ISLA BONITA

A space containing diesel machinery must be fitted with adequate means, such as dripproof ventilators, ducts, or louvers, to provide sufficient air for proper operation of main engines and auxiliary engines. Provision must be made for closing all supply duct cowls or scoops and exhaust duct discharge openings for a space protected by a fixed gas extinguishing system. The portside forward ventilation damper louvers was found inoperable. 46 CFR 119.465 (a)/ 46 CFR 119.465 (h) Corrected on the spot 10C.

All engines must have at least two means for stopping the engine(s) under any operating conditions. The Main Diesel Engines Emergency Stop actuator button at the operating station was found inoperable. 46 CFR 199.200 (b) Corrected on the spot 10C.

A door in a stairtower, stairway, and main vertical zone bulkhead must meet the following additional requirements:(i) A door must be of the self-closing type capable of closing against a 3.5 list of the vessel; and(ii) Holdback hooks are not allowed. 05 fire doors were found not closing, 02 did not latched, and two holdbacks were found two plastic cones and one yellow rope to tampering with the door closing operation to hold the door open. 46 CFR 116.435 (6) Corrected on the spot 10C.

At each inspection for certification and at every other vessel inspection all observed unsafe practices, fire hazards, and other hazardous situations must be corrected and all required guards and protective devices must be in satisfactory condition. Both aft port and starboard engine room ventilation ducts and piping insulation lagging were found saturated in oil.46 CFR 119.465.

Gauges to indicate engine revolutions per minute (RPM), jacket water discharge temperature, and lubricating oil pressure must be provided for all propulsion engines installed in the vessel. The gear temperature gauges for main diesel engines number 3 and 4 (stbd) were found inoperable. 46 CFR 119.410 (b). 16C.

Indication of the rudder angle must be provided both at the main steering station in the pilothouse and in the steering-gear compartment. The rudder-angle indicator (RAI) must be independent of control systems for steering gear. The emergency steering rudder angle indicator in the engine room has a difference between 4 to 5 degrees, and needs calibration to read as close as possible to the main RAI at the operating station. 46 CFR 119.600/ 46 CFR 58-25-25. 16C.

At each inspection for certification and at every other vessel inspection all observed unsafe practices, fire hazards, and other hazardous situations must be corrected and all required guards and protective devices must be in satisfactory condition. The portside forward powered ventilation fan bottom protective guard was found corroded, laying on top of the ventilation louvers. Install missing bottom cover during next dry dock in APRIL 2026. 46 CFR 115.830(a) 705C Next Dry Dock.

The following spaces must be equipped with a fixed gas fire extinguishing system: (a) A space containing propulsion machinery. Hatch door access in the engine room, and both port and starboard engine room escape hatches were found with minor areas that the rubber gasket seal is not making and airtight seal. Properly adjust closing devises, rubber gasket seals and clear hatch coamings of rusted areas that prevents it from sealing. 46 CFR 118.400.

A hatch exposed to the weather must be watertight. Access hatch deck cover located on top of main diesel engine was found leaking water upon testing with water. 46 CFR 116.1160. Code 17 C, crrected on the spot 10C.

At each inspection for certification and at every other vessel inspection the bilges and other spaces may be examined to see that there is no excessive accumulation of oil, trash, debris, or other matter that might create a fire hazard, clog bilge pumping systems, or block emergency escapes. Port & stbd aft negative ventilation damper fan ducts and louvers were found covered in oil.46 CFR 115.830 (b).

Indication of the rudder angle must be provided both at the main steering station in the pilothouse and in the steering-gear compartment. The rudder-angle indicator must be independent of control systems for steering gear. Rudder angle indicator gauge was found inoperable in the emergency steering at the engine room. 46 CFR 58.25-25 (a).

The fire detection and alarm system must be so arranged and installed that the presence of a fire in any of the protected spaces will be automatically registered visibly and audibly in the pilot house or fire control station. The visible notice must indicate the zone in which the alarm originated. The vessel fire control panel did not indicate which zone and location in the alarms detected. 46 CFR 118.400(e) 46 CFR 76.27-5(f).

