BRADEN BEYEL

A vessel must be operated in accordance with applicable laws and regulations and in such a manner as to afford protection against hazards to life, property, and the environment, current configuration of mechanical closures on engine room door does not allow an individual to open the door from inside the engine room, trapping anyone in the engine room with no means of escape. Vessel is restricted to a Rivers route until rectified.

A towing vessel must carry lifebuoys as follows: At least two lifebuoys on a towing vessel greater than 26’ must be fitted with a floating electric water light, unless the towing vessel is limited to daylight operations. One water light not functioning.

Each lifebuoy with a floating electric water light must have a lanyard of at least 3 feet in length but not more than 6 feet, securing the water light around the body of the lifebuoy. (c)(3) The water light must be attached by lanyard with a corrosion-resistant clip to allow the water light to be quickly disconnected from the lifebuoy. Port and STBD water light lanyards are spliced into the lifebuoy grab lines.

Each remote valve control must be marked in clearly legible letters, at least 1” high, indicating the purpose of the valve and the way to operate it. Stencil for remote fuel shut off has completely faded.

Electrical systems and equipment must function properly and minimize system failures and fire and shock hazards. STBD side exterior light globe filled with water.

Except as provided in par. (a)(8) of this section, each towing vessel must have a fire-detection system installed to detect engine room fires. The owner or managing operator must ensure the following: (7)The design of the system and its installation on the towing vessel is certified and inspected by a registered professional engineer with experience in fire detection system design, by a tech with qualifications as a National Institute for Certification in Engineering Technologies (NICET)level IV fore alarm engineering tech, or by an authorized classification society with equivalent experience, to comply with par. (a)(1) through (a) (6) of this section. PE certification was for previous detection panel. Vessel installed a new fire detection panel.

Each towing vessel must have a reliable means to provide notification when an emergency condition exists or an essential system develops problems that require attention. The following alarms must be provided: (1) Main engine low lubricating oil pressure, (2) Main engine high cooling water temperature, (3) Aux generator engine low lubricating pressure, (4) Aux generator engine high cooling water temp, (5) High bilge levels, (6) Low hydraulic steering fluid levels, if applicable, (7) Low fuel level, if fitted with a day tank. (b)(1) Alarms must be visible and audible at each operating station. The alarm located at the operating station may be a summary alarm; if the alarm at the operating station is a summary alarm, the specific alarm condition must be indicated at the machinery space or bilge location. Vessel has no visual alarms in pilot house, only audible. Both pilot house and machinery space do not have specific alarm indicating the emergency condition.

A towing vessel must carry a combination of day and night visual distress signals indicated in Table 141.370 of § 141.370 for specified areas where the vessel operates. Vessel did not have VDS which meet the required standard.

There must be an installed or portable bilge pump for emergency dewatering. Any portable pump must have sufficient hose length and pumping capability. All installed bilge piping must have a check/foot valve in each bilge suction that prevents unintended backflooding through bilge piping. Crew was not able to dewater the void space.

Machinery and electrical systems must be designed and maintained to provide for safe operation of the towing vessel and safety of persons onboard under normal and emergency conditions. Both main propulsion engines were excessively leaking lubricating oil into the bilge.

A towing vessel subject to this subchapter and choosing the Coast Guard inspection option, must undergo an annual inspection within 3 months before or after the COI anniversary date. Vessel missed annual inspection due to long dry dock. Once dry dock was completed the vessel was not ready for annual inspection and is prohibited from operations as a commercial vessel until an annual inspection is conducted. 46 CFR 137.200 (a)

Towing vessels are required to be made available for hull examination as required. Vessel is overdue for credit hull exam.

A fixed fire pump must be capable of: Delivering water at a pitot-tube pressure of at least 50 pounds per square inch (psi). Demonstrate fire pump can maintain pressure of 50 PSI.

