JAMES R. BARKER

At each inspection for certification, periodic inspection, and at other times necessary, the inspector will determine that all fire-extinguishing equipment is in suitable condition and may require any tests necessary to determine the condition of the equipment. Vessel reported a pin-hole leak in fire hydrant #7, located on the spar deck, port side aft, forward of the superstructure. Vessel is to make permanent repairs upon arrival at Two Harbors, MN OOA 12Jul26.

An inspection either general or partial depending upon the circumstances shall be made whenever any important repairs or alterations are undertaken. Vessel has pinhole leak in bulkhead between stbd #1 Ballast tank and tunnel bottom deck. Vessel shall complete repairs to the satisfaction of cognizant OCMI attending Marine Inspector and/or ABS Surveyor prior to departing Superior, WI 46 CFR 91.45-5

No repairs or alterations shall be made without the knowledge of the OCMI; vessel has 6" crack at #5 stbd ballast tank at the #2 void longitudinal bulkhead. Submit repair proposal and affect repairs prior to departure. 46 CFR 91.45-1(a)

Carbon Dioxide Extinguishing systems shall be fitted with an approved delayed discharge so arranged that the alarm will be sounded for at least 20 seconds before the carbon dioxide is released into the space. During the recent servicing of the fixed CO2 system, the time delay was found to be below the approved time frame. Install an approved time delay for the CO2 system. 46 CFR 95.15-10(f) (Old I)

A Survey, either general or partial, according to the circumstances, shall be made every time an accident occurs or a defect is discovered which affects the safety of the vessel or the efficacy or completeness of its lifesaving appliances, fire fighting or other equipment, or whenever any important repairs or renewals are made. The survey shall be in such as yo insure that the necessary repairs or renewals effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory, and that the vessel complies in all respects with the regulations in this sub chapter. The vessel self reported ballast water migration between the #4 and #3 STBD ballast tanks. It was later identified that there is a 4 foot long crack approximately 15 feet above the tank floor allowing water to pass through the bulkhead between the two tanks. The vessel is authorized to transit from Burns Harbor, IN to either Duluth, MN or Superior, WI as per transit plan/class report from ABS for permanent repairs to the satisfaction of a Class surveyor or attending Marine Inspector. Any deviation of plan must be routed through the nearest OCMI zone. Vessel to not conduct any cargo ops until corrected and cleared.

THE GENERAL STRENGTH OF THE HULL MUST BE SUFFICIENT FOR THE DRAUGHT CORRESPONDING TO THE FREEBOARD ASSIGNED. MI WAS NOTIFIED OF A PIN HOLE LEAK AT THE NO. 9 BALLAST TANK THAT IS ADJACENT TO THE ENGINE ROOM BULKHEAD DURING A WATCH ROUND.

The general construction of the vessel shall be such as to minimize fire hazards insofar as is reasonable and practicable. Starboard engine exhaust lagging effected by hydraulic fluid leak shall be removed and piping cleaned to the satisfaction of the attending marine inspector. In addition, the metallic coupling on the boom lift hydraulic line shall be repaired and tested to the satisfaction of the attending marine inspector. 46 CFR 92.05-1 17c

The installation of all systems of a marine engineering nature...shall be in accordance with the requirements of Subchapter F. Main engine (STBD) must be tested to the satisfaction of the attending marine inspector prior to departure. 46 CFR 96.03-1 17c

Fire hazards shall be minimized insofar as is reasonable and practicable; fuel-leak discovered on stbd main cylinder #10 due to hairline crack in bushing. 46 CFR 92.05-1 (Old "I")

No repairs or alterations shall be made without the knowledge of the OCMI. Vessel has multiple cracks between the inner bottom tank and the #3 and #4 STB ballast tanks allowing water to flow from the ballast tank into the inner bottom. Submit a repair proposal and effect agreed upon repairs prior to departing port. 46CFR91.45-1(a)

No repairs or alterations shall be made without the knowledge of the OCMI. Vessel has buckled frames in the #4 STB inner bottom tank from frame 204-208 approx. 6' inboard of the side ballast tank. Must crop and renew damaged area at next winter layup period. 46CFR91.45-1(a)

Identified a corridor greater than 40' in length with only one way to escape. Provide a plan on how to add an additional means of escape and a timeline for completion. Vessel has submitted plan review items, awaiting correspondence with MSC. Extended deficiency until start of layup.

A crack was discovered (during a routine dive survey) on the STBD tailshaft located approx. 1.5" FWD of the strut. Crack extends approx. 90 degrees around the circumference of the 19" dia. shaft. Crack is rusty in appearance and does not appear to be progressive. Vessel reports no associated abnormal vibrations or operational anomalies with this system. Vessel is authorized to transit from Two Harbors, MN to Indiana Harbor, IN for taconite offload; and then proceed to Sturgeon Bay, WI for repairs in drydock. Vessel may utilize the STBD shaft on a limited basis during transit through restricted waters to enhance maneuverability. While transiting the open-lakes vessel may operate on the PORT shaft only. Master's transit plan has been approved. Vessel must also utilize assist tugs during navigation through restricted waters to include approaches to Indiana Harbor and Sturgeon Bay. Vessel to closely monitor CPP hydraulic fluid levels for any potential leakage during transit. STBD tailshaft must be repaired and/or replaced, as original, to the satisfaction of USCG and ABS IAW ABS Rules for Vessels in Great Lakes Service, prior to returning to normal operations.

While underway in Lake Huron, the Chief Engineer noticed an issue with the turbo on the Port Main Engine. The Chief Engineer conducted a manual shut down of the engine and the vessel is proceeded to anchorage in Detour, Michigan to make repairs.

