STR WILFRED SYKES

Vessel sustained damage due to grounding in #7 and #8 Stbd ballast tanks, including upset bottom plating, tripped transverse frames and damage to riveted lap seam in #7. Effect permanent repairs to damaged areas and any further call-outs by the attending CG Marine Inspector or ABS Surveyor prior to departure from drydock. Vessel is permitted to proceed directly to drydock accordance with the approved transit plan. Deficiencies shall be corrected to the satisfaction of the cognizant CG Marine Inspector and ABS Surveyor.

As far as is reasonable and practiable rescue boats, other than lifeboats which are also rescue boats, must be launched with their assigned crew aboard and manuvered ith the water each month such launching and manuvering must occur at least once every 3 months. The rescue boat has not manuvered in the water in the last 3 months.

Vessels operating in fresh water must conduct an internal structural exam (ISE) every 5 years. The ISE for cargo hold #4 was last completed 13APR2022. The ISE for cargo hold #4 was conducted in 2026 with the exception the forward and aft bulkheads were not gauged as identified on worklist. Gauge and complete survey on cargo hold #4 prior to 13APR2027

PSTPs provided by crew as working copy were Rev 2. Marine Inspectors during 2025 inspection were provided with Rev 3 and made notes on Rev 3 that needed correction. Make corrections to PSTP to reflect nomenclature on alarm panel and submit to MSC for review.

Each rescue boat must carry the equipment listed. the search light was not operational and the oars were not satisfactory.

If the launching arrangement uses a single fall the rescue boat may have an automatic disengaging apparatus approved under approved series 160.170 instead of a lifeboat release mechanism.

The procedure for testing the overspeed on the main propulsion engine must be completed when underway. Conduct overspeed test, log, and provide evidence to USCG marine inspector.

Due to mooring arrangement at the time of annual inspection the rescue boat could not be lowered, released, or get underway. Master shall conduct a MOB drill and send a statement attesting to the proper operation of the rescue boat and satisfactory drill.

Tunnel lighting is not dust tight and fixture globes are broken. The globes should be tempered glass with gaskets to ensure dust and moisture stay out of the fixtures. The plastic globes are broken or melted due to bulb heat. Ensure that lighting fixtures have compatible globes of the proper material for continued service. Replace the globes on the stbd side at gates 42, 36, 32, 26, and 14. Port side at gates 15, 17, 23, and 37.

The stbd boiler’s lower burner has a non-metallic flexible hose on fuel piping to the burner. The hose has very sharp bends which inhibit its serviceable life which can result in premature failure. Install a new hose or fitting to eliminate any sharp bends. The hose shall meet the referenced CFR cite and may not be longer than 30”.

Vessel master made notification to Sector Sault Sainte Marie OCMI of pending crew shortage due to discharge of 3rd Mate on 21 Nov 2023 in Port Dolomite, [name withheld] shall ensure a 3-watch system is maintained, work/rest requirements are met, and all maintenance performed in accordance with SMS. Master and Chief Engineer shall conduct a risk assessment prior to each cargo operation, underway transit, and special evolution for the duration of absence. 3rd mate is scheduled to return to the vessel on 23 Nov 2023 at Indiana Harbor, IN. If no replacement is found, the master/operator must provide notification to the cognizant OCMI at the port of call with the following documentation: 1) work/rest logs for the previous period of sailing with crew shortage; 2) documentation demonstrating substantial effort was made to find a replacement; and 3) statement from the vessel Master and Chief Engineer attesting that the vessel is sufficiently manned. 46 CFR 15.515(a)

Vessel company made notification to Sector Sault Sainte Marie OCMI of pending crew shortage due to discharge of 1st asst. engineer on 19 Oct 2023 in Port Inland, [name withheld] shall ensure a 3-watch system is maintained, work/rest requirements are met, and all maintenance performed in accordance with SMS. Master and Chief Engineer shall conduct a risk assessment prior to each cargo operation, underway transit, and special evolution for the duration of absence. If no replacement is found, the master/operator must provide notification to the cognizant OCMI at the port of call with the following documentation: 1) work/rest logs for the previous period of sailing with crew shortage; 2) documentation demonstrating substantial effort was made to find a replacement; and 3) statement from the vessel Master and Chief Engineer attesting that the vessel is sufficiently manned.

