U.S Coast Guard Sector Delaware Bay

Introductions

Agenda How to be ready for inspections Top deficiencies AIS and VHF-DSC Requirements CGMIX / Homeport Small Package Boilers Periodic Safety Test Procedures and Design Verification Test Man Overboard (MOB) Drills Marine Casualty reporting procedures Basic law enforcement boarding procedures 15 minute agenda is to facilitate meeting time and insure we can discuss all topics.

How to be ready for inspection LT Kyle Reese

How to be ready for inspection Annual/COI Ready to get underway for drills (crew present) Documents collected and organized including license All equipment in standby ready to be energized (Nav equipment, Fire pump, etc) Lifejackets pulled out ready to be counted & inspected Ready to test bilge (min 1 space for annual, all spaces for COI)

How to be ready for inspection Drydock Vessel blocked (high enough to get under) All spaces open and ventilated All bilges clean and free of debris and oily water Pull all thru-hull fittings except ball valves that can be seen operating from underneath

How to be ready for inspection Pre inspection check list has been developed to aid you in preparing for the inspection. We have reserved the top slots on of the checklist for our commonly found deficiencies. All items include CFR cites for T-boats. Those cites should be used in conjunction with the list to ensure your vessel is in full compliance Any questions while preparing for an inspection just call the scheduling phone (215) 908-9827

How to be ready for inspection Homeport Link to Pre-Inspection Checklist https://homeport.uscg.mil/mycg/portal/ep/contentView.do?contentTypeId=2&channelId=-17383&contentId=545472&programId=12586&pageTypeId=16440&BV_SessionID=@@@@1662534121.1458064614@@@@&BV_EngineID=cccfadgildifkilcfngcfkmdfhfdfgm.0

Top Deficiencies LTJG Lauren Kinky

Top Deficiencies 2015 Life Jackets (Condition, Retro, Storage, Marking, #) - 37 Fuel Oil Service System (Hose, Piping, Valves) - 36 Charts and Pubs (Absent, not updated) - 31 Bilge system (Hose, pump, piping, valve, strainer, op.) - 26 Life Floats (Water-light, Serviceable, Gear, Line) - 24 Hull Structure (Welds, insets) - 23 Life Buoys (Markings, Water Light, Line, Service) - 20 Watertight Integrity (Coaming, hatches, hull penetrations) - 19 DAPI (2 MIS, 5 Record, 8 Test Strips, 1 enroll) - 16 Electrical-Wiring – 15

Top Deficiencies Almost all of these deficiencies can be avoided by checking the equipment or system beforehand. If you ever have any questions regarding regulations or equipment at any point during the year feel free to contact our office and we will help the best we can.

Electronic Charts Newly developed NVIC 1-16 allows for electronic charts providing the following conditions are met: Charts must be official charts Redundant arrangement (two equivalent systems with separate power supply's) or full up to date paper charts Proper Crew training Must be integrated with GPS, Radar, Gyro Compass, and AIS if applicable to the vessel

Electronic Charts Publications required may be maintained in electronic format provided that they are derived from the original source, currently corrected/up-to-date and readily accessible on the vessels bridge. If electronic publications are used the vessels must retain a redundant copy in the form of a second computer, CD, paper, or portable mass storage device which is readily displayable to the navigation watch.

AIS Requirements LTJG James Dunbar

AIS: What is it? Automatically provides vessel information, including the vessels identity, type, position, course, speed, navigational status and other safety-related information to appropriately equipped shore stations, other ships, and aircraft; Automatically monitors, tracks, and receives such information from similarly fitted ships; & Exchanges data with shore-based facilities. There are two types of AIS devices: A & B.

AIS Requirements 33 CFR 164.46 AIS Class A Device: - A self-propelled vessel of 65ft or more in length, engaged in commercial service. A self-propelled vessel that is certificated to carry more than 150 passengers. A self-propelled vessel that operates in a VTS zone.

