ARC INTEGRITY

The control system shall be such that the services needed for the operation of the main propulsion machinery and its auxiliaries are ensured through the necessary automatic arrangements. Vessel suffered Loss of Power & Propulsion during navigation. Vessel control and automation system failed due to a breaker trip causing blackout. Vessel shall schedule attendance by LR Surveyor at next port of call (South Hampton, UK-29MAR25) to investigate cause, determine if control and automation electrical system meets SOLAS/Class Rules, and survey repairs. Provide class report attesting to above prior to getting underway from next port of call.

Electrical installations shall be such that all electrical auxiliary services necessary for maintaining the ship in normal operational and habitable conditions will be ensured without recourse to the emergency source of electrical power. A main source of electrical power of sufficient capacity to supply all of the services mentioned in regulation 40.1.1 shall be provided. On 20 March 2024 the vessel reported a blackout on board with a temporary loss of steering and propulsion due to the shutdown of the #1 Diesel Generator. Identify the cause of the failure and make appropriate repairs to the satisfaction of Class.

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. Maintenance of life-saving appliances shall be carried out in a manner having due regard to ensuring reliability of such appliances. The two 3/4 inch diameter hydraulic hoses immediately adjacent to the rescue boat winch have cracks in the outer sheathing and require replacement. UPDATE 1/11/24: The due date for this deficiency has been extended to 1/31/24.

After any survey of the ship under regulation 7, 8, 9, or 10 has been completed, no change shall be made in the machinery and other items covered by the survey, without the sanction of the Administration. On the burner front assembly for the auxiliary boiler, one bolt is missing and another bolt appears dissimilar to the remainder. Rectify to the satisfaction of LR. UPDATE 1/11/24: The due date for this deficiency has been extended to 1/31/24.

The condition of the ship and its equipment shall be maintained to conform with the provisions of the present regulations to ensure that the ship in all respects will remain fit to proceed to sea without danger to the ship or persons onboard. The side ramp hydraulic load holding valve for the brake assembly is severely corroded and requires replacement. UPDATE 1/11/24: The due date for this deficiency has been extended to 1/31/24.

Any changes to the Continuous Synopsis Record referred to in paragraphs 3.4 to 3.12 shall be recorded in the CSR so as to provide updated and current information together with the history of changes. After the CSR has been amended, the Company shall, without delay, inform the Administration accordingly. ARC changed the RO that issued its ISM-DOC certificate from ABS to DNV (new DOC issued 9/12/23). However, the current CSR onboard (#9) still reflects ABS as the issuing authority for the DOC. Submit the necessary paperwork and obtain an updated CSR from the Coast Guard CSR desk. UPDATE 1/11/24: The due date for this deficiency has been extended to 1/31/24.

Periodic safety tests must demonstrate the proper operation of the primary and alternate controls, alarms, power sources, transfer over-ride arrangements, interlocks and safety controls. 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 results. Automation test procedures: If the vessel owner/operator requests approval of MAMS/PUMS and/or reduced manning as a result of engine room automation, the automation system and test procedures shall be in accordance with U.S. regulations and U.S. Coast Guard policy and shall be approved by MSC. However, if the ACS is authorized under 46 CFR 8.420, then the ACS may approve the automation test procedure (i.e., periodic safety test procedure) on behalf of the U.S. Coast Guard. Additionally, periodic safety tests of the controls, alarms and systems in 46 CFR 61.40-6 (a) including subparagraphs C.i - C.x of Section 3.2.11.1, must be satisfactorily demonstrated prior to authorizing MAMS/PUMS and tested annual thereafter. The periodic safety test procedure is used to conduct these operational tests. To a certain extent, the OCMI may rely upon the reports and surveys of the ACS on the completion of all or portions of the required periodic safety tests. Where ACS testing is accepted, the MI will complete a sampling of onboard operational testing. In lieu of U.S. Coast Guard testing, an ACS authorized under 46 CFR 8.420 may certify to the OCMI that periodic safety tests have been approved on behalf of the U.S. Coast Guard and verified as satisfactorily demonstrated for the purposes of this section. A PUMS endorsement was granted at the reflag under the interim acceptance allowance in the NVIC. PSTPs were subsequently developed and submitted to Lloyds Register (LR) for review and approval. LR approved the PSTPs under DAD ATS/23-0137/E/001 on 11/15/23. However, the only objective evidence at present of onboard verification of the PSTPs by an LR surveyor is LR report no. 2208590 of 7/28/23, where 13 individual test procedures are listed as tested. As there are over 300 individual test procedures in total within the PSTP document, LR verification of only 13 is insufficient. Additionally, during MSP annual oversight exam on 12/16/23, testing of a sampling of the PSTPs (following the LR approved PSTP, rev1 dated 8/28/23) found several inconsistencies. LR is required to certify to this OCMI that periodic safety tests have been verified as satisfactorily demonstrated in accordance with the applicable CG requirements, and any necessary revisions to the PSTPs resubmitted, reviewed, and approved by LR. If this is not received in 3 months’ time (16 March 2024), the PUMS endorsement may be removed from the COI. Code 705 - due by 3/16/24 Update: on 2/28/24, the due date for this deficiency has been extended to 4/16/24.

