Vessel adrift in fog leads to tragedy—Part 3

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

The Coast Guard cited violations of Inland Navigation Rules by the operators of the towing vessel, including:

• Rule 5—Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.
• Rule 19(c)—Every vessel shall have due regard to the prevailing circumstance and conditions of restricted visibility....

In addition to possible violations of rules 5 and 19c, the Coast Guard cited possible violations of the following Inland Navigation Rules by the operator of the recreational vessel:

• Rule 9(b)—A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.
• Rule 23(c)(i)—A power-driven vessel of less than 12 meters in length may in lieu of the lights prescribed in paragraph (a) of this rule exhibit an all-round white light and sidelights.
• Rule 35(b)—A power-driven vessel underway but stopped and making no way through the water shall sound at intervals of not more than two minutes two prolonged blasts in succession with an interval of about two seconds between them.

Lessons Learned
Employ a designated lookout. As this story illustrates, radar alone cannot take the place of human eyes and ears when a vessel is pushing ahead nearly 1,000 feet of barges at night in heavy fog.

Both the captain and the pilot were well aware that visibility was a problem: They later told investigators that they could not see either riverbank 1,000 feet away. As seasoned professional mariners, they should have been aware that both the large visual and the radar blind spots further diminished their ability to see.

Practice good seamanship. Fundamental principles of good seamanship apply to all mariners, regardless of vessel or crew size. Boaters should have at least one person aboard who is alert at all times—to do otherwise risks your own and other boaters’ safety. Boating without proper equipment is also extremely dangerous, particularly at night, in inclement weather, and on busy commercial waterways.

No one from the smaller vessel’s crew survived to be held accountable, so the licensed crewmembers on the towboat shouldered most of the blame for the accident. Certainly they made errors, for which they were censured.

However, those on the unlit vessel—drifting slowly into the path of an oncoming barge in the foggy darkness of that July morning—made many mistakes as well. Unfortunately, they paid the ultimate price for their lapse in judgment.

For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Vessel adrift in fog leads to tragedy—Part 2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Coast Guard Investigation
The Coast Guard’s investigation determined that the center lead barge in the tow collided with the recreational vessel, rolling the smaller boat. Tragically, the swamping of the boat, combined with the force of the collision with the tow, drowned all six men aboard.

Problems on the towboat
Visibility: Fog in the area limited visibility to less than half a mile, so the pilot activated the towboat’s automatic fog signal. The captain and the pilot testified that they were unable to see either riverbank at a distance of approximately 1,000 feet.

Blind spot: The captain was serving as the sole lookout from the pilothouse at the time of the collision, and the towboat’s empty barges were riding high in the water, making it harder to see objects in front of them.

Radar clutter: Open hopper barges can cause radar signals to bounce off the inside plating, producing a “cluttered” image that can make the tow appear larger than it is. This effect can obscure radar contacts that fall within the oversized image.

The lack of a forward lookout and radar clutter on the towboat notwithstanding, the condition of the recreational vessel and its crew significantly contributed to the tragedy.

Problems on the recreational vessel
Lights: Investigators determined that the recreational vessel did not have any navigation lights on at the time of the collision.

Sound-producing mechanism: There was no fog signal in place aboard the vessel. The boat was equipped with a conventional horn; however, as fog absorbs sound, it was unlikely that this would have been heard even if it had been used.

Radar: The vessel was not equipped with VHF radio or radar, and had no radar reflector.

Overload: The recreational vessel’s loading exceeded the maximum weight rating recommended by the manufacturer by approximately 229 pounds, which would have decreased both the vessel’s radar signature and its visibility.

Unanchored vessel: The anchor and line were found inside the vessel when it was recovered, revealing that it was adrift at the time of the collision.

Situational awareness: The victims may have had severely diminished situational awareness at the time of the collision. The men had been out all night, and two of them had been on the water for approximately 16 hours, so fatigue may have been a factor.

