COL. FRANK X. ARMIGER

1. Port SS/DG epoxy patch J/W cooling line top of the exhaust to the pump, Cooling line to be repaired/replaced.

2. Expansion tank STBD MDE epoxy on entire lower corner. Remove epoxy and repair the tank.

3. Communications with pilot house from E/R not working properly, repair SP phone systems.

Electric installations on vessels must ensure: Maintenance of services necessary for safety under normal and emergency conditions. MI identified windings on generator were dirty. Clean windings to the satisfaction of the MI. 46 CFR 111.01-1(a)

Each battery tray must be chocked with wood strips or their equivalent to prevent movement. MI identified battery box in engine was not secure. Secure battery box to the satisfaction of the MI. 46 CFR 111.15-5(d)

All safety and relief valves for use on pressure vessels or piping systems shall be designed to meet the protection and service requirements for which they are intended and shall be set to relieve at a pressure which does not exceed the “maximum allowable working pressure” of the pressure vessel or piping system. MI observed safety valve set at MAWP. Ensure Safety Valve will not exceed MAWP to the satisfaction of the MI. 46 CFR 54.15-10

The breaking strength of each link must be between: 900 N (200 lb.) and 1200 N (268 lb.) for links intended for life floats and buoyant apparatus of 11 to 20 persons capacity. MI identified float free link on life float was for 21 or more and life float was for 12 persons. Install new float free link for 11 to 20 persons to the satisfaction of the MI. 46 CFR 160.073-10(b)(3)

Both MDE Fuel oil vac. gauges are reading erratically, and the two gauges installed for the engines do not agree in PSI/VAC. Replace gauges and determine the correct readings for each fuel system. Also the fuel hose leading to these gauges has installed at each end the wrong fittings. Replace fitting to the correct approved fittings.

The Port MDE Sea Strainer was very difficult to switch over during todays inspection. A large hammer had to be used. Make repairs to this strainer so it operates as designed.

While underway on 14Jun2022 for a deficiency check from a previous inspection, the Port MDE Wiring harness caught fire/melted/overheated and caused smoke to fill the engine room. Engine secured melting harness stopped. No other damage noted except to the harness. Returned to dock on the STBD MDE. Vessel is restricted from carrying passengers until a determination and root cause has been identified for this harness melting. A written report from the MFG or contracted engine company as to the root cause of this harness problem will be required to clear this deficiency. A new starter/and wiring harness will also be required to be installed along with any other items determined by the MFG. The requirement shall be corrected within 30 days and underway testing will be required for testing the repairs. Contact [name withheld] at [phone withheld] to clear this item.

Currently the STBD MDE Turbo Charge is leaking exahst gases into the engine room. Make proper repairs to the unit and have this unit examined byt he USCG to Clear this deficiency.

Currently the STBD MDE shaft seal lubrication/cooling water is operating erratically. Zero pressure on the gauge and the pressure alarm shows on the alarm panel. Propose a fix for this issue on the STBD side, make repairs/changes to the system so it operates properly.

During an Internal Structural Examination water was discovered in the stern void in a section sealed off from the rest of the void at approx. a 4 foot height. In this section water was present at a level equal to the outside water level on the hull. This section was pumped out and a leak in the hull plate was discovered. Dry dock the vessel and determine the extent of the damage which is allowing water to enter the hull. Until this is repaired the vessel is restricted for operating IAW the COI on board. Repairs will be made to the satisfaction of the USCG attending Marine Inspector. Contact point is [name withheld] @ [phone withheld] The Dry Dock Extension currently has been denied.

While conducting the above Internal Examination for the Dry Dock Extension, it was noticed that the rudder angle indicator shaft bearings on the Port side were worn beyond acceptable limits and are in need of replacement. Prior to operating IAW the vessels COI Replaced both bearing on this side of the vessel. Same POC for the number 1 requirement of this date.

