Incident Sub NS Enterprise ID

Date of Incident Vessel Name Incident Category Category

13-Feb-2017 STI Black Hawk Machinery Failure Main propulsion

11-Apr-2017 STI Onyx Machinery Failure Main propulsion

25-May-2017 Excelsior Bay Machinery Failure Main propulsion 4600312

30-May-2017 Navig8 Exceed Machinery Failure Main propulsion 4600300

7-Jun-2017 STI Meraux Machinery Failure Main propulsion

14-Jun-2017 Sunny Dream Machinery Failure Main propulsion

21-Jun-2017 STI Garnet Machinery Failure Main propulsion

24-Jul-2017 FMT Bergama Machinery Failure Main propulsion 4600313

1-Aug-2017 Navig8 Gratitude Machinery Failure Steering Gear 4600330

28-Sep-2017 FMT Bergama Machinery Failure Main propulsion 4600360

11-Oct-2017 STI Madison Machinery Failure Main propulsion

22-Oct-2017 STI Express Machinery Failure Main propulsion

23-Oct-2017 FMT Bergama Machinery Failure Main propulsion 4600385

1-Jan-2018 STI Gladiator Machinery Failure Main propulsion

1-Jan-2018 STI Amber Machinery Failure Main propulsion 4600421

30-Jan-2018 STI Selatar Machinery Failure Main propulsion

6-Feb-2018 STI Sanctity Machinery Failure Main propulsion
13-Feb-2018 STI Park Machinery Failure Main propulsion

14-May-2018 STI Meraux Machinery Failure Main propulsion

14-May-2018 Sunny Horizon Machinery Failure Main propulsion

19-May-2018 STI Winnie Machinery Failure Generator

5-Jun-2018 Jennings Bay Machinery Failure Main propulsion 4600591

18-Jun-2018 Lafayette Bay Machinery Failure Blackout 4600578

11-Jul-2018 STI Excel Machinery Failure Main propulsion

20-Jul-2018 STI Gratitude Machinery Failure Generator

24-Jul-2018 STI Goal Machinery Failure Boiler
8-Aug-2018 STI Black Hawk Machinery Failure Main propulsion
22-Aug-2018 STI Park Machinery Failure Main propulsion

15-Nov-2018 STI Goal Machinery Failure Main propulsion

23-Nov-2018 STI Supreme Machinery Failure Main propulsion

2-Dec-2018 STI Carnaby Machinery Failure Blackout
1-Jan-2019 STI Black Hawk Machinery Failure Main propulsion

3-Jan-2019 STI Acton Machinery Failure Main propulsion 4600646

22-Feb-2019 Sunny Horizon Machinery Failure Main propulsion

28-Feb-2019 STI Orchard Machinery Failure Main propulsion

18-Mar-2019 STI Beryl Machinery Failure Main propulsion 4600723

22-Mar-2019 STI Winnie Machinery Failure Main propulsion
14-Apr-2019 STI Guide Machinery Failure Main propulsion

15-May-2019 STI Amber Machinery Failure Main propulsion

18-May-2019 Sunny Day Machinery Failure Main propulsion

29-May-2019 Sunny Hill Machinery Failure Main propulsion

22-Jun-2019 STI Meraux Machinery Failure Main propulsion

27-Jun-2019 STI Fulham Machinery Failure Main propulsion
28-Jun-2019 STI Onyx Machinery Failure Main propulsion

21-Jul-2019 Sunny Hill Machinery Failure Main propulsion

4-Aug-2019 STI Veneto Machinery Failure Main propulsion

2-Aug-2019 Sunny Horizon Machinery Failure Main propulsion

3-Sep-2019 STI Symphony Machinery Failure Main propulsion

Docmap ID
Beryl-AIR-19-0001
Narrative Description
Main Engine failed to start from Bridge control when vessel was to shift from layby berth to main berth. Few days earlier so
upgradation and othermaintenance had been carried out by MAN & Kongsberg technicians. Since vessel was at layby berth
engine was not tested after completion of above jobs.

