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INSPECTION REPORT SUMMARY:
Introduction: The “Supramax bulker” is a 61000 DWT, “Example” flagged, Bulk carrier built by Sample Shipbuilding Co., Ltd in Japan, under IACS Class supervision and was delivered August 2011. She is a geared Supramax Bulk Carrier with total grain capacity of 75 800 m3, equipped with 4 cranes and grabs. The ship is strengthened for the carriage of heavy cargoes and holds 2 and 4 may be empty. The vessel is designed for carriage of steel coils. During the inspection, the vessel, moored at buoys inside the port area, was undergoing discharging operations with a shore floating crane to barges.
A pre-purchase inspection of the above-named vessel was conducted, crew cooperation was good with partial access throughout the vessel, due to Cargo Holds reported still not unloaded or under fumigation, Cargo Hold 3 was sighted from the Main Deck. All documentation was provided as requested.
The vessel was found to be in overall good condition with an overall condition evaluation grade good and close to the very good grade, however with several notable items found during the inspection. Of particular attention is that the Hatch Covers rubber seals were found deeply permanently imprinted and that the HC Landing pads original height has to be restored next Dry docking.
The building quality of the vessel was seen to be very good and typical for the location and year of building. The vessel is built in Japan. The initial coating standard was also assessed high and is still to be seen in the Ballast Tanks with no premature deterioration. The Bridge equipment and Machineries are all provided by reputable Japanese or international makers, with global support capabilities. The machineries onboard were considered to be reliable and lacking excessive automation complexity. The Accommodation outfitting was seen of modest design, but also reliable and easy to be maintained.
The onboard management was found to be good, due to effectively implemented Safety Management System and evidences of overall correctly carried out planned maintenance.
The Port State Control (PSC) history of the vessel was found to be good with 13 deficiencies and 0 detentions recorded in the 13 inspections carried out over the previous three years.
The Shipboard Management was assessed at a good level. The housekeeping throughout the vessel was seen satisfactory. The safety Management system and Planned Maintenance system were found overall satisfactory implemented with evidences of the maintenance carried out sighted, recorded and demonstrated. Superintendents visits were reported interrupted due to the travel restrictions against the covid19 pandemic.
Personal Protecting equipment was worn all the time by the Crew and formal risk assessment was carried out when performing the different activities – bunkering was going on in parallel, two external surveyors were onboard, cargo operations were monitored etc. The Safety Management System was found effectively implemented and procedures often referred to. Safety sign as per SOLAS and best practices were found posted throughout the vessel.
There were no unsafe acts sighted during the inspection.
The Fire Safety was found at overall good level with all the safety shore services carried out in due time – annual, intermediate and 5-yearly, certificates and reports were provided and attached in the current report. Emergency fire pump was visually inspected and except the minor leak from the gland packing found in order. It was reported tested a few hours ago. The Emergency generator was tested idle and the frequency found stable.
All the fire dampers around the Accommodation and for ER were inspected. They are manually operated and in satisfactory condition without remarks.
The fire alarm system had no disabled loops and reported weekly tested. The CO2 system was last shore serviced September 2019. Seven bottles were found missing and reported landed for maintenance in the current port.
The vessel is equipped with Fixed local firefighting water mist system additionally covering major ER machineries. The Lifesaving equipment was found in overall good condition with last annual service carried out on the 23rd June 2020. The Freefall lifeboat equipment was found available as per the checklist. The FFB engine was start tested successfully. The propeller was engaged and run ahead and astern without excessive noise from wear in the shaft seal and bearing. The FFB recovery davit wire was renewed last Special Survey Drydocking June 2016.
The Rescue boat was visually inspected and found in satisfactory condition. The launching crane hydraulic accumulator pressure was available. The Engine was reported tested today. The liferafts last shore service was posted on the equipment – 23 June 2020. The Pollution control was seen at a very good level. The OWS was clean, well maintained and presentable. The 15 ppm was reported tested early the same day. The OWS open-up last cleaning record, calibration certificate and Type approval certificate were found posted nearby the equipment. The overboard valve was found locked.