All seals and gaskets must be properly maintained to prevent leaks of flammable or combustible liquid. Repair fuel leaks on the starboard main diesel engine and generator.

Electrical systems and equipment must function properly and minimize system failures and fire and shock hazards. Properly terminate or remove electrical cable at helm.

Machinery systems must be designed and maintained to provide for safe operation and safety of persons onboard under normal and emergency conditions. Repair exhaust leak on port main diesel engine.

Each towing vessel must be maintained and operated so as to minimize fire hazards and to ensure the following: All bilges are kept free from accumulation of combustible and flammable materials. Pump out oily water in bilges.

The frame or support of any semi-portable fire extinguisher fitted with wheels must be welded or otherwise permanently attached to a steel bulkhead or deck to prevent it from rolling under heavy sea conditions. Secure semi-portable extinguisher.

Propulsion machinery, including main engines, reduction gears, shafting, bearings, and electrical equipment and systems, must: Be maintained to ensure proper operation. Tighten shaft seals to reduce excessive leaking.

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. Make permanent repairs to deck around fire main.

A vessel must be operated in such a manner as to afford protection against hazards to life, property, and the environment. Secure washer and dryer to prevent shifting.

Alarms must: Continue until they are acknowledged. Identify the purpose of the "wolo" alarm and demonstrate operation.

Machinery must be designed and maintained to provide for safe operation of the towing vessel and safety of persons onboard under normal and emergency conditions. Both main propulsion engines. Engine room (E/R) bilge observed with excessive volume of oily water and debris.

No person may operate any vessel equipped with installed toilet facilities unless it is equipped with an operable Type II or III device. The Marine Sanitation Device is being overhauled and not in proper operating condition. Procedures for discharging the MSD are not in place.

The master must ensure required pre-underway tests are conducted. Check sheets provided by the Company for not reflect the area of operation or equipment installed on board.

Nonmetallic flexible hose is acceptable if it is less than 30 inches and designed for us with suitable compression fittings. The flexible fuel line on the generator is longer than 30 inches.

Each towing vessel must have a reliable means to provide notification of high water in the bilge. The bilge high level alarm is not working on the bridge.

Towing vessels must be equipped with a properly operating illuminated compass. The compass has excessive air and requires additional fluid.

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. Temporary repairs to the hull plating were discovered on the starboard side shell, within the engine room, the below the waterline. Remove the soft patches and make available for inspection.

A towing vessel subject to this subchapter and choosing the Coast Guard inspection option, or required to have the Coast Guard inspection option, must undergo an annual inspection within 3 months before or after the COI anniversary date. The BRADEN BEYEL has not completed its annual inspection, has been in drydock since before the annual deadline, and the local OCMI has begun the administrative portion of the inspection but has not been able to complete the inspection. The vessel is considered "inactive" and must complete the inspection prior to operation. The Owner must notify the local OCMI within a reasonable time-frame before the vessel’s return to service so that the local OCMI has ample time to assign a Marine Inspector to visit and clear this outstanding CG-835V prior to the vessel commencing operations.

Each towing vessel with a self-priming portable fire pump must have a minimum capacity of 80 GPM at a discharge pressure of 60 PSI. The fire pump does not have a pressure gauge and the capacity of the pump is not known. Manufactures description of pump states maximum PSI is 45.

Piping and tanks exposed to the outside of the hull must be made of metal and maintained in a leak free condition. The fuel fill pipe is wasted and cracked at the main deck allowing free communication the environment.

A structural adequacy of an existing vessel is in question by the OCMI. The starboard rudder post moves excessively and free flowing water on deck when being maneuvered.

The fire hose must be a lined commercial fire hose 15 meters (50 feet) in length. Fire hose on board was approximately 100 feet in length and too cumbersome to be effective.

Closure devices must be provided for deck house or hull penetrations, which open to the exterior of the vessel and which may allow water to enter the vessel. The "wing-nut" type closure to the engine room hatch was frozen and inoperable.

