The design and construction was found to be good overall, with the vessel built to IACS standards and Rules. The vessel is a Bulk Carrier, with 9 holds, driven by a fixed pitch, direct drive propeller. The Main Engine is a Nox Tier 1, MAN B&W and the vessel has 3 Auxiliary Engines, and no shaft generator. It is subject to the Enhanced Survey Program (ESP) and holds a Class notation for In Water Surveys. No Cargo Lifting Appliances are fitted and the vessel cannot carry it's own grabs. The UTM report showed no steel diminution. Apart from the equipment required by international rules and regulations, the bridge is also fitted with machinery space control system repeater panel and differential-gps and the engine room and machinery are fitted with exhaust gas recirculation, MGO cooler, incinerator sludge burning system, UMS capabilities, 2-stroke engine mechanical lubricator and sea water box coolers.

The hull was seen to be in a good overall condition, with the hull able to be inspected from all round at the anchorage. The vessel was found to be free of both major and minor structural defects and had only minor spot corrosion, up to approximately 10% of the surface area, mainly located across shell platings in areas of abrasions likely caused by tugs and fenders. Hull markings were well painted and legible with no marine fouling observed. The vessel's last out of water bottom survey was carried out on 27-Mar-20, with the vessel’s next out of water bottom survey due by 26-Mar-25.

The Foc'sle and poop decks were seen to be in a good condition overall with the decks found to be free of structural defects had only minor spot corrosion, up to approximately 15% of the surface area, mainly located across deck platings. Deck fittings were found to be in a generally good condition with isolated instances of minor spot corrosion notably on bollards and fairleads but with fairleads and mooring rollers found to be seized due to some fairleads were not free to move when tested by hand. All Hydraulic windlasses and winches were reported to be fully operational and free from hydraulic leakage as observed. Mooring machinery was in a generally good condition with isolated instances of spot corrosion on foundations Anchor chains and mooring ropes were in a good overall condition. Mooring practices were seen to be good and snap-back zone warnings were seen to be posted at the entrances to mooring areas as per industry best practice. The Bosun's store was in a good overall condition with no issues to the structure, coatings or housekeeping observed. The bitter end release arrangements were seen to be clear and unobstructed and the emergency towing booklet seen to be available near to the Foc'sle.

The main deck was seen to be in a good condition overall, with the deck found to be free of structural defects and had only minor spot corrosion, up to approximately 5% of the surface area, mainly located on deck platings notably on cross walkways. Deck fittings were found to be in a fair condition due to areas of developing corrosion noted on deck pipework notably expansion joints and brackets however, pipework and fittings were seen to be generally free of leakages. Deck mooring machinery were in a generally good overall condition with isolated instances of spot corrosion on foundations. The accommodation ladders and gangways were in a good overall condition, with no notable defects found, as were provisions lifting appliances.

Ballast tanks were deemed to be in a good overall condition. Fore Pk Tank / Aft Peak tank were entered for inspection and photographs of previous tank entries in 30-Sept-21 were provided for review. It was seen that the ballast tanks were found to be generally free of significant structural defects and had only minor spot and localised corrosion, up to approximately 5% of the surface area, mainly located on frame and stiffener edges. Ballast tank fittings such as ladders and pipework were seen to be in a good overall condition with Anodes seen to be depleted up to 20%. Tanks were seen to have a minimal amount of mud/sediment accumulation but were free of any signs of staining from sewage or marine fouling. Ballast control systems such as valves and gauges were reported to be fully operational and all ballast pumps were in good working order and in good visual condition.

The accommodation and galley areas were seen to be in a good condition overall with floor and wall coverings found to be in good condition and upholstery and furniture found to be free from deterioration and defects. The levels of housekeeping and cleanliness was found to be good with levels of hygiene also seen to be good in the sanitary facilities. The hospital was seen to be well equipped and ready for use with drugs and controlled substances locked away. The associated drugs log was kept up to date. The accommodation was found to be outfitted to an average quality and is equipped with a Gym and En-suite for all crew members. The Air Handling Unit (AHU) was found to be maintaining a comfortable temperature and was seen to be in good condition with no defects. The galley equipment was deemed to be in a good overall condition with all equipment reportedly in good working order. The galley was found to be in a clean condition with the galley hoods also found to be kept clean. The vessel's walk-in cold rooms were found to be clean and hygienic with temperatures at the required levels. Provisions machinery, pipework and door seals were seen to be generally free of frosting and deterioration. The external superstructure was found to be free of structural defects and had only minor spot corrosion, up to approximately 5% of the surface area, mainly located around windows. The external superstructure fittings were seen to be in a good overall condition with all external accommodation doors in good working order and properly closing.

