fitted outboard of the manifold valves and are they in good order? Not Verified

8.17 Are the manifold valves and lines clearly marked ? ✔

8.18Are all cargo derricks, cranes and other lifting equipment properly marked and has periodical testing and inspection been carried out?

✔


Page 26 of 27

IV. Conclusion

Basing in the physical survey and inspection conducted, our general impression is that the vessel is not properly maintained reasons why there are dry docking items that is supposedly can be done prior to dry-docking and while vessel is waiting at anchorage for days (just supply the needed materials and extra man-power). These are the jobs like chipping and painting of deck areas; bollards and bitts; winches; watertight doors; ladders/stairs, etc., If this is done as per Plan Maintenance System, owner will save on cost and time element in the dry-docking period.

We can therefore conclude that there is no existing Electronic Plan Maintenance System that will remind on time, the Ship Manager and the Ship Owner that there are critical items that will be due for maintenance or replacement. The Electronic Plan Maintenance System is based on every equipment’s maker maintenance manual’s recommendation ref to accurate maintenance procedures and intervals.

Being prepared, professional, pro-active and predicted are best traits of a seasoned Ship Manager. Operating the vessel based in a structured Plan Maintenance System and Regime will save the owner in spending unwarranted money and loosing valuable time.

Now that Port State Control and MARINA inspections are always unannounced and nobody can tell where and when they will board the vessel. Worst is if they found numbers of major risk items on board, they have the capacity and authority to hold the vessel rightfully whether empty or loaded and this will cost much to the owner in paying demurrage to charterer or a waiting time for all their client’s cargoes and supply chain will surely be greatly affected.

In the case of our MV Marina Kalikasan, going through Chapter II - under our Physical Inspection (with pictures), you can well observed that there are numerous high risk observations that is not acceptable to maritime standards and violating general safety being adhere from existing Maritime Law and Regulations. We can clearly state that the attitude of our domestic shipping manager that reflects to the same traditional attitude of our domestic seafarers is a risk that “anytime” may lead to unwanted eventualities and if we will not have a paradigm shift – we will end up losing lives, properties and risk to our marine environments, continuously in our domestic shipping. (Latest is the vessel MV Fortuner of Sam Shipping Company, that sustained a crack in the middle of her hull and sank around 6 am Sunday 7th May 2017, only about a kilometer away from shore line).

There are companies that shut down due to major incidents and no cargo owner dreamed of reading their Company’s Name in the news connected with major sea disaster that will surely create a bad name to all the Company’s clients.

Operating the vessel safely, promptly and efficiently cost also money and time. But, being predictive and pro-active will determine all possible unwarranted events going thru a very detailed risk assessments that must be known to both the Ship Manager and Ship Owner – this is where all concerned party decide wisely and timely to save money and time.


Page 27 of 27

V. Recommendations

As for our vessel MV Marina Kalikasan – the hull and superstructure are still in top condition and there is no doubt that only through proper maintenance it will still last for more years of sailing through any type of weather as long as it is still strictly monitor by RINA’s Classification Standards.

Going thru the Hull and Machinery compliance issue, as we mentioned there will be no problem with the Hull, but with regards to the Machinery there is a big room for analyzing best whether it is still wise to maintain the vessel under the fleet or accept the possibility of selling the vessel, as-is. The only reason is because the maker of the main engine of the vessel is already non-existing and it will be very difficult to out-sourced needed spare parts. We can always opt to fabrications but there is no guarantee that life-span of operations will always be the same as in normal and same original spare parts in the main and auxiliary engines.

The vessel is already 43 years old and maintaining a vessel at this age will really cost much and another factor is we are already inviting unwanted eventualities to occur. There are still younger vessels in the market that we can consider or even build a new one for a younger fleet and longer life-span and most especially lesser headaches in stoppages and delays in between charter periods.

Again, it is worth mentioning the latest incident of the vessel MV Fortuner of Sam Shipping Company, that sustained a crack in the middle of her hull and sank around 6 am Sunday 7th May 2017, only about a kilometer away from shore line. Applying the best traits of a ship manager and emanating the same traits by all vessel crew – this will avoid unwarranted incidents;

Being Prepared – prior to every vessel departure, that nobody is sure if your will be facing bad weather or any unforeseen events, it is best to always have all the critical spares needed by all machinery and equipment and as well as the vessel’s crew.

Being Professional – be able to relay to Ship Owner the actual condition of the vessel. Giving all detailed condition vis-à-vis with accurate Risk Assessment that will enable the Ship Owner to best foresight scenario that will help Owner decide based on accurate facts.

Being Pro-Active – acting before a known risk arise will save money and time. There is no point acting at once even risk existed just for the word “compliance”. Being re-active is one attitude that always leads to disaster.

Being Predictive – an equipment, machinery and even people depict and portray premonitions before unwanted events will arise. We can observe abnormalities in sounds, pressure, temperatures, normal behavioral pattern. And if will act straightly based on these present abnormal observations, we will be able to predict incident and avoiding and mitigate risk factors.

Documents

M/V “Marina Kalikasan” IMO No. 7400431 · PDF file5.5 Manhole Covers 5.6 Anodes 5.7 ... 11.8 Life Boats and Davits