The overall build quality was found to be good with the vessel built to IACS standards and Rules. Steel plating was found to be fabricated to a good standard, well aligned and was free from general distortion, and the quality of welding was seen to be good with no significant pitting and with good profile in general. Fittings and pipework were generally well laid out, with pipework and electrical conduits well placed for ease of maintenance and repair. Bridge equipment was found to be provided by reputable, well known manufacturers with good global support capabilities as was the engine room equipment. The accommodation was found to be outfitted to a high quality and is equipped with a Gym and En-suite for all crew members.

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 surface and scattered corrosion, up to approximately 10% of the surface area, mainly located on anti-fouling and lower boot top layers. Hull markings were partly obscured with no marine fouling observed. It was particularly noted that the load line markings were partly illegible. It is recommended that this is refreshed at the earliest opportunity. The vessel's last out of water bottom survey was carried out on 10-jun-20, with the vessel’s next out of water bottom survey due by 09-feb-22.

The Foc'sle and poop decks were seen to be in a fair condition overall. This is to a large extent due to deformity in way of port side anchor chain in bosun store approximately 0.6m in diameter. As well as hydraulic oil leakages from fwd mooring winches. It was also identified that brake lining;'s on several mooring winches were worn beyond an acceptable parameter. The decks were found to be free of structural defects had only minor spot and scattered corrosion, up to approximately 5% of the surface area, mainly located on mooring stations. Deck fittings were found to be in a good condition with fairleads and mooring rollers free to turn when tested. All Hydraulic windlass(es) and winches were reported to be fully operational but were, however, not free of hydraulic leakage with oil leakages from fwd mooring winches. Mooring machinery was in good condition however, band brake thicknesses were minimal, and require replacement. Clutching and gearing arrangements were sufficiently greased. Mooring ropes were in a good condition, however, anchor chains were in a fair condition, due to anchors chain signs of diminution. No UTM report provided to verify to what extent. 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 forward mast was found to be in a good condition. 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 fair condition overall. This is to a large extent due to localized areas of corrosion concentrated on piping arrangements on deck such as hydraulic, steam and cargo lines as well as corrosion on cable trays. As well as an expansion joint for deck piping was misaligned. Furthermore, it was found that several tank vent heads in way of bunkering station were missing securing bolts. Additionally, it was noted that there were localized areas corrosion with signs of scaling concentrated on catwalk operational gratings. with the deck found to be free of structural defects and had only minor spot and scattered corrosion, up to approximately 10% of the surface area, mainly located on external tank framing. Deck fittings were found to be in a good condition with pipework and fittings free of leakages. However, deck mooring machinery was found to be in a fair overall condition due to leakages on fwd mooring mooring winch. 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 fair to good overall condition. This is to a large extent due to No.3 WBT (S) access hatch cover’s rubber seal had hardened as well as localized corrosion on retaining channels No.3 WBT (S) were entered for inspection however no photographs of previous tank entries were provided for review The inspected ballast tanks were found to be generally free of significant structural defects and had only minor spot and localised corrosion, up to approximately 15% of the surface area, mainly located on bulkheads and structural member such as longitudinals and web frames. 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 30%. 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 fair to good condition overall. This is to a large extent due to excessive ice formation on piping arrangement of cold provision room, As well as weeping corrosive staining on accommodation superstructure. The 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 and properly logged. 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 hygienic 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 have defects due to excessive ice formation on piping arrangement of cold provision room. The external superstructure was found to be free of structural defects and had only minor surface and spot corrosion, up to approximately 3% of the surface area, mainly located on accommodation superstructure. 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 a dual ECDIS system 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 to be signed by all navigating officers and nautical publications were provided in Paper 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 fair overall condition. This is to a large extent due to Reported that main engine cylinder liners and piston crowns (except No.2 unit) were defective. It is recommended that this is further investigated and verified at the earliest opportunity. At the time of the inspection, it was found that Soft patch observed on No.2 ME LT cooler's sea water line. Moreover, the engine control room air con was defective and inoperative at the time of the inspection. Furthermore, it was found that main engine had traces of minor oil observed in way of fuel pump and cylinder heads. It is recommended that the source of the leakage is identified and repaired at the earliest opportunity. There were no significant defects reported or observed and with the engine room generally found to be very clean. During the inspection the Auxiliary Engines and purifiers 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 Main Engine was reported to be fully operational but was seen to be in a fair overall condition due to traces of minor oil observed in way of fuel pump and cylinder heads. 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 Bearings and Cylinder Liners overhaul schedules are subject to Condition Based Monitoring (CBM) and therefore no dedicated overhaul intervals are provided and Cylinder heads and Pistons 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. Auxiliary engines running hour data was not provided on board the vessel but has been requested from the vessel manager/owner. 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. Auxiliary machinery, including purifiers, pumps, coolers etc. were in good working order and seen to be well maintained and clean. 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 not operated in unmanned mode, with a full watch kept at sea 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. It was also noted lube Oil (LO) analysis result, dated September 2019 stated that No.1 and No.3 auxiliary engines were at critical levels for high viscosity, insoluble, sodium, vanadium, iron and nickel. A copy of this LO report was not provided when requested at the time of the inspection.