The Bridge, navigation and communications equipment were found to be in a good condition overall with housekeeping found to be good and with all bridge equipment reported to be fully operational. The vessel's VDR was found to be free from any unanticipated alarms with collection instructions posted nearby and with the Bridge Navigation Watch Alarm System (BNWAS) reported to be fully operational. The vessel's primary means of navigation, as listed on form E of the safety equipment certificate is ECDIS backed up by a folio of paper charts which were found to be up to date. RADAR blind sectors were seen to be posted near the RADARs with the compass deviation card up-to-date and available near to the helm. The compass deviation log was found to be satisfactory, with no major deviations and generally up-to-date. The vessel is licensed to cover GMDSS sea areas A1, A2, and A3 and had a valid shore-servicing agreement in place. The radio batteries were seen to be well maintained and in good condition and the EPIRB, SART and VHF handheld batteries were all in date as required. Berth to berth passage plans were seen on-board and were signed by all navigating officers with nautical publications provided in Paper and Electronic format. Master's standing and night orders were found to be signed by all navigating officers with the bridge log book correctly filled in and the GMDSS logbook also up to date and correctly filled in. The Monkey island was found to be in a good overall condition with the mast, aerials and antennas seen to be satisfactory and free of defects.

The Engine room and machinery were found to be in a good to very good overall condition, with no significant defects reported or observed and with the engine room generally found to be very clean. During the inspection the Auxiliary Engines, pumps, air compressors and sewage treatment plant were seen running. Bilges and tank tops were generally free of oil or water. Pipework was seen to be in good overall condition, free of leaks, temporary repairs and significant corrosion with pipework lagging seen to be all clean and intact. Housekeeping was seen to be to a good overall standard with the vessel found to be equipped with adequate critical spares as recommended by Class or manufacturers which were seen to be neatly stowed and secured. A review of the latest lube oil analysis reports provided showed no areas of concern. The NOx Technical file was up to date and last updated on 13-Sept-21. The Main Engine was reported to be fully operational and was seen to be in good condition, with no major visible defects. A review of the latest Main Engine performance report provided showed no areas of concern. A review of the latest engine running hours showed that the Cylinder heads, Pistons, Bearings and Cylinder liners overhauls were within the service hours. Propulsion systems, such as shafts, gearing and bearings were in good working order with no defects reported or sighted. The 3 Auxiliary Engines were reported to be fully operational and were seen to be in good condition, with no major visible defects. A review of the latest Auxiliary engines performance report provided showed no areas of concern. A review of the latest Auxiliary engines running hours provided showed no engines were overdue their manufacturers recommended overhaul intervals. The vessel's steam boiler was found to be fully operational and in good condition. The boiler safety valves were seen to be satisfactory and free of tampering. All Auxiliary equipment was found to be fully operational and in good condition. The steering gear was seen in good working order, free of leakage with emergency steering instructions seen to be posted nearby. The machinery spaces are operated in Unmanned mode and the alarm and control system was seen to be free of any serious alarms. Electrical distribution systems including the main switchboard were in good working order and switchboard insulation readings were adequate.

Fire and safety appliances were found to be in a good condition overall and generally free of fire hazards with all firefighting equipment seen to be regularly serviced and inspected. The fire detection and alarm system was found to be fully operational and was free of signs of tampering and alarms. The vessel is fitted with Water Spray and CO2 fixed firefighting in the engine room, none for the cargo areas and Galley CO2 in the accommodation. Fixed firefighting systems were all reported to be in good working condition with operating instructions clearly posted. The main and emergency fire pumps were reportedly fully operational and both were found to be in a good condition, free of leakages. A fire pump was tested during the inspection and was found to deliver adequate pressure. The fire main and ancillaries such as hydrants and valves were in good overall condition, free of defects. Fire extinguishers were all in good condition and all portable equipment were positioned in accordance with the fire plan. Firefighting outfits and associated equipment were all in good condition with BA equipment found fully charged and ready for use. The emergency generator was tested during the inspection and found to be in good working order and in a good overall condition. Remote shutdown emergency devices such as quick closing valves, machinery stops and ventilation dampers were deemed to be in a good overall condition with no defective shut down equipment. The fire doors were found to be in good condition, closing effectively and free from any unauthorised 'hold-open' arrangements.

Lifesaving appliances were seen to be in a good overall condition with all equipment regularly serviced and inspected as required. The vessel is fitted with 1 free-fall lifeboat, which was seen to be in good overall condition externally and internally. The lifeboat engine was tested during the inspection and found to be in good working order. The vessel's rescue boat was found to be in a good overall condition and ready for immediate use. The vessel is equipped with 5 life rafts, which were found to be in good condition with Hydrostatic Release Units (HRUs) in date and correctly rigged. Davits and lowering arrangements were found to be in good condition overall with evidence of regular maintenance, servicing and inspection sighted and evident. Ancillary lifesaving equipment such as lifejackets, immersion suits and EEBD's etc. were found to be in good condition and ready for immediate use with man overboard smoke and light signals seen to be in date. Embarkation ladders were found to be in a good, well maintained condition though the pyrotechnics and line throwing apparatus were seen to be appropriately stored and within their expiry dates.