Lifesaving apparatus: No one aboard the recreational vessel was wearing a personal flotation device at the time of the accident.

In part 3, we will highlight the Coast Guard’s conclusions.

Caption: The towboat’s empty barges were riding high in the water, making it
hard to see objects in front of it.

For more information:

Full article is available at http://www.uscg.mil/proceedings/spring2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Fall 2011 Search and Rescue is available online!

The current edition of Proceedings (Fall 2011 Search and Rescue) is available online at http://www.uscg.mil/proceedings/. This edition highlights search and rescue agencies, partners, and the Good Samaritans who work alongside Coast Guard responders to improve response time to distressed boaters/sailors all around the world.

This issue is very exciting for Proceedings, since changes have been made to the way readers will view our editions. This edition officially kicks off our digital viewing option, which is more reader-friendly. To view our digital edition, click on the Fall 2011 headline icon, the magazine cover, or the link beneath the magazine cover to be directed to the digital magazine. We hope you enjoy this new edition and new format!

US SAILING Encourages Boaters to Wear Life Jackets

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Richard Jepsen, US SAILING

In the early 1980s, the United States Yacht Racing Union (now US SAILING) began a program of youth training and studied the statistics on the risks of boating.

It took seriously the statistical findings that pointed to enhanced safety for wearers of life jackets who found themselves unexpectedly in the water. As a result, the organization decided to start training youth to wear life jackets as part of sailing right from their first time away from the dock.

Put It On—US SAILING’s training program guidelines requires students, instructors, and instructor trainers to wear life jackets while aboard all boats while underway or on a mooring.

The common theme at US SAILING is that promoting life jacket wear from the beginning of an individual’s boating career creates better “buy-in” and dramatically increases the likelihood he or she will wear a life jacket while boating.

The Hanson Rescue Medal—the organization also maintains statistics on person-in-water rescue attempts and funds a rescue award called the Hanson Rescue Medal to encourage boaters to report rescue attempts in detail to help gather data on real-life incidents.

Not surprisingly, a brief perusal shows that successfully rescued sailors almost always were wearing a life jacket.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

What is the best life jacket on the market? The one you will wear.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Dorothy Takashina, Personal Flotation Device Manufacturers Association

The Personal Flotation Device Manufacturers Association, comprised of life jacket and life jacket component manufacturers, continually works to improve standards and test methods by subsidizing independent studies and volunteering with industry work groups.

Wear It—Don’t Stow It!— Recreational boaters use life jackets classified by the Coast Guard as Type I, Type II, or Type III.

• Type I has a minimum of 22 lbs. buoyancy. The bulky Type I life jacket is classified as “offshore” and is designed for survival in rough, open water where quick rescue is unlikely.


• Type II has a minimum of 15.5 lbs. buoyancy and more stringent performance requirements than Type I, such as righting (turning many wearers face-up in the water). Type II is suitable for a wide variety of boating activities in calm inland waters where fast rescue is likely.


• Type III life jackets also have a minimum of 15.5 lbs. buoyancy but do not have the more stringent standards required of Type II jackets. Type III jackets are generally considered the most comfortable for continuous wear and the most suitable for active water sports.

Inflatable Life Jackets—The first inflatable life jackets were U.S. Coast Guard-approved in 1996 and are gaining in popularity. They come in several variations, but basically work the same way: A gas-tight bladder is folded into a durable cover until the life jacket inflates or is inflated by firing a CO2 cylinder.

Inflatable PFDs may also be classified as Type I, II, or III:

• Fully inflated Type I and Type II life jackets have a minimum of 34 lbs. buoyancy. Both types are suitable for off-shore use in open, rough waters, and for general boating and coastal cruising due to their slim design. Righting action is faster with the higher buoyancy of Types I and II. Type I inflatable PFDs have highly visible coloring, enhancing rescue.


• The Type III inflatable life jacket has a minimum of 22.5 lbs. of buoyancy and is required to have righting ability.