[withheld — contains personal information; the deficiency system, dates, and resolution status are shown above]

Existing structure previously approved will be considered satisfactory so long as it is maintained in good condition to the satisfaction of the Officer in Charge, Marine Inspection. Vessel allided with dock during mooring evolution which resulted in damage to the aft port side which resulted in a crack/puncture to the hull, between approximate frames 196 back to 202. Vessel is to make permanent repairs prior to departure from Hansen's Industries, to the satisfaction of the Coast Guard and Class.

The CO2 Monitoring alarm for the CO2 system serving the unloading generators is out of calibration. Provide documentation showing new calibration. As the system is a plan approved engineered system all components must function as designed and be properly maintained. By 16APR23.

The aft main feed water pump has some leaking after the new seal replacement. Currently this does not affect function. This is to be closely monitored and ANY increase in leakage is to be immediately reported to the nearest [name withheld] repairs are to be made as soon as parts are available and proper ops to be verified by a CG Inspector. Notify issuing MI when parts are repairs are expected to be complete. 16APR23

Throughout the engineering spaces and else where lighting fixtures have broken covers. Replace all broken light covers as required. To satisfaction of attending CG inspector.

A MOB drill could not be conducted due to mooring arrangements. Conduct a MOB drill and provide video/photos showing the lowering and operation of the rescue boat. Provide a signed statement from the master attesting to the adequate performance of all aspects of the drill.

Testing of turbine over speed devices. As the over speed devices are critical safety features of the propulsion plant their proper operation is to be verified. The Chief Engineer is to identify the proper procedure for testing the over speeds on the turbines in the steam main turbine instruction manual. As this can only be done underway the tests may be conducted upon departure when in open waters. The method of tests and the results are to be provided to the CG and signed by the Chief Engineer and logged in the engineering logs for future reference.

During sea valve inspections both main ballast valves, which are 20" globe valves, were found to be materially deficient. The custom valves are original to 1948 and internal pitting on the body indicates they must be renewed. The valve size and type are not readily available and they must be custom built. The pitted areas were arrested with ABS approved epoxy as a temporary repair. The valves are adequate in their material condition, sealing surfaces are excellent, for temporary use while new valves are sourced. The crew is to monitor their condition during rounds and report any issues to the local OCMI. The valves are to be built and tested to the standards listed in 46 CFR part 56. The cites to the right can to be referenced to assist in determining valve construction and applicable standards. The new valves must be installed when they are received.

During inspection the navigation light indicator panel was found to not function as designed. All navigation lights were proved to work properly however the panel failed to visually and audibly signal failure for each light when fuses were removed. Return panel to proper working order. Provide repair or replacement plan within 30 days. During this time the navigation watch is to verify and monitor navigation lights to detect any failures until the panel is proved to function properly and alert crew of light failures.

During inspection it was noted that the Fire Control Plan is not approved. A new plan was submitted to MSD Sturgeon Bay for review and approval. During review it was noted that there were numerous areas that required adjustment. Due to the changes in fire extinguisher regulations several old extinguishers that were replaced must come up to the new size standards i.e. paint lockers need 40-B extinguishers, and generators need 40-B:C, etc. Make noted corrections to the fire control plan, install proper class/size extinguishers at the locations noted and submit a corrected plan to MSD Sturgeon Bay for final approval. The vessel has more than enough extinguishers on board so the vessel may sail while adjustments are made to reflect proper locations and new extinguisher requirements.

During testing the steam electrical generators were "hunting" and would not stay at a constant hertz (60) when they are first brought online without a load. Once under a proper load they even out. This makes paralleling the gens difficult. Once in parallel they operate normally. However, the cause of hunting must be determined and corrected as this indicates there is a problem with proper operation. Provide service report to show cause and provide repair plan to OCMI.

