AMERICAN SPLENDOR

All safety and relief valves for use on pressure vessels or piping systems must be designed to meet the protection and service requirements for which they are intended and must be set to relieve at a pressure which does not exceed the “maximum allowable working pressure” of the pressure vessel or piping system. On both air UPV’s, the safety relief valves were set to relieve at 160 PSI while the UPV’s MAWP was 150PSI.

The owner, charterer, master, or managing operator shall instruct each crew member, upon first being employed and prior to getting underway for the first time on a particular vessel and at least once every three months, as to the duties that the crew member is expected to perform in an emergency including, but not limited to, the emergency instructions listed on the emergency instruction placard required by § 122.510, when applicable, the duties listed in the station bill required by § 122.514. During loss of power, #4 SSDG which is used as backup generator during loss of power, experienced uneven load causing one of the three phases to be overloaded potentially damaging electrical components and causing the switchboard to drop the #4 SSDG.

A-Class bulkheads or decks must be composed of steel or equivalent material, suitably stiffened and made intact with the main structure of the vessel, such as the shell, structural bulkheads, and decks. They must be so constructed that, if subjected to the standard fire test, they are capable of preventing the passage of smoke and flame for 1 hour. Galley passageway to machinery space vestibule had a gap between the door frame and the bulkhead. 705 - Until next DD/ISE period.

The emergency lighting required by paragraph (a) of this section must automatically actuate upon failure of the main lighting system. E lights on the 3rd, 2nd and main deck did not actuate upon loss of power.

Machinery and equipment installed on each vessel must be suitable for the vessel and its operation and for the purpose intended. Fuel/ oil reinforcement tape was missing on fuel lines on the discharge side of lift pump on all three generators.

The design of all exhaust systems must ensure minimum risk of injury to personnel. Protection must be provided in compliance with § 116.970 of this chapter at such locations where persons or equipment might come in contact with an exhaust pipe. Exhaust lagging needs to be tightened on #1 generator.

An adult life jacket must be provided for each person carried on board a vessel. Numerous life jackets were missing securing clips.

Each space used by the crew on a regular basis must have at least two means of escape. Escape hatch by female crew berthing found obstructed.

Each ring buoy on a vessel must be approved in accordance with 160.050 in Subchapter Q. 02 ring buoys found with unsatisfactory retro reflective tape.

A VSP shall contain a section for security system and equipment maintenance. An equipment maintenance log was not found within the security plan on board.

[withheld — contains personal information; the deficiency system, dates, and resolution status are shown above]

Each child sized life jacket must be stowed in a location that is appropriately marked and separated from adult life jackets so the child life jackets are not mistaken for adult life jackets. Child life jacket container found not identifiably marked.

Each vessel inspected and certificated under the provisions of this subchapter must, when any passengers are aboard during the tenure of the certificate, be in full compliance with the terms of the certificate. Vessel suffered damage at the bow in vicinity of the forward bow thruster machinery space. The damage consisted of an inset approximately 9 feet wide by 12 feet long with a depth of approximately 6 inches. Additionally, six longitudinal frames were fractured/bent.

Remote fuel shutoff stations must be marked in clearly legible letters at least 25 millimeters (1 inch) high indicating purpose of the valve and direction of operation. Fuel shutoff handles for transfer pump supply on main deck, port side above ladder well into male crew berthing were not properly labeled.

Repairs or alterations to the hull, machinery, or equipment that affect the safety of the vessel must not be made without the approval of the cognizant [name withheld] port main engine to the satisfaction of attending USCG Inspector.

A vessel must be operated in accordance with applicable laws and regulations and in such a manner as to afford adequate precaution against hazards that might endanger the vessel and the persons being transported. Per company policy, crew members are to receive training within 48 hours of arrival. Crew members onboard have not been provided with basic training to facilitate egress or emergency duties. Futhermore, there is no way to track whether crew members have received initial training. - 46 CFR 122.100

At each inspection for certification and at every other vessel inspection, quarters, toilet and washing spaces, galleys, serving pantries, lockers, and similar spaces may be examined to determine that they are serviceable and in a sanitary condition. Galley hood system has grease visibly dripping from the vents. Clean the galley hood system. - 46 CFR 115.818

