SETH D

The cognizant OCMI may require additional examinations of the vessel whenever he or she discovers or suspects damage or deterioration to hull plating or structural members that may affect the seaworthiness or fitness for the route or service of a vessel. These examinations may include a drydock examination, including: (1) An internal structural examination of any affected space of a vessel, including its fuel tanks; (2) A removal of the vessel from service to assess the extent of the damage and to affect permanent repairs; or (3) An adjustment of the drydock examination intervals to monitor the vessel's structural condition. Vessel will be required to rectify issues on 14MAR2024 as per the discussion with ABS on 09JAN24. If the vessel is not in drydock as of 14MAR24 for USCG inspection, the vessel will be placed under the Code 60 (rectify deficiencies prior to movement) until the vessel is in drydock. The vessel will also be required to check-in with the USCG and RO when in drydock.

To stop the flow of fuel in the event of a fire or break in the fuel line, a remote fuel shutoff valve must be fitted on any fuel line that supplies fuel directly to a propulsion engine or generator prime mover. Fuel shut off not functioning as intended & valve cannot be operated outside the space where the valve is installed. 46 CFR 143.260(b)(d)

Pressure vessels over 5 cubic feet in volume and over 15 pounds per square inch maximum allowable working pressure (MAWP) must be equipped with an indicating pressure gauge (in a readily visible location) and with one or more spring-loaded relief valves. The total relieving capacity of such relief valves must prevent pressure from exceeding the MAWP, as established by the manufacturer, by more than 10 percent. Pressure vessel in engine room has MAWP of 200 PSI and relief valve is set to 200 PSI. 46 CFR 143.400

Paints, coatings, or other flammable or combustible products onboard a towing vessel must be stored in a designated storage room or cabinet when not in use. Gas gas were stowed on deck. 46 CFR 142.225

Essential systems or equipment must be regularly tested and examined. Bilge system had not been tested every 3 months, company to incorporate testing into SMS and test full system functionality every 3 months. 46 CFR 143.245

Means must be provided for closing, in case of fire, each doorway, ventilator, and annular space around funnels and other openings into such spaces. Small opening in stack above ventilation closures does not enable crew to secure all natural ventilation to engine room. 46 CFR 144.605

Paints, coatings, or other flammable or combustible products onboard a towing vessel must be stored in a designated storage room or cabinet when not in use. Vessel utilizing existing aluminum paint locker but does not have special consideration to do so. 46 CFR 142.225

Propeller shafts on both port and starboard sides are frozen. Propeller shafts are jammed into the reduction gears due to backing into bank and vsl grounding.

MDE's on both port and starboard sides are frozen. Propeller shafts are jammed into the reduction gears due to vsl backing into bank and grounding the vsl.

VESSEL MISSING OFFICIAL NUMBER PERMANENTLY AFFIXED ON INTERIOR HULL. 1 WEEK TO CORRECT.

OFFICIAL NUMBER NOT PERMANATELY AFFIXED TO HULL.

NO U.S. COAST PILOT, TIDE TABLES OR NOTICE TO MARINERS ONBOARD VESSEL.

THE OPERATOR PRODUCED AN INVALID CERTIFICATE OF DOCUMENTION. THE VESSEL ISDOCUMENTED AS LAMARR HIRSCH. THE VESSEL'S NAME PAINTED ON THE BOW AND STERN IS LAMARR B HIRSCH. THE COD WAS ALTERED TO SHOW THE PAINTED NAME OF VESSEL. THE OWNER OF THE VESSEL ALSO CHANGED. NO RECORD OF CHANGE ON FILE

THE OFFICAL DOCUMENTED NUMBERS WAS NOT CLEARLY MARKED ON THE INTERIOR STRUCTURE OF THE VESSEL AS PER 46 CFR 67.121.

THE PROHIBITED OIL DISCHARGE WARNING PLACARD WAS UN-READABLE AND PARTLY PAINTED OVER. 33 CFR 155.450