B. E. LINDHOLM

At each inspection the inspector shall examine the machinery space to see there is no accumulation of oil which may create a fire hazard and the piping demonstrate leak tightness; both MDE preheat lube oil line at the engine heater connection is leaking past the gasket, must fix/replace to like new conditions and test with Coast Guard Marine Inspector (CGMI) and must also clean all oil residue in area prior to testing.

At each inspection the inspector shall examine the machinery space to see there is no accumulation of oil which may create a fire hazard and the piping demonstrate leak tightness;port MDE has leaks at all injector leak off lines causing a fire hazard, must conduct corrective action to stop leaks and prove proper operation with a CGMI during underway operations.

Nonmetallic flexible hose must be in accordance with SAE J1942 and must have factory assembled end fittings that meet SAE J1475 and be used where flexibility is required not to exceed 30inches; both MDE appear to have improper fire sleeves on fuel, lube oil, and miscellaneous systems, some are to large, short, clamps missing. Must prove lines are the required proper type and if sleeves are required they meet the regulation.

CO2 cylinders must be rejected for further service when they leak, dented, severely corroded; vessel's Halon Fixed system for engine room has CO2 & Nitrogen pilot bottles which the CO2 bottle is wasted at the bottom, must have serviced and replace bottle as required by regulation.

To ensure the adequate strength and watertightness of seams and closures of in-service immersion suits each suit be subjected to an air pressure test at intervals not exceeding three years. Suits shall be sent out for testing prior to going back in service after the upcoming scheduled dry dock.

The warning placard to lockout the drag arm is covered in soot, clean up the placard prior to going back into service/operation. Cleared while onboard

Exhaust pipe shall conform to ABYC P-1 and part 1, section 23 of NFPA 302 and meet ABS part 4 which all require to be gas tight; both MDE have large amounts of shoot on lagging and some lagging has become worn through and system has many apparent leaks at connections/flanges causing a crew hazard, must fix all issues and prove to CGMI.

WTD has 2 signs for open/close operation but both do not match causing confusing for the crew during an emergency, must fix so crew understands.

Cable retention devices should be installed not less than every 610 mm (24 in) on vertical and horizontal runs, including turns; vessel engine room electrical runs IWO engines and throughout the space need proper cable retention devices to prevent damage. (use of wire ties is for bundling only)

Nonmetallic flexible hose must be in accordance with SAE J1942 and must have factory assembled end fittings that meet SAE J1475 and be used where flexibility is required not to exceed 30inches; SSDG #3 has a chaffed fuel line after the secondary filter, this line must be replaced to OEM specifications.

The WTD IWO steering room entrance has no alarm as required, must fix to original approved condition.

The overhead ducting in dredge pump room on STBD side is wasted and could fall at anytime causing a crew hazard; must fix to original condition.

Instructions for the operation of a fixed fire extinguishing system must be posted next to the fire apparatus; vessel Halon system for engine room states turn two red valves (2) but only one valve is red, must make sure proper directions for use and markings apply.

Vessel experienced a reduction in propulsion after port side controllable pitch propeller clutched out while transiting in the Port of New York and New Jersey. CG-835V to be cleared upon submission of causal analysis, submission of repair proposal, and satisfactory repairs. All vessel movements are to be coordinated through Vessel Traffic Service.

46 CFR 111.01-1 (a) (2)-Electric installations on must ensure protection of pax, crew, other persons, and the vessel from electrical hazards; junction box for solenoid on #1 Start Air Compressor is missing cover.

46CFR 97.15-20 (a) (1)-It shall be the responsibility of the Master to assure that all hatches are made properly watertight; Manhole cover in ER void is missing hardware and not made watertight.

46 CFR 199.110 (d): Each muster station and embarkation station must be adequately illuminated by lighting with power supplied from the vessel's emergency source of electrical power; Both spot lights at port side rescue boat and embarkation station do not work.

46CFR 199.180: Training material must be on board each vessel and must consist of a manual of one or more volumes written in easily understood terms and illustrated wherever possible, or of audiovisual training aids IAW 199.180; Master was unable to provide manual.

Received report from vessel B.E. LINDHOLM of the AIS display unit being inoperable. However, the AIS is still transmitting and receiving. Additionally, the vessel can still track and identify vessels via radar. The vessel can depart Mobile, Alabama, and proceed to Brownsville, Texas. There, the vessel shall have repairs completed by May 13, 2021.

Each rescue boat launching appliance must be capable of hoisting the rescue boat when leaded with its full rescue boat complement of persons and equipment at a rate of not less than 0.3 meters per second (50 feet per minute). Vessel's rescue boat davit winch motor is not operational. Current recovery is by manual hand crank not meeting the speed recovery requirements.

A compartment containing the emergency source of electric power adjoining a space containing SSGs shall have all adjoining decks and bulkheads constructed of A-60 requirements. A three square foot area of insulation was missing under the emergency generator compartment and the engine room escape route/emergency generator room access door was not an A-60 door/configuration.

All fire-extinguishing equipment is required to be in a suitable condition. The doors accessing the fixed halon extinguishing bottles will not fully open when the small boat is placed in the cradle, which hampers actuation of the halon system at the storage space containing the halon bottles.

