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 however, the engine room equipment was provided by reputable manufacturers, but built under license. The accommodation was found to be outfitted to an average quality and is equipped with a Pool.

The hull was seen to be in fair to good overall condition, with the hull able to be inspected from the port side only. The vessel was found to be free of both major and minor structural defects. Minor coating breakdown was observed due to general abrasion caused by tugs and fenders with isolated areas of minor spot corrosion over approximately 10 % total area, 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 02-MAR-16, with the vessel’s next out of water bottom survey due by 30-APR-21.

The Foc'sle and poop decks were seen to be in a fair to good condition. The decks were found to be free of structural defects and minor spot corrosion seen but over less than 5% of total area with the majority of coatings seen to be intact. Deck fittings were found to be in a generally good condition but with localised areas of minor early stage corrosion and fairleads and mooring rollers free to turn when tested. All Hydraulic windlasses and winches were reported to be fully operational but were seen with a hydraulic oil leakage at the bottom of the port side windlass control lever. A plastic container was tightened to constrain the leak. Mooring machinery was in good condition, anchor chains and mooring ropes were in a good overall condition. However, the diameter of the aft spring lines on board were found varying between 68 to 80 mm with a significant difference in breaking load values. As well as this no evidence was provided that brake holding tests were carried out and the the company's SMS was not seen to contain any procedure for the requirements of inventory, inspection, maintenance and record keeping for the mooring ropes. Mooring lines were also seen to be made fast to drum ends as well as both claw bars of the anchors seen to be open until being replaced after being prompted by surveyor. 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. 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, due in part to the moderate corrosion sighted along cross walkways with evidence of instances of wastage on supports. However, the decks were found to be free of structural defects. The majority of the vent heads were found to be renewed however, several ballast tank sounding caps were found damaged and not operational. Pipework and fittings were seen to be generally free of leakages. 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 fair overall condition due in part to the open Condition of Class. FPT and No 5 Double Bottom were entered for inspection however no photographs of previous tank entries were provided for review. The inspected ballast tanks were found to have structural defects as noted in the open condition of class with regards to the damage to web frame 54 in ballast wing tank 5S. Minor indentations were sighted in FPT with regards to contact with the anchor. The majority of coatings were seen to be intact with isolated areas of established spot corrosion on frame edges and plating. Ballast tank fittings such as ladders and pipework were seen to be in a fair overall condition due to moderate corrosion on ballast tank piping. Tanks were seen to have a heavy amount of mud/sediment accumulation and with some signs of staining from marine growth was apparent inside the FPT. Ballast control systems such as valves and gauges were reported to be fully operational however, the ballast pumping system was not fully operating due to the Anti-Heeling pump only able to be operated in manual mode as the auto mode is defective as well as this the ballast stripping system was reported to be none operational. This was reportedly due to defective valves with replacements being requisitioned.

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 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 be generally free of frosting and deterioration. The external superstructure was found to be free of structural defects and coatings were seen to be intact with no visible corrosion. The external superstructure fittings were seen to be in a good overall condition however the battery room water tight door seal holding channel was found corroded and wasted.

The Bridge, navigation and communications equipment were found to be in a poor condition overall due in part to poor passage planning as well as an open condition related to statutory certificates. Housekeeping found to be good but with some bridge equipment not fully operational due to out of order bridge equipment : Echo sounder and Public Address System for which there is an open conditions related to statutory certificates as well as the Wind Indicator for which the vessel was provided with a portable one. The vessel's 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 however the Passage Plan form consisted of three pages and it was observed that crucial information was missing such as ECDIS safety parameters, ECDIS Catzoc information, UKC for legs, PI information that were required as per Bridge Procedure Guide (ICS). Nautical publications were 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. Bridge visibility was reduced due to the number of plants being grown, this may seem like a minor issue but it will likely cause issues with PSC, in particular in Australia. 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 to fair overall condition due to the numerous defects detailed below. However the engine room was seen to be fairly clean. During the inspection the Auxiliary Engines, purifiers, pumps and sewage treatment plant were seen running. Bilges and tank tops were generally seen to be dirty with oil stains at the aft bilge and on tank tops. Pipework was seen to be in a deteriorated condition with issues such as the doubler plate on the inlet pipe for the LT cooler for which the vessel has an open condition of class. Some pipework insulation lagging was seen to have areas of deterioration and staining. Housekeeping was seen to be to a good overall standard with the vessel lacking a critical spares list as recommended by Class or manufacturer. A review of the latest lube oil analysis reports provided showed some areas of concern as follows: - Caution note for Main Engine stating, high PQ index. - Urgent note for Emergency generator stating, drop in flash point. - Caution Note for Stern Tube stating, increase of lead amount. However the last lube oil analysis was on 21-Oct-20. It was reported that the actions were taken by the ship's staff but no further oil analysis was carried out. The NOx Technical file was up to date and last updated on 15-Jan-2021. The Main Engine was reported to be fully operational but was seen to be in a poor overall condition due to numerous oil leakages from cylinders. A review of the latest Main Engine performance report provided showed some areas of concern as follows: the performance report was produced below the recommended best practice of 70% to gain a full appraisal of the vessel performance the performance test must be completed with more than 70% load on the engine. A review of the latest engine running hours showed that the Pistons and Bearings overhauls were within the service hours and Cylinder heads were due an overhaul on unit(s) No. 5 and Cylinder liners were due an overhaul on unit(s) No. 1. Propulsion systems, such as shafts, gearing and bearings including the Bow thruster were in good working order with no defects reported or sighted. The 3 Auxiliary Engines (AE) were generally operational, multiple oil leaks sighted on auxiliary engines as well as discrepancies in lube oil usage across the three (3) engines. A review of the latest Auxiliary engines performance report provided showed some areas of concern as follows: The performance report was produced below the recommended best practice of 70% to gain a full appraisal of the vessel performance the performance test must be completed with more than 70% load on the engine.. 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 but in fair condition due to stain of a fuel oil leaks was apparent below the burner. The boiler safety valves were seen to be satisfactory and free of tampering. Auxiliary machinery, including purifiers, pumps, coolers etc. were not all in good working order due to the fuel oil heater seen with damaged casing. The steering gear was seen to have an issue due to around 3 litres of lube oil being observed in the steering gear spill tray but 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 however, insulation readings were seen to be low due to 220V insulation failure.