AIS Requirements 33 CFR 164.46 AIS Class B Device: US Coast Guard type approved AIS class B device is permissible on the following vessels: - A self-propelled vessel of 65ft or more in length, engaged in commercial service that are certificated to carry less than 150 passengers, - Vessels that DO NOT operate in a VTS zone, - Vessels that DO NOT operate at speeds in excess of 14 Knots

AIS Requirements

VHF-Digital Selective Calling (DSC) Requirements Required one year after US declares A1 sea area Compliance Date: 20 January 2016 47 CFR 80.901 – Applicability 47 CFR 80.905 – Required Equipment Maritime Mobile Service Identity (MMSI) Requirement

Maritime Mobile Service Identity (MMSI) The DSC calling identity is the nine digit Maritime Mobile Service Identity (MMSI) that is assigned by the FCC To obtain a MMSI: Boat U.S. www.boatus.com 1-800-395-2628 Sea Tow www.seatow.com 1-800-4-SEATOW U.S. Power Squadrons www.usps.org/php/mmsi/ MUST BE PROGRAMMED IN YOUR RADIO

DSC Installation The Coast Guard urges, in the strongest terms possible, that you take the time to interconnect your GPS and DSC-equipped radio. Doing so may save your life in a distress situation! Before interconnecting your radio & GPS consult the owner's manuals.

CGMIX / Homeport LT Kyle Reese

CGMIX EQList https://cgmix.uscg.mil/Equipment/EquipmentSearch.aspx

CGMIX EQList Red Hand Flare Distress Signals: 160.021 Hand Orange Smoke Distress Signals: 160.037 Lifejackets: 160.002, 160.005, 160.055 Float Free Link: 160.073 Inflatable Life raft: 160.151 Life floats: 160.027 Ring Buoy: 160.050

CGMIX EQList Search by equipment or approval number All, Approved, Expired, Former-Don’t Use, Former-May use

CGMIX EQList APPROVED (App) - Product meets current requirements and is approved for production under Coast Guard approval. FORMER-MAY USE - Product is no longer approved for production but previously produced items may continue to be used as long as in good and serviceable condition. FORMER-MAY NOT USE - Product is no longer approved for production and previously produced items may not be used or remain in service. This status is used for products which are obsolete, or may present a safety hazard if they are used or remain in service. Examples are cork lifejackets, and dated items such as old pyrotechnics and survival rations. EXPIRED - Product's approval has expired, and the approval holder has not notified us whether it should be extended or terminated. Pending resolution of its status, the product is no longer approved for production. Items manufactured prior to expiration of the approval are considered APPROVED.

CGMIX EQList

CGMIX EQList Approval Number Explained Orion Hand-Held Red Signal Flare, 2 minute burn time, 500 candela. 160.021/18/0 Approval Series or Qclass 160.021: Hand Red Flare Distress Signal Approval Number 18: Assigned to the make and model 0: Revision of that make and model https://cgmix.uscg.mil/equipment/Definitions.aspx

CGMIX EQList

Homeport http://homeport.uscg.mil/d5/sectDelawareBay

Homeport

Small Package Boilers CWO Allison Goletski

What is a Small Package Boiler? A boiler equipped, and shipped complete with fuel burning equipment, mechanical draft equipment, feed water apparatus and all necessary controls for manual or automatic operation, all completely mounted on a common base and requiring only to be connected to fuel, water and electric supplies to be ready for use.

Applicability 46 CFR 53 Oil fired boilers Electrically fired boilers Except: Capacity <120 gallons Heat input < 58.6KW (200,000 BTU/hr) UL Approved

ASME Plate

Inspections During COI / Annual inspections Servicing by technician

Documentation Manufacturer documentation Technician report

If you have a small package boiler, please let the inspector know when you schedule your inspection.

Periodic Safety Test Procedures Mr. David Crance

Engine Repower and Electronic Controls Safety Test Procedures – Throttle Controls/Engine Monitoring Must be written and onboard Include any safeties/alarms associated with the system Manufacturer supplied

Man Overboard Drills LT Brock Hashimoto

Marine Casualty Reporting CWO Andy Schock

How the NVIC affects you! NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 01-15 TITLE 46, CODE OF FEDERAL REGULATIONS (CFR), PART 4 MARINE CASUALTY REPORTING PROCEDURES GUIDE WITH ASSOCIATED STANDARD INTERPRETATIONS How the NVIC affects you! Steamer Sultana Fire and explosion, April 27, 1865 Mississippi River

The Theme Provide improved service delivery to stakeholders Enhance analysis capabilities Improve investigation quality Simplify and streamline investigative process

Capt. Jason Neubauer CG INV The Goal “I’m confident that promulgation of the NVIC will focus industry resources and Coast Guard investigative efforts on the higher priority investigations that lead to critical safety recommendations and alerts” Capt. Jason Neubauer CG INV

Remember the exact details are contained in the NVIC ! The Highlights Remember the exact details are contained in the NVIC !

