MARSHALL ISLANDS FLAG VESSEL M.T. “ADVANTAGE...

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©2018 Sedgwick Claims Management Services, Inc.

MARSHALL ISLANDS FLAG VESSEL

M.T. “ADVANTAGE SKY”

PRE-PURCHASE CONDITION SURVEY REPORT

This is to certify that the undersigned representative of Sedgwick South Africa (Pty) Limited did, at the

request of Messrs.

SOLUTION STRATEGISTS

and with the approval of the vessel’s operators, Genel Denizcilik Nakliyati AS, attend on board the

vessel m/t "Advantage Sky" on the 03 & 06 March 2020 whilst the vessel was afloat at Durban outer

anchorage, South Africa, in order to examine and report upon the vessel’s general condition.

We report as follows:

It is to be clearly understood that the conditions and/or states of items reported upon herein below

are strictly the opinion of the undersigned and that opinion fairly reflects the findings made during

the course of this survey. All statements of condition are made in comparison with new condition.

Access to the vessel’s cargo tanks and ballast tanks was not possible due to the vessel’s prevailing

conditions at the time of our attendance/s.

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We report as follows:

ATTENDING

Vessel Master : Nanda Kishore Mandal

Chief Officer : Volkan Kale

Chief Engineer : David Anthony Gonsalves

Surveyor : Justin Evans

Condition, Machinery, Equipment & Cargo Surveys / Owner’s Representation / Class Reviews

This certificate or report is granted or issued subject to the condition that is understood and agreed that nothing herein shall

be deemed to relieve any designer, manufacturer, seller, supplier, repairer or operator of any warranty, express or implied

and Sedgwick South Africa (Pty) Limited liability shall be limited to the acts and omissions of its employees, agents, and

subcontractors. Under no circumstance whatsoever shall Sedgwick South Africa (Pty) Limited be liable for any injury to any

person or property occurring by reason of negligent operation, misuse of any defect in materials, machinery, equipment or

other items than defects in items actually inspected by Sedgwick South Africa (Pty) Limited or defects reflected in documents

reviewed by Sedgwick South Africa (Pty) Limited and ascertainable by normally accepted testing standards, or defects

reflected in documents reviewed by Sedgwick South Africa (Pty) Limited and which are covered by this certification or report.

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- C O N T E N T S –

- General Description

- Vessel Particulars

- Statutory Certificates

- Main Class Surveys

- Manning Levels

- Summary

- Conclusions

- Condition report

- Technical appendix

- Propulsion Data

- Auxiliaries Data

- Cargo History

- List of attachments

- Photographs

*******************

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TERMS AND DEFINITIONS OF CONDITIONS

Good ……………. : Unimpaired condition without significant wear, or

deviation from original strength and operating efficiency.

No maintenance or repair required.

Fair: ……..……… : Condition where wear and tear or other deficiencies of a

minor nature, do not require correction or repair.

Poor:.. ………… : Condition in which the adequacy of strength and/or

operational efficiency is marginally below acceptable

limits, or is in doubt. Remedial action is required.

Unsatisfactory. : Condition of inadequate strength or operational deficiency.

Immediate extensive repair/renewal required, reinstating

serviceability.

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~ GENERAL DESCRIPTION ~

Description of the Vessel

The Advantage Sky, is a double skin crude oil tanker built in 2009/2010 at Jiangsu Rongsheng Heavy

Industry Group Co., China. The registered owner is Advantage Sky Shipping LLC, and the operators

are Genel Denizcilik Nakliyati AS.

She is a motor ship with a single Hyundai MAN B&W 6S70MC-C7 diesel engine, giving an operating

speed of 16.1 knots, in the oaded condition, at a summer draft of 17.019 metres. The vessel has only

a single Load Line with a maximum assigned Deadweight of 156,657.80 metric tonnes.

The vessel has been afloat at Durban outer anchorage since August 2018. The last Special Survey was

completed in May 2015 and the vessel was last dry docked in May 2015 for Intermediate Survey.

The ship was built to DNV GL Class Rules. All of the vessel’s Trading Certificates are not on board as

the vessel has been detained and all are currently valid. There are apparently no Conditions of Class.

There are twelve (12) painted steel cargo tanks, two (2) slop tanks, two (2) peak tanks, six (6) sets of

double bottom and side wing ballast tanks.

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Summary.

Hull

The hull is generally in good condition despite the vessel having remained at outer anchorage since

August 2018. There is a breakage in the coating in isolated placed with a build-up of marine growth,

to varying degrees and extent, extending downwards from the 9 metre draught marks. There is

moderate wash boarding forward in the area of the bulbous bow, below and abaft of both anchors.

Unsightly rust streaks extend from the scupper outlet positions and as well at isolated locations on

the hull length extending from the deck and weld lines. Both sets of Plimsoll Marks have painted and

clearly identifiable.

