USACE Dredge Barge GOETZ Survey Report_Redacted.pdf

INSPECTION REPORT

DREDGE GOETZ

200.00 FT X 39.00 FT X 8.00 FT DREDGE

prepared for:

United States Army Corps of Engineers

180 5th Street E Suite 700

St. Paul, MS 55101‐1678 prepared by:

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Enclosure 2 contains the gauging report and in conjunction with Enclosure 3, the specific location and structure may be identified.

A photographic log of the inspection may be found within Enclosure 1, the photographic log focuses principally on recommendations included throughout the report.

Vessel: Dredge Barge “GOETZ”

Owner/Operator US Army Corps of Engineers

Service Dredging Inland Rivers/Channels/Harbors

Official Number Undocumented

Principal Dimensions

Length 200’

Breadth 39’

Depth 8’

GRT Unknown

NRT Unknown

Capacities

Berths None

Fuel 30,000 gal

Potable Water None

Built

Shipyard Letourneau, Inc, Vicksburg, Miss

Year 2005

Conditions Found

External Hull & Deckhouse

1. External Hull: The GOETZ topside hull coatings from the deck edge down to the waterline appeared to be in excellent condition, 100% intact and effective. It was reported the entire hull topsides from the deck edge down to the waterline and underwater hull coatings were renewed while on dry dock in January 2017. There was no visible damage to the topsides plating, wastage or pitting when viewed from the main deck. The main deck coatings appear in acceptable condition, approximately 100% intact with deck cleats, buttons and bitts coated in yellow. The deck coating system has non‐skid aggregate incorporated affording moderate traction for normal circumstances. Three tier hand rails are fitted around the deck edges of the main deck, with some sections made removable and some areas of the decks forward and aft to a greater extent not afforded any railings.

Recommendations:

1.1. The deck edges forward and aft where no railings are fitted should be strip coated in high visibility yellow.

1.2. The deck edges in way of removable sections of handrails should be strip coated in high visibility yellow.

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1.3. The deck edges in way of removable deck hatches should be strip coated in yellow to help prevent personnel from falling into open deck hatches.

1.4. Wear and weathering have reduced the effectiveness of the non‐skid pattern on the main deck. Consideration should be given to scheduling/budgeting a high pressure blast and application of deck coatings in order to apply a more aggressive non‐skid pattern.

1.5. On the port side of the fore deck area in front of the deckhouse several oxy acetylene bottles are stored, these should be stored in a dedicated bottle rack.

2. External Deckhouse: The deckhouse side coatings are in good condition, 100% intact. The deckhouse top deck is fitted with three tier hand rails around the perimeter, and the deck is coated with a non‐ skid pattern and the deck edge is fitted with a kickplate to retain objects on deck and to ensure water is drained via deck drains. Deck drains are routed internally through the deckhouse, below the main deck and out the side shell of the vessel above the waterline.

2.1. Stairwells from the main deck level to the deckhouse top are of a deep tread design and promote tripping when descending the stairwells. Consideration should be given to re‐ arrangement of the stairwells to prevent slips, trips and falls.

2.2. A railing should be fitted around the deck hatch in the deckhouse top deck in way of the generator room overhead hatch.

3. Equipment: At the forward end of the dredge is located the “A‐frame” mounted above forward notch for supporting the dredge ladder and cutter head assembly. Visibility from the lever room of dredging operations forward is very good, with a clear view of the “A‐frame” and ladder. The cutter head ladder was in the up position at the time of the survey.

A deck crane is located on the main deck, starboard side of the pump room deck hatch for removing the pump housing, impeller or other components for repair and replacement.

The aft end of the hull is also fitted with a notch in which a centerline walking spud is housed.

Outboard to starboard of the walking spud aft there is also a conventional raising and lower spud fitted. The aft spuds are provided with monitoring via CCTV which is displayed in the lever control room so the operator can monitor the spuds when being raised, lowered or walked.

3.1. Sheaves on the ladder should be painted in high visibility yellow and the deck area aft of the sheaves should be blocked out in high visibility yellow denoting a kill zone should a wire part.

3.2. The deck crane for removing pump housings is undersized. The crane is listed as a 5 ton capacity crane, the pump housing is reported to have a weight of 5.5 ton. The pump housing should be verified and if a deficiency exists the crane should be upgraded to ensure operation within its design limit.

Internal Hull: All compartments below the main deck were entered, with the exception of the cofferdam below the Fuel Oil Tank No. 4. No tanks were entered.

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Void spaces inspected:

4. The forward ballast compartments from frame 0 to 4, No. 1 Port.

Ballast compartment No. 1 Port was found to have intact coatings, 100% with evidence of past side shell impact damage and coatings having been repaired. Standing water of 4” depth was found within the compartment along with some sediment. The deck hatch providing access to the ballast compartment is heavily damaged from objects having impacted the top of the hatch. The aluminum is cracked and it is unlikely the hatch can be made to seal properly. Hull shell thickness measurements were taken in this space.

4.1. Ballast compartment No. 1 Port deck hatch to be replaced.

5. The forward ballast compartments from frame 0 to 4, No. 1 Starboard.

Ballast compartment No. 1 Stbd was found to have intact coatings, 95% with evidence of some minor rust bleeding through the coating, and past side shell impact damage and coatings having been repaired. Standing water of 4” depth was found within the compartment along with some sediment.