Fire and safety appliances were found to be in a good condition overall but with some fire hazards identified such the multiple oil leakages in the engine room however, servicing and inspections of firefighting equipment were all up to date as required. 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, Water Spray and 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 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 fair overall condition due in part to the open condition related to statutory certificates for where there is areas of corrosion and areas of wastage on the free fall lifeboat(FFLB) davit. However, all equipment was seen to be regularly serviced and inspected as required. The vessel is fitted with 1 free-fall lifeboat, which was seen to be in fair condition externally due temporary repairs seen on the hull however, it was seen to be satisfactory internally. The lifeboat engine was tested during the inspection and found to be in good working order. The Rescue Boat was seen in a good overall condition and ready for immediate use. 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. 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 gas detectors seen to be 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 23-Jan-21, which was an 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 does not hold a Class-approved Inventory of Hazardous Materials, which will be 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 though no evidence was provided that the 15ppm Oil Content Meter (OCM) was calibrated however a certificate proving exemption was sighted. The bilge overboard was seen to be sealed and 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. SOPEP equipment was found to be well stocked and neat with 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-Feb-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 23-Aug-22, though may be required by the next out-of-water docking if the vessel intends on trading in the USA. The vessel's ballast record book was seen to be up to date and correctly filled in. Vessel’s stern tube and bow thruster are not fitted with an Environmentally Acceptable Lubricant (EAL) so is not VGP compliant in this respect for trading to the USA. 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 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 28-Jan-21. The Emission Control Area (ECA) change-over logbook was reviewed and found to be satisfactory with the date of last entry on 02-Feb-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 due to the vessel having a backlog of maintenance and with a poor PSC history. 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 not match the paper documents. With the PMS software indicating overdue maintenance for Main engine cylinder whilst the paper documents did not match this. The Class-approved software-based Planned Maintenance System (PMS) was not fully integrated with the SMS for ordering of spares and general vessel management. The Port State Control (PSC) history was found to be poor with 36 deficiencies and 1 detentions in the 6 inspections conducted in the past three years. The vessel's flag is not targeted by any Memorandum of Understanding (MoU) or the USCG. 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 found to be in fair overall condition due in part to the open condition of Cass relating to Corroded supports of cross bays and corroded foldable platforms found on main deck Only one cargo hold was able to be entered an inspected. However, the entered hold was found to be in good structural condition with no significant damage indentations or deformity seen to side plating and tank tops. However, within No.3 and No.2 cargo holds it was noted that several cell guides had minor indentations, however, they were still deemed fit for use. Coatings were also seen to be in good condition and to be mostly intact with no significant coating breakdown or corrosion sighted. The stoppers on the fore and aft of the cargo hatches were found to be heavily corroded. The plates on the cargo hatch side were seen to have areas of wastage as well as the landing pads for hatch covers were seen to be deformed. The reefer plugs were found to be in good condition and to be well maintained with crew reporting that they were all fully operational, as were all cargo hold fans. The hatch coaming including hatch covers resting pads, gasket channels, non-return valves and compression plates were all seen to be in fair condition overall with areas of moderate corrosion All equipment in the cargo office including the cargo hold ventilation control panel and cargo computer were all reported to be fully operational and were seen to be in use.