Decks

The main deck is in excellent condition. No buckling or cracking noted in any visible areas with minor

spot corrosion in places but more pronounced along weld lines or joins; the deck areas would be easy

to bring to cosmetically good condition. There are no signs of recent maintenance having been

undertaken.

Ballast tanks

Ballast tanks not available for inspection as vessel under ballast, inert condition.

Deck Machinery

All found operational and in apparent good condition. All foundations, drums, clutches and linkage

were found to be moderately painted and no apparent reduction in material thickness. Slight oil drips

were noted on all deck winches.

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Cargo Tanks

Cargo tanks not available for inspection as vessel under ballast, inert condition. Cargo tanks

reportedly not accessed since August 2018. Last set of dips reportedly undertaken by Chief Officer

late 2019 reflect unpumpable quantity of cargo on bulb.

Pump Room

The pump room is bright, well maintained and all equipment is easily accessible for cargo operations

and maintenance. All areas are well painted, ventilated and clean with no evidence of previous

leakages or breakdowns visible.

Superstructures

White bulkheads are mostly well painted but affected by thick spot corrosion in isolated places with

no signs of recent maintenance work. There are small areas that are affected by staining caused by

rust bleeding. All decks are mostly well painted with spot corrosion in places and there are minor

unsightly rust streaks from the base of portholes in places. In general, the superstructure is in good

condition.

Accommodation/Galley/Provision rooms

The accommodation spaces and living areas are built to full international standards. All Officer and

Rating cabins are built with integral toiler and shower room. The vessel has a crew complement of

18 persons. At this time, minimum crew are on board due to the vessel circumstances. There is a

pilot and owners’ cabin whilst there is a two (2) berth hospital. A swimming pool is fitted on the ‘A’

Deck adjacent to the engine casing structure.

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Galley and messing facilities are well found, separate and there is adequate space in the large galley

to accommodate multi-nationality arrangements. There are pantry areas for servicing officers and

crew dining saloons.

Provision rooms are located one deck below. All areas are clean and well maintained.

Bridge

Well maintained and equipped. VDR and ECDIS are fitted on board with all equipment said to be

operational.

Machinery

The engine room is moderately lit, ventilated, open and all the equipment is easily accessible for

maintenance. All areas are well painted and no oil was sighted in drip trays or bilges. The Engine

Control Room is located inside the accommodation at the “3RD” deck level. Cargo Control and Ballast

Control Room are located on the “A” Deck.

Maintenance records were not readily available but long voyage spares were sighted to be in place.

The vessel is fully automated with bridge control and the machinery spaces can operate in the UMS

mode.

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~ Conclusions ~

- Vessel appears to have been well maintained whilst being operated but it is understood that

maintenance levels have not been maintained significantly in the last 5 months as crew have

limited spares / stores on board.

- The No. 1 auxiliary generator was partially stripped and subsequently not functioning at time

of survey attendance.

- As the vessel has not been trading since August 2018, the three (3) cargo pumps have not

been operated.

- No. 1 Ballast Pump does not appear to be operational.

- In terms of the IG System, the IG valve to the deck appears to be disconnected but Inert levels

in tanks are reportedly being maintained.

Considering its age and recent lack of regular maintenance, the vessel appears to be in good although

operational aspect of machinery or lack of recent cargo operations needs to be considered

accordingly.

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~ VESSEL PARTICULARS ~

Vessel Name : ADVANTAGE SKY

Vessel Type : Crude Oil Tanker

Previous Names : Blue

Registered Owners : Advantage Sky Shipping LLC

Managers / Operators : Genel Denizcilik Nakliyati A.S.

IMO Number : 9419888

Official Number : 6197

Call Sign : V7KZ2

Flag : Marshall Islands

Port of Registry : Majuro

Builders : Jiangsheng Rongsheng Heavy Industries Group Co. Ltd

Hull / Yard No. : H1052

Date Delivered : Keel Laid :

Launched :

Delivered :

17 Sep 2008

29 Sep 2009

11 Feb 2010

Classification Society : DNV·GL

Classification ID Number : 28239

Class Notation :

Last Special Survey : 07 May 2015

Last Docking : 07 May 2015 Valletta, Malta

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~ Principal Dimensions ~

(Metric units are used unless otherwise stated)

Registered Tonnage: Summer deadweight : 156,657.80 mt

Gross : 83,805 t

Net : 49,301 t

Suez Canal Tonnage: Gross : 83,964.55 t

Net : 76,283.28 t

Last Transit: Unknown – Master / crew onboard not able to provide details

Dimensions: L.O.A. : 274.500 m

L.B.P. : 264.000 m

Breadth : 48.000 m

Depth : 23.738 m

Draught (summer) : 17.019 m

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Load displacement (summer) : 182,538.10 mt

Light displacement : 25,880.30 mt

Light draft : 2.787 m

Capacities

Cargo Tanks (100% capacity) : 170,973.20 cu.m

Slop Tanks (100% capacity) : 3,781.60 cu.m

Water Ballast (100% capacity) : 51,612.20 cu.m

Fuel Oil (100% capacity) : 5,071.60 cu.m

Diesel Oil (100% capacity) : 317.90 cu.m

Fresh water (100% capacity) : 484.00 cu.m

The above capacities and dimensions have been taken from ship’s plans and/or documents that were

made available for review at the time of this survey.