Pneumatic control nonmetallic flexible hoses located in engine room were found with cracking formed on the outer casing of multiple hoses. Inspect and replace all hoses as necessary. Conduct leak test of all pneumatic control hoses and equipment in the presence of a Marine inspector. Nonmetallic flexible hose must be in accordance with SAE J1942.

Electric installations on vessels must ensure protection of passengers, crew, other persons, and the vessel from electrical hazards. An electrical cable was found chaffed against a deck plate located between the generator and engine control station. Inspect and test cable for condition. Replace cable as recommended by third party electrician, and no later than next scheduled yard maintenance.

Each hand portable fire extinguisher shall be marked with a number and the location where stowed shall be marked with a corresponding number at least 1/2 inch high. Where only one type and size of hand portable fire extinguisher is carried, the numbering may be omitted. Label closet door on main deck with fire extinguisher.

The general alarm backup power batteries were found to be dead not allowing the general alarm to function when vessel generator power is lost.

3 emergency lights were found inoperable.

The rescue boat davit cable is kinked and frayed because it jumped the sheaves and became stuck between the sheave and the davit head. Cable must be replaced and a weight test must be performed.

Vessel is required to have two means of escape from the engine room. The vertical escape in the forward part of the engine room can be blocked off by the engineer's workshop door when it gets wedged against the mounted pump bracket of the opposite wall and the door becomes uncloseable without an excessive force applied. The mounting bracket should be re-positioned or reduced in size so it doesn't interfere with the operation of the door.

If a survival craft is recovered by electric power, the electrical installation, including the electric power-operated boat winch, must meet the requirements in subchapter J of this chapter. If a survival craft is recovered by any means using power, including a portable power source, safety devices must be provided that automatically cut off the power before the davit arms or falls reach the stops in order to avoid overstressing the falls or davits, unless the motor is designed to prevent such overstressing. Provide proof of manufacturer-installed winch safety device, or install safety device & test to satisfaction of CG Marine Inspector in 14 Days 46 CFR 199.153(k) 16c

The current problem with the port and stbd shaft seal/bearing cooling/lubricating pumping system that is pumping inconsistent between the port and stbd side shafts requires resolution. The current modifications to the pumps to try and resolve the problem has not corrected the inconsistent water flow to the seal/bearings. To the and solve the issue, the MFG rep for the seal and for the newly installed pumps are required to be on board and observe the vessel in operation and monitor the cooling/lubricating pumps in operation. After this observation for a time to be determined, a written report on their findings and any recommendations will need to be submitted to the USCG. Repairs and/or any alterations (if recommended) will need to be completed within a time frame to be determined after the report has been submitted. This monitoring must commence prior to the vessel being allowed to operate carrying passengers.

All installations shall be of marine type engines suitable for the intended service, designed and constructed in conformance with the requirements of this subchapter. High temp alarm on STBD MDE failed to operate while conducting PTSC’s. Vessel’s crew shall repair the alarm.

Located on the SS/DG’s there is a difference that needs to be answered dealing with the wiring of the overspeed trip. Located on the port generator there are two terminals on the solenoid with two wires on each terminal, located on the stbd generator there are two terminals on the solenoid with tow wires on one terminal and “One Wire” on the other terminal. Which is correct or is there another explanation? This difference needs to be answered by Friday, 29NOV2019.

Vessel is experiencing a low lube oil pressure alarm when transitioning from ahead or astern to neutral. Neither the Captain nor Chief Engineer can give a timeline on when it originated or a possible cause. The Chief Engineer shall log all alarms to create a trend analysis and solve the alarm issue by Tuesday, 03DEC2019.

Vsl's casualty reporting procedures do not distinguish the difference of how to report a marine casualty versus a hazardous condition. Owner/operator shall rewrite reporting procedures for a marine casualty to notify the Sector New Orleans Command Center. Owner/Operator shall rewrite reporting procedures for a hazardous condition to notify VTS. Edits shall be made to the satisfaction of the Marine Inspector.