Hull shell thickness measurements were taken in this space.

6. The ballast compartments from frame 4 to 8, No. 2 Port.

Ballast compartment No. 2 Port was found to have intact coatings, 95% with evidence of past side shell impact damage. Standing water of 4” depth was found within the compartment along with some sediment. Hull shell thickness measurements were taken in this space.

6.1. Repair coatings in way of failures.

7. The ballast compartments from frame 4 to 8, No. 2 Starboard.

Ballast compartment No. 2 Stbd was found to have intact coatings, 95% with evidence of minor coatings failures visible and some prior coatings repairs. Standing water of 4” depth was found within the compartment along with some sediment. Hull shell thickness measurements were taken in this space.

7.1. Repair coatings in way of failures.

8. The void compartments from frame 8 to 20, No. 3 Port.

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Void compartment No. 3 Port was found to have intact coatings, 95% with some bleeding through of coatings in way of welds, and deck and bottom transverse flanges visible. Past overboard piping repairs were visible, coatings not re‐applied when performed. Standing water of 4” depth was found within the compartment along with some sediment. Hull shell thickness measurements were taken in this space.

8.1. Repair coatings in way of failures.

8.2. Apply coatings to piping in way of past completed hot work.

9. The void compartments from frame 8 to 20, No. 3 Starboard.

Void compartment No. 3 Stbd was found to have intact coatings, 90% with some bleeding through of coatings in way of welds, and deck and bottom transverse flanges and bottom shell plating visible. A deck coupling was found welded into the deck with a 110 vac cable routed through the coupling into the void compartment. The electrical conductor was found draped over ships structure and plugged into heat trace tape, wrapped around the sea chest inlet pipe, between sea chest and valve. This item is installed in a dangerous manner and should be either removed or replaced in accordance with applicable standards. Standing water of 4” depth was found within the compartment along with some

9.1. Complete welding of deck coupling in the main deck, pack to provide a watertight conduit, hose test.

9.2. Reroute 110 vac conductor in accordance with shipbuilding standards, in a cable tray or in way of straps. Do not route cable over structure.

9.3. Remove electrical plug and in place use a junction bow rated for the space.

9.4. Ensure the conductor is on a GFCI at the main panel.

9.5. Repair coatings in way of failures.

10. Fuel oil tank from frame 16 to 26 on centerline.

The main fuel oil tank is located on centerline above a coffer dam space, but below the generator room extending from frame 16 to 26. The fuel oil tank was in service and not inspected as part of the survey.

11. Void compartments from frame 20 to 31, No. 5 Port.

Void compartment No. 5 Port was found to have intact coatings, 100% with little evidence of bleeding through coatings in way of welds and transverse deck and bottom flanges. Standing water of 4” depth was found within the compartment along with some sediment. The port side box cooler is located within the void at the forward, outboard end and appeared sound with coatings intact. Hull shell thickness measurements were taken in this space.

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11.1. Repair coatings in way of failures.

12. Void compartments from frame 20 to 31, No. 5 Starboard.

Void compartment No. 5 Stbd was found to have intact coatings, 90% with evidence of damaged and bleeding through coatings in way of welds and past repairs. Standing water of 2” depth was found within the compartment along with some sediment. The starboard side box cooler is located within the void at the forward, outboard end and appeared sound with coatings intact. Hull shell thickness measurements were taken in this space.

12.1. Repair coatings in way of failures.

13. Void compartments from frame 31 to 33.5, No. 5 Aft Port.

Void compartment No. 5 Aft Port was found to have intact coatings, 95% with evidence of bleeding through coatings in way of welds and deck and bottom plating. Standing water of 4” depth was found

13.1. Repair coatings in way of failures.

14. Void compartments from frame 31 to 33.5, No. 5 Aft Starboard.

Void compartment No. 5 Aft Stbd was found to have intact coatings, 90% with evidence of bleeding through coatings in way of welds and deck and bottom plating. Standing water of 4” depth was found

14.1. Repair coatings in way of failures.

15. Ballast compartments from frame 33.5 to 40, No. 6 Port.

Ballast compartment No. 6 Port was found to have intact coatings, 90% with evidence of bleeding through coatings in way of welds, deck and bottom framing and plating. Evidence of past coatings repairs was visible. Standing water of 4” depth was found within the compartment along with some

15.1. Repair coatings in way of failures.

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16. Ballast compartments from frame 33.5 to 40, No. 6 Starboard.

Ballast compartment No. 6 Stbd was found to have intact coatings, 90% with evidence of bleeding through coatings in way of welds, deck and bottom framing and plating. Evidence of past coatings repairs was visible. Standing water of 2” depth was found within the compartment along with some

16.1. Repair coatings in way of failures.

Machinery spaces:

17. Pump Room from frame 4 to 8 on centerline.

The pump room on centerline immediately aft of the bow notch contains the pump for the cutterhead suction dredge. The space extends from frame 4 to frame 8 and is accessed through a watertight door in the aft bulkhead from the machinery space. The watertight door was found to be in good operating condition, dogs seating the door tightly and gasket in good condition. The 20” diameter dredge pump inlet is equipped with a hydraulic slice valve on the inlet in the event of a catastrophic failure of the pump or the need to remove the pump while in service. The pump inlet is fitted with a density meter which measures the radioactive particles emitted through the pipe and measured on the opposite side by the device. A radioactive warning sign is mounted to the intake pipe in the location of the density meter as a warning to personnel.

