SWIFT RESPONDER

Except as provided in paragraphs (b) through (g) of this section, each vessel must undergo drydock, internal structural, and cargo tank internal examinations as follows: (1) Except under paragraph (a)(2) of this section, vessels that operate in salt water must be examined in accordance with the intervals set forth in Table 91.40-3(a) of this section. Where Table 91.40-3(a) indicates a 2.5 year examination interval, it means a vessel must undergo two examinations within any five year period. No more than three years may elapse between any two examinations. The vessel was due for a requried drydock and internal structural inspection on 13 March 2026. The required drydock and internal structural inspections were extended until 15 Apr 2026 by USCG Sector Columbia River OCMI. The vessel was unable to complete the required drydock and internal structural inspections by the required date. Prior to operating, the vessel shall complete the required Coast Guard drydock and internal structural inspections. The vessel may transit to the contracted drydocking location from its current mooring in Astoria, OR.

Each battery charger must be suitable for the size and type of battery installation that it serves. The engine room battery charger was found with a 120 VAC disconnect switch, which was secured each time an engine was started to prevent the charger from overloading. The battery charger output terminals were connected to four different battery banks, The charger is rated at 20 amps max output and the amp meter indicated 25 amps after one engine start. Provide each battery bank with an adequate charger and submit electrical plans to the MSC for approval. Cite: 46 CFR 111.15-30

Cable and wire on vessel must meet the requirements of IEEE, IEC, MILSPEC, or UL standards. The #1 and #2 generator starters were found with welding cable being used for starting current. Provide each generator with adequately sized and correct type of battery cable. Cite: 46 CFR 111.60-5 / 46 CFR 111.60-11

Electric cables must not be in the bilges. The #3 generator starting circuit cable was poorly installed; the cable was supported by zip-ties to deck plate framing, the starter terminal connection was found to be supporting the weight of the cable, and excess loops were found in the bilges of the engine room. Cite: 46 CFR 111.01-5

Electrical installations on a vessel must ensure protections for the crew and the vessel from electrical hazards. Lithium Ion battery chargers were found plugged into a power strip, the power strip fed from portable cable reel, the reel was powered by an extension cord. Provide dedicated outlets for all equipment being supplied from extension cords / power strips. Cite: 46 CFR 111.01-1

All engine installations shall be of the marine type and suitable for intended service. The #3 generator was found with significantly small fuel injection lines from pump to injectors. Generators #1 and #2 are of the same model and have larger sized fuel lines. A used fuel line assembly was found in the steering room storage and appears to be the correct size. Provide engine manufacture documentation that the current fuel lines installed on the #3 generator are of the correct type and size. Cite: 46 CFR 58.10-5

Vessel’s flame locker is excessively wasted.  Replace flame locker.  To be corrected by 13 September 2025. Cite: 46 CFR 92.05-10.

Found improperly dead-ended wires in the command-and-control space. Properly dead-end identified wires. To be rectified by 28 August 2025. Cite: 46 CFR 90.25-1 and 46 CFR 111.60-17

Generator must meet the applicable requirements for construction and testing. Vessel was unable to test reverse power relay testing. Submit procedures for approval to MSC for the proper testing of reverse power relay. Cite: 46 CFR 111.10-4

The material, design, construction, workmanship, and arrangement of main propulsion machinery and of each auxiliary, directly connected to the engine and supplied as such must be at least equivalent to the standards established by ABS Steel Vessel Rules. Starboard main was making excessive "knocking" noises. Troubleshoot, repair, provide third party report and demonstrate operation to [name withheld]: 46 CFR 58.05-1

Vessels subject to inspection under 46 U.S.C. 3301 must be equipped with a master key control system for physical, manual, or electronic keys or access systems in accordance with the requirements of 46 U.S.C. 3106. See policy letter 23-06 attached. Cite: 46 U.S.C. 3106

Owners of vessels with at least 10 individuals onboard that are on a voyage of at least 600 miles, or at least 79 ft in length and required to have a load line, are required to install video and audio surveillance equipment onboard in accordance with 46 U.S.C. 4901 not later than the next scheduled dry dock. See Policy Letter 23-05. Cite: 46 U.S.C. 4901

Companies and vessels should have documented policies and procedures within the SMS to ensure compliance in accordance with 46 U.S.C. 10104(e) and 46 U.S.C. 3203. Crew berthing and washing areas must display company policies in accordance with 46 U.S.C. 11101. Cite: 46 U.S.C. 10104(e) and 46 U.S.C. 11101

Electrical installations on vessels must ensure: Maintenance of system integrity through compliance with the applicable system requirements (IEEE, NEC,IEC, etc. to which plan review has been approved. Main switchboard had multiple revisions. Submit electrical plan review documents to MSC for Main switchboard for approval. Cite: 46 CFR 111.01-1

Reverse-power and reverse-current trips. Each generator arranged for parallel operation must have reverse-power or reverse-current trips. The reverse-power/reverse current trip for the SSDG’S was not functioning. Repair the reverse-power/reverse current trips for the SSDG’S so that it trips upon sensing reverse-power/reverse current as designed to protect the generators.

Cargo vessels less than 85 meters (278 feet) in length, with the exception of tank vessels, are not required to meet paragraphs (b) or (c) of this section if they meet the following: (1) On each side of the vessel— (i) Liferafts are carried with an aggregate capacity sufficient to accommodate the total number of persons on board and are stowed in a position providing for easy side-to-side transfer at a single open deck level. In the event the largest survival craft on either side of the vessel is lost or rendered unserviceable, there must be survival craft available for use on each side of the vessel, including those which are stowed in a position providing for side-to-side transfer at a single open deck level, with a capacity sufficient to accommodate the total number of persons on board. The vessel is certificated for 39 persons and is fitted with a 25 person liferaft on each side of the vessel. Provide liferafts on each side of the vessel to accommodate the total number of persons the vessel is allowed to carry. Vessel limited to 25 persons total until additional liferafts are installed.

Approved fire extinguishing systems may be used or required in locations delineated in this section. CO2 Time delay stamped for 30 seconds failed to meet manufactures specifications by allowing discharge at 28 seconds in the OWS room. Vessel is to attest to repairs in the presence of a Marine Inspector. Alternatively, vessel may attest to repairs in the presence of the RO and provide documentation to the OCMI.

Approved fire extinguishing systems may be used or required in locations delineated in this section. CO2 Time delay stamped for 30 seconds failed to meet manufactures specifications by allowing discharge at 27 seconds in the oil heater room. Vessel is to attest to repairs in the presence of a Marine Inspector. Alternatively, vessel may attest to repairs in the presence of the RO and provide documentation to the OCMI.

ZERO DRAFT: no static draft information

Prove proper operation of main fire pump.

Repair deck rail chain courses IWO port liferaft station.

Prove proper operation of small discharge containment closure IWO 3rd deck sewage/fuel vent.

Renew structural fire protection IWO locker adjacent to thermal fluid heater.