The overall build quality was found to be good overall, with the vessel built to IACS standards and Rules in Germany by Aker MTW Werft GmbH. She was delivered on the 13-Mar-2008. The vessel is a Containership, with 5 holds and 19 hatches covered by covered by steel pontoon type non-sequential hatch covers with double lip seals. The machinary arrangement consists of 2 x 4 Stroke, medium speed, Single Acting, In-Line (Vertical) 9 Cyl. Main Engines reduction geared to screw shafts driving 1 Controllable Pitched Propeller. The vessel has 3 Auxiliary Generator sets and a Main Engine driven shaft generator. A 1000kW Bow Thruster is also provided for maneuvering. The vessel is on the Extended Dry Docking schedule and holds a Class notation for In Water Surveys. 3 Cargo Lifting Appliances are fitted with a SWL of 45t. The latest UTM report showed only minor steel diminution. For the latest UTM readings, 151 measurements were taken with a maximum diminution of around 3% from the original plate thickness. Apart from the equipment required by international rules and regulations, the bridge is also fitted with an Integrated Bridge System and Differential-GPS and the engine room and machinery are fitted with fuel mass flowmeters, UMS capabilities, centralized sea water cooling and dual air handling unit refrigeration compressors.

The hull was seen to be in a fair-to-poor overall condition, with the hull able to be inspected from the starboard side only. The vessel was found to have a large indentation in way of the starboard side at frame 168-174 just below the summer load line. The hull shell plating also has a number of indentations which are listed on the vessel's Class Status as a memoranda (MO-12). The hull shell plating had moderate scattered scaling and pitting corrosion, covering up to approximately 15% of the visible surface area with coating breakdown and corrosion located on the hull vertical sides in way of the cargo holds. Hull markings were partly obscured with minor marine fouling observed. The vessel's last out of water bottom survey was credited on the 25-Sept-15, at the Grand Bahamas shipyard, with the vessel’s next out of water bottom survey due by the 25-Mar-23. The vessel has physical features for underwater inspection in lieu of drydocking survey and thus, subject to class approval, the vessel can carry out intermediate bottom surveys in-water in lieu of dry-docking. The vessel has also been accepted onto the Extended dry-docking programme (EDD) which allows the vessel to carry out two consecutive bottom surveys afloat provided these are carried out with satisfactorily results. The last in-water bottom survey was conducted on the 24-Sep-2020. The vessel has an open Condition of Class (CC25) which has been postponed till the 17-Mar-2022, as the Rudder needs to be re-inspected as areas in way of the leading edge of the upper and lower rudder plate, the lower areas of the rudder horn and around the rudder cutouts are reportedly corroded. The areas assessed as being excessively corroded need to be ground smooth, the wasted weld seams need to be re-welded by approved in-water welders/procedure/materials, and coated with epoxy coating. After the temporary repairs, the rudder needs to be re-inspected at monthly intervals.

The Foc'sle and poop decks were seen to be in a fair-to-good condition overall with the decks found to be free of structural defects but with minor scattered scaling and surface corrosion, covering up to approximately 5% of the mooring decks surface area, with coating breakdown and corrosion scattered over the full deck surface. Deck fittings were found to be in a good condition but with fairleads and mooring rollers found to be seized and not free to move when tested by hand. All Electric windlasses and winches were reported to be fully operational. Mooring machinery was in good condition with the band brake linings seen to have adequate thickness remaining and only minor corrosion spots seen over mooring winch foundations, framing edges and fittings. Anchor chains were in a good condition, however mooring ropes were in a fair condition with some of the lines seen to have localized fraying. Mooring practices were seen to be poor with overlapping turns seen on the split drums and mooring lines secured on the warping heads. The mooring lines that were not in use were seen to be spread over the deck. Snap-back zone warnings were seen to be posted at the entrances to mooring areas as per the latest industry best practice. The Bosun's store was in a fair overall condition. The deck workshop's deck was corroded to a large extend and the housekeeping needs improving. 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, with the deck found to be free of structural defects but with moderate scaling, pitting and surface corrosion, covering up to approximately 5% of the main deck surface area, with coating breakdown and corrosion mainly located over the cross bay decks. The Cross-decks had heavy coating breakdown and pitting corrosion. Several handrails on the cross bays were deformed due to mechanical impacts. The hold entrance hatches were locally corroded. Deck fittings were found to be in a fair condition, with coating breakdown and corrosion seen over fitting edges. The main deck pipework and fittings had some observed leakage, with the scupper pipes coming from the forecastle deck seen to be leaking. The accommodation ladders and gangways were in a fair overall condition. The starboard accommodation ladder bottom platform was not horizontal when in the lowered position. One step of the same ladder was found to be damaged. The provision lifting appliances were in a good overall condition as observed.