The pump room was found to have intact coatings, 95% with little evidence of bleed through of the coatings.

The bilge was dry at the time of the survey and found to have dried mud covering the coatings. The pump room is provided with a free standing bilge pump for servicing normal amounts of water made during dredging operations and the pump discharges through a 2” overboard. The pump room is also fitted with an educator style bilge suction using the pump room fitted raw water pump discharge as the source of educator suction. The bilge was found to be equipped with a high water alarm, tested and found to be operational with indication on the workshop Allen‐Bradley display. High water bilge alarms do not appear on the Allen‐Bradley displays in the lever room.

The pump room is also provided with a large deck hatch directly over the pump and is serviced by the deck mounted crane for removing, replacement of pump components as needed in service.

No smoke or heat detectors were observed in the pump room. The pump room is equipped with at least one dry chemical fire extinguisher, certified as of March 2016.

17.1. Include high bilge alarms on the Allen‐Bradley display in the lever control room.

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18. Machinery room from frame 8 to 15 on centerline.

The machinery room is located immediately aft of the pump room on centerline and is bounded aft by the fuel oil tank, the space spans from frame 8 to frame 15 aft. The machinery room is accessed via a stairwell down from the swing gear space at the forward end of the deckhouse. The machinery room contains the sea chest strainer box, the pair of Oilfield electric marine 600 vac, 3 phase, 900 Hp electric motors coupled end to end for driving the dredge pump via the Haley reduction gear mounted at the forward end of the compartment. Each electric drive motor is provided with a dedicated 20 hp

480 vac cooling blower using ambient air to cool the drive motors.

The machinery space also contains a potable water storage tank and potable water pressure pump and accumulator for servicing the one shipboard head. At the aft end of the machinery space is located a Owens Mfg & Specialty Co. sewage treatment plant and the fuel oil transfer pump, waste oil and oily bilge pump.

The pump room was found to have intact coatings, 100% with little evidence of bleed through of the coatings. The majority of the bilges were not inspected as aluminum deck plates are fastened and secured down. Where visible the bilges were found to be dirty with sludge or dirt dried in place on what appear to be intact coatings. Bilges were dry where visible. No high water alarm was observed within the bilge of the machinery room.

The machinery room was observed to be outfitted with two heat detectors, these were tested and observed to be operational. The machinery room is equipped with one dry chemical fire extinguisher, certified as of March 2016.

18.1. Fit a high water level bilge alarm to the machinery space and integrate with the Allen Bradley displays at the workshop and lever control room stations.

19. Storage and Spare parts room from frame 26 to 33.5 on centerline.

The storage and spare parts room on centerline from frame 26 to 33.5, is a converted void space below the workshop accessed by a stairwell down from the aft end of the workshop space. The storage and spare parts room is outfitted with shelving and contains various spare parts for the vessel.

It is provided with aluminum deck plates secured preventing a close inspection of much of the bilges.

Coatings appeared to be in excellent condition and 100% intact. Bilges where visible at the forward end of the space were noted as clean and dry. No high water alarm was observed within the bilge of the spare parts room.

No fire extinguishers, smoke or heat detectors were observed in the storage and spare parts room.

No emergency lighting was observed fitted within the spare parts room.

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Hull shell thickness measurements were taken in this space at the forward end where accessible.

19.1. Fit a high water level bilge alarm to the spare parts room and integrate with the Allen Bradley displays at the workshop and lever control room stations.

19.2. Fit a fire extinguisher to the space suitable for the fire load and equipment within the space.

19.3. Install a suitable number of smoke detectors within the space and integrate with the AFP‐200 display in the lever control room.

19.4. Install at least one emergency light at the base of the stairwell in the spare parts room to illuminate the egress route.

20. Walking spud carriage located on centerline from frame 34 to 40.

The walking spud carriage is located on centerline and can walks between frames 34 and 40 propelling the dredge forward during dredging operations. The spud carriage is accessed by a pair of deck hatches port and starboard of the carriage deck plate. The interior coatings of the spud carriage were noted to be in good condition, 80% intact with localized coating failures in way of welds. Bilge water was observed in the bottom of the carriage and estimated to be a depth of 9”.

20.1. Dry out the spud carriage, media blast the affected coatings in way of welds and apply a marine epoxy coating system.

21. Swing Gear Room located on centerline in the deckhouse from frame 8 to 18.

The swing gear room is located at the forward end of the deckhouse on centerline and is bounded aft by the generator room and contains the electrical control room in a dedicated enclosure. The swing gear room is accessed via a pair of doors to the weather deck port and starboard at the forward end or aft via a door to the generator room. The swing gear room contains the pair of swing winches fitted outboard and forward as well as the ladder winch on centerline forward. The swing winches are

Chraaijeveld IHC, with 480 vac, 3 phase, 100 Hp electric motors, with a rated line pull of 15 ton. The centerline ladder winch is a Chraaijeveld IHC, with 480 vac, 3 phase, 100 hp electric motor with a rated line pull of 15 ton. Each of the three winches is equipped with an overhead mounted CCTV camera providing a view of the winch wire and drum, relayed to the lever control room.

A total of 5 portable, gasoline powered trash pumps and several chainsaws are stored in the swing gear room and used for various dewatering operations or debris clearing operations as needed, respectively.