At each initial and subsequent inspection for certification of a vessel, the owner or managing operator shall be prepared for inspection of each life jacket. 08 adult life jacket with faulty retro tapes and 27 adult life jackets without vessel name marking. 46 CFR 115.808(2).

Doors in A-Class fire control boundaries must meet the following additional requirements including: be able to meet the requirements of an A-15 Class bulkhead, and have a latch with a minimum throw of 20 millimeters (0.75 inches). Both port and starboard accommodation fire doors were missing a latch striker plate. 46 CFR 116.435(1)

At each initial and subsequent inspection for certification the owner or managing operator shall be prepared to test the steering systems of the vessel. Stbd side rudder tube assembly, underneath the packing gland, was leaking water into the steering lazzarette room through a faulty gasket. 46 CFR 115.814.

At each inspection for certification and at every other vessel inspection all observed unsafe practices, fire hazards, and other hazardous situations must be corrected and all required guards and protective devices must be in satisfactory condition. Main deck fire doors, and luggage fire doors port and starboard were found with chains and lanyard acting as holdback to ease the access to the these accommodation spaces, but preventing the fire door to close as designed. 46 CFR 115.830 Deficiency corrected on the spot prior finishing the exam.

Code 02105: The main steering gear must be operable from the pilothouse by mechanical, hydraulic, electrical or other means acceptable by OCMI. This gear and its component must give full follow-up control of the rudder. Operating station main steering device (wheel) was found inoperable. Prove proper operation of main steering device within 7 days. Is not corrected in 7 days, deficiency will change to code 17 (prior to departure). 46 CFR 115.814 Code 705C (7 days, due 04APRIL2024).

A device must be provided to automatically shut down power ventilation serving the protected space and engines that draw intake air from the protected space prior to release of the extinguishing agent into the space. During testing of the CO2 Fixed fire extinguishing system, all 4 main diesel engines and both port and starboard generators failed to shut off. Prove proper operation of main diesel engines and main diesel generators shut-off during the testing of the Co2 Fixed Fire Extinguishing System to the satisfaction of an attending USCG Marine Inspector. 46 CFR 118.410(b)(10).

At each initial and subsequent inspection for certification the owner or managing operator shall be prepared to test the steering systems of the vessel and make them available for inspection to the extent necessary to determine that they are in suitable condition and fit for the service intended. Steering pumps testing could not be carried out due to a problem with steering pump number two, and rudder angle indicator set at 45 degrees port, while all rudder angle indicators at the operating station are indicates midship cero degrees. Prove proper operation of both #1 and #2 steering pumps from local controls at the emergency steering in the engine room, and from the operating station; including the proper operation of the rudder angle indicators. 46 CFR 115.814 Code 17C.

Electric installations on vessels must ensure: (1) Maintenance of services necessary for safety under normal and emergency conditions. (2) Protection of passengers, crew, other persons, and the vessel from electrical hazards. (3) Maintenance of system integrity through compliance with the applicable system requirements (IEEE, NEC, IEC, etc.) to which plan review has been approved. Multiple electric cables were found cut, and not being connected to an equipment, nor protected in an electrical protection box for the operating station deck lighting panel. 46 CFR 111.01-1, Code 16C.

CO2 locker relief valve is painted over on main bulkhead weather main deck. 46 CFR 115.810

Verify CO2 system operational before carriage of pax. Bottles are being serviced in Puerto Rico. Key and break glass are not on board. 46 CFR 115.810

Demonstrate operation of firefighting system valve within HVAC compartment forward main passenger cabin. 46 CFR 115.810

11110 - Each survival craft must be stowed so that when the vessel sinks the survival craft floats free and, if inflatable, inflates automatically. Inspector noticed 03 inflatable life rafts on the to deck did not have their weak link attached properly. In the case that the vessel sink, those life rafts would have sank with the ship and not automatically disconnected as intended. 46 CFR 117.130 (a)(2) 10C

11117 - Each ring life buoy on a vessel must be approved in accordance with 46 CFR 169.050 Subchapter Q. Inspector noticed starboard midship aft ring life buoy was missing the plug, starboard midship ring life buoy reflective tape was wasted. 46 CFR 117.70 (b) (1) 10C

At each inspection the operator shall have the vessel ready for testing of smoke and fire detecting systems. Heat detectors were unable to be tested. Provide manufacturer instructions and means to test heat detectors.