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~ MAIN CLASS SURVEYS ~

Last Survey Due Date

Continuous Survey Machinery 20 May 2015 11 May 2020

Tail shaft monitoring (Annual) 10 Jan 2019 11 May 2020

Auxiliary Boiler No.1 (Oil/Gas-fired 1S) 27 Dec 2017 11 May 2020

Exh. Gas Economiser 27 Dec 2017 11 May 2020

Special Survey 07 May 2015 Refer to Interim Class

Certificate.

Docking Survey 07 May 2015 Refer to Interim Class

Certificate.

Annual Survey Hull 27 Dec 2015 11 May 2020

Intermediate Survey Hull 27 Dec 2017 11 May 2023

CG Annual Survey 10 Jan 2019 11 May 2020

CG Load Test 07 May 2015 -

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~ STATUTORY CERTIFICATES ~

Issue Due Date

Load Line 27 Dec 2017 11 Feb 2020

Annual 07 Jan 2020 11 May 2020

Safety Construction 27 Dec 2017 11 Feb 2020


Safety Equipment 27 Dec 2017 11 Feb 2020


Safety Radio 07 Jan 2020 11 Feb 2025

Ship Station Licence (#62327) 10 Jun 2019 09 Jun 2023

Marpol Oil (IOPP) 07 Jan 2020 11 May 2020

Air (IAPP) 10 Jan 2019 11 May 2020

Sewage (ISPP) 07 May 2015 11 May 2020

Interim Certificate of Classification 07 Jan 2020 11 May 2020

USCG Certificate of Compliance 24 Apr 2016 24 Apr 2018

Marshall Islands Registry 31 Mar 2016 31 Mar 2021

Int. Ship Security Certificate 15 Jan 2018 17 Apr 2020

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Document of Compliance 15 May 2018 05 Jul 2023

Recommendations/ Conditions of Class

Nil

NOTES

- No overdue conditions noted.

- A majority of Classification Society details obtained via on line information to DNV·GL.

- All vessel Trading Certificates removed by Sheriff of the High Court of South Africa in 2018

and 2020.

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~ MANNING LEVELS ~

Safe Manning Certificate

Administration : Marshall Islands

Date of Issue : 07 May 2015

Deck Engine

Master 1 Chief Engineer 1

Chief Officer 1 Second Engineer 1

Deck Officers 2 Engineer Officers 2

Able Seamen 3 Oilers 3

Ordinary Seamen 2

Special Provisions

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Actual Manning

• Master

• C/O, 2/O, 3/O

• C/E, 2/E,3/E

• Pumpman, AB (3), OS (2)

• Oiler (2), Fitter

• ETO

• Chief Cook

Total: 18

Crew are from India and Turkey.

~ Accommodation ~

Senior Officer Rooms 4

Number of Officer's Rooms 6

Owner’s Room 1

Pilot Room 1

Number of Rating’s Rooms 15

Number of 2 Persons Rating's Rooms 2

Number of Accommodation Decks 5

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Lay Out

Upper deck

Ships laundry, bonded store, drying room, Officer’s change room, Crew’s change room, Foam & Fire

Control room, Hydraulic Power Unit room, Hospital, Suez room, AC room, Dry provisions, Cold

Chambers (Meat, Vegetables, Dairy, Fish), Lift space & machinery, public toilet, stationary locker,

C.G.R (A), Engine Room entrance.

External:

Garbage store, deck store, Oxygen / Acetylene store, CO2 room, Paint store.

“A” Deck

Crew’s mess room, Crew’s recreational room, Crew’s pantry, Galley, Gymnasium, C.G.R (B), Public

toilet, P/D trunk, Officer’s mess room, Officers recreational room, Officer’s pantry, Duty mess room,

Cargo Control room, Deck & Engine office, Conference room.

External:

Emergency generator room.

“B” Deck

15 Crew cabins, 2 Crew (2 person) cabins, Chief Steward cabin, Spare Officer cabin, Locker, P/D

Trunk, Crew’s laundry.

External:

Swimming pool tank.

“C” Deck

Captain, Chief Engineer, Pilot, Owner, 2 Snr Officers, 4 Jnr Officers, Electrician, Officer’s laundry &

drying room, P/D Trunk.