Ballast tanks were deemed to be in a fair overall condition, with the grading downgraded as the Anti-heeling pump was out of service and awaiting spares and the automatic tank sounding system was reportedly not functioning. The ballast tanks were not ventilated for 24 hours prior to arrival and no suitable gas and oxygen gas sampling equipment was available onboard and therefore the atmosphere in the tank could not be checked prior to entry. No enclosed space entry procedures were followed and no SCBA or EEBD were made available at the manhole as required by best industry practice. The ballast tanks were not safe for entry and inspection and thus tanks 2P and 2S could only be inspected through the open manholes. Photographs of previous tank entries conducted on the 24-Aug-21 were provided for review. From the photographs provided, it was seen that the ballast tanks, other than the reverse indentations in way of the side shell, had no structural damage. The ballast tanks had only minor localised scaling and pitting corrosion, covering up to approximately 5% of the tanks surface area, with coating breakdown and corrosion mainly located at the edges of some openings, on stiffener, web frames, bracket and plate edges, around some mouse holes and lightening holes, along some some weld seams and some fittings.. Ballast tank fittings such as ladders and pipework were seen to be in a good overall condition 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. The main ballast pumps were opperational.

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 significant 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 medical treatment room 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 vessel is not fitted with a hospital but with a treatment room. The accommodation was found to be outfitted to a high quality for a vessel of this type, size and age and is equipped with a Gym, Pool, Sauna and En-suite cabins 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. The cold store lock-in handles and alarm were tested satisfactorily. 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 localised scaling and surface corrosion, covering up to approximately 0.5% of the accommodation superstructure surface area, with coating breakdown and corrosion mainly located over the horizontal and structural member welds. 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 only defect found on the bridge, was the port side bridge wing RPM indicator was indicating 20 RPM when the engine was stopped. 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 VDR controls are integrated in the RADAR information screen. 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 on-board and were signed by all navigating officers with nautical publications provided in 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 poor overall condition, with defects identified with the Port Side Main Engine turbo charger which is blocked and therefore the Port Side Main Engine is out of service. The turbo charger reportedly had been overhauled by ABB shore based technicians one month prior to it's failure, Furthermore, Auxiliary no.3 governor was not functioning as required, reportedly due to an electrical problem. The engine room was generally found to be clean. During the inspection the Auxiliary Engines, Purifiers, Pumps, Air Compressors and Sewage Treatment Plant were seen running. Auxiliary engine synchronizing and load sharing was tested satisfactorily. The bilge alarms, fire alarms, oil-mist detector and fuel leakage alarms were tested. Bilges and tank tops were generally free of oil or water. Pipework in the E.R. was seen to have issues. Some fuel pipework around appliances had leakages and the ballast tank stripping pipework had a temporarily repair. Furthermore, some pipework insulation lagging had areas of deterioration and staining. Housekeeping was seen to be to a good overall standard with the vessel found to be equipped with adequate critical spares which were seen to be neatly stowed and secured. A review of the latest lube oil analysis reports provided showed some areas of note. The reduction gear had an alert reportedly as a result of a leaking cooler. The cooler reportedly has been repaired and the lube oil partly replaced. The lube oil analyses for Auxiliary Engines no's 2 and 3, taken on the 10 September, were also indicating alerts. This is most likely caused by faulty sampling. New samples were analyzed one week later and normal reports were issued. The NOx Technical file was up to date and last updated on 16-Jun-20. The Main Engine's were in a fair overall condition due to the issues with the port side main engine turbo charger and traces of cooling water leakages. 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 including the Bow thruster were in good working order with no significant defects reported or sighted, though some minor leakage was seen around the Bow Thruster. The 3 Auxiliary Engines were reported to be fully operational but were seen to be in a fair overall condition due to the issues with auxiliary engine no.3 governor. The engines also have some minor oil leakages. The latest performance tests were done at 38% load which is far too low for the parameters recorded to be considered a valid representation of the engines performance. Performance tests should be completed at closer to full load.. 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 barring pumps and coolers, which were not fully operational. The main sea water cooling water pump had been removed to the workshop at the time of inspection for overhauling and cooling water pipework repairs in way of the cooler no.2 were ongoing. The steering gear was seen in good working order, free of leakage with emergency steering instructions seen to be posted nearby. The emergency steering was tested. The time needed with one pump from full port to full starboard was 24 seconds. 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 fair condition overall. The vessel was generally free of fire hazards with all firefighting equipment seen to be regularly serviced and inspected, though the grading has been downgraded slightly as the suction piping for the emergency fire fighting pump was seen with signs of leakage and corrosion. The fire detection and alarm system was not fully operational at the time of inspection, as the sector for the separators (no.6) had been disabled. Initially the fire detection system was indicating a fault, which later was rectified by the crew. The vessel is fitted with CO2 and Local Water Spray fixed firefighting in the engine room, CO2 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 a fair overall condition due to the issues identified with the suction piping for the emergency fire fighting pump. 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. The emergency generator fuel tank is integrated in the generator frame. Tank sounding is done by a dip stick. The tank does not have a quick closing valve or 18 hour minimum fuel level marking. 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 sighted. 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 engines were tested during the inspection and found to be in good working order. The vessel has no dedicated rescue boat and uses the starboard lifeboat as a rescue boat. The vessel is equipped with 3 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 and the pyrotechnics and line throwing apparatus were seen to be appropriately stored and within their expiry dates.

