LA SALLE

Found approximately four inches of standing water in the lazarette which is believed to be coming from the rudder packing. Identify the cause and affect repairs.

A crack was discovered in the port inboard chine bar, located in the second bay aft of the forward bulkhead. This structural failure permitted a minor ingress of water into the Fuel Void. Authorization was granted for the vessel to conduct a single-voyage transit without passengers to the haul-out facility in St. Ignace for repairs.

Found multiple cracked welds within the fuel void space that have been repaired in the past and have cracked again. Submit repair proposal to the CG.

During an in-service inspection, approximately 18 inches of water was discovered in the forepeak, and I instructed the mechanic to prove the system was operating correctly to de-water the space. Upon lining up the manifold, the overboard discharge was observed to be pumping about an index finger width stream which I found to be inadequate. Mechanic believed the problem to be related to the pump's cover being sealed on with RTV (which was leaking). He was going to take the cover off and reattach with the correct JABSCO O-rings provided in the kit and re-attempt. Upon inspection, the splines from an old impeller were found lodged in the nozzle of the fire hose and in the one-way check valve for the overboard discharge preventing water from moving freely. Spline debris was removed, and the system functioned as designed.

Stbd quarter mooring bit doubler weld fractured making bit unsafe for use. Stbd quarter mooring bit may not be used until permanently repaired. Effect permanent repairs to the stbd quarter mooring bit.

OCMI has granted interim approval of Throttle Control Loss of Power DVTP until final approval is received from MSC. Vessel may carry passengers until final approval has been granted or if the DVTP is returned for revision. Any problems or change in operation of the throttle controls must be reported to the CG.

New vessel controls have not been design verified with MSC approved DVTP and PSTP. Company notified CG today that they have had problems with the controls not functioning properly in 'sync' and engaging in clutch astern without a significant delay. Vessel shall not carry passengers until approved DVTP and PSTP can be witnessed by a CG Marine Inspector.

Both reduction gears fluid fill ports leak. Company attempted to correct but they continue to leak. Gear manufacturer has been contacted and will attend next week to facilitate permanent repairs. Monitor leaks and if degradation occurs it must be immediately reported to the OCMI.

Effect repairs to MDE's and demonstrate proper operation.

Both MDE's were over-filled with lube oil with caused over-pressurization, resulting in catastrophic internal damage. Make repairs and demonstrate proper operation prior to the carriage of passengers.

Found six cracks in the bow bulwarks. Found four cracks in the forepeak structure welds. Found four cracks in the #2 void structure welds. Submit repair proposal and effect repairs.

Found temp repairs in the forepeak on the hull plate and in the lazarette on the stbd quarter hullplate that company failed to make permenant over the off-season.

Vessel has no means of accurately determining the amount of fuel in each tank.

Battery box in the engine room needs to be properly secured to the deck.

Circuit breaker box in engine room has hole from old wire.

Missing exhaust lagging on Hydro-Jet engine needs to be replaced.

All escape hatches and other emergency exits used as means of escape must be marked on both sides in clearly legible letters at least 50 millimeters (2 inches) high: “EMERGENCY EXIT, KEEP CLEAR”.

Compressor used for producing sound signals has a cracked valve that leaks and constantly runs.

Latch for stbd forwardmost window has no latch to keep it closed which makes it not weathertight.

PA system inside the passenger cabin is too low to hear while the vessel is underway.

Steering hydraulic actuator is loose, must be corrected.

main deck fire leaks excessively, must be replaced.

Missing equipment noticed during MOB recovery drill - pins for laddrer retention missing making it unsafe for crew and/or rescued victims.

Hydro-jet engine tach is inop making it unsafe to operate, must be locked out/tagged out until properly repaired or replaced.

Hydro-jet exhaust lagging needs repair.

Various weld repairs required in forepeak, #2 void, engineroom fwd bulkhead and overhead.

Aft cabin PFE is mounted with incorrect bracket, install with appropriate and approved bracket.