Nonmetallic piping materials must meet the requirements of 46CFR56.60-25 and SAE J1942. 02 lube oil hoses were chaffed on the port side outboard engine and require replacement.

At each inspection the operator shall have the vessel ready for inspection of its fire protection equipment. 01 heat detector between number 1 and 2 port engines requires remounting.

The station bill must set forth the special duties and duty station of each crew member listed on the certificate of inspection for various emergencies. Multiple station bills found on board that failed to address each crew member’s duties during an emergency.

Electrical installations shall be installed to protect crew from electrical hazards. A circuit breaker was missing on the port side electrical panel located in the main passenger deck area.

Electrical installations shall be installed to protect crew from electrical hazards. Address electrical cables on the #2 & #3 MDE (Aft). The electrical cables are not connected to anything or have any apparent use.

A fire control plan must be posted on the vessel on a location that is accessible and visible to all passengers. The plan must be current. The attending marine inspectors noticed that the currently approved fire control plan is not current and needs updating. Make proper corrections and submit to the OCMI for local approval.

Prove satisfactory function of MDE’s High Jacket Water and Low Lube Oil Alarms. Provide objective evidence that the test were conducted during dry dock OR have the tests conducted IAC/w manufacturer specifications.

The employer shall provide an Employee Assistance Program (EAP) for all crewmembers. The employer may establish the EAP as part of its internal personnel services or the employer may contract with an entity that will provide the EAP services. Each EAP must include education and training on drug use for crewmembers and the employer’s supervisory personnel as provided in 46 CFR 16.401. The crew was unfamiliar with testing location of the closest specimen collection facility, and unfamiliar with the employer’s Employee Assistance Program. Conduct EAP training for all crewmembers and provide evidence of training for the satisfaction of the USCG

A framed chart or diagram shall be installed in the wheelhouse or control station adjacent to the detecting cabinet indicating the location of the various detecting zones and giving instructions for the operation, maintenance, and testing of the system. U.S. Coast Guard inspector found that there is no Fire Detection Diagram or chart posted at the operating station.

The Cognizant OCMI may require that a vessel and its equipment undergo additional test or inspection deemed reasonable and necessary to determine that the vessel and its equipment are suitable for the service in which they are employed. The “low battery” voltage led light for the watertight door control panel located at the bridge was found to be inoperable.

The owner and operator of a non-tank vessel response plan must review the vessel response plan (VRP) annually. A VRP prepared and submitted must be revised and amended as necessary in accordance with 155.1070. The Non-tank Vessel Response plan last update was YR2014 and all points of contacts responsible of the plan are not current. Conduct a review of the Vessel Response Plan and submit the amendments for approval.

Each vessel owner or operator must designate in writing a Company Security Officer (CSO). The Vessel Security Plan’s listed CSO is no longer an employee of the company. Provide a current CSO letter of designation.

If the owner or operator has changed, the Vessel Security Officer (VSO) must amend the Vessel Security Plan to include the name and contact information of the new vessel owner. USCG marine Inspector found that the Vessel Security Plan placed on board was not updated and contained information that was not current.

A vessel must comply with the minimum manning specified on the Certificate of Inspection. Vessel was found not having a letter of designation for a Senior Deck Hand. Provide a Letter of Designation for Senior Deckhand as required by the Certificate of Inspection or a licensed mate.

An exposed hazard, such as gears or rotating machinery, must be protected by a cover, guard, or rail. The modified deck plate over the shaft on the #2 MDE contacts the shaft while in motion. Modify deck plate to ensure it does not contact the shaft.

The general construction of the vessel must be such as to minimize fire hazards insofar as it is reasonable. Structural fire protection insulation was falling off on the port side emergency escape from the engine room.

Detectors must be capable of being triggered or tested and restored to service without the replacement of any component. No smoke or method for testing detectors was available on board.