The sewage plant was found operational and the aeration blower running.
The garbage segregation was implemented.
The vessel is complying with IMO 2020 Sulphur cap by using VLSFO.
A Ballast Water Treatment was found installed, however not in use, since ballast water sampling analyse results were still not provided. According to the Ballast water certificate the vessel is in compliance with regulation D1 and using exchange method.
BWTS type – UV and filtration, maker Miura.
The vessel is VGP compliant by using EAL for the stern tube – Biostat 100.
The Hull was found in overall very good condition with only minor to none coating breakdown. The Hull markings were well legible. There was no bio-fouling observed on the hull at the given draft. There were no structural deformations or indentations spotted on the hull, accessible for inspection. There were also none reported in the Class Status report. The anti-fouling paint was provided by Chugoku and was applied September 2019.
The Ballast tanks condition was seen overall good with no structural damages noticed or reported. Top Side Ballast tanks 2 P&S were entered for inspection and reports with pictures were provided from all Top Side tanks, Forepeak and After Peak. The coating breakdown was assessed to around 5 %, mostly on the edges of stiffeners and lightening holes. Occasional isolated corrosion spots could be seen also. The Zn anodes were not substantially consumed and remaining like 95%. There was no excessive mud observed accumulated. The condition of the ladders and manholes was satisfactory.
The Forward and Aft Mooring Stations were found in overall good condition with the flush deck and bulwark coating less than 5% percent coating breakdown and with only small number of isolated coating spot damages. The forward mooring machineries coating was assessed approximately around 10% and in worst condition as the ones on the aft station. The mooring winches gears, hinges and bearings were found sufficiently greased. The winches and windlasses foundations structures were sound and with intact coating. The brake linings were with sufficient thickness. The mooring machineries are hydraulically driven and there were no leakages observed. The mooring ropes appeared in the majority new and with no damages. The anchor chains had no advanced corrosion. The randomly tested fairleads were free rotating. There was coating breakdown observed on the edges of some of the Ballast tanks vent heads and the forward mast pillar, however not more than 5-10%.
The Bosun’s store was found with almost intact coating and arranged.
The Main Deck was found in overall very good condition with no structural damages seen on that area. The coating on the Main Deck sides and cross-decks, was almost intact with only minor damages on some fittings like Ballast vent heads, save-all trays and sounding pipes. The Hatch Cover coaming brackets were seen overall with no coating damages and no corrosion. The edges and corners of some conduit boxes and pipe holding brackets were touched up recently by the crew. The Cargo holds access hatch covers were found in satisfactory condition on the outside and on the inside with soft rubber seals.
The pilot combination ladder was found with the stanchions’ foundations corroded and requiring maintenance. Except this observation, the ladder was in very satisfactory structural and overall condition.
The Main Deck walkway, also throughout the entire vessel, were found without anti-slip coating, which is recommended to be applied in order to improve safety.
The Galley and Superstructure were found in overall good condition with the internal Superstructure public spaces kept clean and arranged. The floor and wall covering appeared without degree of wear or damages. The bathroom and sanitary appliances were all operational and without leakages, where it is possible to be checked. The Air Handling Unit was running without excessive noise and the air box had no signs of corrosion.
The Officer messroom was luxury furnished and kept in preserved condition. The Hospital equipment was available and kept in order.
The Galley was found sufficiently clean and hygienic. All cooking appliances were reported operational. The provision chamber temperatures were found slightly above the allowed limits, due to the recent provisions supply. There was no excessive ice accumulated on the cooling pipes and evaporators.
The External Accommodation decks coating was found with only occasionally scattered isolated coating spot damages. Fresh touch-ups were seen recently done by the crew on some of the fittings. Some of the weathertight doors were seen with initial corrosion and rusty stains around the frames. Some light fixture support pipe around the Accommodation were found corroded.
The Bridge and equipment were found in overall good condition with all equipment reported and checked, where practical, in working condition, except one of the fitted two GPSes, which couldn’t be started and demonstrated in operating state. The Echo-sounder and speed Log showed credible data. The VDR had no alarms on the display. The radar magnetrons were reported replaced during the current port stay by the Crew. The Gyro last overhaul sticker showed 30th April 2018. Last annual Radio Survey is carried out on the 23rd June 2020.