A flammable products storage locker is located in the swing gear room and is fitted with a dedicated

CO2 fire suppression system to the locker, last certified in March 2016.

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The swing gear room is well outfitted with several dry chemical fire extinguishers last serviced in

March, 2016. The space also contains a single heat detector aft and a pair of heat detectors forward located over the swing winches.

A total of three emergency lights are located in the swing gear room, two forward and one aft. All were tested and found operational with the exception of the forward port light.

Adjacent to the electrical control room is located the 600 vac transformer, below which is located an emergency transformer disconnect.

Forward of the electrical control room is located a manual fire pull station in case of fire.

A wall mounted eye wash station was observed in the swing gear room, not mounted our fully outfitted with saline.

At the aft end of the swing gear room, outboard of the door to the generator room are located the emergency fuel oil shutdowns, a pair of gate valves located at deck plate level.

21.1. Several meat hooks and broken wire strands were noted in swing winch wires. It was reported it was normal operation to operate a wire until it broke and then replace it. Consideration should be given to fitting removable guards on the winch drums and painting the deck around the winches and on the fore deck in way of the warps high visibility yellow to denote a hazardous area to remain clear of during dredging operations.

21.2. The eye wash station in the swing gear room should be mounted and properly outfitted with saline.

21.3. Installed 110 vac electrical receptacle fitted on the bulkhead above the water fountain should be relocated out of the fountain splash zone.

21.4. Installed 100 vac electrical receptacle fitted on the bulkhead above the water fountain should have electrical run properly tied back and secured against movement and chafe.

21.5. Compressed air lines mounted on the port bulkhead of the swing gear room have broken free of their mounts. These should be immediately repaired and secured with resilient mounts suitable for the location and vibration reported during dredging operations.

21.6. The emergency light located above the port forward exterior door is damaged and non‐ functional, this item needs to be replaced.

21.7. Relocate the transformer emergency disconnect for the 600 vac transformer from directly below the transformer to a safe location away from the transformer.

21.8. All gasoline stored aboard for chainsaws and portable trash pumps should be stored in a flammable storage locker, preferably on deck and not in the deckhouse.

22. Electrical Control Room is located within the swing gear room and approximately from frame 12 to

17.

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The electrical control room is a dedicated, insulated and ventilated room within the swing gear room.

All power from the generators is managed at the switchboard in the electrical control room and then via either transformers to the 480 bus or direct to the 600 bus line of VFD’s for the dredge pump motors and the cutterhead motor. There are a line of 480 VFD’s for the ladder winch, swing gear winches and spud winches.

In general the cabinets for switch gear, motor controllers and VFD’s appear in good condition, with no visible rust, and electrical connections and wiring professionally installed. The room in general is in need of housekeeping, see recommendations.

The electrical control room is outfitted with two emergency lights one forward and one aft in way of the fore and aft located doors. Both were tested and the forward one was found operational, the aft one was found to be non‐functional.

The electrical control room was observed to be outfitted with two smoke detectors, these were tested and found to be operational.

The electrical control room was observed to be equipped with one CO2 fire extinguisher at the forward entry way.

22.1. Repair/replace aft emergency light.

22.2. Remove all combustible materials stored behind motor controllers to starboard, pink foam, wood.

22.3. All motor controllers inspected showed signs of dust and require cleaning.

22.4. Motor controller and VFD cabinets opened had gaskets tearing from the frames or doors, all should be replaced.

23. The Generator Room is located on centerline aft of the swing gear room, between frames 18 to 24.

The generator room is accessed forward from the swing gear room, or aft from the workshop and alternatively outboard and aft port and starboard from the weather decks. The generator room houses the two main generators which are caterpillar 3516 diesel generator engines close coupled to

600 vac, 1,325 kW Kato generators. On centerline between the two main generators is a harbor generator, consisting of a caterpillar C9 diesel engine close coupled to a 480 vac, 250 kW generator.

All three generators are hard mounted on foundations on the fuel oil tank top and provided with 24 vdc starting via a battery bank. Starting batteries were not inspected.

All three generators were operated for the purpose of the survey with all alarms and shutdowns for the three generators tested and found to be operational.

The generator room is equipped with dedicated forced ventilation fans to supply air to the generators and space. The fans are provided with emergency shutdowns in the event of a fire and shutdowns are

12 | P a g e located port and starboard on the weather deck outside the machinery space and in the workshop at the CO2 bottle room near the CO2 pulls.

The space is protected by CO2 with a pull station at the CO2 bottle room in the workshop immediately aft of the generator room. Fuel oil shut off valves for the high and low suctions for all generators are located at the aft end of the swing gear room.

Fire extinguishers were observed in the generator room, consisting of two CO2 fire extinguishers located forward and one dry chemical fire extinguisher aft. All were last certified in March 2016.

Three heat detectors were observed in the generator room, these were tested at the time of the survey and all were found to be operational.

Main generator air intakes are provided with guards. All rotating machinery is provided with guards and electrical connections where made are secure and protected.

The generator room is well outfitted with emergency lighting, 3 units located forward and 3 units located aft. All units were tested and found operational.

All exits to the generator room are clearly marked and illuminated as exits.