The vessel is an inspected towing vessel for which the Owner has chosen the Coast Guard option and is therefore not required to have a Safety Management System per Regulation. Deficiencies 2 through 11 are objective evidence that a serious substandard condition has not been proactively managed by the vessel’s Owner/Operator, leading to a lack of safety culture onboard the vessel.

Machinery and electrical systems must be designed and maintained to provide for safe operation of the towing vessel and safety of persons onboard under normal and emergency conditions. Both main propulsion engines were excessively leaking lubricating oil into the bilge and creating slippery deck surfaces. Engine room (E/R) bilge observed with excessive volume of oily water. Oil covered the entire surface of the liquid in the bilge and was observed from port side-shell to starboard side-shell and from forward E/R bulkhead to nearly the aft E/R bulkhead.

. Survival craft provide a means for survival when evacuation from the towing vessel is necessary. The craft and related equipment should be selected so as to provide for the basic needs of the crew, such as shelter from life threatening elements, until rescue resources are expected to arrive, taking into account the scope and nature of the towing vessel's operations. The vessel is not equipped with any survival craft.

Machinery and electrical systems must be designed and maintained to provide for safe operation of the towing vessel and safety of persons onboard under normal and emergency conditions. Noted multiple electrical hazards including, but not limited to; open junction boxes (missing covers), improperly wired electric water heater, unsealed knock-outs where wire penetrates j-box (MSD pump motor), multiple outlets with removed/broken opening covers.

A towing vessel record is required for vessels not operating in a limited geographical area or required to maintain an official logbook. The master could not provide a towing vessel record or the a record of the items required to be recorded in 46CFR140.915

The master of a towing vessel must keep an accurate list of crewmembers and their assigned positions and esponsibilities. Crewmembers with emergency duties and duty stations on towing vessels equipped with overnight accommodations must identify the duties and duty stations of each person onboard during an emergency. Vessel master could not provide crewmember duties regarding fire, flooding, launching survival craft, or man overboard procedures.

The owner or managing operator must implement a health and safety plan. The health and safety plan must document compliance with this part and include recordkeeping procedures. The owner, managing operator, or master must ensure that all persons on board a towing vessel comply with the health and safety plan. Master unable to provide a Health and Safety Plan. The head and galley were not in a sanitary condition and the potable water vents were missing bug screens.

The master must ensure a towing vessel maintained and operated so the watertight integrity and stability are not comprised. While underway conducting drills, the vessel had a starboard list. Cause of list is to be identified and corrected as necessary.

The marine employer must ensure that their crewmembers meet the requirements for drug and alcohol testing. The master was unable to provide any drug testing records. The phone number given for the EAP was the wrong number.

Prior to assuming duties related to operating a towing vessel each crewmember must receive training to ensure they are familiar watching duties, terms and procedures. The master was unable to provide documentation navigation safety training had been conducted.

Each towing vessel must have a fire-detection system installed to detect engine room fires that is certified and inspected by a registered professional engineer with experience in fire-detection system design, by a technician with qualifications as a National Institute for Certification in Engineering Technologies (NICET) level IV fire alarm engineering technician, or by an authorized classification society with equivalent experience. Installed system was not certified.

All pressure vessels must have the MAWP indicated by a stamp, nameplate, or other means visible to the crew. Pressure vessel missing name plate, indicating MAWP.

Pressure vessels must be externally examined annually. Crew could not provide evidence of annual external examination of pressure vessel.

Relief valves must be tested in accordance with § 143.245. There was no evidence of pressure vessel relief valve testing.

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. Flammable liquids/aerosols were observed stored in a wood cabinet in engine room. Multiple bags of “Matchlight” grilling charcoal and paint were observed on the deck in the air handler space behind wheelhouse.