A crew accommodation space on a vessel of more than 19.8 meters (65 feet) in length with overnight accommodations for more than 49 passengers must comply with §§ 72.20-10; 72.20-15; 72.20-20(d); 72.20-25 (a) and (d) 72.20-30; 72.20-35; 72.20-45; 72.20-50; and 72.20-55 in subchapter H of this chapter. Male berthing space hallway has access to the grey water tank which is not bolted down and is emitting a malodorous scent. Secure the tank and arrest the smell. - 46 CFR 116.730

Repairs or alterations to the hull, machinery, or equipment that affect the safety of the vessel must not be made without the approval of the cognizant [name withheld] plans to the USCG Marine Safety Center for the addition of a high water alarm point in the space forward of the bow thruster tunnel prior to vessel's scheduled drydock exam. Additionally, submit updated stability calculations to MSC to account for concrete ballast in vicinity of bow thruster. Concrete ballast was not accounted for in original stability calculations. Repairs to be completed during drydock in December 2019.

Each collision bulkhead must be watertight. A small pin-hole was discovered on the collision bulkhead (bottom center) that was leaking water from the forward compartment during test of bilge system. Due to necessity of vessel being in drydock to make permanent repairs, temporary patch has been applied to ensure bulkhead is watertight. Company must submit plan to OCMI detailing plans and timelines to make permanent repairs.

A vessel must be provided with a satisfactory arrangement for draining any watertight compartment under all practicable conditions. Furthermore, each vessel must be provided with a visual and audible alarm to indicate a high water level in a space subject to flooding. Proper drainage to bilge suction is inhibited by permanent concrete blockages and bilge high level alarm is positioned next to bilge suction, so it is unable to sense high water level in forward part of space. Due to necessity of vessel being in drydock to make permanent repairs, temporary measures must be established to ensure forward portion of space is monitored for flooding. Temporary measures must also be established to ensure proper bilge drainage. Company must submit plan to OCMI detailing plans and timelines to make permanent repairs.

A vessel must carry either a first aid kit approved under approval series 160.041 or a kit with equivalent contents and instructions. First aid kit had several expired items. Replace or replenish kit to ensure it meets requirements of 160.041.

The number and identification of the items stowed inside, and their size, must be clearly marked on each container for life jackets. Child life jacket stowage displays incorrect number.

The manufacturer's instructions for onboard maintenance of rescue boats and launching appliances must be onboard or vessel must have planned maintenance program for rescue boat and launching appliances. Inspection and maintenance of equipment shall be logged or otherwise documented for review by Coast Guard. Vessel did not have maintenance instructions, proof of program, or maintenance logs available during inspection.

Vsl is broadcasting: Invalid Call Sign and invalid IMO #.

Prove the proper operation of the installed fixed bilge dewatering system. System could not pull from bow thruster space during 2nd Annual inspection.

Provide proper label and count for bridge deck child lifejacket storage bin, IAW 46 CFR 117.78.

Provide one Adult sized life jacket for Bridge deck storage bin, IAW 46 CFR 117.78.

Provide new smoke detector for missing one in crew stateroom.

Provide onboard valid Certificate of Documentation.

Provide onboard valid FCC Ship station license.

Properly label the two added breakers in the first deck breaker panel.

Install Type II retro-reflective tape IAW IMO resolution A.658(16), Use and fitting of Retro-Reflective Materials on Life Saving Appliances.

Provide onboard the original MMC for the vessel Master.

Permanently label Child size Lifejacket storage box on bridge deck to reflect the added additional jackets, IAW 46 CFR 122.604(b).

Non-Tank Vessel Response Plan does not contain COTP Zone information for Sector Upper Mississippi River and therefore not authorized. Update Response and submit information to Coast Guard Vessel Response Plan Review Staff at COMDT MER for approval.

When permanent crew is present, conduct satisfactory man overboard & fire drills to the satisfaction of the attending CG Marine Inspector.

When permanent crew is assigned, present proper crew licenses/documents to the attending CG Marine Inspector. (Delivery crew only was onboard during COI.)

Complete installation of required warning placards, Fire Control Plan, & General Alarm bell warning signs. (Late delivery of signage caused some warnings/placards to not be installed during COI.)