M/E cylinder head for unit # 2 observed leaking from gasket leading to exhaust gas seepage. Vessel was stopped, cylinder h
lifted and gasket renewed.
Vessel was proceeding to Antwerp for discharging cargo. While enroute, engine room was kept manned because of BWMS
alarm. Officer permission was sought and M/E was stopped and maintenance work was started to fix the problem. M/E wa
once everything was found satisfactory, the vessel resumed passage.

Whilst at sea, No. 1 & 2 units’ exhaust gas deviation alarm received and M/E slowed down. Investigation revealed cause to
of fuel injectors. Both injectors were renewed.
After changeover of M/E fuel from HFO to LSMGO, drops of LSMGO were noted leaking from ME #1, #2, #5 & #6 unit fuel v
Bridge was informed and the M/E was stopped to rectify the leakages.
Whilst vessel at sea, M/E slowdown alarm activated due to Exhaust Gas temperature deviation. Initial investigation reveale
FO pump was unable to provide fuel delivery to fuel valves. M/E was stopped, unit #5 HP FO pump disconnected and movi
plunger checked. Found that plunger was stuck. Unit #5 HP FO was overhauled, tested and thereafter vessel resumed passa

ME #1 unit exhaust gas deviation alarm (>+50 degree) was received. It was noticed that the under piston temperature incre
about 77 deg. M/E was running at 91 rpm and load ranging between 76-79%. M/E rpm was immediately reduced to 85 to b
deviation within alarm limit. M/E was stopped to carry out under piston inspection and cleaning. It was observed that on U
piston ring No #2, Ring #3 and Ring #4 broken and clear indication of blow past on the crown.

Vessel suffered main engine turbocharger failure during Bosporus strait transit. M/E rpm was reduced, vessel proceeded to
the transit under reduced speed with an escort tug. Vessel anchored post transit to investigate the cause(s).
Whilst vessel was enroute from Taichung to Fujairah, “Low Oil Level pump tank LV2” alarm activated on the steering gear E
panel. The alarm was acknowledged and the duty engineer confirmed oil level in expansion tank normal and normal indica
level switch LV3 AND LV4 on steering gear local oil separation panel and filter differential indication on No. 1 pump was fou
Suspected No. 1 pump parts wearing out causing excessive metallic dirt in filter.
Vessel had M/E stoppage off Falmouth. Falmouth coast guard was informed and vessel safely anchored for further trouble
During investigation, found that low control air caused erratic operation of EP converter. This led to M/E failing to start from
M/E started from local control station and vessel resumed her passage.

While trying out M/E before dep from Singapore OPL anchorage, got an alarm- "EXH VV SRTOKE LOW FOR CCU5 (SL DN)". T
shooting started for the slowdown, various components checked as per MOP-A trouble shooting guide & accumulator pres
- checked acc pr = 137 bars.

Over heating of Stern Tube Bearing Aft. Vessel was underway at full away condition at 71 rpm.
Weather was rough, vessel was in ballast condition and propeller immersion 103% at departure.
After preliminary investigation (reading from sensor-FAULT) was taken decision to slow down for further investigation.
On departure from port of Whitegate after pilot disembarkation, vessel started increasing load on M/E till 70%. Smoke was
coming out of M/E turbocharger.
Alarm for M/E high pressure leak followed by high exhaust deviation alarm for No.2 M/E unit was activated on the MOP. On
leak was observed from the No.2 M/E unit. M/E was stopped for renewal of the high-pressure fuel oil pipe.
M/E stopped after receiving exhaust temperature deviation alarm on Unit # 4. Attempt to restart M/E failed as few units w
firing. Further trouble shooting revealed that the fuel pump booster unit plungers of M/E unit no 1, 3, 5 and 6 were stuck a
position. This ceased the fuel injection to these units leading to the M/E failure. Pumps of the affected units were overhaul
tested satisfactorily before resuming passage.

