'caught in the net'
The M/v “NARDOS”, IMO 7429114, entered the port of Trieste (Italy) on the 30th January 2004 to disembark 2.614 tonnes of potatoes and citrus fruits. She was a ro-ro cargo of 5402 GT, built in 1977, flying the flag of Democratic People’s Republic of Korea, with target factor of 45 and eligible for inspection because of her last survey in the far 2001. Korean Classification Society issued all statutory certificates while Class Certificate were issued by Guardian Bureau of Shipping.
Forty-nine deficiencies were found in areas such as STCW, LSA, fire prevention and fire-fighting, shipborne navigational equipment, MARPOL - Annex I, structure’s defects, engine room and steering gear, working spaces and accident prevention, GMDSS equipment and functional requirements, operational manuals and instructions. In particular: STCW: Chief Engineer did not hold flag State endorsement regarding Certificate of Competency;
LSA: Lifejackets were not of type approved and in number not sufficient in comparison with crew members and total amount stated by Cargo Ship Safety Equipment Certificate. Furthermore, several immersion suits were broken, bridge’s line-throwing appliances were not ready to be used and lifeboats’ equipment was partially missing. Finally, two GMDSS/VHF portable apparatus were missing and a battery was expired, a lifebuoy was missing and another one was in bad condition; FIRE PREVENTION AND FIREFIGHTING: Funnels and vent pipe found heavy corroded / holed, one fire damper in port funnel and two fire dumpers serving cargo hold n. 2 were inoperative. Boots, rubber gloves, safety belts, one fireproof line and one safety lamp for fireman outfit were missing and a breathing apparatus was not working properly. Moreover, one fireman outfit’s locker was not in accordance with fire control plan and was closed permanently by a locker. Finally, double-jacket system on high pressure fuel delivery pipes and fuel leakage alarm were not fixed on main engine and generators and
one fire hose and one nozzle were missing in engine room;
SHIPBORNE NAVIGATIONAL EQUIPMENT: Nautical charts for the previous and intended voyage and some nautical publications were not up-to-date, notice to mariners and some nautical publications were missing. Moreover, signalling lamp was inoperative with 24V-line on bridge; MARPOL ANNEX I: Oily water separator and 15 p.p.m. equipment were inoperative;
STRUCTURE’S DEFECTS: Upper deck, lifeboat’s deck and poop deck were heavy corroded and locally holed, STBD side hull was cracked and indented. Furthermore, emergency lighting was inoperative on bridge, muster station and emergency fire pump room. Winch’s bases on poop deck were in poor condition and roller was blocked/broken, crane winch drum was broken; ENGINE ROOM AND STEERING GEAR: Slippery conditions found due to several heavy leakage from main engine, generators and steering gear pumps. Purifiers’ room was in critical conditions (lube-oil and diesel-oil purifiers not working). Means of communication between bridge and steering gear was inoperative;
WORKING SPACES AND ACCIDENT PREVENTION: A lot of electrical connections were not protected, non-conducting mats at the front of main electrical switchboards were missing. Cold room emergency alarm was not working properly; GMDSS EQUIPMENT AND FUNCTIONAL REQUIREMENTS: GMDSS equipment’s Shore Based Maintenance Certificate was missing. Previous MMSI was still set on GMDSS radio equipment;
OPERATIONAL MANUALS AND INSTRUCTIONS: Placards and instructions posted aboard were partially not in the official working language, Training Manual in mess room was no provided.
On the evidence of the above mentioned deficiencies, Korean Classification Society’s representative, which issued statutory certificates, inspected the ship and, in accordance with PSC Administration concerned, following conditions were imposed: - Some deficiencies were rectified and temporary repairs were accepted; - Class Certificate was suspended and recommendation for a single voyage issued; - Only a single voyage to repair yard was granted.
On February 12th 2004 the ship was released and allowed to sail, in ballast condition, directly to the Suntech Corporation FZCO, a repair yard sited in Alexandria (Egypt), where she arrived on February 20th 2004 at 0300 hours LT and started for permanent repairs.