Over the years we have all seen these types of brochures 46 CFR 4.05-1 Over the years we have all seen these types of brochures Our focus is the definition and interpretations related to this section. 46 CFR 4.05-1 4.05–1 Notice of marine casualty. Immediately after the addressing of resultant safety concerns, the owner, agent, master, operator, or person in charge, shall notify the nearest Marine Safety Office, Marine Inspection Office or Coast Guard Group Office whenever a vessel is involved in a marine casualty consisting in— (1) An unintended grounding, or an unintended strike of (Allison with) a bridge; (2) An intended grounding, or an intended\strike of a bridge, that creates a hazard to navigation, the environment, or the safety of a vessel, or that meets any criterion of paragraphs (a) (3) through (7); (3) A loss of main propulsion, primary steering, or any associated component or control system that reduces the maneuverability of the vessel; (4) An occurrence materially and adversely affecting the vessel’s seaworthiness or fitness for service or route, including but not limited to fire, flooding, or failure of or damage to fixed fire-extinguishing systems, lifesaving equipment, auxiliary power-generating equipment, or bilge-pumping systems; (5) A loss of life; (6) An injury that requires professional medical treatment (treatment beyond first aid) and, if the person is engaged or employed on board a vessel in commercial service, that renders the individual unfit to perform his or her routine duties; or (7) An occurrence causing property damage in excess of $25,000, this damage including the cost of labor and material to restore the property to its condition before the occurrence, but not including the cost of salvage, cleaning, gas freeing, drydocking, or demurrage. (b) Notice given as required by 33 CFR 160.215 satisfies the requirement of this section if the marine casualty involves a hazardous condition as defined by 33 CFR 160.203. [CGD 94–030, 59 FR 39471, Aug. 3, 1994] § 4.05–5 Substance of marine casualty notice. The notice required in § 4.05–1 must include the name and official number of the vessel involved, the name of the vessel’s owner or agent, the nature and circumstances of the casualty, the locality in which it occurred, the nature and extent of injury to persons, and the damage to property. [CGD 76–170, 45 FR 77441, Nov. 24, 1980]

When a grounding can be designated as a non-reportable bump-and-go Masters discretion Places a slightly higher burden on masters by entrusting them to use some discretion when reporting Determining when a loss of propulsion actually impacts their ability to maneuver When a grounding can be designated as a non-reportable bump-and-go For example……

Hazardous Operating Conditions Mariners will be required to report certain incidents that aren’t a reportable marine casualty. Either a hazardous condition reported to the local CG Sector Command Centers or a Vessel Traffic Service. Or inspection related problems reported to their local OCMI. Includes reports to CG Vessel Traffic Service, etc. Typical USCG Sector Command Center

Non-reportable marine casualties that will be reported as a Hazardous Conditions Non-reportable marine casualties that will be reported as a Falls overboard* Parasailing towline failures* Bump and go groundings * without reportable injury or deaths. Some incidents defined as a “Marine casualty or accident” per 46 CFR 4.03-1 will not meet the criteria in 46 CFR §4.05-1(a) requiring initial reporting and CG-2692 submissions to the Coast Guard. 33 CFR 160.202: Definitions Hazardous Condition means any condition that may adversely affect the safety of any vessel, bridge, structure, or shore area or the environmental quality of any port, harbor, or navigable waterway of the United States. It may, but need not, involve collision, allision, fire, explosion, grounding, leaking, damage, injury or illness of a person aboard, or manning-shortage. 33 CFR 160.216: Notice of hazardous conditions Whenever there is a hazardous condition either aboard a vessel or caused by a vessel or its operation, the owner, agent, master, operator, or person in charge shall immediately notify the nearest Coast Guard Sector Office or closest Coast Guard office. (Compliance with this section does not relieve responsibility for the written report required by 46 CFR 4.05-10.)