All inflatable life jackets require re-arming and periodic maintenance.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Proceedings Summer 2011 Issue Available Online

The current edition of Proceedings (Summer 2011 – The Marine Transportation System: Value to the nation) is available online at http://www.uscg.mil/proceedings/.

This issue highlights how the Committee on the Marine Transportation System productively rallies interagency policy and activities to support the U.S. marine transportation system.

Additionally, it gives appropriate credit to the committee’s efforts with thousands of key individuals in the maritime industry, and raises awareness of how the marine transportation system directly impacts the nation.

The Vessel Identification System

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. W. Vann Burgess, Senior Recreational Boating Safety Specialist and Ms. Kathleen Poole, Western States Grant Coordinator, U.S. Coast Guard Boating Safety Division

Currently 32 states and territories have access to a secure database for all vessels documented by the Coast Guard. The data is accurate to within the last 30 days and can be used to verify ownership of a vessel while a law enforcement officer is on scene, as well as to identify abandoned vessels or vessels involved in an accident or search and rescue case.

Getting More States on Board
The advantages of this type of system are obvious, yet there are still states that are not participating. Some are facing barriers such as state privacy laws, or their system of numbering doesn’t provide a unique identifier for each record. Some states cannot provide the information in a format that can be translated into the system.

Making sure that states and the Coast Guard share as much timely information with each other as possible to protect our nation’s waterways and citizens is a top priority. The Coast Guard strongly encourages those states not yet participating to re-energize efforts to resolve any issues preventing participation and work with the Coast Guard to bring this system up to its full potential.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

E-NAVIGATION UNDERWAY 2012: An International Conference on e-Navigation

Information provided by and shared at the request of Mr. William Cairns, Principal Navigation Engineer, USCG Office of Navigation Systems, and member of the steering committee for this event.


After a successful 2011 conference with more than 130 participants from 21 countries, IALA and EfficienSea, with the support of the Nautical Institute and CIRM, have deci­ded to repeat the event.

This year the conference will have a broader perspective, including discussions of the overall e-Navigation process as well as demonstrations of practical e-Navigation tests. Furthermore, the industry will put their state-of-the-art navi­gation solutions up for display.

The aim will be to address the following issues:

What are the implications of the e-Navigation strategy implementation plan?

Who are the e-Navigation stakeholders, and what are their roles?

Harmonization of test bed methodology has previously been identified as a need. Has anything transpired?

An update on existing and new e-Navigation test beds will be given.

We hope and believe that the 2012 conference will attract as many and as qualified attendees as in 2011, so the high standard from the first conference can be maintained.


Further information is available at http://www.e-navigation.net/.

Download the conference pamphlet at http://www.efficiensea.org/files/e_navigation_underway_2012_.pdf.

Introduction to Recreational Boating Safety—Assistant Commandant’s Perspective

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Paul Zukunft, U.S. Coast Guard Assistant Commandant for Marine Safety, Security and Stewardship

The Coast Guard has a long history of working with the recreational boating community, and the results of our collective safety efforts have been impressive. In the last 40 years the number of boating participants has grown exponentially, yet the number of boating incidents and deaths continue to decrease.

This success is attributable to the cooperative partnerships that have been forged among federal, state, and local governments; the boating industry; boating safety organizations; and recreational boaters.

Yet there is more that needs to be done. While we’ve brought the number of deaths down significantly, there are still more than 700 recreational boating fatalities each year. We can—and will—do better.

If you are an active partner in the National Recreational Boating Safety Program, I sincerely thank you for your commitment. Please continue to work with us to improve this program. If you are not an active partner, please consider coming aboard. Together we are making a difference that has a positive impact on tens of millions of Americans every year.

For more information:
Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Top 10 Towing Vessel Material Failures—Part III

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here and Part II here.