Propulsion machinery must be suitable in type and design for propulsion requirements of the hull in which it is installed and capable of operating at constant marine load. Identify coolant leak on #1 MDE turbocharger. Provide corrective action and conduct sea trials in the presence of the attending marine inspector.

Holdback hooks are not allowed on A-Class fire control boundary doors. Both passenger space access doors on main deck have holdbacks. 46 CFR 116.435(c)(6)(ii)

Each door, hatch, or scuttle, used as a means of escape, must be capable of being opened by one person, from either side. Main deck doors with locks have no means to unlock from the inside. 46 CFR 116.500(i)

Each accommodation space, control space, and service space must be fitted with a smoke actuated fire detection system of a type approved by the Commandant that is installed in accordance with 46 CFR part 76. Port and stbd luggage spaces on main deck do not have fire detection systems. 46 CFR 118.400(e)

Alterations to the equipment of the vessel must not be made without the approval of the cognizant [name withheld] that affect the safety of the vessel include alteration of lifesaving equipment. U.S. Coast Guard Inspectors found two large life jackets storage cabinets made of aluminum in both port & starboard main deck passenger accommodation, close to both only main access doors; and a large aluminum storage bin containing life jackets in the second deck outside of the passenger accommodation, next to the stairways. Submit plans or drawings containing the modifications made for the approval of the U.S. Coast Guard Marine Safety Center. If this deficiency is not cleared within 30 days (Code 50) from the date of issuance, it will automatically will be reclassified to Rectify Deficiencies Prior to Departure (Code 17).

Vehicle decks on a vehicle ferry must be subdivided. Where main vertical zones are impractical due to the vehicle carrying configuration, main horizontal zones may be provided. The decks bounding such a zone must be of at least A–30 construction or meet the requirements of paragraph (c) of this section, whichever is greater. Insulation above #1 & #2 MDE were found to be salt water saturated from non-watertight deck plugs for the cooling water deck plugs.

At each initial and subsequent inspection for certification of a vessel, the owner or managing operator shall be prepared to conduct tests and have the vessel ready for inspections of the hull structure and its appurtenances, including the inspection and operation of all watertight closures in the hull, decks, and bulkheads. The watertight bulkhead door leading down into the passageway leading to the engine room was not able to be properly secured.

A hatch exposed to the weather must be watertight, except that the following hatches may be weathertight: A hatch on a watertight trunk that extends at least 305 millimeters (12 inches) above the weather deck. The hatch to the starboard steering gear compartment is not weathertight. In addition, the portside engine room escape hatch can’t be secured due to possible misalignment of the hatch or some other different condition that needs to be addressed.

At each initial and subsequent inspection for certification of a vessel, the owner or managing operator shall be prepared to conduct tests and have the vessel ready for inspections of the hull structure and its appurtenances, including the inspection of all accessible parts of the exterior and interior of the hull, the watertight bulkheads, and weather decks. Inspectors found two of the four deck plugs for the cooling water filling port to have missing threads and making them non-watertight.

A vessel is inspected for compliance with the standards required by this subchapter. Machinery, equipment, aterials, and arrangements not covered by standards in this subchapter may be inspected in accordance with standards acceptable to the cognizant OCMI as good marine practice. The #1 shaft was found to be leaking at approximately one gallon per minute and the #2 and #3 shafts were missing double nuts.

At each inspection for certification and at every other vessel inspection the bilges and other spaces may be examined to see that there is no excessive accumulation of oil, trash, debris, or other matter that might create a fire hazard, clog bilge pumping systems, or block emergency escapes. Oil soaked wiring was observed under two of the MDEs, oil soaked absorbent pads were also observed under the MDEs, oily water was found in the #1 MDE fuel filter flame bowl, and machinery space bilges had a coating of oil in numerous areas.

An exposed hazard, such as gears or rotating machinery, must be protected by a cover, guard, or rail. Oily waste pump was missing guard around rotating shaft.

Internal combustion engine exhausts, boiler and galley uptakes, and similar sources of ignition must be kept clear of and suitably insulated from combustible material. All MDE turbos were found without any lagging.

At least one ring buoy must be fitted with a floating waterlight. The ship has two floating waterlights aft of the navigation bridge with batteries that are marked have to expired on November 2018.