Safe working was deemed to be poor overall with unsafe practices observed such as unsafe mooring practices and a lack of enclosed space entry protocols were evident. When the ballast tank inspection was due to be carried out, the tanks were opened for only 1 hour without mechanical ventilation prior to entry. The vessel has only one portable gas and oxygen detector available which was not suitable for remote testing of the tanks and no enclosed entry procedures were being implemented and no precautions for emergency evacuation made. Not all MSDS were placed in the appropriate places and on the cross-decks some of the guard stanchions and wires were damaged and therefore did not provide adequate protection against falls into the holds when the hatch covers were open. Hazards were seen to be clearly marked though improvements could be made to external walkways as non-skid paint had not been used on the decks and mooring stations. Adequate PPE was seen to be worn by crew at all times. Hazardous substances were seen to be poorly managed, as the chemicals stored in the steering gear room did not have MSDS posted nearby. Main and emergency exits were seen not to be satisfactory, as evacuation ropes and safety belts were secured on the escape ladders which provided an obstacle. All IMO signage was adequate. Pilot ladders and boarding arrangements were not deemed to be safe, as the port side pilot ladder steps were not horizontal and one step support was missing. Regular drills were conducted on board with the last drill conducted on the 14-Oct-21, which was a fire and abandon ship 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 as per EU reg. 1257/2013. 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 operationally 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 02-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 13-May-22. The vessel's ballast record book was seen to be up to date and correctly filled in. The vessel was using an Environmentally Acceptable Lubricant (EAL) in the stern tube gland and is therefore Vessel General Permit (VGP) compliant in this regard, though EAL was not in use in the C.P.P. system and Bow Thruster gears which are also oil-to-water interfaces under US VGP requirements, as it is reported as technically infeasible to use EAL. The vessel's sewage treatment plant was found to be fully operational and in good overall condition, with no obvious defects. The sewage holding tank is integrated into the ship's construction. Garbage segregation was found to be good, with adequate, labelled containers and garbage seen to be well sorted though garbage containers were not 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 03-Nov-21. The Emission Control Area (ECA) change-over logbook was reviewed and found to be satisfactory with the date of last entry on 22-Oct-21. 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 fair overall, as a moderate back-log of maintenance was evident in more than one location onboard. 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 though maximum work hours were seen to be regularly exceeded due to short voyages and high intensity port schedule. 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 very good with 0 deficiencies and 0 detentions in the 7 inspections conducted in the past three years. The vessel's flag is targeted by the United States Coastguard (USCG) and therefore will likely be subjected to increased scrutiny by port state control (PSC) 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 fair overall condition. During the inspection the vessel was engaged in cargo operations with cargo loaded on top of most of the hatch covers and therefore only limited access to holds and hatch openings was provided. Hold No.1 was entered for inspection. The inspected cargo hold structural members were found to be free of damage and had only minor localised scaling and surface corrosion, covering up to approximately 3% of the holds surface area, with coating breakdown and corrosion mainly located over the tank tops and around fittings.. Cell guides were free from significant damage and deformation. Cargo hold fittings such as ladders, handrail, ventilation ducts, light fixtures and pipe guards etc. were seen to be generally free of damage and all cargo monitoring systems were fully operational. The cargo holds were seen to have signs of water ingress from external sources, with rust staining seen along the hold bulkheads, coming from the hatch openings, however no signs of internal water contamination was seen. Mechanical ventilation systems were in good working order. The vessel is fitted with pontoon hatch covers. Hatch covers were found to be free of structural defects and had only minor localised scaling and pitting corrosion, covering up to approximately 1% of the surface area, with coating breakdown and corrosion mainly located in way of the gasket channels and container landing zones.. Hatch cover rubber seals and retaining channels were in fair overall condition, with the corner pieces, gaskets and several landing pads found damaged. Hatch coamings were found to be free of structural defects and were free of coating breakdown and corrosion. Cargo securing fittings such as container sockets, pad-eyes and D-rings etc. were in good condition. Cargo securing equipment was seen to have a shortfall with mid-locks and twist locks seen to be short against the required inventories stated in the CSM, though inspection records were maintained and securing equipment was in good condition as observed. 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 equipped to carry 400 Reefer containers whose temperatures were effectively monitored. Reefer sockets were seen in good condition with switchboards free of low insulation or earth faults. The vessel uses it's own power for all Reefer containers, without the need for an additional auxiliary power unit. The vessel is fitted with three Cargo Cranes which were operationally tested to the extent possible during the inspection. The escape routes from the crane driver cabin was not marked and some of the windows in the cabins were damaged. In Crane no.1, all slewing motors reportedly have been seen with hydraulic oil leakage and In crane no.3 it was noted that the slewing wheels are touching the slewing gear wheel only at the lower part due to wear..