Generator
Most of the failures that cause a towing vessel’s diesel generator to stall or trip off the line are related to the diesel end of the generator set. The most common failure items are voltage regulators and wires.

Control Air Valve
Mechanical linkage has been known to come loose, most commonly between the pilothouse control and the air supply.

Propeller and Shaft
Eliminating the occasions where a propeller was fouled by a floating object or a line, there are numerous instances of actual propeller loss. When a blade was lost, we see that overspeed and/or shutdown often follows, but not always.

When the entire propeller is lost, shutdown of its drive engine always follows promptly. Assuming a twin-screw vessel, the immediate consequence is reduced maneuverability until the speed drops to a point where single-engine maneuverability can be achieved.

A broken propeller shaft (especially a break in the tail-shaft section) has the same effect as a lost propeller, but with the added possibility of the shaft sliding aft, such that the propeller jams the rudder.

Hull Plating
Sometimes when cracked or defective hull plating is found, the origin of the defect cannot be determined. Given the age of some of the vessels, it can be assumed that the defect occurred naturally, without a collision, allision, or grounding.

Owner/operator recommendation: Inspect the underwater hull and bottom plating when the rudders, propellers, and shafts are inspected.

Top 10 Towing Vessel Material Failures—Part II

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.

Propulsion Diesel
The U.S. Coast Guard Office of Investigations and Analysis compared larger propulsion diesels with smaller engines and concluded they’re at parity for failures related to cylinders and cylinder heads. Common failures include cracks and leaking gaskets.

Governor

• The three most common causes of governor malfunction:
  inadequate lubrication,
• improper adjustment of control linkage,loss of pneumatic pressure (control air) to the governor.

Reduction Gear/Clutch
With inflatable flexible gland clutches, either the elastomer gland or the wear elements in contact with it (typically friction shoes) are known to reach the wear-out point unexpectedly. Depending on what wore out and how, this component has been the cause of “failure to disengage” as well as the obvious failure to engage.

Many clutch-related loss of propulsion and/or maneuverability failures have also been due to loss of control air to the clutch.

The list concludes in part 3.

Top 10 Towing Vessel Material Failures—Part I

The U.S. Coast Guard Office of Investigations and Analysis recently conducted an analysis of all material failures on towing vessels after a reportable marine casualty in 2004-2008.

This study analyzes material failures that are the “first events” of marine casualties for towboats on rivers and other inland waters; tugs engaged in harbor operations, ship dockings, and lightering barges; and tugs towing offshore barges on coastal routes.
Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

Towline
In many instances “towline” refers to a facing wire or to an inter-barge connection wire. Failure of these wires is at times attributed to operator error in the handling of the boat or error of the deck crew who might have fastened it incorrectly. In some instances the wire was either too small or too worn to be safe.

Fuel Filter
As a material failure, a fuel filter becoming clogged with dirt, water, or both is more common on towing vessels than it is on other commercial vessels.

Steering Gear
Linkage. Although the term “linkage” does not precisely identify a component in a steering system, we cannot overemphasize the number of different mechanical connecting components that exist in a vessel’s steering system.
Hose. Most hose failures are a burst along its length. Crimped-on end fittings also fail, occasionally without warning.Rudder. Less than half of all rudder casualties are the direct result of groundings or flotsam strikes, and the exact causes of most of these casualties are never attributed to one particular event. In more than 20 percent of these casualties the rudder has been lost.
Ram. Casualties related to this major component are both hydraulic and mechanical. Hydraulic failures are commonly stuck pistons and blown seals. Half of all mechanical ram-related failures involve the attachment of the ram to the rudder.
Pump. The same mounting and connecting failures noted with rams occur with steering pumps, accounting for approximately 40 percent of failures. Sixty percent of pump failures are with the pump internals—seals and bearings.

The list continues in part 2.

Top 10 Towing Vessel Deficiencies—Part II

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil. Navigate to missions/investigations/safety reports.

See Part I here.

