LIBERTY EAGLE

The navigation and shipping laws state that a vessel may not be operated unless certain manning requirements are met. In addition to establishing a minimum number of officers and rated crew to be carried onboard certain vessels, they establish minimum qualifications concerning MMC endorsements, citizenship, and conditions of employment. It is the responsibility of the owner, charterer, managing operator, Master, or Person in Charge or in command of the vessel to ensure that appropriate personnel are carried to meet the requirements of the applicable navigation and shipping laws and regulations. Vessel is currently in a stand-by status and the full crew was not onboard. 20 SOLAS Chp. III Reg 19.5

The date when musters are held, details of abandon ship drills and fire drills, enclosed space entry and rescue drills, drills of other life-saving appliances and on board training shall be recorded in such log-book as may be prescribed by the Administration... Due to vessel's status the full crew was not onboard to conduct the required emergency drills. 20 SOLAS Chp. III Reg 19.5

Structural fire protection shall be kept in good order as to ensure its required performance. Missing or damaged A-60 insulation identified inboard in oxygen cylinder storage room.

Crew members shall be trained to be familiar with the arrangements of the ship as well as the location and operation of any fire-fighting systems and appliances that may be call upon to use. Fire drill not completed satisfactorily. 74SOLAS(20)II-2/15.2.2.1

All openings in bulkheads shall be fitted with doors of steel permanently and strongly attached to the bulkhead and weathertight when closed. Watertight door from galley storeroom to port main weatherdeck does not seal properly due to improper installation or damage. ILLC Chapter II Reg 12(1)

Fire prevention structural integrity. The purpose of this regulation is to maintain and monitor the effectiveness of the fire safety measures the ship is provided with. Fire protection systems and fire fighting systems and appliances shall be maintained ready for use. Ventilator from galley to exterior just below dampner shut off on A-Deck STBD side has holes in the ducting. Effect temp repair for voyage and submit final repairs to the satisfaction of class within 90 days.

Lifeboats-Before the ship leaves port and at all times during the voyage all lifesaving appliances shall be in working order and ready for immediate use. The fiberglass on the underside of the deck in way of the aft release hook is delaminating on the PORT & STBD lifeboat.

sailing short 1 AB

Drills shall, as far as practicable, be conducted as if there were an actual emergency. Vessels crew was unable to successfully launch the life boat as if it were an actual emergency. This was due to a lack of utilizing proper equipment and failure of supervision by the designated safety observe. Further, the vessel Master and Company Representatives could not provide procedures for life boat drills.

Before the ship leaves port and at all times during the voyage, all life-saving appliances shall be in working order and ready for immediate use. Lifeboats were found with expired parachute flares, damaged food ration packages, and damaged storage access hatch covers on the seating.

The condition of the ship and its equipment shall be maintained to conform with the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to ship or person on board. The armored electrical cables throughout the ships focsle were found to be corroded beyond repair with a missing bottom plate in the electrical panel.

The main inlets and outlets of all ventilation systems shall be capable of being closed from outside the space being ventilated. Vessels ventilation outlet from the crew’s laundry area was found to be rusted and containing numerous holes that would air to enter the space after closing plate was shut.

The company and the ship shall comply with the requirements of the ISM Code. For the purpose of this regulation, the requirements of the Code shall be treated as mandatory. The Company should ensure that all personnel involved in the Company's safety management system have an adequate understanding of relevant rules, regulations, codes, and guidelines [ISM 6.4]. ...Each lifeboat shall be launched and maneuvered in the water by its assigned operating crew [SOLAS III/19.3.3.3]. Liberty Maritime Corporation(LMC) Fleet Safety Manual (FSM), Chapter 6, page 5 or 10 states "Each lifeboat shall be launched and maneuvered in the water by its assigned operating crew at least every three months." The FSM Chapter 6, page 6 of 10 states to "refer to the latest revision of IMO MSC.1/Circ.1206, Measures to Prevent Accidents with Lifeboats for additional information."Additionally, Use of Lifeboats has been identified in the LMC Management Policy Manual, Chapter 6 - Risk Management page 1 of 3 as a "Hazardous Activity" and required the use of the LMC "Hazard Identification Table" in conjunction with Training Videos listed in LMC Vessel Instruction Manual Chapter 13, paragraph 13.3.4, which shall be shown at least once a month and recorded in NS(Lifeboat Safety is one of 21 videos identified). Inspectors inquired as to the procedures to be followed when conducting a lifeboat drill including launching and operating, vessel master stated there were no procedures in place for this operation. The Master then stated how the crew will perform the drill. This description was not in accordance with LMC documents referenced above and provided by the LMC Superintendent Engineer. Most notably was the lack of usage of fall preventer devices identified in the LMC Hazard Identification Table line 8. In addition, safe use of fall preventer devices are included in the "Lifeboat Safety" training video. Training records provided by the master revealed that the "Lifeboat Procedures" video had not been shown since 06/29/2013 despite being identified as a "Hazardous Activity." Also observed was a lack of knowledge and understanding of recommendations as described in IMO MSC.1/Circ.1206. It should be noted that Line 8 of the hazard identification table was marked "ok" by the Chief Mate even though fall preventer devices were not present. In addition performance of this drill required a working aloft permit which listed the Chief Mate as the Safety Observer and Senior Officer in Charge of the Operation, however; he departed the area to work on cargo operations while personal were over the side. An internal SMS audit focusing on lifeboat launching procedures, lifeboat launching safety training, and duties related to crew members acting as safety observers during hazardous activities is required within 60 days. EXTEDED DEFICIENCY TO FIRST U.S. PORT AFTER SAILING FOREIGN.

No vessel may be navigated unless it has in its service and on-board the crew complement required by the COI. The vessel does not have a Licensed 2nd Mate on-board as required by the vessels COI due to personnel injury. Obtain a Licensed 2nd Mate to meet the minimum safe manning requirements as per the vessels COI prior to the vessels departure.

Satisfactory mean (in the form of guard rails, lifelines, gangways or under deck passages, etc.) shall be provided for the protection of the crew in getting to and from their quarters, the machinery space and all other parts used in the necessary work of the ship. The embarkation gangway was found to be unsatisfactory and does not provide a safe means for embarking or disembarking the vessel. Ensure gangway is satisfactorily arranged to provide safe access to the vessel.

While operating in waters under the jurisdiction of the United States, the Coast Guard may board a vessel to determine that the vessel's crew or shore-based personnel are following the procedures and policies of the safety management system while operating the vessel or transferring cargoes. Objective evidence discovered during in-service inspection revealed the following deficiency: The vessel failed to fully implement the SMS requirements for gangway, brow, and net safety. This resulted in an injury to the 2nd Mate and rendered the vessel unable to meet the minimum safe manning requirements required by the COI. An internal audit and corrective action report is required within three months.

All ships 150 GT and upward shall be fitted with a dayliught signaling lamp or other means to communicate by light during day or night using an energy source of electrical power not solely dependent upon the ship's power supply. The day light signaling lamp on board has a blown bulb with no spares availible and no acceptable alternative arrangement availible. Vessel directed to repair or replace the daylight signaling lamp. The cargo ship safety equipment (form e) indicates a daylight signaling lamp is provided, form e issued by class. 74 SOLAS 14 V/19.2.2.2.2