Port MDE stalled while vsl was preparing to get underway. Vsl recently had same issue. Prior to movement , identify cause of propulsion loss and corret to satisfaction of the CG Marine Inspector.

Vessel cooling water system to the shafts and bearings is intermittently functioning. Prior to the carriage of passenfers prove to attending CG insepctor the satisfactorily working of the system. (46 CFR 58.01-35)

Vessels engine room has oil and water in the bilge, excessive oil on all engines and exhaust lagging, oil on bulk heads, and deck plates which creates a higher risk for a fire. Vessel’s crew shall empty bilges and clean all excess oil from machinery, deck plates, lagging and bulk heads by Tuesday, 03DEC2019.

During a man overboard drill, crew was unable to properly deploy the aft lifebuoy as a result of the buoyant lifeline getting caught in its containment bag. Remove all buoyant lifeline bags and stow lifebuoys and attached lifelines to ensure proper deployment by Tuesday, 03DEC2019. 46 CFR 199.70(a)(3)(i)

Starboard stern void bilge strainer basket was corroded to the point of failure. Vessel’s crew shall re-new strainer and check all other bilge piping strainers by Tuesday, 03DEC2019 and re-new as needed. 46 CFR 56.50-50(g)

Vessel does not have a procedure that logs and tracks equipment that is tagged out while being serviced or that is no longer able to be utilized. Captain of the vessel shall implement a program that logs and tracks tagged out equipment and train the crew on the proper use of the program.

Currently this vessel has no written Standard Operating Procedures (SOP) this lack of an SOP is causing difficulties in the day to day operations for Trans Dev. Operated ferry vessels. This is very apparent in recent inspection of the ferries. It is required that Trans Dev develop and implement an SOP for every aspect of ferry vessel operations including, but not limited to the following: Masters responsibilities, Chief engineers responsibilities, requirements for documents i.e. bi weekly check off sheets, ships logs, drills, equipment failures, Coast Guard inspections, Coast Guard deficiencies, company reporting policy for deficiencies found, follow up on issues reported to be deficient, responsible parties for reporting deficiencies or maintenance requirements to the vessel operators. This is the scope of the SOP requirements, more is needed IAW company policy. This SOP will be reviewed by the Coast Guard to ensure it deals with the problems encountered during Coast Guard Inspections. This must be completed within 30 days.

Port MDE shutdown while vsl was approaching Algiers Point Dock. Prior to movement, identify cause of propulsion loss and correct to satisfaction of CG Marine Inspector.

VHF-DSC radios did not display current position and didn't have the vessel's MMSI programed in.

IAW rule 21 of the Inland Navigation light rules and 33CFR83.21 mast head lights. These lights must be operational. Currently the mast head lights on board are in alarm status. This has been reported twice to Transdev management through their in house bi weekly check off lists and signed and returned to the vessel with no action taken either time to correct the problem. The vessel is restricted to daylight operations only until light problem resolved.

Port and STBD propulsion shaft seal are leaking excessively. Repairs to be made and verified by an attending marine inspector.

Provide proof of proper operation of both generator lube oil shutdowns and correct maintenance procedures to conduct testing.

Conducted security drill; crew was unable to communicate due to faulty radios. Provide operational radios.

The Main engine STBD side failure has been resolved, and the vessel allowed to go back into service. The following will be required to be done until an oil analysis has been completed on the STBD MDE: Every two hours observe and take gauge readings for all gauges on both main engines and record these readings.

Take an oil sample from the STBD MDE and have it analyzed for any abnormalities that may have been caused by the engine overheating and shutting down previously.

Observed repairs being conducted to live "hot" vital circuit panels. Repairs were being conducted with passengers onboard during high water and without the master's knowledge. All repairs to the panels were made and the panels should be completed before embarking passengers.

Install call station reference plate on engine sound powered telephone.

Fuel filter on starboard main engine clogged and vaccum gauge not operational, casued engine to stop.