Fire Pumps 46 CFR 27.301
Owner/operator checklist:

• Ensure fixed pumps have been fitted with a remote-start control and that the control is in working order. If fire-main valves have to be operated from this remote location, ensure that the valves open properly.Portable pumps, along with the hose and nozzle, must be stowed outside the machinery space. A 50-foot hose is required. The portable pump must be a dedicated fire pump; it may not be used to pump oily mixtures.

Vessel Response Plan 33 CFR 155.1040, 155.1060
With regard to towboats that push tank barges, the most common items that are either lacking from or not sufficiently addressed in the response plan are:

• certification that response resources are able to respond to a “worst-case discharge,”
• volume and type of oil that would be discharged in a worst-case discharge,
• responsibilities of the qualified individual for immediate communication with the NRC,
• vessel-specific information and the captain of the port zone information for the areas in which the barge will operate.

Owners/operators must use the “Homeport” web portal, http://homeport.uscg.mil to submit a response plan for approval. Click “help” and navigate to the “vessel response plan submitter.”

Vessel Security Plan 33 CFR 104, Subpart D
Owner/operator checklist:

• The company security officer or vessel security officer must ensure that the vessel security plan (VSP) is audited annually. The plan must also be audited if the owner or operator of the vessel changes or if there has been any change in the operations of the vessel not addressed in the existing VSP.
• If the results of an audit indicate that the VSP must be amended, an amended plan must be submitted to the Coast Guard’s Marine Safety Center.
• Vessel security officers must conduct at least one drill that tests individual elements of the VSP every three months while the vessel is in service.
• Annual exercises are required to test communication and notification procedures and elements of resource availability, coordination, and response.
• Records of drills, exercises, and all other security activities must be kept for two years.

Wiring Materials and Methods
Missing junction box or switch plate covers and exposed dead-end wires account for 27 percent of inspection deficiencies.

Guards for Exposed Hazards Missing guards for moving machinery is the most common deficiency in this category.

Stay tuned for:
Top 10 towing vessel material failures.

Top 10 Towing Vessel Deficiencies—Part I

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.
We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

General Alarm 46 CFR 27.201
Missing alarm placards and visual indicators as well as inoperable audible indicators are frequent deficiencies on towing vessels.

Running Lights Inoperable or Defective 46 CFR 25.10-3
Many towing vessels are found to have inoperable stern, masthead, and sidelights. In some instances the installation of these lights conflicts with the International and Inland Navigation Rules.

Owner/operator checklist:

• Inspect running lights periodically, paying particular attention to the condition of the lenses, wattage, and focal height of the light bulbs.
• The bulb’s filament must be at the same height as the middle portion of the lens.
• Household bulbs are not acceptable.

Remote Fuel Shut-off Valves 46 CFR 27.207
Any fuel line that supplies fuel directly to a diesel engine must have a shut-off valve that can be remotely operated from outside the space.

Owner/operator checklist:

• All mechanical linkages for the valve must be kept clean and lubricated.
• The valve control must be labeled in one-inch letters. Instructions should be posted in the vicinity of the emergency fuel shut-off valve control.

Fire Detecting Control Panel 46 CFR 27.203
Owner/operator checklist:

• Ensure all of the control panel’s required features function properly, including power-available indicator light, audible alarm, visible indication of the zone (or zones) of the fire’s origin, means to silence the audible alarm, and a circuit fault detector test switch.
• Labels for all switches and indicators must be in place.
• Documentation that the system was certified (by a registered professional engineer or a recognized classification society) should be on board.
• Be prepared to demonstrate proper operation during each examination or boarding.

Life Buoys SOLAS, Ch. III, Reg. 31, 46 CFR 160.050-6
Owner/operator checklist:

• Life buoys on UTVs are not required to be marked with the name of the vessel and the vessel’s hailing port, but the information on the manufacturer’s label must be readable.
• For UTVs operating under SOLAS, life buoy stowage positions should be marked with “life buoy” or with IMO’s life buoy symbol.
• Owners/operators should check that the required number of life buoys are equipped with self-igniting lights, self-activated smoke signals, and that the buoyant line is not oxidized.