Each launching station must have an embarkation ladder that is approved under approval series 160.117 or be a rope ladder approved under approval series 160.017. Port side launching station did not have an embarkation ladder or rope ladder.

Master reported inoperable port engine due to piston failure. Troubleshoot, determine cause of casualty, and conduct appropriate repairs in accordance with engine manufacturer recommendation and to satisfaction of class (provide class report) and attending Coast Guard Marine Inspector, prior to departure of port of Duluth/Superior. Movement within the port of Duluth/Superior requires an adequate tug escort.

A survey, either general or partial, according to the circumstances, shall be made every time a defect is discovered which affects the efficacy of its equipment. [name withheld], was notified of an exhaust leak from a cylinder head on the port main engine, resulting in the engine being removed from service. Vessel shall maintain an anchor watch while transiting St. Clair river. All generators and bow thrusters shall be operational and online during transit until repairs are complete. Chief Engineer to provide attestation of repairs upon completion. Vessel shall submit Class Report to [name withheld] prior to departing Cleveland, OH.

All required firefighting piping, valves and fittings shall meet the applicable requirements of Subchapter F(Marine Engineering). The vessel has reported a leak in their fire main. Make permanent repairs to the satisfaction of the Coast Guard or to class prior to leaving Superior, WI.

The sealing gasket for the starboard propulsion engine oil cooler failed. Make repairs to restore proper operation of the starboard propulsion engine.

The vessel experienced an overheating and oil discharge from the starboard crankcase and had to shut the engine down.

Port main turbo charger had smoke coming out of a loose fitting. Conduct appropriate repairs providing proof of proper operation on the port main engine.

All piping shall meet applicable requirements of 46 CFR Part 56. Port side firemain has pin hole leak at frame 72. Repair leak prior to departing next port of call, to the satisfaction of the local Officer in Charge, Marine Inspections.

3 ft by 1.5 fracture, Starboard NO 1 Bassast tank. 32 feet above the base line. between frame 23 and 25.

Firemain reported having two pinhole leaks by vessels crew, one on starboard side and one on Port. Temporary patches are being affixed. Firemain shall be permanently repaired when vessel arrives next port.

Firemain was reported to have a small leak by vessels crew. Temporary patch was affixed. Firemain shall be permimantly repaired when vessel arives next port.

While in transit the vessel was conducting generator testing/change over on the number 4 gen and encountered an issue. The generator runs, but continues to trip off-line. Company/Vessel shall have a tech attend and attest to the generator repair and ensure that it is operating normally.

The port rudder appears to have had its rudder stock machined incorrectly in 2015. This has resulted in the rudder being 7.5 degrees off (to stbd) when it should be 0 degrees. This is suspected to be due to the keyway being incorrectly cut. This issue is to be repaired and resolved no later than 31MAR2020. Repairs are to be approved and verified by an attending CG Inspector. This issue is to be monitored by the crew until the vessel is dry docked. If there are any changes or hazardous conditions regarding the port rudder or steering system they are to be immediately reported to the local OCMI.

Vessel crew discovered a 2.5' long horizontal fracture in the transverse watertight bulkhead located between ballast tanks #5S and #6S at approx the 14' waterline and terminating approx 6-8' from the stbd sideshell. Make permanent repairs and notify local OCMI for inspection.

Effect permanent repairs to portside forepeak hull plating fracture and related structures in vicinity of 20 foot mark. Repairs shall be completed prior to departure from final discharge port, Monroe, MI.

Unable to demonstrate lifeboat drills during 2018 Annual Fit-out Inspection due to mooring arrangements and heavy ice conditions. Demonstrate lifeboat launching, maneuvering, and recovery during 2018 Annual SIP Audit, or at any time prior to the SIP Audit. Drills to be witnessed by USCG Marine Inspector.

There is an approx. 6" long fracture located at the intersection of the #2P B/T longitudinal bulkhead and the bottom shell in-way-of transverse FR#6 in the #1P inner bottom resulting in leakage into the #1P inner bottom. Make temporary, or permanent, repairs to the satisfaction of the attending USCG Marine Inspector prior to departure from the Port of Duluth, MN. Permanent repairs must be completed during next scheduled maintenance period (winter layup).

SSDG prime mover failed. Repair IAW applicable class rules and 46 CFR.

1. Helmsman shall remain on watch at the main steering console at all times when underway until Design Verification Test Procedures (DVPT's)Faliure Mode Effect Analysis (FMEA) and alarm discrepancies are resolved to the satisfaction of the [name withheld] is 46 CFR 58.25-5(c).

2. When maneuvering or while navigation the river systems the Engine Control Room shall be manned with two licensed engineers until DVPT's, FMEA, and alarm discrepancies on the steering console are resolved to the satisfaction of the OCMI.

A 6" hull fracture was reported in the port aft peak tank IVO prevous repairs done on 10JAN17. Submit repair proposal for approval and complete permenant repairs as directed by an attending CG MI prior to vessel's departure from Sturgeon Bay.

DVPT's need to be submitted and reviewed for the new steering stand.

Carry out repairs to conveyor tunnel longitudinal bulkhead in way of #3 hatch

Provide evidence to [name withheld] that indicates vessel's normally occupied spaces are safe for human habitation. Evidence may consist of satisfactory methods for monitoring and/or detection of carbon monoxide, and investigation techniques for locating possible source(s), and mitigation procedures to include proper ventilation, and/or preventative measures employed.

Cargo screen bulkhead between #5 and #6 holds, buckled along stbd aft deepweb vertical frame (approx 25 ft long). Temp repairs completed with additional support structures added. Complete permanent repairs to the satisfaction of CG MI and ABS surveyor at winter layup.

Replace or repair all 4 blades to the bow thruster IAW 46 CFR 91.25-35