Life jackets must be stored in convenient places distributed throughout accommodation spaces. The ship’s procedure is to stow life jackets under passenger seating. The general arrangement plan indicates seating/accommodation for 218 passengers on the first deck; however, only 173 life jackets were stowed under the seats, leaving 45 missing from designated stowage positions.

Every vessel equipped with an inflatable survival craft must have approved placards or other cards containing instructions for launching and inflating inflatable survival craft for the information of persons on board posted in conspicuous places by each inflatable survival craft. One of the launching instructions was so faded as to be nearly illegible in broad daylight.

A vessel of more than 19.8 meters (65 feet) in length must carry a minimum of three life buoys of not less than 610 millimeters (24 inches) in diameter. Three of the ship’s ring life buoys were missing manufacturer specification plugs to prevent water ingress and degradation of buoyant material. One of these ring life buoys was stuffed with a paper napkin in the plug hole.

Each space accessible to passengers or used by the crew on a regular basis, must have at least two means of escape, one of which must not be a watertight door. The two required means of escape must be widely separated and, if possible, at opposite ends or sides to minimize the possibility of one incident blocking both escapes. Each door, hatch or scuttle, used as a means of escape must be capable of being opened by one person from either side. The method of opening a means of escape must be rapid and of adequate strength. Handles and securing devices must be permanently installed and not capable of being easily removed. A door or hatch must open towards the expected direction of escape from the space served. The escape hatch located on the portside steering room was blocked with a round piece of steel on top of the hatch, which prevented the means to exit through the hatch, forcing him to return and exit through the starboard side hatch for which he entered in the first place.

Fire fighting drills and training shall be logged or otherwise documented for review by the Coast Guard upon request. There are no records of fire fighting drills onboard and the master could not recall the last time drills had been performed.

Abandon ship and man overboard drills and training shall be logged or otherwise documented for review by the Coast Guard upon request. There are no records of abandon ship and man overboard drills onboard and the master could not recall the last time drills had been performed.

The station bill of a vessel of more than 19.8 meters (65 feet) in length required to have more than four crewmembers, must set forth the special duties and duty station of each crewmember for various emergencies. The crew onboard did not know what a station bill is and therefore were unfamiliar with their station bill emergency duties.

As appropriate for the intended voyage, a vessel must carry adequate and up-to-date charts of large enough scale to make safe navigation possible. U.S. Coast Guard marine inspector did not find any navigation chart to scale or updated, accessible at the operating station.

A vessel must be fitted with ground tackle and mooring lines necessary for the vessel to be safely anchored or moored. The ground tackle and mooring lines provided must be satisfactory for the size of the vessel, the waters on which the vessel operates, subject to the approval of the cognizant OCMI. The anchor hold was excessively corroded, preventing it from being ratcheted loose.

A framed chart or diagram shall be installed in the wheelhouse or control station adjacent to the detecting cabinet indicating the location of the various detecting zones and giving instructions for the operation, maintenance, and testing of the system. This chart, or separate card or booklet to be kept near the chart, shall have tabulated spaces for the date and signature of the licensed officer of the vessel who shall witnessed or conduct the periodic test. In addition, a fire control plan must be posted on the vessel in a location that is accessible and visible. The plan must show escape routes, areas of refuge, embarkation statins, the location of fire protection/emergency equipment, compartment titles and hazard classification of accommodation and services spaces, and structural fire protection boundaries. U.S. Coast Guard inspector found that there is no Fire Detection Diagram or chart posted at the operating station, nor did the vessel captain have knowledge that the diagram was in a binder on board the vessel. In addition, the fire control plan located in the lower passenger deck was found to be faded due to water or moisture intrusion, damaging the impression and making it unreadable.

The vessel owner or operator must ensure that they maintain one English language copy of the VRP, at a minimum the contents listed in paragraph (c)(1), (2), (3), (5), (6), (7), (9) and (10) of this section and a copy of the Coast Guard approval letter, onboard the vessel. Vessel has no copy of the NTVRP onboard.