The list continues in part 2.

Top 10 Small Offshore Supply Vessel Deficiencies—Part II

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.

Light Fixtures 46 CFR 129.410, Guards for Exposed Hazards 46 CFR 127.330
Approximately 30 percent of light fixture deficiencies are due to missing or damaged fixtures.

Missing guards for moving machinery and missing insulation on exhaust piping are the most common findings in this category. Additionally, hot surface guards are sometimes missing from cooking appliances.

Battery-Operated Lanterns 46 CFR 129.440 & 129.450
Inspectors occasionally discover that the portable lantern for the pilothouse or the one at the access to the engine room is missing.

Fire Control Plan 46 CFR 131.945
Common deficiencies:

• The plan is not properly posted or is missing.


• The plan is not modified when the vessel is altered.

Junction Boxes 46 CFR 111.81
The most common deficiency is a missing cover. Inspectors also observe that junction boxes are insecurely mounted.

General Alarm 46 CFR 131.805 & 131.810, 46 CFR 111.15 & 112.55
The switch must be clearly labeled “General Alarm” and each bell must be labeled in half-inch upper-case letters: “GENERAL ALARM—WHEN BELL RINGS GO TO YOUR STATION.” A common deficiency is a missing label.

Stay tuned for:
Top 10 towing vessel deficiencies.

Top 10 Small Offshore Supply Vessel Deficiencies—Part I

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.

We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

Oily Water Separator 33 CFR 151.10
Common deficiencies:

• Documentation of routine preventive maintenance is not available to the inspector.
• Documentation that attests to OWS calibration is not on board.

Owners/operators: Ensure that an appropriate crewmember is available to demonstrate proper operation for the inspector.

Hull Plating 46 CFR 126.140, USCG NVIC 7-68
Inspectors typically find breaches in the hull plating, a temporary repair that had not been previously documented, and wastage of structural members.

Watertight Doors 46 CFR 174.210, 46 CFR 131.893
Common findings include hinges and dogs that need lubrication or adjustment, warped doors, and deteriorated gaskets.

Occasionally inspectors find required “watertight door” markings have been painted over.

EPIRB 46 CFR 133.60(a)
All offshore supply vessels must have a (Category 1) 406-MHz Emergency Position Indicating Radio Beacon (EPIRB) installed in a float-free system.

Most noteworthy is the number of unregistered EPIRBs.

Owner/operator checklist:

• Check the status of EPIRB registration at (888) 212-SAVE or BeaconRegistration.NOAA.gov.
• Inspect the EPIRB and the hydrostatic release mechanism before leaving port.
• Occasionally remove the EPIRB from its bracket to exercise the hydrostatic release.
• Ensure that the EPIRB is switched off before manually releasing the bracket to inspect the mechanism.
• Ensure the hydrostatic release unit for the EPIRB is replaced prior to its expiration date.

Running Lights Inoperable or Defective 46 CFR 129.430
Many vessels have inoperable stern, mast, and sidelights, and, in some instances, the installation of these lights was also found to conflict with the International and Inland Navigation Rules.

Vessels of 65 feet or more in length or 100 gross tons or more in size must also have navigation lights that are compliant with UL 1104 standards.

For more information:
For more information about small passenger vessel inspections, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil.

The list continues in part 2.

Top 10 Cargo Vessel Deficiencies—Part II

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.


Lighting Fixture 46 CFR 111.75-20
All light fixtures subject to damage must have a guard or be made of high-strength material. The majority of deficiencies are related to the guard or missing or damaged fixtures.

Generators 46 CFR 111.12 & 112.50
More than 40 percent of all generator deficiencies indicate that the crew and/or shipyard personnel were either unavailable or unable to demonstrate proper operation.