Vessel encountered a steering failure on 26 November 2021 and again 28 November 2021. Parts are enroute to the vessel at this time. Vessel is to remain at their current dock, Bluewater Aggregates, until repairs are carried out to the satisfaction of attending ABS Surveyor and approval of United States Coast Guard. Should vessel find it necessary to shift docks, it must be approved by the Captain of the Port prior to shifting. (29NOV21 testing completed and witnessed by Class and USCG. Vessel cleared to depart with tug assist.) The vessel will be required to have a tug assist while in the river system until it is safely in the open lake and can carry out extensive testing of the steering to verify satisfactory repair. Please call the Duty Marine Inspector with any questions or concerns at [phone withheld]. Emails to be sent to [email withheld] and [email withheld]

It was reported that damage to a rivet is allowing water intrusion into the #4 ballast tank (port side frame 87). The vessel is required to conduct repairs prior to departure from [name withheld] dock in Burns Harbor, IN to the satisfaction of ABS and/or the cognizant OCMI.

Damage to the bulwarks, port side just aft of the forward house, reported by vessel after collision with the Conrail bridge in Detroit, [name withheld] to be carried out to the satisfaction of class by the next annual survey or not later than 30 April 2022.

Charts on board have not been updated. Charts must be corrected as per Notice To Mariners' for each transit area prior to operation in each separate charted area.

The bridge compass has not been deviated since 2018. Due to the steering stand replacement in 2020 the compass must have it's deviation card corrected within 30 days.

During fire main operation a valve was found to be fractured due to freezing. Replace the valve that comes off of the fire main at frame 159 in the port tunnel. Replacement and testing must be verified by a Marine Inspector prior to sail.

Several sound powered phone system were non-operational. Make repairs and demonstrate or provide third party report reflecting all sounds powered phones are operating as designed. 46 CFR 113.30-3

Charts corrections last completed in January 2019. Update date all charts with corrections. Master to provide a written statement reflecting when all charts updated. 33 CFR 164.33

Make permanent repairs as original to hull plating and associated internal structures IVO port stern/quarter.

Vessel is displaying inaccuate MMSI number and vessel name.

Stbd Propulsion, outboard water wall tubes blistered and breached. Make permanent repairs to the starboard propulsion boiler side water wall tubes before operating vessel on federal navigable waters. All repairs shall be made to the satisfaction of attending CG MI.

Make stbd boiler available for inspection of repairs to affected tubes prior to 10 NOV 2017. Inspection to be conducted by a Coast Guard Marine Inspector.

Make temporary repairs to affected waterwall tubes in stbd boiler in accordance with repair proposal. Conduct hydrostatic pressure test to the satisfaction of an attending USCG Marine Inspector.

Make stbd boiler available for inspection of repairs to affected tubes between 30-45 days

Notify [name withheld] immediately if tube repairs or any other tubes indicate failure, excessive water loss, or conditions for potential failure.

make permanent repairs to starboard boiler waterwall tubes (retube).

As a result of the personnel hoist failure submit a repair proposal to address permanent repairs and means of testing the system upon completion. Repairs and testing are to be witnessed and approved by an CG Marine Inspector.

Vessel must lower, release, rescue boat to water and prove proper operation, iaw 46 CFR 199.45(b). To be witnessed by a CG Marine inspector.

Renew placard for operating instructions for rescue boat iaw 46 CFR 199.90

Overhead wiring in the passageway of the forward crew accommodation space must be supported by metal bands, where missing install cable banding per 46 CFR 111.60-5

Lagging on the steam reduction station missing on forward steam pipe, install lagging per 46 CFR 56-50-1(k)

Observed lube oil pipe under the No. 1 steam generator wrapped with rags. Minor leakage observed, although proper repairs shall be made to correct per 46 CFR 56.25.

Observed dead end electrical wires in way of the fwd stbd main condenser, properly terminate dead end wires per 46 CFR 111.60-5 & 111.60-17

Observed the stbd overboard ballast discharge valve was leaking at the valve bonnet. Make repairs to correct the excessive leakage iaw 46 CFR 56.20

Observed sounding tapes were found stored in the bunker sounding pipes, with valves open. Chief Engineer instructed to ensure all sounding pipes are properly closed when not in use per 33 CFR 155.750(8)