23.1. Both generators are fitted with a 1” rubber hose for lube oil pump out via a quick connect fitting. The fittings and hoses are for use with outboard bulkhead mounted (port and starboard) lube oil filters which are no longer used. Outboard lube oil filters are to be removed if not in service. If quick connect hoses to generator lube oil sumps are not used for oil changes these are to be immediately removed.

23.2. The generator room needs cleaning to remove grease, oil and fuel residue form surfaces of the generators.

23.3. The port main generator has tapped electrical leads on the 12v power to the controls, the wire is exposed. The wiring needs to be gone through and all connections re‐made and extraneous wires taken back to a junction box or removed if unused.

23.4. The starboard generator has a tapped electrical lead on the 12v power to the controls, assumed unused customer connection. The wire is exposed, the wiring needs to be gone through and all connections re‐made and extraneous wires taken back to a junction box or removed if unused.

23.5. The harbor generator has a broken/cut 110 vac jacket water heater wire. The wire should be repaired and connected or drawn back to the breaker and removed.

23.6. An unknown, unidentified 100vac power cable was noted on the starboard side the of the harbor generator, not connected. The purpose, source and intent of the cable needs to be determined and connected or drawn back to the breaker and removed.

24. The Workshop is located on centerline, aft of the generator room, spanning frames 24 to 32.

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The workshop is located on centerline aft of the generator room and is accessed via the port forward door from the generator room or via the port and starboard exterior doors to the side decks. The workshop houses the main air compressor on the forward bulkhead, the CO2 bottle room to port, the engineer’s work station to starboard and stores principally aft in storage and spare parts racks.

Within the workshop is the CO2 bottle room, containing a total of eight (8) 100 lb CO2 bottles last certified in March 2016. Generator room ventilation fan shutdowns and CO2 pulls are located outside the CO2 bottle room for activation in the main generator room. The CO2 rooms is vented outboard to the vessel exterior, however the overhead of the CO2 bottle room has several holes, permitting ventilation into the workshop space.

SCBA’s and turnout gear were observed stored in the CO2 locker on the floor. Gear should be properly stored and made ready for turnout in the event of a fire.

The air compressor provides compressed air for the air brakes on the spud winches and the forward mounted swing gear winches and ladder winch. The air compressor is located out of reach of normal operations and is provided with guards on rotating machinery. The location of the air compressor makes the performance of regular maintenance difficult. It is unclear when the last time the air compressor was inspected and the reservoir hydro tested or audio gauged.

The engineer’s work station is equipped with an Allen Bradley display, relaying the dredging system alarms displayed in the lever control room. The station is also fitted with generator monitoring and alarm panels for both main generators and the harbor generator.

The workshop is outfitted with some work benches, and welding machines aft to port. Hot work performed in the space should be conducted with great care, as there are combustible products within the space and the space below.

There is a large volume of combustible materials in the form of wood, packaging, cardboard and paper products throughout the space. There are numerous oily rags and containers containing combustible fluids at the forward end of the workshop, located inside the fuel oil tank boundary as denoted on the deck in high visibility yellow.

A flammable materials storage locker is fitted in the workshop along the port, after bulkhead and is equipped with CO2 fire suppression system, last serviced in March 2016. No other fire extinguishers were observed within the workshop.

The workshop was observed to be provided with two heat detectors in the overhead, these were not tested at the time of the survey.

At the aft end of the workshop is located a 480 vac, 200 amp Meltric shore power receptacle, provided access via a cutout in the aft bulkhead. The location is provided signage in the form of a High Voltage sign. The shore power connection is made via a marine switch box where phase sequence can be

14 | P a g e switched and shore power connection voltage and frequency are monitored. The analog voltage gauge was observed to be inoperable.

The aft end of the workshop also houses a Miller welding machine, there is no overhead hood over a workstation or forced ventilation provided to the workshop in support of performing welding within the space.

The workshop is outfitted with two emergency lights, one port and one starboard over the exterior doors. These units were not tested at the time of the survey. Exit lights are also fitted above each exit.

A first aid kit is mounted in the workshop near the engineer’s workstation and was inspected at the time of survey. Headache pain medications expired 2/2017 and numerous other items are due to expire in 2017. Adjacent to the first aid kit is a tagout and lockout station.

The space is provided with no smoking signage on the interior bulkheads.

24.1. Remove, reduce the fire load in the workshop. Inventory items on the shelves and remove those items not necessary or required and where possible remove packaging and combustible materials.

24.2. Repair or replace analog voltage gauge in shore power connection switch gear in the workshop.

24.3. The Miller welding machine in the workshop is grounded to the stairwell to the spare parts room below. Unless welding is conducted in the immediate area this is unsafe and improper practice.

24.4. Fit a hood ventilation station in way of a small welding/fabrication bench to support the performance of welding operations in the workshop. Include a heat detector in the vicinity of the bench and integrate into the shipboard monitoring system.

24.5. Provide a fixed ladder to the air compressor to promote access, inspection and maintenance.

24.6. Plug all holes in CO2 bottle room overhead into the workshop space.

24.7. Install CO2 gas monitoring in the workshop space.

24.8. SCBA’s and turnout gear are to be inspected and stored in a manner ready for immediate use in case of fire.

24.9. Inventory and replace first aid kit medications as required.

25. Lever Room.

The lever room is located atop the deckhouse at the forward end, on centerline at frame 8 to 12. The lever control room is where the dredge operations are controlled and monitored from and the room is equipped to control the dredge pump, cutter head, ladder, swing winches and spud winches. The lever room is equipped with Allen Bradley Displays to control the equipment and to provide monitoring of shipyard board power and alarms. The room is further outfitted with the AFP‐200 alarm panel for fire detection and monitoring ship wide. The room is further outfitted with a Murphy Alarm panel for monitoring the generator room machinery.