Twenty percent are due to water, oil, or exhaust leakage, where any visible leakage will result in an “835” deficiency.

Fixed Carbon Dioxide 46 CFR 91.25-20 and 147.65, NVIC 6-72
Owner/operator checklist:

• All piping controls, valves, and alarms need to be checked for proper operation and 90 percent charge must be verified.


• The pressure drop through cylinder connections may not exceed 150 psi per minute over a two-minute period while subjected to the test pressure.


• All carbon dioxide cylinders must be retested every 12 years.

Wiring Materials and Methods 46 CFR 111.60, 46 CFR 111.81
Using temporary wiring where equipment must be hard-wired is the most common finding (40 percent), and dead-end wires account for 18 percent of inspection deficiencies.

General Watertight Integrity
Owner/operator checklist:

• After a drydocking, ensure that any labels removed by the shipyard are replaced.


• If modifications involve removing cables or pipes that ran through watertight bulkheads, ensure that the shipyard sealed the holes.


• Inspect all weatherdeck tank vents for rust-thru perforations.

For more information:
For more information, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

Stay tuned for:
Top 10 Offshore Supply Vessel Deficiencies

Top 10 Cargo Vessel Deficiencies—Part I

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.

We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

Oily Water Separator 33 CFR 151.10
Common deficiencies:

• Documentation of routine preventive maintenance is not available to the inspector.
• Documentation that attests to OWS calibration is not on board.

Owners/operators: Ensure that an appropriate crewmember is available to demonstrate proper operation for the inspector.

Hull and Deck Plating 46 CFR 126.140, USCG NVIC 7-68

Hull Plating. Inspectors typically find breaches in the hull plating or a temporary repair that had not been previously documented, as well as wastage of structural members.

Deck Plating. Common deficiencies include cracked (hatch) corner brackets, cracks in the vessel’s winch foundations, and deck plating wastage.

Watertight Doors 46 CFR 170.270
Common findings include hinges and dogs that need lubrication or adjustment, warped doors, and deteriorated gaskets.

Operators should be prepared to demonstrate manual closing, in addition to closing doors under power. All hardware for the hydraulics must be approved by an appropriate classification society.

Fire Main 46 CFR 95.10
The most common deficiencies are leaks and wasted piping.

Owners should have enough personnel on hand to demonstrate proper operation of all fire pumps so the appropriate pressures (at remote outlets) can be verified.

Survival Craft 46 CFR 199.150 & 199.190
Miscellaneous davit-related items include worn rollers/wasted track, badly rusted gripes, bent/twisted hooks on the falls and the gripes, and wastage of the davit arms where the gripes make contact.

For more information:
For more information, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

The cargo vessel list continues in part 2.

Top 10 Tank Barge Deficiencies—Part II

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

See Part I here.




Cargo Pump 46 CFR 32.50
Before inspection, owners/operators should look for (and repair) common deficiencies. Checklist:

• Besides checking for obvious leakage, check the pump’s discharge pressure gauge.


• The diesel’s water temp and oil press gauges must be in good working order.


• Be sure the lagging on the diesel’s exhaust pipe is in good condition and its fan belt protective guard is in place.


• Ensure that there’s a guard covering the reduction gear shaft assembly between the diesel and the pump.


• Operating personnel must be prepared to demonstrate emergency shut-down procedures.

Vapor Control Components 46 CFR 39.20-1
Common deficiencies:

• cracks and pinhole leaks in the vapor piping,


• the half-inch diameter permanent stud on the vapor connection flange is often broken or missing.

Vessel Response Plan 33 CFR 155.1030, 1040 & 1060
The most common items that are either lacking from or not sufficiently addressed in the response plan are:

• certification that response resources are able to respond to a “worst-case discharge,”


• volume and type of oil that would be discharged in a worst-case discharge,


• responsibilities of the qualified individual for immediate communication with the NRC,


• vessel-specific information and the captain of the port zone information for the areas in which the barge will operate.