The Magnetic compass was found in order with no bubbles inside. The Monkey Island deck was in well maintained condition, except the Mast, where the fittings supports were found with damaged coating on the underside.
The Cargo systems were found in overall good condition. The cargo operations – discharging of the cargo Corn with shore crane was in progress. During the survey only Cargo Hold 3 was seen from the Main Deck , since the other CH had still remaining cargo or were reported under fumigation. The operation of the Hatch cover of hold 3 was witnessed and found smoothly running. The Cargo hold coating was seen with minor coating damages, it was reported recoated at the lower hopper part of the holds to prepare for grain after having carried steel scrap. The CH were blasted and repainted during the DD September 2019 and the report with pictures was provided. Pictures from the last CH inspection were also provided.
There is no fixed firefighting and fire alarm system installed for the cargo holds.
The Hatch Covers were in structurally unimpaired condition and the coating was with only minor breakdown percentage, worth to mention only the edges of the rubber seal channels at some instances seen from the deck. The HC rubber seals were seen in fair to poor condition, due to the permanent deep imprint, which is assumed a consequence of the landing pads wear.
There were no leakages from the hydraulic cylinder of the Hatch covers observed.
The stability and stress calculation for departure were provided by the Chief Office and all parameters found within the limits.
The Cargo Cranes were found with the jibs directed to the sea side, not to obstruct the cargo operation of the shore floating crane. The coating of the pillars outside had minor to moderate on the middle platforms coating damages. All wires were replaced within 5 years period and stamped on the cranes. There was one set of spare wires onboard located at a Deck House.
Crane 1 and 4 were inspected internally, the cabins were in structurally satisfactory condition. The sheaves did not have excessive wear, visually assessed. There was no oil leakages observed in the machinery rooms of the cranes.
Cargo gear Class annual examination book was checked and found yearly updated – last June 2020.
The Machinery Spaces were seen in overall good condition with all equipment reported operational. The Engine room was found overall clean and without significant leakages, including in the tank top area. The Bilge wells water did not have an oil film on top. There were no temporary repaired pipes sighted. There were no traces of exhaust gas leakages detected in ER. The Main Switchboard insulation was found normal.
Main Engine was visually inspected and no significant leakages were sighted. Pictures from the last piston rings and cylinder liner inspection were provided and cylinder liner 2 was seen in the worst condition with the honing marks not visible and vertical marks. This liner was reported overhauled or renewed only around 6500 Running hours and the piston with rings 1000. The Liner could be for renewal.
ME unit 4 and 6 appeared with slightly excessive carbon accumulation between first and second ring, which is an indication of condition deterioration.
According to the given Planned Maintenance System abstract, there is no overdue major overhaul of the Main Engine.
The Main Engine performance revealed the parameters maximum combustion pressure and compression pressure within 5% deviation from the average levels. which is acceptable.
The latest LO analysis showed slightly increased BDN level, which is could be harmful for the ME piston rings and liners, since forming hard deposits on the piston. The cylinder lubrication rate has to be adjusted or cylinder LO with lower BDN to be used. The LO analysis indicated also slightly elevated water content, however still in the allowable limits. The source of water has to be identified and eliminated.
The auxiliary engines visual inspection showed no leakages and the area underneath and around oil free. The turbochargers insulation was found not completely covering the hot surface and need to be added additionally. The aux engines performances were carried out at around 72% of max load. AE2 was running at the time of the inspection. There was no overdue maintenance of the auxiliary engines.
The auxiliary engines LO analyses showed elevated water content in the range of 0.12%, however still in Normal status. The source of water has to be checked and rectified.
All the latest LO analyses were with Normal status, including the Deck Cranes and stern tube, although the latter with slightly elevated water content and iron content.
The major ME spare parts were sighted, securely stowed in ER – ME cylinder liner, piston, cylinder head, 3 exhaust valves.