M/E auto slowdown activated and vessels speed reduced. Vessel resumed passage after investigation. Upon resuming the p
was observed that vessel losing speed and increased load on M/E. This was followed by alarm on MOP panel- Dynamic Tor
M/E turbocharger
Time out. surged during NCR operation, causing major damage to the Turbocharger.
While berthing at Mina-al-Ahmadi, when almost alongside at the berth, M/E missed astern kick. The problem was found to
solenoid valve for the starting air valve of #5 unit. The solenoid valve securing nut and solenoid coil had slide- off from its s
causing malfunction of air start valve. Therefore, missing firing of M/E intermittently.
While manoeuvring after departure from berth, M/E unit no. 2 exhaust temperature deviation alarm activated on alarm m
panel. On troubleshooting at anchorage, it was noted that M/E unit no. 2 FO HP pump suction valve was stuck.
Upon departure from CITGO DOCK # 1 M/E tripped. Investigation revealed that the blow off valve of the control air dryer go
open position. Vessel by passed the control air dryer and once the air bottle was filled, M/E was started and vessel proceed
anchor safely without any incidents or delays.
While A/E # 2 was running parallel during tank cleaning operation, Exhaust gas temp deviation alarm occurred on AMS. On
troubleshooting, found Unit #2 exhaust valve and stem was broken. Further on investigation found metals parts in the casin
damaging the Nozzle and turbine rotor.

During the changeover process from HSFO to LSMGO vessel received M/E slow down alarm because of Exhaust Gas deviati
Cylinder Unit No.2,3,5,6. Due to the above, vessel had to stop at sea to carry out investigation and repairs.
Accidental blackout due to offloading of running generator. Standby generator immediately came on load.
M/E unit no.1 triggered the Exhaust Temp. Deviation High Alarm causing the M/E to slowdown. Exhaust temp. of no. 3 unit
noticed to be lowest amongst all units and hence both fuel valves of no. 3 unit were also renewed along with suction valve
vessel replaced the exhaust valve with new one on board.

Vessel in loaded condition was on a sea passage to South Korea. A/E 3 & 2 were running in parallel for BWTS operation, ves
A/E No. 3 Cylinder 6- Exhaust temp. deviation and T/C exhaust temp deviation
pumpalarms. Observed water coming out from th
Aux boiler
armfeed pump
and #2 shaft
LOnoted to from
be broken
Crankcausing damage
doorstoand
theflywheeland complete
Rocker cover some sprayed case relief shaft area. assembly requires renewal.
Vessel was on ballast passage. During FO changeover, auto backwash filters a sudden drop in fuel oil pressure caused A/E N
resulting in a blackout, also causing the M/E to trip. Fuel valves of unit # 1, 2, 3, and 4 were changed with spare ones. Boos
Major Incident
were overhauled and boxed back. Vessel
autoresumed
LO filter passage after testing alarm".
her M/EM/E
satisfactorily
was then in ahead to
and astern direction
Vessel while underway received "ME differential pressure stopped investigate the ca
filters were dismantled, cleaned and boxed back. It was noted that there are suspended carbon particles clogged in the filt
HPS candle filters were also cleaned in ultrasonic machine. M/E was restarted and voyage resumed.
M/E started giving trouble after heaving up anchor and proceeding for final stretch to Chengxi Shipyard where vessel was g
modifications and repairs. Since vessel was in narrow channel, vessel called for tugs to tow her to shipyard.
ME slowdown while transiting English Channel
Busbar electrical short circuit. Vessel experienced blackout due to short circuiting in No.1 group starter panel on the main s
Vessel carried out recovery procedures and isolated the affected bus bar. Power was restored using alternate bus bar. Vesse
Vessel stopped
shipboard at sea as
equipment andplanned
found toto be
perform M/E
working unit No.6 overhaul. Vessel could have managed the voyage with current c
satisfactory.
but considering the situation (crossing north Pacific Ocean during winter time) it was prudent to perform unit overhaul. Du
weather conditions before arrival / in port / after departure load port and unavailability of lay berth best time and place wa
sea on 01 Jan 2019. Overhaul was performed from 0500 to 1900 LT on 01st Jan 2019 afterwards vessel resumed voyage no
delay: Approx. 14 hrs.