Exhaust lagging on stbd mde installed upside down and not providing the proper hazard protection due to exposed exhaust piping.

Lifefloat had a 2 in long crack that was weeping H2O.

03 battle laterns were on order to replace the 3 that were out. moved location of working latterns to primary egress routes for passengers and e/r until new ones are delivered. On 29 March 2017 contacted vessel rep [name withheld] concerning this deficiency due 15 March. Awaiting response.

1 fire hose found badly chaffed and unserviceable.

Nav lights were covered with soot and not displaying the proper range.

x2 Ring Bouys retroreflective material was wasted or worn.

Excess flammable material being stowed around flammable locker area.

Port Main Engine exhaust has exposed piping through lagging where the bailing wire is missing.

Both P/S shaft packing gland leak excessively while operating. VSL [name withheld] indicated the packing glands are to be replace in upcoming drydock currently scheduled for Feb2017.

x2 Valves on the outboard side of Stbd engine are missing or have an unsecured handles.

Wooden plugs on vent pipes are worn/wasted.

Winch brake is not holding when brake test was conducted

Gen-sets overspeed adio and visual alarm malfunctioning and randomly sounding even when gen-set is not in operation. Trouble shoot and repair. Gen-sets functioning properly under all loads.

STBD light #1 not working.

L-1 breaker panel placard indicated that breaker #22 is a spare but breaker is energized. Determine if breaker is accidently closed or is an actual breaker to an end user.

Rudder angle indicator does not correspond to pilot house indicator when rudders operated from pilot house.

Port gen-set cable for overspeed wire, was being chafed on turning pulley on gen-set. ied cable out of the way of turning pulley but cable requires replacement.

Rescue boat fall, bound up and now wound properly causing damage to fall. Areas of fall crushed or damaged. Replace fall.

Steering gear pump #1 breakers (2) placard indicates 25 amps each. Actually breakers are rated for 15 amps. Trouble shoot and determine whether breaker amperage is not correct or typo on placard. Steering gear pump running satisfactory with no reports of problems.

Top embarkation ramps attached to both east bank and west bank facilities have only one bolt on each side of the ramp attaching the ramp to the facility. Bolts appear work and are constantly rolling and turning in the pad eye. A loss of the bolts would allow the embarkation ramp to act as a trap door and releae the back side of the ramp. Secondary means of fall prevention required on fac. side.

POrt MDE high jacket water temperature alarm inoperable. Until corrected, engineer to conduct 30 minute rounds noting jacket water temperature readings.

1. Your STBD Generator has failed again, this is the third time this month. The CG requires a plan of action to find and correct the unknown problem once you determine what that plan is going to be.

2. This vessel is restricted from operating with passengers on board until the actual problem causing the STBD Generator failure is definitely found, fixed and tested for a time period that is yet to be determined.

3. A detailed report will be required for the testing, trouble shooting and the subsequent repairs to the STBD Generator from each vendor involved in the project

4. During any operational testing a tech rep will be required to witness the testing and submit a detailed account of the testing and observations.

According to your 2692 report submitted 16Mar2016 for the failure of the stbd S/S Generator on 15Mar2016 at 1718, the vessel is restricted from operating until the problem can be found and corrected. This must be completed prior to placing the vessel back into service and to the satisfaction of the attending marine inspector. A detailed explanation of the tests conducted will be required.

Provide technician's report addressing the cause of the H/W temp alarm on the #1 SSDG and proper operation of govenor. Report to address satisfactory repairs and operation of #1 SSDG under load. Prior to carrying passengers.

Fuel pump failed causing port engine to shut down. Submit technician report attesting to proper operation of fuel pump and port engine.

To be completed prior to 20Jan2016: Repair the sliding door tracks on the STND passenger doors. Repairs to be complete and all normal operation of the doors with NO binding or sticking. Until these doors are repaired properly, when the vessel is in operation this doorway must remin open for passenger egress.