Each towing vessel must be fitted with a general alarm that has installed, in the engine room and any other area where background noise makes a general alarm hard to hear, a supplemental flashing red light that is identified with a sign that reads: “Attention General Alarm - When Alarm Sounds or Flashes Go to Your Station”; General Alarm light in engine room missing red lens, speaker was observed not fixed to bulkhead but hanging loosely by the wires and missing “Attention General Alarm….” sign.

Each vessel must be designed and constructed to minimize fire hazards insofar as reasonable and practicable. Observed a clothes dryer installed in engine room. Dryer openly vents directly into engine room, creating a fire hazard.

No person may operate any vessel equipped with installed toilet facilities unless it is equipped with an operable Type II or III device. The Marine Sanitation Device nameplate was partially torn off making system identification, installation/schematic diagram location and approval impossible. The vent hose returned to the bilge. An additional valve was installed and unsecured which allows for the discharge of sewage overboard.

Each life buoy and equipment must be in good condition and ready for use. One of the required ring lifebuoys on board was observed with deteriorated grab line to which the floating electric water light was attached. Minimal twisting of the grab line resulted in complete separation.

Each towing vessel must have a means to monitor and control the amount of thrust, rudder angle, and (if applicable) direction of thrust, at each operating station. Rudder angle indicator attachment connecting the tiller to the sending unit by means of a spring, resulting in an error of approximately 10 degrees.

Each towing vessel must have a reliable means to provide notification when an emergency condition exists or an essential system develops problems that require attention. The starboard main engine lubricating oil pressure gauge installed adjacent to the engine was observed to be nearly 3/4 full of black lube oil obscuring the gauge readings.

Machinery and electrical systems must be designed and maintained to provide for safe operation of the towing vessel and safety of persons onboard under normal and emergency conditions. The port main engine outboard exhaust manifold was observed while underway to have an active and visible exhaust leak.

Means must be provided for stopping each fan in a ventilation system serving machinery spaces and for closing, in case of fire, each doorway, ventilator, and annular space around funnels and other openings into such spaces. Means of closure of openings in annular space around funnel were not observed.

Each towing vessel must carry at least one appropriately-sized lifejacket for each person on board and additional lifejackets immediately available for persons at each normally manned watch station. The vessel had 3 PFD's onboard and are required to have 5. The name of the vessel was not properly marked.

The master must ensure required pre-underway tests are conducted. Master was unable to provide documentation required testing was conducted.

Each towing vessel must maintain required navigation equipment in fully-functioning condition. The compass has 20 degrees of deviation.

Each towing vessel must be equipped with navigation shapes. Vessel did not have day shapes onboard.

The master must ensure that the components used for making the towing is adequate for the intended service. Terminal gear records were not available.

Sufficient lighting suitable for the marine environment must be provided within crew working and living areas. Multiple light fixtures throughout vessel missing cages, globes, or covers and not suitable for the marine environment.

A towing vessel must carry a combination of day and night visual distress signals indicated in Table 141.370 of §141.370 for specified areas where the vessel operates. No distress signals were onboard the vessel.

All owners and operators of an existing towing vessel must have a valid COI prior to the specified phase-in period. This vessel is one of the 100% of the vessels that has not obtained a valid COI. The vessel shall be made available for a Coast Guard COI inspection within 90 days. If an inspection is not completed prior to this date, the action for this deficiency shall be changed to a 60 (Rectify deficiencies prior to movement) and the vessel may no long be permitted to operate.

Propulsion machinery, including main engines, reduction gears, shafting, bearings, and electrical equipment and systems, must be maintained to ensure proper operation. Both shafts observed excessively leaking while moored and underway.

Piping exposed to the outside of the hull must be maintained in a leak free condition. Hydraulic steering piping was found to be leaking where connected to the starboard side steering ram.

Closure devices must be provided for deck house or hull penetrations, which open to the exterior of the vessel and which may allow water to enter the vessel. Former potable water fill/sounding tube on main deck was found to be removed and covered with a temporary steel patch and some "bondo" type of adhesive.