The steps…….. When the Coast Guard receives report of a potential marine casualty or accident: A qualified Coast Guard Investigating Officer (IO) will evaluate the report. At no time shall a written CG-2692 be requested unless the reported occurrence is determined by a qualified IO to be a reportable marine casualty. IO will evaluate the facts and determine whether further Coast Guard action is necessary. If so an investigation is started. Coast Guard Marine Casualty Investigator at work

Report “immediately” Means as soon as reasonably practicable without delay. Responsible parties involved in a marine casualty must make all efforts to notify the Coast Guard quickly. This “immediate” notification allows with Coast Guard to act as necessary to reduce risk on the waterway, dispatch resources, put in place vessel control measures and begin an investigation when time is a critical factor. Tugs hold wreckage of the DM 932 barge after ship collision. Mississippi River

“Bump and Go” Groundings Master must evaluate the situation ! “Bump and Go” Groundings Grounding was only momentary (e.g., reversing engines frees the grounded vessel on the first attempt, no assist vessel is needed to free the vessel, all towing connections remain intact) and that the grounding did not result in any other marine casualty criteria(*). Initial notifications of “bump and go” groundings must still be made to the appropriate Coast Guard Command Center as a hazardous condition per 33 CFR Part 160.216. A Coast Guard Prevention Officer shall review each reported “bump and go” grounding in order to confirm that it meets the criteria to be excluded from the grounding casualty reporting requirements under 46 CFR 4.05. The Coast Guard response to a claim of a “bump and go” grounding is at the discretion of the cognizant OCMI/COTP (*) being met as defined in 46 CFR Part 4.05-1(a)(3) through (8).

State Vessels State registered commercial vessels subject to inspection by the Coast Guard (e.g., inspected passenger vessels or towing vessels) are required to make immediate marine casualty notifications to the Coast Guard and to submit CG-2692 reports if the marine casualty meets the thresholds detailed in 46 CFR 4.05. By policy, any incident involving a commercial vessel must be investigated by the Coast Guard to ensure all potential federal issues are addressed. If the Coast Guard becomes aware of a marine casualty involving a state registered commercial vessel that meets the level of a reportable marine casualty defined in 46 CFR 4.05-1, an investigation shall be conducted under 46 CFR Subpart 4.07. The Coast Guard may investigate state registered vessel accidents and may be required to do so by memorandum of understandings with certain states. Recreational vessel that is state numbered

Diving Commercial diving accidents that are reported as such are not reported as marine casualties. Death or injury to commercial divers working commercially may be reportable under 46 CFR 4.05.1 Recreational diving casualties from a commercial vessel are reportable marine casualties including snorkeling injuries/fatalities. Diving accidents under 46 CFR 197.484 (applicability provided above) – applies to accidents that occur during a commercial diving operation in which the diver(s) are engaged in underwater work for hire. This regulation (46 CFR 197) does not pertain to accidents that occur during sport, commercial fishing activities, or recreational diving or the instruction thereof. Notice under 4.05-1(a)(5) or 4.05-1(a)(6) is not required for diving occurrences that only involve death and/or injury that require professional medical treatment beyond first aid and, if applicable, that render a diver engaged or employed onboard a vessel in commercial service unfit to perform his or her routine duties. However, if an occurrence meets any of the other criteria in 46 CFR 4.05-1(a) (e.g., equipment damage in excess of $25,000), then the notification and CG-2692 submission requirements of 46 CFR Subpart 4.05 also apply. Written report required by §197.486 – For the person-in-charge of a vessel the written report required to be submitted per 46 CFR 197.486 shall be on form CG- 2692 within 5 days of the casualty. Submitting the written report under 46 CFR 197.486 also fulfills the written casualty report requirement in 46 CFR 4.05-10. It is important to note that filing a CG-2692 does not relieve the person in charge from the burden to also report the diving death or injury to the Coast Guard as soon as possible as detailed in 46 CFR 197.484(a). SCUBA divers working underwater.