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The lever room is outfitted with a smoke detector and a dry chemical fire extinguisher.

25.1. Life rings with lines should be provided throw bags for the lines. Lines are currently tied and do not appear usable in an emergency man overboard situation.

26. Fire Detection and Suppression Systems/Equipment

The dredge barge is equipped with an AFP‐200 Intelligent Fire Detection and Alarm System with hard wired smoke and heat detectors and alarms fitted to throughout the operation and mechanical spaces of the vessel. The system is reported to be supplied with a secondary source of emergency power.

The visual and audible alarm panel is located in the lever room and hard wired to heat detectors in the machinery room (2), swing gear room (3), generator room (3) and workshop (2) and hard wired to smoke detectors in the electrical room (2), and lever room (1).

No detectors are fitted in the pump room or stores and spare parts room below the workshop.

Smoke and heat detectors in the machinery, swing gear, electrical, generator and lever rooms were tested and found operational.

No carbon monoxide detectors were observed installed in any of the operational or machinery spaces onboard the dredge.

It is not known when the last time the system was last inspected by a certified technician.

The vessel is equipped with a fire water system, with four (4) fire water stations. One station is located on the inboard side of the starboard exhaust stack above the deckhouse, the other three (3) are along the starboard side of the deckhouse exterior. A general service pump is located in the pump room to provide water to the fire water system. No fire stations are located inside the structure of the vessel.

Hand portable fire extinguishers are in various locations throughout the interior spaces. Dry chemical and CO2 hand portable fire extinguishers, with tags. All were noted to have been last inspected and certified in March 2016.

The engine room is equipped with a fixed CO2 fire suppression system with a time delay and audible alarm. The CO2 bottles for the system are kept in a locker on the port side of the workshop on the main deck. The system can be activated by levers located on the outside of the CO2 bottle locker. The locker vented outside, however it is also vented into the workshop. Instructions for the operation of these levers are posted on the bottle locker exterior bulkhead above the pulls. Tags on the system indicating last inspected and weighed in March 2016. SCBA’s and turnout gear are also located in the

CO2 bottle room.

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Fire alarm pull stations are located in the swing gear room, the generator room, and the lever room.

The pull station in the swing room was tested and found operational.

Emergency ventilation shut downs for the generator room are located on the exterior deck adjacent to the port and starboard generator room access doors as well as at the CO2 bottle discharge location on the CO2 bottle room and at the aft end of the swing gear room.

Emergency generator shut downs are located on the exterior deck adjacent to the port and starboard generator room access doors.

Emergency fuel oil shut off valves (high & low suctions) for all engines are located at the aft end of the swing gear room. Additional emergency fuel shut off buttons for the fuel transfer pumps are located on the inside of the fuel fill lockers located on the main deck, exterior of the deckhouse in the fuel transfer stations. These fuel transfer shutdowns are missing their markings.

Fuel fill and vent pipes were located within a fuel spill containment locker at the port & starboard sides of the main deck. Flame screens were observed fitted on the vents.

A flammable material storage locker was observed in the swing gear room and in the workshop. Both units were equipped with self‐contained CO2 fire suppression systems. A single flammable materials storage locker was observed located on the exterior aft deck of the dredge and was observed to be without a fixed fire suppression system.

26.1. Verify the last time the AFP‐200 fire detection system was last tested and certified by a technician, perform as required.

26.2. The fire hose station located above the deckhouse inboard of the starboard stack casing is fitted with a hose and nozzle, but is missing a wrench. A wrench is required.

26.3. The main deck fire stations, forward and midships stations are missing their hoses, nozzles and wrenches. All three hoses appear to be fitted to the aft hose station. All hoses, nozzles and wrenches should be stored at their respective fire stations at all times.

26.4. Verify annual hydro testing of fire hoses and a log is maintained.

26.5. Deckhouse exterior generator room ventilation shutdowns are missing labels, to be replaced.

26.6. Deckhouse exterior generator emergency shutdowns are missing labels, to be replaced.

26.7. Forward generator room ventilation shutdown at the aft end of the swing gear room missing label, to be replaced.

26.8. Install new nameplates and identification markings on the fuel oil transfer pump start/shutdowns located in the fuel oil transfer stations on the main deck exterior, port and starboard.

26.9. Aft deck located flammables storage locker to be equipped with fixed fire suppression system prior to containing flammable materials.

27. Personnel Safety Equipment & Related Systems

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In general rotating machinery, high temperature equipment or toxic materials were found to be provided with guards, insulated coverings and covers as appropriate.

Exterior decks and ladders are coated with a nonskid and fitted with handrails. Hazard markings were observed in machinery spaces on equipment and mechanical devices where appropriate.

A total of Two 30” ring buoys with float lights one each were installed at the port and starboard sides of the lever room, both were tested at the time of the survey and the port was found nonfunctional and the starboard slow to illuminate.

Additional ring buoys with retrieval lines were located port and starboard on the deckhouse roof deck aft and at the forward, amidship and aft sides of the main deck exterior.