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 CO2 and Water Spray fixed firefighting in the engine room, Deck Foam 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. 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 not tested during the inspection, but was reported 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 2 davit launched lifeboats, which were seen to be in good overall condition externally and internally. The lifeboat engine(s) was not tested during the inspection, but was reported to be in good working order. The vessel has no dedicated rescue boat and uses a designated davit launched lifeboat instead. 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 fair to good overall. This is due to an oxygen line for hot work remained pressurized despite not being in use. It is recommended that crew are reminded to release pressurized gas from line after each use. 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 29-apr-21, which was an abandon ship drill.

Pollution control was deemed to be fair overall. This is to a large extent due to no bilge Overboard valve was not secured against unauthorised opening with no lock or seal sighted. Rectify this issue and ensure a means of securing from unauthorised opening to be implemented as soon as practical as well as appropriate signage or warnings to be posted. Moreover, it was found that high pitch rubbing sound from sewage treatment plant motor, reportedly due to defective motor bearing. It is recommended that this is further investigated and repaired at the earliest opportunity. The vessel was found to be generally free of pollution hazards. The vessel does hold a Class-approved Inventory of Hazardous Materials, which will be required for entry into EU ports from the 31st of December 2020. 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 not tested during the inspection though the 15ppm Oil Content Meter (OCM) was seen to be calibrated. The bilge overboard was not protected against unauthorised opening though no signs of tampering to the oily water treatment system were found. SOPEP equipment was found to be well stocked and neat with an accurate list of equipment posted nearby. 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 09-Feb-22, though may be required by the next out-of-water docking if the vessel intends on trading in the USA. The vessel's stern tube is fitted with an Environmentally Acceptable Lubricant (EAL) so is VGP compliant in this respect for trading to the USA. The vessel's sewage treatment plant was found to be fully operational but was seen to be in fair overall condition due to high pitch rubbing sound from sewage treatment plant motor, reportedly due to defective motor bearing. 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 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%. It was also noted several documents including but not limited to Garbage Record Book (GRB), Oil Record Book (ORB) and Emission Control Area (ECA) change-over log were requested, however were not submitted for review.

Onboard management was found to be good overall. The paper-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 PMS system was found to be kept up to date with no critical overdue work orders. A paper based Planned Maintenance System (PMS) was in place, with no dedicated or approved software. However, the Port State Control (PSC) history was found to be fair with 28 deficiencies and 0 detentions in the 11 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 scrutinization by port state control (PSC). 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 but with limited documents provided.

The cargo systems were assessed to be in fair condition overall. This is to a large extent due to last inspection date for PV valves on weather deck were not marked. As well as cargo hose handling crane’s hydraulic cylinder had a minor leakage from hydraulic inlet line at top part of cylinder. It is also prudent to note that the No.5 COT (P) temperature sensor was defective. It is recommended that this is repaired at the earliest opportunity. Cargo tanks were not permitted to be entered during the inspection due to the loaded condition of vessel and no inspection photographs or inspection reports were provided for review but have been requested from the vessel owner/manager. The vessel is equipped with 6 cargo tanks, and can carry up to 6 segregations of cargo. Hydraulically driven deep well cargo pumps are fitted, which were fully operational and in good condition. The vessel has ejectors for cargo stripping, which were in full working order and in good condition as observed. Cargo pipework was in a good condition and save alls were free of cargo residue. The hose handling crane was in full working order though was in a fair condition due to minor leakage in way of hydraulic inlet line at top part of cylinder. The Cargo Control Room (CCR) was seen in a good condition with all Emergency Shutdown Devices in good working order, though issues were identified with the monitoring systems such as COT 5P temperature sensor defective. The Inert Gas (IG) system was in full working order and in good condition as observed. Pressure-Vacuum valves were in a good condition with operating pressures clearly marked. The vessel is not fitted with a mast riser. The vessel is fitted with a Vapour Emission Control Sytem (VECS), which was seen to be in a good overall condition. Gas monitoring instruments were provided on board and were adequately calibrated as required. A Class-approved loading computer is installed on board. No information has been provided concerning the vessel last SIRE inspection or whether the vessel is enrolled on the Condition Assessment Programme (CAP).