Prima Ship Details and Seafarer Feedback

On January 9, 2026, the cargo vessel 'Prima' was detained at Karadeniz Eregli after inspectors identified a staggering 23 deficiencies, with 16 deemed serious enough to warrant the ship's detention. Key issues noted included: 1. Inadequate log-books and compulsory entries. 2. An inoperative emergency fire pump and its piping. 3. Deficiencies in towing and mooring equipment. 4. Corrosion found in beams, frames, and floors. 5. Non-compliant ventilators, air pipes, and casings. 6. Unsuitable hatch covers, including portable and tarpaulin types. 7. Safety hazards related to railings, gangways, and walkways. 8. Non-compliant cargo and other hatchways. 9. Poor cleanliness levels. 10. Insufficient quantity of provisions. 11. Inoperative lighting in working spaces. 12. Deficiencies in anchoring devices. 13. Violations related to oil and oily mixtures from machinery spaces. 14. Non-compliance with MARPOL Annex I regulations. 15. Issues in garbage handling aboard the ship. 16. An inoperative magnetic compass affecting navigation safety. Following the detention, the 'Prima' was released on January 13, 2026, after a five-day hold, before proceeding to the Trabzon Anchorage. This incident marks the third time within a year that the vessel has been detained, having previously faced a similar fate on June 20, 2025, again in Karadeniz Eregli with 26 deficiencies. It was subsequently released on June 22, after which it was also detained on January 14, 2025, in Zonguldak for six days, with 26 recorded deficiencies. The frequency of these detentions raises serious concerns regarding the vessel's compliance and operational standards.

On June 20, 2025, the vessel 'Prima' faced its second detention at Karadeniz Eregli due to a staggering 26 deficiencies, with 19 classified as severe enough to warrant immediate action. Key issues identified during the inspection included: 1) Non-compliance with the Oil Record Book requirements; 2) Missing entries in the Log-books and compulsory documentation; 3) An inoperative magnetic compass, hindering safe navigation; 4) Inadequate navigation records; 5) Fire fighting equipment that did not meet necessary standards; 6) Unsafe conditions regarding railings and walkways for safe passage; 7) An improperly maintained Ballast Water Record Book; 8) Other issues aligned with MARPOL Annex I regulations; 9) Corrosion present in bulkheads; 10) Unacceptable levels of cleanliness onboard; 11) Subpar furnishings; 12) Unsafe electrical installations; 13) Poor ventilation in accommodation areas; 14) Inadequate ventilation in working spaces; 15) Obstructions contributing to potential slipping hazards; 16) Neglected maintenance standards in the galley and handling room; 17) Insufficient training for emergency abandon ship drills; 18) Lack of training for fire drills; and 19) Non-compliance with ISM certificate requirements. Following the inspection, 'Prima' was released on June 22 and set sail towards Damietta, with an expected arrival on June 28. This incident comes on the heels of a previous detention on January 14 in Zonguldak, where the vessel was held for six days, also due to 26 deficiencies. Such repeat detentions raise serious concerns about compliance and safety standards within the shipping operations of the 'Prima'.

On January 14, 2025, the cargo ship 'Prima' was detained in the Turkish port of Zonguldak due to a staggering 22 deficiencies identified during an inspection. The violations included critical issues with documentation and safety equipment, such as missing log books and an invalid tonnage certificate. Additional concerns were raised over the vessel's oil record book, which was not maintained as required, and an invalid International Energy Efficiency Certificate. Navigational safety was also compromised, with outdated charts and an inoperative voyage monitoring system. Moreover, the ship failed to meet essential fire safety standards, with fire-fighting appliances listed as inadequate and the fire detection system rendered inoperative. Emergency systems on board were found lacking, including non-compliant emergency lighting and a non-functional emergency generator. Pollution prevention measures were critically flawed, with oil filtering equipment deemed not up to standard and machinery spaces not managed correctly concerning waste disposal. Problems extended to relevant auxiliary machinery, where essential gauges were missing or not operational, and cargo operations were hampered by inadequate atmosphere testing instruments. Further issues regarding electrical safety in living and working areas and inadequate life-saving appliances underscored the vessel's perilous condition. The inspection also flagged concerns about the structural integrity of water level detectors on cargo ships, alongside non-compliance with the International Safety Management (ISM) Code as the ISM certificate was not properly maintained. After addressing the noted deficiencies, the 'Prima' was released on January 19, 2025, and set sail towards Batumi, with an estimated time of arrival on January 22, 2025.

A malfunction in the ballast water system of the 'Sea Breeze' led to a dramatic rescue of its six-person crew in the English Channel, according to findings from the Marine Accident Investigation Branch (MAIB). On March 9, 2014, as the vessel's engine room began to flood, the crew was forced to abandon ship and use the vessel's rescue boat to escape. They were subsequently rescued by the Falmouth Lifeboat, supported by a lifeboat from the Lizard station in Cornwall and various vessels, including a helicopter dispatched from the Royal Naval Air Station at Culdrose. Despite the immediate response, salvage pumps brought aboard by the lifeboats and helicopter could not successfully manage the flooding in the engine room. The situation warranted the involvement of commercial salvors, who ultimately stabilized the flooding and secured the vessel under tow. The MAIB report identified a faulty valve actuator gearbox in a seawater-isolating valve within the ballast system, revealing that operators may have mistakenly believed the valve was closed when it in fact was not. While the valve-position indicator was functional, it had not been examined prior to starting work on the ballast pump, which resulted in the extensive flooding once the pump was removed. Following an internal investigation by Shipmar, the management company for Sea Breeze, the vessel's master and chief engineer were terminated from their positions on April 7, 2014, for significant violations of the vessel’s safety management protocols and for demonstrating an inability to fulfill their roles appropriately.