Owners/operators must use the “Homeport” web portal, http://homeport.uscg.mil/, to submit a response plan for approval. Click “help” and navigate to the “vessel response plan submitter.”

Cargo Control and Gauging Devices 46 CFR 38.10-20, 39.20-3 & 39.20-9
Owner/operator checklist:

• If the barge is equipped with magnetically coupled rising-stick gauges, ensure that the sticks aren’t bent and that the markings on the sticks are legible.


• If equipped with automatic-float continuous-reading tape gauges that are fitted with sight-glasses, ensure that no glass piece is cracked and that the assemblies are vapor-tight.


• Be prepared to test the high-level alarms in the inspector’s presence.

Hull and Deck Plating USCG NVIC 7-68

• Hull Plating. Inspectors typically find breaches in the hull plating as well as wastage of structural members. Occasionally an inspector notices a temporary repair that had not been previously documented.


• Deck Plating. A common defect is a crack where a cargo tank’s main access trunk meets the deck.

Cargo Tanks

• Leaking welds are sometimes found along the perimeters of bulkheads.

For more information:
For more information, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

Stay tuned for:
Top 10 Cargo Vessel Deficiencies

Top 10 Tank Barge Deficiencies—Part I

Excerpted from “Top Ten Deficiencies Found on Vessels.” Full text available on http://homeport.uscg.mil/. Navigate to missions/investigations/safety reports.

The U.S. Coast Guard Office of Investigations and Analysis recently examined vessel deficiencies in various vessel classes to identify the 10 most common deficiencies in each class.

We share these so that owners can take corrective action, rectify problems prior to scheduling the next Coast Guard examination, and ensure continual compliance with safety and environmental requirements.

Cargo Transfer Hoses 33 CFR 154.500, 156.170
The most common deficiency: Required marking that identifies hose use and maximum allowable working pressure is missing or illegible.

The hose’s date of manufacture and the date of its last pressure test must also be recorded, but not necessarily marked on the hose. If a hose is kinked, gouged, or otherwise deformed, it should be removed from service regardless of its ability to pass the pressure test. Unmarked hoses that are not in service should not be on board.

Running Lights 33 CFR 84.09, 17, & 19 and 46 CFR 153.953
The most common deficiencies:

• lack of a recent coat of “matte black” paint on the background screens,
• bent mounting stanchions,
• cracks where the stanchion meets the deck.

If a stanchion was straightened or replaced, check that the light sectors are in compliance and the wires weren’t damaged. All portable lights must be presented for inspection.

Cargo Transfer Piping, Valves and Gauges 33 CFR 156.170
The most common deficiency: Packing glands on valve stems need maintenance.

The maximum allowable working pressure must be stenciled on the piping. Operators must document all pressure testing.

Thermal Fluid Cargo Heater 46 CFR 61.30
Gauges are often found to be out of calibration, and sight glasses are sometimes cracked.

The operational test includes verification of the flame safety guard and the automated controls and valves. The required pressure for a hydrostatic test is 1½ times the MAWP. The owner/operator must ensure that personnel are available to conduct testing.

Cargo Tank Access–Manholes and Gauging Ports 46 CFR 42.15-30, USCG NVIC 7-68
Common deficiencies include:

• wastage at the top of the trunk where the gasket on a manhole cover or a gauging port cover seats against the trunk,
• wastage of the cover around the gasket groove,
• deterioration of the gasket,
• wastage of the bolts and bolt holes that form the manhole cover,
• loose or missing bolts on tank access ladder brackets,
• wasted or holed cargo tank stand-pipes,
• stress cracks and pinhole perforations where the trunk meets the deck.

For more information:

For more information about commercial vessel inspections, contact your local Coast Guard Sector/Inspections Division. For a listing of sector offices, click on “Sector Map” on http://homeport.uscg.mil/.

The tank barge list continues in part 2.