You get updated information about the casualty If you become aware of a reportable marine casualty after the five day deadline ….report it If you later learn that the damage estimate will increase above the initial estimate…..report it Notify the local CG Sector Command Center or Investigations Division and submit a CG-2692

Loss means unexpectedly, even momentarily. Master must evaluate the situation ! Loss of main propulsion primary steering or any associated component that reduces the maneuverability of a vessel Loss means unexpectedly, even momentarily. These components are the ones that the vessel routinely needs to operate. If you need thrusters to operate in a particular vessel specific operation they would count. Renders your vessel incapable of maintaining safe speed and steerage………………….. and /or adversely impacts vessel operations. Commuter ferry and dock allision Seastreak Wall Street New York Harbor, January 2013

Maneuverability Master must evaluate the situation! Reduces the maneuverability of the vessel – Interpreted as an occurrence that renders a vessel incapable of maintaining safe speed and steerage for the prevailing or anticipated conditions (e.g., weather, other vessel traffic, tidal influences) and/or adversely impacts specific vessel operations (e.g., mooring, towing, anchoring, and dynamic positioning). In general, this does not mean: That you continue running with a single engine until you eventually get a repairman down the river at some later date That you are in an open area of water and will later enter an area where there is a large number of maneuvering vessels. Such as going from a sound into a harbor. When you are on the edge of “maneuverability” you can be moments away from a potentially disastrous situation. One steering pump is out of commission and then you lose the second one……………… (3) A loss of main propulsion, primary steering, or any associated component or control system that reduces the maneuverability of the vessel; Reduces the maneuverability of the vessel – Interpreted as an occurrence that renders a vessel incapable of maintaining safe speed and steerage for the prevailing or anticipated conditions (e.g., weather, other vessel traffic, tidal influences) and/or adversely impacts specific vessel operations (e.g., mooring, towing, anchoring, and dynamic positioning). Tug pushing a pressure barge on one of America’s waterways.

U.S. Vessels Materially and Adversely… affect the vessels fitness for service or route. Materially or Adversely = A physical condition that requires a “work around”. Seaworthy is properly equipped and constructed for the conditions reasonably expected to be encountered. All based on the “Route Permitted and Conditions of Operation” in the COI. Should an occurrence result in the material condition on the vessel becoming such that it requires the temporary or permanent reduction or restriction in the vessel’s operating parameters or route as compared to what it is permitted in its COI, then the occurrence is considered to have met this criterion.

“Professional medical treatment" beyond first-aid Included and revised language for "professional medical treatment" beyond first-aid and added the full OSHA definitions to facilitate injury reporting determinations. Pain or sickness caused strictly by an illness, including but not limited to communicable illnesses (e.g., colds and flu), allergic reactions (e.g., food allergies, insect and jelly fish stings), food poisoning, heart attack, stroke, or other pre-existing medical condition, is not considered an injury and does not fall within the definition of this regulation. However, a physical injury that requires medical treatment beyond first aid incurred as a result of an illness is an injury. One example might be a fainting and then falling and breaking your arm as a result of dehydration.

Engaged and employed Engaged or employed on board a vessel – Includes individuals who are on board a vessel to carry out work associated with shipboard operations, cargo operations, or maintenance. Persons in addition to the vessel’s crew, includes, but is not limited to: Pilots accommodation and hospitality staff, “temporary workers” such as visiting technicians, riding crews, contractors, divers, personnel in support of commercial diving operations, and persons supporting Outer Continental Shelf activities Commercial mariner in the pilothouse of a vessel on one of America’s waterways.

Investigations Program Enhancements Pending Align Reports of Investigation with IMO Standards Completed Reports of Investigation posted and searchable Revise levels of investigations Update 46 CFR Part 4 Damage amount thresholds Revise and update CG 2692’s into more user friendly forms Update the Marine Safety Manual, Volume V

These were some of the highlights of NVIC 01-15 Important These were some of the highlights of NVIC 01-15 Remember the exact details are contained in the NVIC ! You should become thoroughly familiar with the content. http://mariners.coastguard.dodlive.mil/?s=NVIC+01-15 -OR- https://homeport.uscg.mil

Basic Law Enforcement Boarding Procedures LCDR Carlos Crespo

Questions?