RESOLVE PIONEER

Each Class 1 door on a vessel in ocean service must be designed to withstand a head of water equivalent to the depth from the sill of the door to the margin line but in no case less than 10 feet. Three of the four QAWTDs onboard vessel were out of adjustment and did not securely close. Adjust doors to ensure all doors completely and securely close.

An electric apparatus must be designed, constructed, and installed to prevent any person from accidentally contacting energized parts. Two junction boxes in the bow thruster room did not close securely and personnel were exposed to energized parts. Secure junction boxes securely.

Electric installations on vessels must ensure:Protection of passengers, crew, other persons, and the vessel from electrical hazards. Several wiring cables were pulled from junction box through stuffing tubes in bow thruster room. Ensure all electrical cables are properly inserted in stuffing tubes and tightened to keep in place.

Entries shall be made in the Oil Record Book on each occasion, on a tank to tank basis if appropriate, whenever any of the following machinery space operations take place on any ship to which this section applies—) Disposal of oil residue. Improper entry in Oil Record Book regarding discharge of oil. Correct entry and provide supplementry training to all individuals who make ORB entries on proper ORB entries.

The respective piping systems installed on ships shall be constructed for the safe and efficient operation of the vessel. A hole in the keel cooler vent piping prevented adequate cooling water to the number two generator, causing the generator to be secured. The section of piping shall be removed, and replaced with satisfactory piping materials, and verified by the attending Coast Guard Marine Inspector.

"Systems of the type indicated in § 95.15–5(d), other than systems for tanks, which are of more than 300 pounds of carbon dioxide, 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 vessels annual exam in May 2023, the time delay for the fixed fire suppression system failed the above requirements. A certified fire technician shall successful complete the time delay testing, in the presence of a CG Marine Inspector. If during impending testing, the time delays fail, this CG-835 will be changed to a Code 17, and the vessel will not be allowed to operate until the testing is completed successfully.

At least two lifebuoys, each with self-activating smoke signals, must be stowed where they can be quickly released from the navigating bridge and should, when released, fall directly into the water without striking any part of the vessel; lifebuoys on vessel's bridge wings were not bridge buoys (insufficient weight) and would not fall directly into the water, as no release mechanism is provided (lifebuoy and smoke signal require movement from side of pilothouse). Vessel must provide bridge buoys and sufficient stowage to meet regulation.

Each fire pump must be capable of delivering water simultaneously from the two highest outlest at 50 psi; vessel's pump provided 46-48 psi; must provide the minimum pressure of 50 psi as required.

Each power ventilation system must have the circuit breakers for ventilation grouped on the main switchboard and marked, "IN CASE OF FIRE TRIP TO STOP VENTILATION." Vessel's switchboard was not marked as such.

Main propulsion machinery must be provided with automatic shut-off controls in accordance with 46 CFR Part 62; vessel's starboard main engine low lube oil shut-off did not automatically shut down the engine; must provide shut-offs as required.

Periodic testing of vital systems' procedures must no simulate monitored system conditions by mis-adjustment, artificial signals, improper wiring, tampering, or revision of the system unless the test would damage equipment or endanger personnel; PSTP for jacketwater not practicable; vessel must re-evaluate the procedure and re-submit revision for approval in accordance with 46 CFR 61.40-1.

Chemical testing of personnel must be conducted as required by this subpart and in accordance with the procedures detailed in 49 CFR part 40; vessel could not provide evidence of company-run testing nor consortium enrollment. Must provide evidence of such.

Each vessel msut have an amplifier-type announcing system that will supplement the general alarm system; vessel does not have a functional public address system (PA system) onboard. Must provide a satisfactory PA system to meet inspection subchapter requirements.

Each lifebuoy must be approved under 46 CFR 160.150; three lifebuoys were outfitted with silicone instead of approved plugs. Must provide means for buoys to be IAW 46 CFR 160.150.

Each generator prime mover mst be outfitted with an overspeed device IAW regulation; #2 generator overspeed inoperatble then starter inoperable. Must show satisfactory test to attending marine inspector.

Test procedure documents must be in a step-by-step or checkoff list format. Each test instruction must specify equipment status, apparatus necessary to perform the tests, safety precautions, safety control and alarm set-points, the procedure to be followed, and the expected test result. Both Ship Service Generator's low lube oil pressure automatic shutdowns were not shutting down in accordance with the vessel's current Periodic Test Procedures (PSTP). Submit an amendment of the vessel's current PSTP for the RESOLVE Pioneer's Alarm Testing Procedures (Procedure Number: EG-1) (Testing Generator Low Lube Oil Pressure Alarm and Shut-down), on company letterhead to USCG MSD Dutch Harbor. In the letter, specify what you are modifying and what steps you are looking to add/remove for the CG to approve the amendment to the PSTP and a reason for the modification. Consult with the manufacturer's instructions to obtain the automatic shutdown parameters of the engine and include them in the letter. In addition, after approval of PSTP, vessel must demonstrate proper testing of automated vital system in accordance with 46 CFR 62.30-10 to the satisfaction of the attending USCG Marine Inspector.

All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in addition to the requirements of paragraph 2.1, be fitted with: a bridge navigation watch alarm system (BNWAS), as follows: cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 January 2018. Vessel does not have an installed BNWAS. Install a BNWAS prior to sailing international to the satisfaction of the attending USCG Marine Inspector.