The stop valve or the stop-check valve is accessible for both manual operation and repair under all operating conditions, and the space used for access contains no expansion joint or flexible coupling that, upon failure, would cause flooding and prevent access to the valve. The bilge suction valve in the #3 port void space is seized.

The Certificate of Inspection must be posted under glass or other suitable transparent material, such that all pages are visible, in a conspicuous place on the vessel where observation by passengers is likely. U.S. Coast Guard inspector found that the currently displayed Certificate of Inspection is a copy and is not the most current issued certificate for this vessel.

Employers must ensure that they and their crewmembers meet the requirements of this part. The master was unfamiliar with required serious marine incident testing requirements and the location of the closest specimen collection facility, and the master and crew were unfamiliar with the employer’s Employee [name withheld] indicating noncompliance with 46 CFR 16.401. A DAPI audit is required.

A vessel must carry either a first-aid kit approved under approval series 160.041 or a kit with equivalent contents and instructions. For equivalent kits, the contents must be stowed in a suitable, watertight container that is marked “First-Aid Kit”. A first-aid kit must be easily visible and readily available to the crew. The vessel’s first aid kit is missing aspirin and bandages.

The following vessels must have on board a properly installed, operational Coast Guard type-approved AIS Class A device: (i) A self- propelled vessel of 65 feet or more in length, engaged in commercial service. The vessel was not broadcasting an IMO number, Zero Length or Beam, No dimension information for any of the antennas, Zero Draft and no static draft information.

At each initial and subsequent inspection for certification of a vessel, the owner or managing operator shall be prepared to conduct tests and have the vessel ready for inspections of machinery, fuel, and piping systems. The cross connect valve for the oily waste tanks was seized and unable to open.

Propulsion machinery must be suitable in type and design for propulsion requirements of the hull in which it is installed and capable of operating at constant marine load under such requirements without exceeding its designed limitations. The #1 engine high exhaust temperature alarm is activated whenever the captain tries to run at 1,400 RPM, and the vessel was taken out of service. The operator must prove proper operation of the #1 engine prior to getting underway to the satisfaction of the attending Coast Guard marine inspector.

Propulsion machinery must be suitable in type and design for propulsion requirements of the hull in which it is installed and capable of operating at constant marine load under such requirements without exceeding its designed limitations. Vessel's main diesel engine number 4 has a transmission failure preventing normal operations.

Vessel's #1 MDE will not clutch into forward. Properly repair to the satisfaction of the local OCMI the proper operation of the #1 MDE prior to departure. Vessel allowed to sail one time from ATM terminal in Ceiba to ATM Facilities in Fajardo to complete the repairs.

A crew member must man the engine room serving as fire patrol watch and report the captain that no fire is found. Vessel captain must log it in the vessel log in 15 minutes intervals. Properly re-install missing heat detector #2-6 at the engine room, test all 4 detectors and fire control panel.

Each individual bilge suction shall be fitted with a suitable bilge strainer having an open having an open area of not less than three times at the suction pipe. A bilge suction pipe located forward of the sliding watertight at the engine room was found with the strainer disconnected of the pipe. Properly repair or replace the strainer back into the bilge suction.

The termination of each battery cable must be sealed to prevent the entrance of electrolyte by spray or creepage. The battery cables which provide charge to Main Diesel Engines numbers 3 and 4, were found to be worn and damaged, exposing the wires. Properly replace the damaged cables with new ones that meets the Code of Federal Regulation to the satisfaction of an attending USCG Marine Inspector.

Code 04103: Each fully charged lead-acid battery must have a specific gravity that meets section 22 of IEEE 45-2002. Battery charger on # 1 and #2 Main Diesel Engines starting batteries is showing it is running at 10 Amps when batteries have not been in use. Check all batteries to find if batteries have a bad cell and replace batteries if necessary and report to the USCG which ones have been replaced. 46CFR 111.15-2(b) 50C.

Code 04103: Batteries must be mounted in tray lined with, or constructed of, a material that is resistant to damage by the electrolyte. Properly mount both batteries boxes for port and starboard-side diesel generators. 46CFR 120.350(e) & 111-15.5(d) 50C.