Where two or more EOT transmitters, located on or on top of, or on the wings of, the navigating bridge operate a common indicator in the engineroom, the transmitters must: (1) Operate in synchronism as required in paragraph (b) of this section; or (2) Operate under the control of a transmitter transfer control in accordance with paragraph (c) of this section. (b) All transmitter handles and pointers must operate in synchronism. Where the transmitters are mechanically interlocked to effect synchronous operation, the requirements of § 113.35–13 must be met. (c) each transmitter must operate under the control of a transmitter transfer control so that movement of any one transmitter handle automatically connects that transmitter electrically to the engineroom indicator and simultaneously disconnects electrically all other transmitters. The reply pointers of all transmitters must operate in synchronism at all times. Vessel's EOT is not operating as intended. EOT bridge communications to Engine Control Room are working. However, direct controls of the propulsion engines are limited to the engine control room vs nav bridge. Upon departure of Sector MD AOR, the vessel is required to have tug assist until it is safely passed the Chesapeake Bay Bridge. The outbound pilot of the vessel has been informed of the situation. The vessel captain is required to also notify Sector Virginia and Sector Savannah GA about discrepancy, prior to departure. Vessel has third party tech scheduled to board @ Corpus Christi, TX. System must be repaired prior to depart from that port.

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. While slewing port side liferaft davit crew discovered bad bearings in the slewing gearbox that resulted in binding of the davit wires.

During routine running of the Emergency Diesel Generator (EDG) on the morning of the 23-December-2019, the oil sump filled with fuel and overflowed out of the oil fill all the way up to the breather on the valve cover.  Vessel pressurized the fuel system with air to see were the leak originated from and also removed a couple of injectors to check them. Repair EDG and test prior to departure.

Correct all deficiencies required prior to issuance of SOLAS certificates to the satisfaction of the Recognized Organization.

Steering gear and associated control systems must be in satisfactory condition and fit for the service for which the ship is intended. Steering gear did not properly operate upon testing.

Provide letter from the previous flag or the Recognized Organization identifying the approved fire control plan.

The operation of a marine diesel engine that is installed on a ship constructed on or after 01JAN2000 and prior to 01JAN2011 is prohibitied, except when the emission of nitrogen oxides (calculated as a total weighted emission of NO2) from the engine is within the following limits, where N=rated engine speed (crankshaft revolutions per minute) : 17.0 G/kWh when N is less than 130 rpm. Vessel must have EIAPP certificate issued by the SUEPA for each marine diesel engine with a power output of more than 130 kW. EPA must approve each technical file as evidence by issuance of EIAPP certificates. Vessel must provide issued EIAPP certificates for all applicable marine diesel engines as proof of emissions complicance for IAPP certificate.

LRIT systems shall conform to performance standards and functional requirements. Complete conformance testing prior to next U.S. port

An electrical apparatus shall be so constructed and so installed as not to cause injury when handled or touched in the normal manner. The pilot ladder remote control cable is damaged and in need of a proper repair.

Inspection of the life saving appliances shall be carried out monthly to ensure they are complete and in good order. the cooling water system on the rescue boat is leaking and causing corrsion.

Structural fire protection including fire resistant divisions and protection of openings and penetrations in these divisions shall be kept in good order so as to ensure the required preformance if a fire occurs. Fire door to the sauna does not close properly.

Firefighting systems and appliances shall e kept in good working order. The manual pull box on Number 8 cargo deck, port side, frame 261 was found to be broken.

All required fire pump remote control locations must include the controls necessary to charge the fire main and a fire main pressue indicator or a fire main low pressure alarm. Vessel did not have an indicator or alarm at the pump control station on the bridge.