Safe working was deemed to be good overall with no unsafe practices observed during the inspection and the vessel presenting a generally safe working environment. Hazards were seen to be clearly marked and external walkways adequately coated with non-slip paint and free of trip hazards. Adequate PPE was seen to be worn by crew at all times and portable gas detection meters were provided and calibrated. Hazardous substances were seen to be generally safely managed with appropriate Material Safety Data Sheets provided. Risk Assessments (RA) were seen to be up to date and satisfactory with enclosed space entry procedures followed and an effective Permit To Work (PTW) system in place. Main and emergency exits were clearly identified and unobstructed with all IMO signage seen to be satisfactory. Pilot ladders and boarding arrangements were seen to be in a good safe condition with clear pilot boarding instructions posted. Regular drills were conducted on board with the last drill conducted on the 11-Nov-21, which was an Piracy search drill drill.

Pollution control was deemed to be good overall and generally found to be well implemented on board with the vessel free of pollution hazards. The vessel holds a Class-approved Inventory of Hazardous Materials, which is required for entry into EU ports. The vessel's Oily Water Separator (OWS) was found to be fully operational and in good overall condition, with no obvious defects. The OWS was simulation tested during the inspection and the 15ppm Oil Content Meter (OCM) was seen to be calibrated. The bilge overboard was seen to be locked against unauthorised opening and the oily water treatment system as a whole was seen to be free from signs of tampering or unauthorised modification. The SOPEP locker or box was found to be well stocked with SOPEP equipment in good condition and an accurate list of equipment posted nearby. The Oil Record Book (ORB) was seen to be well-maintained and up-to-date, with the last entry on the 09-Nov-21. The vessel is not fitted with a Ballast Water Treatment System (BWTS), which will be required before the next International Oil Pollution Prevention (IOPP) certificate renewal date on the 21-Jun-22. The vessel's ballast record book was seen to be up to date and correctly filled in. The vessel is fitted with an Environmentally Acceptable Lubricant (EAL) in the stern tube and is therefore Vessel General Permit (VGP) compliant in this regard. The vessel's sewage treatment plant was found to be fully operational and in good overall condition, with no obvious defects. Garbage segregation was found to be good, with adequate, labelled containers and garbage seen to be well sorted and containers seen to be made of approved non-combustible materials. The Garbage Record Book (GRB) was seen to be well-maintained and up-to-date, with the last entry on the 07-Nov-21. The Emission Control Area (ECA) change-over logbook was reviewed and found to be satisfactory with the date of last entry on 03-Apr-19. The vessel's incinerator was found to be fully operational and in good overall condition, with no obvious defects. The vessel complies with IMO 2020 regulations by employing the use of Very Low Sulphur Fuels Oils (VLSFO) with a sulphur content of less than 0.5%.

Onboard management was found to be good overall. The computer-based Safety Management System (SMS) was deemed to be functioning and well implemented in general, with Permits to Work (PTW), risk assessments and procedures understood and followed. Onboard management was found to deal with accidents, near misses and deficiencies in an effective manner and regular safety committee meetings were carried out on board. The vessel's MLC certificate was valid with records of hours of rest (ILO) correct and up to date and maximum work hours not regularly exceeded. The PMS system was found to be kept up to date with no critical overdue work orders. The Class-approved software-based Planned Maintenance System (PMS) was fully integrated with the SMS for ordering of spares and general vessel management. The Port State Control (PSC) history was found to be good with 1 deficiencies and 0 detentions in the 2 inspections conducted in the past three years. The vessel's flag is targeted by the United States Coastguard (USCG) and therefore will likely be subject to increased scrutinisation by port state control (PSC) whilst in the USA. Security access controls were deemed to be satisfactory with the vessel conforming to International Ship and Port Security (ISPS) standards. The Master and crew were prepared for the inspection and provided good cooperation with the majority of requested documents provided.

Vessel capabilities and cargo systems were deemed to be in a good overall condition. Holds from 1 - 9 were entered for inspection and photographs of previous hold entries from 16-Nov-21 were provided for review. The inspected cargo holds were found to be free of structural defects and had only minor spot corrosion, up to approximately 5% of the surface area, mainly located Frames, corrugated bulkheads, tank top.. Cargo hold fittings such as ladders, handrail and pipe guards etc. were seen to be generally free of damage. The last cargo carried was Iron Ore, with the next intended cargo reported to be Iron Ore. The cargo holds were free of signs of water ingress both from internal and external sources. Cargo monitoring systems such as bilges, temperature sensors, water ingress sensors etc. were reported to be fully operational and regularly tested. The vessel is fitted with Side rolling hatch covers, which were seen to be well aligned and closing correctly. Hatch covers were found to be free of structural defects and were free of coating breakdown and corrosion. Hatch cover operating systems were in full working order and were seen to be in good condition, free of corrosion and leakages. Hatch cover rubber seals and retaining channels were in good overall condition and free of temporary means of sealing such as foam or sealing tape. Hatch cover securing and hold open arrangements along with landing pads were seen to be in a good overall condition with no notable defects observed. Hatch coamings and longitudinal continuation brackets were found to be free of structural defects and were free of coating breakdown and corrosion. Compression bar/strips were seen to be in good condition with hatch coaming drain channels free of corrosion, scaling and debris and the hatch coaming non-return valves clear and operational. Stability calculations were seen to be carried out and the vessel holds a Document of Compliance (DOC) for the carriage of Dangerous Goods (DG). The vessel is gearless.