Fantail middle window cracked, must be replaced.

MDE shafts are unprotected from personnel falls/injury. install guards as agreed upon.

public address system is not loud enough or understandable in the main deck passenger accommodation space.

Replace damaged props. Re-build damaged port marine gear actuator box. Prove shaft is undamaged.

Complete repairs to forepeak puncture and stbd quarter bit as agreed upon.

Complete assessment and permanent repairs to forepeak damage and stbd quarter bit/maindeck/bulwarks.

Determine cause of steering system malfunction; effect repairs, demonstrate proper operation.

Whenever damage or deterioration to hull plating or structural members that may affect the seaworthiness of a vessel is discovered or suspected, the cognizant OCMI may conduct an internal structural examination and may require the vessel to be drydocked or taken out of service to assess the extent of the damage, and to effect permanent repairs. Vessel experienced a grounding while transiting to St. Ignace pier. Vessel may not carry passengers or cargo until the hull has been inspected to the satisfaction of attending Coast Guard marine inspectors.

All fuel tank saddles have fracturing, require repairs prior to next operating season.

Hydro-jet engine fuel return line kinked at bulkhead, requires replacement.

Sighted & marked cracks: 4 in forepeak, 5 in #1 void, 6-8 in fuel tank void and all fuel tank saddles. Repairs required.

Fuel leak at stbd MDE fuel tank main feed line valve. Correct prior to movement.

Both upper deck RLBs deteriorated, need replacement or removal (vsl only required 1).

Hydro-jet engine fuel return line damaged & requires replacement.

Sighted stbd quarter sustained damage from repeated hard docking or piviting. Effect temp repairs as agreed upon.

Sighted stbd quarter sustained damage from repeated hard docking or piviting. Effect permanent repairs as agreed upon.

Vessels Port Main engine was shut down due to a non functioning transmission. Make repairs and test to the satisfaction of U.S. Coast Guard Officer In Charge, Marine Inspection prior to movement.

Vessel’s shaft packing on hydro jet engine is leaking excessively into the lazarette. Effect permanent repairs to the satisfaction of the attending CG MI. Vessel is authorized a one time transit from home berth directly to haul out facility with no passengers on board.

E/R escape hatch must be properly marked.

replace broken steering compartment junction box cover behind ladder.

hydro-jet engine exhaust lagging loose, needs tightening. raw water pump housing leaking, part on order and will be replaced. starter selenoid over-current protection mismatched for this application, must be replaced with proper fuse unit to fit housing and protective cover.

Determine the cause of failure of the starboard engine and effect repairs to the satisfaction of U.S. Coast Guard Officer In Charge, Marine Inspection prior to carrying passengers. Vessel is authorized to transit from Mackinac Island to St. Ignace to troubleshoot and effect repairs. Proper operation must be demonstrated in the presence of the attending Marine Inspector. 46 CFR 176.700

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

Operator is required to have on board a valid FCC Marine Radio Operator Permit as per 47 CFR 80.159. Operator does not have FCC Marine Radio Operator Permit. Obtain FCC Marine Radio Operator Permit for operator.

Vessel is required to have on board a Great Lakes Agreement certificate, as per 47 CFR 80.953. Vessel does not have a Great Lakes Agreement certificate. Obtain a Great Lakes Agreement certificate.

The painter of each life float must have a breaking strength of at least 1,500 lbs. The stbd painter is worn and frayed. Replace with a serviceable painter that meets the specifications of 46 CGR 180.175 (f)(3).

On a vessel of at least 26 ft in length, a visual and audible alarm must be provided at the operating station to indicate a high water level in certain spaces. The visual alarm for the bilge high level indicator in the engine room is not operating. Make visual alarm operable for this space.

The name of the vessel must be marked or painted in clearly legible letters on each life float paddle. The name of the vessel was not clearly written on the life float paddle of the top port side life float. Ensure the name of the vessel is marked on the aforementioned paddle.