Each item of electrical equipment within a hazardous location (paint locker) must be explosion-proof, flame proof, or intrinsically safe. The electrical cable for the lights in the overhead of the paint locker was not installed correctly and did not have appropriate packing glands. The electrical cable for the heat detector in the paint locker was not installed correctly and did not appear to have an approved packing gland, and the high water float/sensor in the paint locker did not appear to have the appropriate approved type.

Fixed fire extinguishing systems are required in spaces containing internal combustion or auxiliary machinery. While removing the halon bottles to be weighed in accordance with table 91.25-20(a)(2), the wire cabling cracked the pressure gauge connection causing one halon bottle to leak out into the environment; subsequently rendering the halon fixed fire extinguishing system inoperable and thus no longer in a serviceable condition. In addition, the two remaining halon bottles failed visual inspection. Provide U.S. Coast Guard Marine Safety Center approved plans prior to installation of a replacement fixed fire extinguishing system or provide three replacement halon bottles and an acceptable report documenting compliance with EPA standards and proper installation.

GMDSS equipment must be so designed that the main units can be replaced readily, without elaborate recalibration or readjustment. Where applicable, equipment must be constructed and installed so that is is readily accessible for inspection and on-board maintenance purposes. Vessel did not have proof of shore based maintenance availability. 47 CFR 80.1105 46 CFR 91.21-10

Vessel has lost all stern tube oil from the starboard shaft seal. Vessel Master stated that the vessel will need to go into dry-dock to make effective repairs. Prior to any movement provide a repair proposal to the satisfaction of a USCG Marine Inspector from Sector New York. This is to ensure of the safety and seaworthiness of the vessel.

Drawings of alterations shall be approved before work is started unless deemed unnecessary by the Officer in Charge, Marine Inspection. The following requirements/expectations was conveyed to the above in attendance: 1)Gauging of the ballast tank bulkhead 2)Gauging of the elbows of the spray nozzles that are adjacent to any critical structure or vital systems including appendages. 3)Marine cert for entry to ballast tank to access damage 4)Repair proposal for 3 inch hole in ballast tank bulkhead(contingent upon if gauging reveals further damage to ballast tank bulkhead.)

Conduct permanent reapirs to eroded liquifaction pipe and aft bulkhead of fwd. ballast tank, submit plans to ABS for approval with concurrence from CG

Vessel reported loss of port rudder at rudder stock flange and wants to confirm no damage to starboard rudder. Transit to Sandy Hook Bay in accordance with proposed plan to determine soundness of starboard rudder arrangement. Provide dive report prior to dredging operations.

Vessel reported loss of port rudder at rudder stock flange. Conduct permanent repairs to port rudder arrangement. ** Amended on 10JUL19 ** Due to the reduced maneuverability of the vessel, a stand-by tug of sufficient HP must remain with the vessel at all times until cleared. Notification to the cognizant OCMI must be made if transiting to areas outside of accepted routes within the vessels proposed operational plan.

Vessel reported loss of port rudder at rudder stock flange. Conduct permanent repairs to port rudder arrangement. Due to the reduced maneuvarability of the vessel, a stand-by tug of sufficient HP must remain with the vessel at all times until cleared. Notification to the cognizant OCMI must be made if transiting to areas outside of accepted routes within the vessels proposed operational plan.

Vessel lost communication from the bridge to the port main diesel engine. Complete repairs and tests of the port MDE prior to the continuation of dredging operations. The vessel shall review the entire system and report finding to the USCG.

Vessel lost communication from the bridge to the port main diesel engine. Complete repairs and tests of the port MDE prior to the continuation of dredging operations.

Drawings of alterations shall be approved before work is started unless deemed unnecessary by the Officer in Charge, Marine Inspection. The vessel has reported the inflow of water by way of five (05) pin hole leaks found in the athwart ship bulkhead separating the aft portion of the vessels hopper from the vessels pump room. Provide plans to this office for approval proving effective repairs. Following, USCG Marine Inspector's must attest to proper repairs of identified area prior to departure from Sector New York AOR.

Each propeller on a rescue boat must be fitted with a propeller guard with a maximum opening of 76 mm (3 in) on all sides on which a person is likely to be exposed. Rescue boat was found to not have an installed propeller guard as required, install within 30-days. 46 CFR 160.156-7(b)(11); 50c.

Demonstrate most resent Periodic Safety Test Procedures (PSTP), to the satisfaction of attending CG Marine Inspector, for final Marine Safety Center (MSC) approval.

1. CO2 bottles for jet drive resting directly on deck. Provide a 2" air gap.

2. Crew had ran oxygen/acetelyn hose from aft end forward. Several sections are worn through. Remove hose and/or properly run oxygen/acetelyn hope or pipe.

3. Prove proper operation of "A" class boundary. Excessive gap found on door between engine space and welding room.

Aft gen space vent closure inop. Prove proper operation.

Main fuel oil quick-close valve inop. Prove proper operation.

Port side life rafts not installed. Life rafts must be installed.

Stbd lifelines missing from railing. Ensure req'd rails in place.

Porthole stbd qtr missing dogs to be secured. Ensure porthole can be secured.

Replace non-metallic expansion coupling port MDE J/W cooling line, inspected and found it to be split and dry rotted.

Either create or stencil non-metallic expansion joints to conform and prove that they are not older than 10 years.

J/W discharge hoses on #1 and #2 SSDE are dry-rotted, replace and double clamp.

Heat shields on both MDE's fuel and oil lines are not properly installed. Prove proper installation.