CBR 2309

Scantlings, material, and workmanship, subdivision of cargo spaces, fitting of cofferdams, and testing of tanks shall be at least equivalent to the requirements of the American Bureau of Shipping or other recognized classification society. Marine Inspector observed damage to a vertical stiffener in the starboard bow rake. Vessel shall make repairs prior to next Certificate of Inspection.

Each vessel vapor connection flange face must have a permanent stud projecting outward that has a 12.7 millimeter (0.5 inch) diameter and is at least 25.4 millimeters (1 inch) long. It must be located at the top of the flange face, midway between boltholes, and in line with the bolthole pattern. Marine Inspector observed the absence of vapor connection flange stud on the starboard side of the vapor connection manifold. Vessel shall install correct equipment prior to loading cargo that requires VCS connection.

All installations shall be of marine type engines suitable for the intended service, designed and constructed in conformance with the requirements of this subchapter. Marine Inspector observed inoperable prime mover. Vessel shall repair engine to fully operational status before conducting discharge of cargo.

Each cargo tank of a tank barge must have one of the following liquid overfill protection arrangements:(1) A system meeting the requirements of 46 CFR 39.2007: The tank overfill alarm required by paragraph (a) of this section must — Activate a visible and audible alarm so that it can be seen and heard on the vessel where cargo transfer is controlled and in the cargo deck area. Cargo tank number 3 had a visibly higher level than the other cargo tanks and the overfill alarm was activated in the alarm panel. Owner/operator should discharge the cargo to below the overfill set point and verify the overfill alarm will operate as designed when tested. 46 CFR 39.2007(d)(3)

Vent outlets from all tanks which may emit flammable or combustible vapors, such as bilge slop tanks and contaminated drain tanks, must be fitted with a single screen of corrosion-resistant wire of at least 30 by 30 mesh, or two screens of at least 20 by 20 mesh spaced not less than one-half inch (13mm) nor more than 11/2 inches (38mm) apart. Diesel fuel tank for the prime mover had a mesh screen attached to the gooseneck vent with a hose clamp and the mesh was split open around the edge. Vessel shall enact permanent repairs to the satisfaction of the Coast Guard. 46 CFR 56.50-85(8)

When the dangerous cargo barge is carrying only a single product, the Warning Sign required by paragraph (e)(1) of this section can be considered as meeting the requirements for the cargo location sign. The name of the commodity shall be added to the Warning Sign. The cargo currently loaded on board was not posted. Owner/operator shall post the loaded cargo name on the warning sign. 46 CFR 151.45-2(e)(2)(ii)

A cargo information card for each cargo regulated by this subchapter shall be carried on the bridge or in the pilot house of the towing vessel, readily available for use by the person in charge of the watch. This information card shall also be carried aboard the barge,mounted near the Warning Sign required by paragraph (e)(1) of this section. The cargo information card was not posted. Owner/operator shall post the cargo information card near the warning sign. 46 CFR 151.45-2(e)(3)

Scantlings, material, and workmanship, subdivision of cargo spaces, fitting of cofferdams, and testing of tanks shall be at least equivalent to the requirements of the American Bureau of Shipping or other recognized classification society. On 17OCT2023 at Intergulf Dock, the Marine Inspector noticed a small amount of cargo in the #3 starboard wing void. On 19OCT2023, the day the vapor tightness test was scheduled, the MI confirmed with Chanel Shipyard employees that there was a cargo leak on the starboard aft void along the #3 COT and temporary repairs were conducted. The barge is authorized a one-time discharge in the Houston AOR and proceed directly to Southwest Shipyard Channelview to make permanent repairs. Once permanent repairs have been conducted to the satisfaction of CG MI, the vessel shall conduct a vapor tightness test in accordance with 40 CFR 61.304(f) with the wing voids open in the presence of the attending MI prior this deficiency being cleared. 46 CFR 332.60-1(a)

Each cargo tank of a tank barge must have one of the following liquid overfill protection arrangements: Includes a self-contained power supply. Barge representative was unable to test high level/overfill alarms due unavailability of necessary equipment to conduct required tests. 46 CFR 39.2009(a)(1)(i)

The following locations in the weather are Class I, Division 1 (Zone 1) locations and may have only approved intrinsically safe, explosion proof, or purged and pressurized electrical equipment, and through runs of marine shipboard cable if the location is - within 10 meters (33 ft) of vent outlets for free flow of vapor mixtures and high velocity vent outlets for the passage of large amounts of vapor, air or inert gas mixtures during cargo loading and ballasting or during discharging. MI observed cargo pump prime mover electrical box is not intrinsically safe or explosion proof and within 33' of high velocity p/v. Vessel shall have an adequate mean to shutdown the prime mover without compromising the safety of the vessel. 46 CFR 111.105-31(l)(4)

NFPA 10 incorporated by reference requires portable fire extinguishers shall be installed in the bracket supplied by the extinguisher manufacturer. MI's observed damaged and unserviceable fire extinguisher bracket in vicinity of the stern tank top. Renew fire extinguisher bracket with approved bracket to the satisfaction of the MI.