Automated vital systems must be tested in accordance with subpart 61.40 of this chapter. Vessel was not able to demonstrate the proper low LO level alarm and shutdown on the #2 SSDG IAW the approved PSTP for automation. Vessel must demonstrate proper testing of #2 SSDG to the satisfaction of the attending USCG Marine Inspector.

Propulsion shaft oil anlysis has not been conducted on a semi-annual basis as required by 46 CFR 61.20-17(e)(3). Provide sampling history and records to prove recommended oil change has been conducted.

Crop and renew wasted quick acting hatch sealing ring for chain locker, located in galley.

There shall be at least two means of escape from all general areas accessible to where the crew may be quartered or normally employed. 02 emergency escape hatches for the engine room have thicker gasket material that requires the hatches to be ratcheted down with additional force - utilizing a wrench. This additional force makes it impossible for crew members to escape the engine room, utilizing the hatch, without the assistance of a wrench.

For each watertight door in a required subdivision bulkhead, an indicator light must be installed in the pilothouse. The watertight door indicating panel, located in the pilothouse, does not illuminate for the engine room door due to a faulty sensor.

Every Company should develop, implement and maintain a safety management system which includes: instructions and procedures to ensure safe operation of ships and protection of the environment in compliance with relevant international and flag legislation. The instructions and procedures are not followed onboard. SMS procedures audit is required to be conducted by RO.

Inspector not limited from making such tests or inspections deemed necessary. Vessel crew is unable to demonstrate operation of installed OWS (OWS not required per CFR.)

No change shall be made in the vessel's structure, equipment, arrangement, material, or scantlings without the specific approval of the assigning and issuing authority. Vessel has a temporary repair, located at the outboard port side "tugger deck", that uses a doubler plate and silicon for repair.

Items found to be in unsatisfactory condition shall be repaired or renewed in order to place the vessel in satisfactory condition. Vessel has a separated weld located centerline about 20' aft of the H bit. Significant corrosion also identified at the H bit deck.

It shall be to the duty of the owner, master, or person in charge to see that the vessel's firefighting equipment is at all times ready for use and that all such equipment is provided, maintained and replaced as indicated. Visual inspection of fires hoses, located interior and exterior, show signs of degradation. Recommend 100 PSI test of hoses for verification.

Each self-propelled vessel over 150 gross tons when engaged on an international voyage must have on board an efficient daylight signaling lamp that may not be solely dependent upon the vessel's main source of electrical power. Vessel's signaling lamp does not have independent power supply.

Entries shall be made in the oil record book (ORB) on each occasion to include disposal of oil residues, discharge overboard or disposal otherwise of bilge water that has accumulated in machinery space. The ship's master should obtain from the operator of the reception facility receipts that detail the discharge. The ORB did not have receipts of discharge kept with the ORB.

If your vessel's Certificate of inspection is renewed less often than annually the marine inspector must check the settings of the safety or relief valves twice every 5 years but no more than 3 years may lapse. Relief valves are due for testing, however calibrated test gauges have not been calibrated in many years.

Unable to operate generators in parallel as designed. Prove proper operation of generators in parallel and reverse power relay per PSTP's.

Vessel has two port and stbd tonnage openings on the main deck that were found with caulking and gaskets. Required to remove gaskets and caulking to meet regs.

Two watertight doors on maindeck aft house bulkhead failed the chalk test and were found with loose dogs. Make all watertight doors watertight.

Reach rod for the #9 fuel shutoff valve located on port side of engine room was found inoperatable. Prove proper operatin of remote valve.

Numerous electrical installations around the ship were found deadended. Power strips were found daisy chained. Extension cords were found as permanent installations. Replace extension cords were approved wire, remove daisy chained power cords, and remove deadended cables or place in junction box.

Lagging around exhaust manifold on bowthruster engine was sagging and exposing hot surface near fuel source. Replace or re-secure lagging around manifold.

Crew installed a home use battery charger in the welding room via zip ties. Replace with an approved battery charger and properly install charger.

Employers must maintain records of chemical test as provided in 49CFr40.33 and must make these records available to the coast Guard upon Request. Vessel could not provide DAPI documentation for the crew to include pre-imployment test and enrollment with a consortium. Provide requested documents.

Entries shall be made in the oil record book on each occasion to include disposal of oil residues, discharge overboard or disposal otherwise of bilge water that has accumulated in machinery space. The ORB did not match any receipts for disposal of oily waist over the last two years.

Hand railing on the starboard side was found wasted and cracked. Repair or replace hand rails.

Could not provide documentation that EAP training was being conducted.

Remove exhaust lagging on STBD exhaust piping and adjust piping to ensure it does not chaff on electrical wiring from house generator.

Must have the ability to conduct chemical testing while underway outside 32hrs from testing facility.

Refer to OCMI letter dated 26 Apr 2018.

Rescue boat must be in satisfactory condition prior to departure from dry dock.

Rescue boat must be USCG approved under 46CFR160.056 and equipped as per 46CFR199.175.

Each pressure vessel listed on the COI must be either internally examined or hydrostatically tested tested to 1.25 MAWP to the satisfaction of attending marine inspector.

The low lube oil pressure shutdown for the port mde did not operate as required by the approved automation test procedures.

The vessel's 2017 annual inspection was started on 18MAY17 (to begin prior to the end of its annual inspection window), but could not be completed without a qualified USCG Machinery Inspector. The vessel must complete its annual inspection with a qualified USCG Machinery Inspector to conduct the machinery portion of the inspection.