Stoppage in English Channel to rectify problem with ME tacho

Vessel was preparing for departure from port. The M/E was blown through and then while starting theM/E, alarm went off
M/E "Start Block" and M/E would not start. Then after resetting this alarm upon starting the M/E, the exhaust valve for uni
and 6 displayed alarm as failed and M/E slowdown was initiated by the system.
While the vessel was on passage from Amsterdam to Port Elizabeth, during routine engine room round, an unusual knockin
heard coming from Unit # 3 of M/E. Investigation and fault finding carried out on board with Maker's service technician at
Elizabeth anchorage, Exhaust valve hydraulic Actuator found damaged.
M/E stopped after receiving exhaust temperature deviation alarm on Unit # 4. Attempt to restart M/E failed as few units w
firing. Further trouble shooting revealed that the fuel pump booster unit plungers of M/E unit no 2 and 4 were stuck at the
M/E failed to start
position.Pumps of before shifting
the affected to berth
units from hauled,
were over anchorage.
and Pilot was rebooked
M/E tested after 6before
satisfactorily hrs. resuming passage.
While the vessel was coming alongside at Kaohsiung for berthing a leakage developed in the hydraulic line aft of the manifo
Immediately the hydraulic system was stopped, and the leakage was inspected. The vessel crew tried to control the leakage
the possibility for carrying out berthing operation. The leakage did not stop, and vessel had to abort berthing operation.

During the sea passage from Haldia, the M/E slowed down. After the engine was stopped, it failed to restart after repeated
On investigating it was noted that Fuel Oil boosters of Unit no 1, 3, 5 and 6 were seized.
M/E was tested on ahead & astern prior arrival Singapore and found satisfactory. At anchorage, vessel tried M/E and found
to fire on astern. It was observed that all units - cam reversing mechanisms were stuck in ahead position. M/E was turning
reverse direction but as the fuel cams were not reversing the engine was not picking up on fuel in astern direction.
The #3 unit reversing cylinder malfunctioned, that caused short circuiting of the reversing air. This prevented the other fuel
also from reversing, and thus main engine could not be started in astern.

It was noticed that the exhaust gas started leaking during running of the main engine as soon as engine is stopped Jacket c
water is leaking from Main Engine Unit no.6 Cylinder cover water jacket, so on further fault finding and inspection of liner s
hair crack on liner body.

Leakage of hydraulic oil due to the failure of sealing ring in the CCU1 accumulator.
M/E HT FW cooling rubber bellow expansion joint failure led to Cooling FW out of M/E leading to M/E shutdown.
Vessel was on her laden passage and M/E was running at 52% load. "ME No.6 cyl high gas dev temp" alarm activated and M
down. M/E was stopped and waited for unit No.6 exhaust temp to come down and slow down to get reset. M/E was starte
comp was checked again, found unit No.6 comparatively low and exhaust went up to 435 C. Unit No. 6 exhaust valve chang
overhauled spare. M/E tried out satisfactory and vessel resumed her laden voyage.

While vessel was departing Kinder Morgan terminal, ME unit #7 exhaust valve gave an alarm valve not closing;. Although th
parameters were within limits, the spring air pressure was found less. This caused the vessel to slow down.
On 4th Aug 2019 - 2251LT, the M/E Unit No.1 exhaust deviation alarm activated. The Auto tuning was carried out and the d
reduced to 30 Deg C. On 05th Aug 2019 - 0100LT, the ME Exhaust gas deviation alarm activated again and continued with m
frequent alarms. with discussion with company, vessel decided to change the Cylinder head as FWD injector was stuck and
out.
At 1400LT, the ME stopped for changing the Cyl Head of Unit No.1. 0030LT/06th Aug, the job was completed, the ME tried
vessel resumed her passage.

On 2nd August 2019, at around 0920 hrs, vessel experienced the following alarms for Main engine unit No 2: Exhaust
valve late/not opening (slow down ID#75); and M/E exhaust valve No 2 fail (ID#78). The exhaust valve was renewed;
however, the main engine could not start. Troubleshooting by the ship staff was not successful, and remote assistance
by engine maker was resorted to, in order that the situation be resolved.

While taking Crankshaft deflection some abnormality was seen on the running sound of the turning gear. To further confirm
turning gear operation was taken on local control .There was witnessed a sudden surge in the Amperage and before we cou
Stop button the Part no.12 i.e. Carrier ,had sheared –off and T/gear broke down with sound and the motor was stop
manually.