Code 04103: The emergency lighting must automatically actuate upon failure of the main lighting system. Replace the emergency lights identified in the engine room failed to operate upon testing the emergency lighting system. 46CFR 120.432 (a) & (b) 50C.

Code 07122: Fire control plan must be posted on the vessel in a location that is accessible and visible to all passengers. Provide and make visible as required the missing section of the fire control plan, as is listed in the location of the remaining plan on board.46CFR116.530/ 50C.

Code 07122: The owner and operator of a non-tank vessel response plan must review the vessel response plan (VRP) annually. A VRP prepared and submitted must be revised and amended as necessary in accordance with 155.1070. The Non-tank Vessel Response plan last update was YR2014, conduct a review of the Vessel Response Plan and submit the amendments for approval to Commandant (CG-CVC-1), Attn: Vessel Response Plans, U.S. Coast Guard Stop 7501, 273 [name withheld] King Jr. Avenue SE., Washington, DC 20593-7501 or via Email https://homeport.uscg.mil/vrpexpress. 33CFR155.5065 & 5070.

Code 0511: The master of the vessel shall ensure that the EPIRB must be tested monthly, using the integrated test circuit and output indicator, to determine that is operative and test shall be logged or otherwise documented. No EPIRB's testing has been conducted in months, Conduct monthly EPIRB testing and recorded in the log.

Code 10133: The Station Bill must be posted at the operating station. Crew must familiarize and know their assigned duties in accordance with the emergency procedures as indicated in the Station Bill. Provide and post the Station Bill for the view of all crew and conduct training for the required duties as indicated in the Station Bill.

Code 15113: Employee Assistance Program training must be conducted for the employer's crew members and supervisory personnel. The training must include at least: effects and consequences of drug and alcohol use on personal health, safety, and work environment: the manifestations and behavioral cues that may indicate drug and alcohol use and abuse; and documentation of training given to crew members and the employer's supervisory personnel. Upon request, no proof of training was provided and crew upon questioning provided contradictory information on how the current EAP program works. Conduct EAP training and provide evidence that training has been given. 46 CFR 16.401/ 50C.

Code 15113: The Marine employer shall ensure that all individuals engaged on employed on board the vessel are fully indoctrinated in the requirements of 46CFR4.06-1 & 4.06-3. None of vessel or shore personnel knew the process or who is the employee representative was. 46CFR 4.06/ 50C.

Code 10113: An AIS class A device must be installed on self propelled vessels of 65 feet or more in length, engaged in commercial service and must be operational. Vessel is broadcasting no IMO number, zero length or beam, no dimension information (AIS antenna Position ABCD values equals 0), zero draft, no static draft information as notified by the USCG Navigation Center. Properly conduct an AIS system assessment and conduct corrective actions to prove proper operation of the vessel AIS system. 33CFR 164.46/ 16C.

IMO: Vsl is broadcasting no IMO #, ZERO LENGTH OR BEAM: no dimension information (AIS Antenna Position ABCD values equals 0), ZERO DRAFT: no static draft information

08107-At each subsequent inspection of a vessel, the owner/operator shall be prepared to conduct inspection of all machinery essential to the routine operation of the vessel, including the test of machinery alarms. Main Diesel Engine Number 4 was found with an alarm indicating a fault (error) in the crank case oil pressure sensor previously replaced with a new sensor. However, the the alarms is still active, indicating a different problem that needs to be resolved. Provide a corrective resolution of the problem and prove proper operation during sea trials. 46CFR115.804(1).

Electric equipment on a vessel must be maintained to provide services necessary for safety under normal and emergency conditions. Prove proper operation of port side generator which failed to operate. 46CFR120.220(a) & 115.804(c). Prior Carrying Passengers.

At each subsequent inspection of a vessel, the owner/operator shall be prepared to conduct inspection of all machinery essential to the routine operation of a vessel cooling systems. Main Diesel Engine #4 was found with an alarm indicating a fault in the crank case sensor, Properly correct the cause of the problem as indicated by the alarm and prove proper operation of main diesel engine #4. 46CFR115.804(i). Due in 7 days.