Portable extinguishers must be inspected and maintained in accordance with NFPA 10. The horn of the portable extinguisher on the forward port side of the lower deck is cracked. Replace with serviceable horn in accordance with NFPA 10.

A vessel must be fitted with mooring lines necessary for the vessel to be safely moored. The forward mooring line is worn beyond safe use and must be replaced. Replace to the satisfaction of the attending marine inspector.

A vessel must comply with the structural design requirements of one of the standards listed in 46 CFR 177.300. In the forepeak, the weld between the aft bulkhead and the 4th longitudinal frame from the keel, on the port side, is cracked. In the forepeak, the weld between the aft bulkhead and the 5th longitudinal frame from the keel, on the stbd side, is cracked. In the forepeak, the weld between the deck and the last port side transverse frame forward of the bulkhead, is cracked. In the space directly aft of the forepeak, the weld between the forward bulkhead and the 4th longitudinal frame, from the keel, on the port side, is cracked. In the fuel tank compartment, the welds between the deck girders and the 1st and 2nd transverse frames forward of the aft bulkhead are cracked. The aft stbd and port mooring line bitt structures are beginning to crack at the base. Repair all cracked welds and mooring line bitts to the satisfaction of the attending marine inspector, prior to next hull exam.

The vessel is currently broadcasting (1) Improper MMSI, (2) Improper Call Sign.

Internal structures fractured within first and second voids in way of multiple transverse frame connections to keel and port chine. This pattern of fractures appears to be a structural failure and must be corrected prior to carrying passengers. Provide causal analysis report and a detailed repair proposal to the Marine Safety Center and OCMI for review and approval. Complete permanent repairs to same in accordance with an approved repair proposal, to the satisfaction of the attending marine inspector.

Vessel failed to carry required distress signals. Provide distress signals before operating in 2019.

The required hand bilge pump leaks excessively. Provide suitable hand bilge pump before carrying passengers and before operating in 2019.

Within forepeak, hull bottom plating has been gouged by contact with bilge suction strainer next to keel. Repair prior to operation in 2019, no later than May 31, 2019.

The required weathertight door at cabin forward exit is not weathertight. Adjust and prove weathertightness prior to operation in 2019, no later than May 31, 2019.

Certificate of inspection (COI) was not posted. COI must be posted in a conspicuous place on the vessel where observation by passengers is likely. COI must be posted under glass or other suitable material prior to operation, no later than May 31, 2019.

The required second independent means of controlling each propulsion engine failed to operate properly, when engaged, main engines went to full speed and could not be controlled. Determine and report cause of failure, complete proper repairs and demonstrate proper operation of same in all modes and from all stations, prior to carrying passengers, no later than May 31, 2019.

Child sized life jackets, recently replaced, were not marked with vessel name. Ensure all life jackets are properly marked with vessel name prior to carrying passengers, no later than May 31, 2019.

Rudder stops are ineffective to starboard. Modify and prove proper function of rudder stops prior to carrying passengers, no later than May 31, 2019.

Main rudder hydraulic actuator mountings are worn at connection to foundation. This allows excessive end-play and is likely to fail. Repair and demonstrate proper operation of rudders prior to carrying passengers, no later than May 31, 2019.

Discovered fractures to both rudders. Make permanent repairs to rudders PTO.

Remove all accessories and after market software/monitoring equipment that has been installed without approval from the Marine Safety Center/[name withheld] proper operation of the propulsion system controls and both main diesel engines.

Repair cracked welds as marked in forepeak, #2 & #3 voids. 3 cracked welds found in forepeak, 4 in #2 void & 5 (4 port side & 1 stbd side) found in #3 void.

Replace and properly mark 1 missing lifefloat paddle.

Demonstrate proper operation of MDE's emergency manual controls. Controls function but improperly raise MDE's RPM's beyond normal shift range.

Discovered multiple cracked welds in forepeak, #1 and #2 compartments. Marked all and required repairs.

Install audible and visual bilge alarm lanel at the operating station.