A fire control plan was observed in the swing gear room. The fire control plan was not posted and therefore should be updated to reflect any changes and posted.

A Zee first aid kit is mounted at the starboard side of the workshop area. The first aid kit was inspected and found headache pain medications expired 2/2017 and numerous other items are due to expire in

2017.

An eye wash station was observed in the aft port area of the swing gear room, not mounted and missing saline solution.

Recommendations

27.1. Replace batteries in all life ring float lights, verify correct operation.

27.2. Update safety plan and verify all equipment is onboard, operational and in the correct locations.

27.3. Install eye wash station on bulkhead in swing gear room, outfit with saline.

27.4. Install an eye wash station in the workshop near the first aid station.

28. Dewatering Systems & Equipment

A general service pump in the pump room is used as an educator bilge pumping system in the pump room.

An additional and primary service 2” electric submersible pump is present in the bilge beneath the dredge pump for dewatering.

A number of gasoline portable trash pumps were present in the swing gear room, with some lengths of suction/discharge hoses for the pumps sighted. It’s unclear if sufficient suction and discharge hose is onboard to operate all of the pumps from deep locations overboard. I tis also unclear why several pumps are needed to be carried onboard under normal circumstances.

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A high water level sensor was installed in the dredge pump room. No other operational spaces had a bilge high level sensor/alarm installed.

28.1. Install a dedicated bilge suction manifold with educator suctions in all compartments throughout the vessel.

28.2. Install a dedicated TLI (tank level indicating) system in all ballast and void compartments throughout the vessel in order to provide real time tank level monitoring to the lever room and engineers station in the workshop.

29. Engine Alarms & Emergency Devices

The dredge is operated while unmanned by engineering personnel. An audible and visual alarm is installed on the dredge in order to summon engineers from a nearby vessel, on standby. This alarm was tested at the time of the inspection, the visual indication (strobe light above lever room) was found to be inoperative.

Each of the main generators and the harbor generator engines are equipped with local instrument panels for low oil pressure, high cooling water temperature. This information is also relayed to the lever room and workshop displays. These displays were tested at the time of the inspection and found to be operable.

A Murphy Alarm panel is fitted in the lever room to provide audible and visual indication of low oil pressure, high cooling water temperature and high/low oil level for the main generators and harbor generator. All alarms were tested and observed to be operational.

The generator engines are equipped with the following automatic shutdowns:

High temperature, jacket water cooling

Low lube oil

Over speed

All alarms and shutdowns on all three generators were tested with the assistant chief engineer and found to be functional, with the exception of the over speed trip on the harbor generator which is an electronic engine and it was not possible to test.

Emergency lighting is strategically positioned throughout the vessel. Additional lighting should be fitted.

Recommendations:

29.1. Engineer summoning visual alarm above lever room should be repaired and made serviceable.

29.2. Trouble shoot the low/high oil level alarm and sending unit on the generators so it does not send an alarm signal under normal operating conditions. Crew will then not disconnect the

Murphy panel as part of normal operation in order to silence nuisance alarms.

29.3. Add additional emergency lights to the store and spare parts room.

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30. Emergency Alarms & Communications

The vessel is equipped with a general alarm system, which can be activated at the leverman’s control station in the lever room. General alarm bells were noted in the swing gear room, engine room and workshop. The general alarm system was tested at the time of the survey and found to be operational.

31. USCG Required Navigational Symbols & Lights

All USCG required navigation symbols and lights were found to be onboard.

32. Other

A CCTV display is installed in the monitor room with cameras located in the swing gear room looking at the swing gear, ladder winches and spud winches. This allows the operator to verify the visual condition of the equipment while operating.

Recommendation:

32.1. Additional CCTV cameras should be installed in the pump room, machinery room and generator room and made viewable at the lever room and workshop engineer station.

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Conclusion

As far as may be ascertained from a general examination of this vessel, it is the opinion of the undersigned that the vessel is in satisfactory condition and suitable for operation in the intended service on inland waterways subject to compliance with the noted recommendations.

This examination has been made of accessible spaces, machinery and outfitting without removals, opening parts or operating machinery unless otherwise noted. The accuracy of any documents, data or opinions provided by the vessel owner or representatives has not been vetted. Naval architecture and marine engineering analysis were not within the scope of this survey and no determination has been made regarding stability or structural integrity.

This report is based on the conditions found during the survey and the opinions contained herein are given in good faith. This report does not guarantee or warrant the condition of the vessel. This survey has been prepared for the exclusive use of the U.S. Army Corps of Engineers and may not be used by any other party without the written permission of .

Enclosures

1. Dredge Barge GOETZ Photographs

2. UT Readings of Dredge Barge GOETZ

3. Dredge Barge GOETZ General Arrangement

USACE Dredge Barge

“GOETZ”

General Condition & Safety Survey

Conducted February 9th, 2017

Figure 1. View forward in Ballast No. 1 Port Tank.

Figure 2. Deck hatch to Ballast No. 1 Port tank, showing cracked hatch requiring replacement.

Figure 3. Impact damage to side shell in the Ballast No. 2 Port tank.

Figure 4. Typical tank conditions, Ballast No. 2 Starboard tank shown.

Figure 5. Overboard piping in Void No. 3 Port tank, missing coatings in way of hot work.

Figure 6. Void No. 3 Starboard electrical conduits.