At each subsequent inspection of a vessel, the owner/operator shall be prepared to conduct inspection of all machinery essential to the routine operation of a vessel cooling systems. Main Diesel Engine #2 was found to have multiple alarms indicating a high temperature of the exhaust gas system. Properly correct the cause of the problem as indicated in the alarms and prove proper operation of main diesel engine #2. (46CFR115.804(c) and 119.200(a). Prior Carrying Passengers.

At each inspection all observed unsafe practices must be corrected and must be in satisfactory conditions. Mechanics indicated that all 4 main diesel engines were 11,000 hrs overdue for maintenance and engine #2 was being operated at lower RPMs to prevent overheating. Conduct maintenance in all engines in accordance with engine manufacturer's instructions, following a statement from vessel chief of mechanics that all engines are over 11,000 hrs overdue for maintenance. 46CFR115.830 & 800. Prior Carrying Passengers.

Prove proper operation of bilge pump after finding the seal and connecting shaft from the pump to the centrifugal to be broken.

13101-At each subsequent inspection of a vessel, the owner/operator shall be prepared to conduct inspection of all machinery essential to the routine operation of a vessel. The Main Diesel Engine number 1 was found to have a severe oil leak located between the crank case and the engine block. Properly correct the cause for the oil leak and prove proper operation during sea trials. 46CFR115.804

FCC Radio Safety & Vessel Bridge-to-Bridge Certificate must be renewed and valid, vessel is restricted to not more than 1,000 FT from shore. 46CFR121.502.

Prove proper operations on both port & stbdside bridge wings rudder agnle indicators. 46CFR58.25-25.

Replace anchor chain and windlass rope wire. 46CFR122.320.

A path was found in fire main piping, replace with an integral pipe as in kind. 46CFR119.710.

Voyage Data Recorder must be serviced and certified in accordance with manufacturer's instructions and recommendations.46CFR115.816.

Repair fire main pipe rupture located at the engine room. 46CFR 118.310 & 119.710.

Repair bilge pipe rupture located at the engine room next to the pump. 46CFR119.510 & 119.710.

Prove propr operation of all exterior fire hydrants, fire hoses and nozzles.

Correct excessive water intrussion on shafts #4, #3, #2.

Properly correct overload alarm on steering panel in accordance with manufacturer's instructions.

Properly correct excessive water intrusion on faulty seals and packings in both port and starboard steering posts.

Remove excessive bilge water in both engine and steering rooms.

Access door leading to the cargo deck on portside must meet A-60 in accordance with Fire Control Plan, vessel is restricted of carrying fuel trucks.

Properly secure steering drive wheel that secures the wheel to the control station.

VHF radio must be connected to a GPS Receiver IAW 47CFR. Vessel was issued this deficiency during COI on June 2016 and failed to correct it.

Wiring on all four main diesel engines must be installed with metal supports spaced not more than 24 inches apart and as high of the bilges as practicable.

Sensors indicating open/close position for the following compartments, hatches and doors must be replaced and prove proper operation: a. stern loading ramp; b. bow thruster hatch; c. port & stbd steering room hatches.

Prove proper operation of Main Diesel Engine # 2 (port-inboard).

Provide a repair proposal to address the repair or replacement of port-outboard main diesel engine and associated modifications required to the main deck for engine access. In addition, prove proper operation of main diesel engine to the satisfaction of an attending USCG Marine Inspector IAW 46CFR119.100 & 119.200(a).

Sentinel System control panel with bilge alarms was not found working, Prove proper operations.IAW 46 CFR 128.220 & 46 CFR 62.25-20.

Demonstrate to Sector San [name withheld] that vessel can serve as own rescue platform as per 46 CFR 117.210

Prove that DSC function is correctly connected on all VHF radios.

Vessel must complete drills upon arrival back to Puerto Rico 46 CFR 122.520 & 524

Demonstrate that vessel can act as own rescue boat to local OCMI 46 CFR 117.210

Sliding Class III WTD would not operate properly. 46 CFR 122.330

Install non-conductive mat or grating in front of switchboard. 46 CFR 120.330(g)

Both frequency meters would not operate properly. 46 CFR 120.330

Demonstrate to local OCMI that the DSC function on all VHF radios is connected correctly.