CLEAN JACKSONVILLE

Except as required in paragraph (b) of this section, the outer hull steel plating, including the shell and deck plating must meet the material standards of the American Bureau of Shipping published in “Rules for Building and Classing Steel Vessels” 1981. MI identified corroded steel housing a mass cable transit above the airlock, risking the vapor tightness of the space. Action code 705 is requiring UT shots to determine the strength of the steel, and repair if necessary once vessel gets to a safe harbor to rectify cryo coolers.

Each air lock must have self-closing doors with no latches or other devices for holding them open. MI identified rusting on self closing hinge as well as rusting on the ships hull where it is mounted. Hinge is to be replaced at same time as cryo coolers.

The scope of the annual inspection is the same as the inspection for certification but in less detail unless the cognizant marine inspector finds deficiencies or determines that a major change has occurred since the last inspection. MI unable to inspect multiple void spaces due to rusting and pressure sealing of hatches. 46 CFR 31.10-17

The vessel must have a fixed flammable gas detection system that has sampling points in each hold space, interbarrier space, and other enclosed spaces, except fuel oil or ballast tanks, in the cargo area, unless the vessel has independent tanks type C. MI identified inoperable gas detector in accommodation space.

Each flammable gas detection system must measure gas concentrations that are at least 0% through 200% of the alarm concentration. MI observed an inappropriate gas detection socket in panel, rendering testing unavailable.

Vessels certificated to carry flammable cargo in cargo containment systems with full secondary barriers must have an inert gas system or onboard storage of inert gas that provides enough inert gas to meet the requirements of § 154.1848 for 30 days consumption. MI observed inert gas system showing a reading for 06 JAN 2000, with alarms matching aforementioned date. Vessel is to investigate how IGS was set to 06 JAN, as well as why, and configure to current date.

Each valve must close with a right-hand (clockwise) motion of the handwheel or operating lever as seen by one facing the end of the valve stem. Each nonrising-stem valve, lever-operated valve, or other valve where, because of design, the position of the disc or closure mechanism is not obvious must be fitted with an indicator to show whether the valve is opened or closed. No such indicator is required for any valve located in a tank or similar inaccessible space when indicators are available at accessible sites. The operating levers of quarter-turn valves must be parallel to the fluid flow when open and perpendicular to the fluid flow when closed. MI observed handle of fuel line valve missing on #2 generator forward of the fuel filters.

Each panelboard must be accessible but not in a bunker or a cargo hold, except a cargo hold on a roll-on/roll-off vessel. MI observed dunnage blocking accessibility to panelboards.

Each ventilation system under § 154.1200 (a) and (b)(1) must change the air in that space and its adjoining trunks at least 30 times each hour. MI observed garbage blocking ventilation outlet in chiller room.

Cables manufactured to IEC 60092-353:2016 must be installed in accordance with IEC 60092-352:2005 (both incorporated by reference; see § 110.10-1 of this subchapter), including clause 8. MI observed cabling brackets broken on outer shell of hull, leaving cabling loose.

Test procedure documents must be in step by step or checkoff format. Each test instruction must specify equipment status, apparatus necessary to perform the tests, safety precautions, safety control and alarm setpoints, the procedure to be followed, and then expected test results. While onboard the vessel the marine inspector observed that the crew did not have the proper equipment onboard to test high pressure sensors (hand pump) as outlined in their approved PSTP and were instead delivering compressed air from an air receiver into the pressure sampling line.

The following plans must be submitted to the Coast Guard for approval: Design Verification and Periodic Safety Test procedures. While conducting the inspection the marine inspector observed that the crew were using unapproved methods to conduct periodic safety test procedures. The vessel must submit updated PSTP’s reflecting actual testing methods and procedures to MSC for approval.

Permanently installed gas detection shall be of the continuous detection type, capable of immediate response in cases where the detection system is used. MI identified the continuous fixed gas detection not able to read the required LEL of methane as stated on span gas bottle.

The gas detection equipment shall be capable of sampling and analyzing each sampling head location sequentially at intervals not exceeding 30 min. MI identified the fixed gas sampling system not able to read the required LEL of methane as stated on span gas bottle.

Each water spray system must protect (a)-(h). MI identified a lock out tag on the deck water spray pump, rendering system inoperable.