Figure 7. Void No. 3 Starboard with added deck penetration and 110 vac cable routed through.

Figure 8. Void No. 3 110 vac cable routing through compartment.

Figure 9. Void No. 3 with 110 vac heat trace on sea chest intake pipe between sea chest and valve.

Figure 10. View looking aft from forward of the Void No. 5 Port compartment.

Figure 11. View forward of the box cooler trunk located in Void No. 5 Starboard compartment.

Figure 12. Void No. 5 Aft Port compartment, showing mud, standing water and minor coatings bleed through of rust.

Figure 13. Void No. 5 Aft Starboard compartment, showing state of bilge and overview of rust bleed through in coatings.

Figure 14. Ballast No. 6 Port overview looking forward from aft extent showing condition of compartment.

Figure 15. Ballast No. 6 Starboard overview looking forward from aft showing general condition of compartment.

Figure 16. View of structure inside the walking spud carriage, showing coatings in way of the weld in need of cleaning, prime, coatings.

Figure 17. Pump room, dredge suction pipe with mass flow instrumentation and cautionary warning for radioactive materials.

Figure 18. Hydraulic knife valve on inlet side of 20” dredge pump suction.

Figure 19. Pump room fixed eductor bilge pump suction.

Figure 20. Machinery room, dredge pump electric motors shown.

Figure 21. View aft of the machinery room showing sea chest strainer to the left, fuel oil transfer and bilge, dirty oil pumps aft and sewage treatment unit to the right below the stairwell.

Figure 22. View looking forward of the stores and spare parts room below the workshop.

Figure 23. View forward of the swing gear room and swing gear winches and ladder winch on centerline.

Figure 24. Transformer in swing gear room with emergency disconnect located below transformer on foundation.

Figure 25. Vessel to port of the forward end of the swing gear room showing pneumatic lines, accumulator and dryer hanging from rope supports from the bulkhead.

Figure 26. Swing gear room flammables locker with CO2 fire suppression.

Figure 27. Swing gear room eye wash station, not mounted and missing saline solution.

Figure 28. Fuel oil shut off valves at the aft end of the swing gear room adjacent to generator room access doorway.

Figure 29. Generator room ventilation fan shutdowns at the aft end of the swing gear room, missing labels.

Figure 30. Broken strands of wire on the starboard swing gear winch.

Figure 31. Door gaskets on VFD cabinets in the Electrical Control Room.

Figure 32. View forward of Electrical Control Room and motor controllers.

Figure 33. Foam and general materials stored outboard of switch gear cabinets in the Electrical Control Room.

Figure 34. Port main generator.

Figure 35. Port main generator exposed wiring and poor contacts.

Figure 36. Port main generator cooling water piping, arrangement and configuration.

Figure 37. Exposed wiring in way of the harbor generator port side.

Figure 38. Exposed wiring in way of the harbor generator starboard side.

Figure 39. Improper electrical connections in way of the starboard generator, in red tape, same connection as port generator.

Figure 40. Improper electrical connections in way of the customer connection on the starboard generator.

Figure 41. No longer in service main generator externally mounted lube oil filter, to be removed.

Figure 42. Workshop, engineer’s work station.

Figure 43. Over view of workshop, starboard looking to port.

Figure 44. Workshop located shore power switch gear, with none functional analog voltage meter to be replaced.

Figure 45. Workshop engineer’s work station and monitoring station displays.

Figure 46. CO2 bottle room within the workshop space.

Figure 47. Lever control room, view forward of fore deck and dredging operations when underway.

Figure 48. Lever control room, view of Murphy Alarm panels, inadequate labeling of alarm indicators.

Figure 49. Lever control room, view of AFP‐200 Fire detection and alarm system.

Figure 50. Lever control room, view of one of the two Allen Bradley displays.

Figure 51. View from lever control room exterior of undersized crane.

Figure 52. View of oxyacetylene bottles inadequately secured on foredeck of dredge.

Figure 53. View of Port side fuel oil transfer shut off, label missing to be replaced.

Figure 54. View of Port side emergency shutdowns for generators, labels missing and to be replaced.

Figure 55. View of starboard side amidships fire station, missing hose, nozzle and wrench.

ENCLOSURE 2

Vessel Report: USACE Dredge GOETZ

Gaugings Taken by: Inspector

Gaugings Taken on: February 9th, 2017.

Gaugings Taken with: Olympus, Panametrics‐NDT MG2‐XT

Gauge No. Compartment Location Member UT Thickness (inches) As Built

1 Ballast No. 1 Port Frame 1 Forward Shell Plt 0.449 Unknown

2 Ballast No. 1 Port Frame 3 Side Shell Plt 0.451 Unknown

3 Ballast No. 2 Port Frame 6 Side Shell Plt 0.454 Unknown

4 Void No. 3 Port Frame 9 Side Shell Plt 0.46 Unknown

5 Void No. 3 Port Frame 12 Bottom Transverse Flange 0.372 Unknown

6 Void No. 3 Port Frame 19 Side Shell Plt 0.454 Unknown

7 Void No. 5 Port Frame 22 Side Shell Plt 0.57 Unknown

8 Void No. 5 Port Frame 20.5 Box Cooler Top Plt 0.458 Unknown

9 Void No. 5 Port Frame 20.5 Box Cooler Side Plt 0.446 Unknown

10 Void No.