Vapor compression, tank refrigeration, and secondary refrigeration systems: The required cooling capacity of refrigeration systems shall be sufficient to maintain the cargo at design operating conditions with ambient temperature of 115 °F still air and 90 °F still water. The number and arrangement of compressors shall be such that the required cooling capacity of the system is maintained with one compressor inoperative. Portions of the system other than the compressors need not have standby capacity. MI identified 4 of the vessels 6 cryo coolers inoperable.

Each flammable gas detection system must have span gas for testing and calibration that is of known concentration. MI identified inadequate LEL level of span gas bottle to effectively test gas detection systems.

A permanently installed system of gas detection and audible and visual alarms shall be fitted in each cargo control room. MI identified uninstalled sensor in cargo control room. Sensor was identified to belong in the port side of the chiller room.

Vapor compression, tank refrigeration, and secondary refrigeration systems: The required cooling capacity of refrigeration systems shall be sufficient to maintain the cargo at design operating conditions with ambient temperature of 115 °F still air and 90 °F still water. The number and arrangement of compressors shall be such that the required cooling capacity of the system is maintained with one compressor inoperative. Portions of the system other than the compressors need not have standby capacity. MI identified 4 of the vessels 6 cryo coolers inoperable.

Each refrigeration system must:Have a heat exchanger with an excess capacity of 25 percent of the required capacity. Vessel is down two compressors of 06 onboard and aggregate capacity is only 100% of the required 125% capacity. Make necessary repairs and please send all RO/Tech reports to [email withheld]

An airlock must have an audible and visual alarm on both sides which are actuated when both door securing devices are in other than the fully closed position. Zipties were found on the starboard limit switches in the airlock preventing the alarm system from actuating properly. Zipties were removed on the spot.

The aggregate capacity of the electric ships service generating sources required in 111.10-3 must be sufficient for the ship service loads. Operator informed MI's of inadequate ships electrical service for the 24V system. Provide proof of service generating sources sufficient for the ship service loads to the satisfaction of ABS.

Complete but simple instructions for the operation of the systems must be located in a conspicuous place at or near all pull boxes, stop valve controls and in the CO2 cylinder storage room. CO2 system instructions posted for the emergency generator and cryogenic cooling equipment space were worn and unreadable.

Water to the water spray system must be supplied by: (1) A pump that is only for the use of the system; (c) Except as allowed under paragraph (d) of this section, each pump for each water spray system must have the capacity to simultaneously supply all areas named in § 154.1110. Water spray system pump for the water curtain and forward spray rail surrounding the bunk room lost prime and would not supply water as required.

An air lock may be used for access from a gas-dangerous zone on the weather deck to a gas-safe space. (b) Each air lock must: (3) Have an audible and visual alarm on both sides which are actuated when both door securing devices are in other than the fully closed position at the same time. Marine inspector witnessed the port side airlock inside strobe did not function. Replace to the satisfaction of the US Coast Guard.

A cargo handling room which precludes the lighting arrangement of paragraph (g) of this section, or where the lighting arrangement of paragraph (g) of the section does not give the required light, must have explosion proof lighting fixtures. Marine Inspector witnessed emergency lighting in compressor room inoperative. Repair to the satisfaction of the US Coast Guard.

The inspection for certification shall include an inspection of the structure, boilers, and other pressure vessels, machinery and equipment. The inspection shall be such as to insure that the vessel, as regards the structure, boilers, and other pressure vessels and their appurtenances, piping, main and auxiliary machinery, electrical installations, life-saving appliances, fire-detecting and extinguishing equipment, pilot boarding equipment, and other equipment is in satisfactory condition and fit for the service for which it is intended, and that it complies with the applicable regulations for such vessels, and determine that the vessel is in possession of a valid certificate issued by the Federal Communications Commission, if required. Marine Inspector noted that out of the 4 life rings required, the vessel only had 2 with line attached. Before departure from the vessel the crew purchased and installed 2 life ring buoys with lights to satisfy the COI requirement.

Cargo Pump deck electrical system assemblies, manufacutred by ELLIOT Group (formerly EBARA) have identified an error in their certification process which was discovered during a recent third party audit by DNV. The error is that the “certificate number for the Cargo Pump deck electrical system assemblies, wre marked incorrectly and so are not actually IECEx certified per the original project specifications

Fire door releases were not operational on 02 doors.

CO2 pilot bottle for siren was disconnected. Corrected on the spot.