External:

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2 x 5MT (SWL) Provision cranes.

“NAV” Deck

Wheelhouse & chart space, Electrical Equipment room, Public toilet.

External: Battery Locker, Lift space.

Flag State Inspections

The Master was unable to provide information as the records were reportedly not on board the

vessel at the time of survey attendance.

Port State Control / USCG Inspections

The Master was unable to provide information as the records were reportedly not on board the

vessel at the time of survey attendance. However, the following details were obtained via a web

search:

Date Place Deficiencies

27 Jul 2018 Sines, Portugal 0

16 Jul 2018 Botas, Turkey 0

04 Oct 2017 Sao Sebastiao SP, Brazil 0

Outstanding Deficiencies Nil

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~ Essential Documents on Board ~

Stability Book Yes

Cargo Tank Hydrostatic Tables Yes

Loading Computer Class Approved PC Software Yes

COW & IG Manual Yes

Sea Trial Results No

Finished Plans and Instruction Books No

Oil Record Book(s) Yes

Safety Equipment Training Manual Yes

Shipboard Oil Pollution Emergency Plan Yes

Ballast Water Management Plan Yes

~ CARGO HISTORY ~

The Master was unable to provide information as the records were reportedly not on board the vessel

at the time of survey attendance.

Voy No. Port of call Arrival Departure Remarks

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~ Condition Report ~

Hull

The vessel was afloat at Durban outer anchorage on 04 and 06 March 2020 with the vessel idle at

the time boarding. The vessel had reportedly been afloat at the Durban outer anchorage since August

2018 and had not engaged any cargo activities since that particular date with the vessel in the Inert

Gas Condition.

The vessel is a flush decker with a bulbous bow and transom stern. Navigation bridge,

accommodation and machinery spaces are located aft. She has white accommodation, blue topsides

and re boot topping. Decks, deck machinery, manifolds and piping are sky blue in colour.

An examination of the exposed hull areas was possible via a launch under fair weather conditions.

The vessel was last dry docked in May 2015 in Valletta and in general, the hull coating is in fair

condition with marine growth noted on the hull. The marine growth build-up was variable at places

along the full length of the hull and appeared to extend downwards, to an unknown depth, extending

from the 8 metre draught mark with the marine growth more pronounced at the stern are but

particularly on the rudder.

There was a breakdown of the hull coating in places but these appeared to be related to areas

commonly in contact with fenders. There is light wash boarding forward in the area over the bulbous

bow whilst there is mechanical damage to the paint coating on top of the bulbous bow from anchor

chain working on the bow. Also, there are unsightly rust streaks / bleeding from the deck scuppers

as well at isolated along the hull length extending downwards from the main deck.

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Port side anchor deployed at time of survey attendance. Anchors are mounted on large protruding

bosses so that they can be dropped more easily and remain clear of the hull. Name, Port of Registry

and Load Line markings were clearly visible and easy to read. All six (6) of the vessels’ draught marks

are faded, partially obscured by marine growth in places and difficult to read.

Forecastle Deck

The forecastle deck is flush with the main deck. A solid bulwark is fitted around the bow, from right

ahead to half way down towards both shoulders. Generally, it is in good condition and well painted

with rust streaks present on the hull side.

The forecastle deck and mooring fittings are in good condition with some spot corrosion along the

welding seams. The decks, all the fittings and bulwarks are painted ‘sky blue’. There has been no

recent touch up work and the Chief Officer confirmed that no maintenance had been undertaken in

at least five (5) months.

There are two combined anchor windlass / mooring winch units on the forecastle head and the

windlasses are mounted on either side of the centreline. There are two (2) additional hydraulic

mooring winches mounted transversely, abaft of anchor handling windlasses on the port side of the

centreline. That gives a total of 8 mooring ropes on winch drums and four warping barrels.

There is a set of chain stoppers mounted forward of the combined windlass / mooring winch units,

located either side of the centreline, abaft of the bulwark. There is a set of cradles are also mounted

just aft of the chain stoppers and each contains a chafe chain for single point mooring.

There are eight (8) Panama fairleads mounted within the solid bulwark with four (4) located either

side of the centreline on both sides strategically around the bulwark perimeter. There are two (2)

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bollards, one either in board side of the combined anchor windlass / mooring winch units. Hydraulic

oil leaks noted on the couplings on all windlass / mooring winches but contained within the save-alls.

The anchor stows well with the fluke positioned within the hawse pipe. The chains and swivels, where

visible, appeared to be good order. Anchors and chains were reportedly ranged and calibrated during

the last dry-dock.

Forecastle stores are entered through the after part of the foremast house access trunk. The stores

are moderately well organised with slight dust layer covering bulkheads and associated

strengtheners. Deck plates are well painted. Foremast is well painted with some spot corrosion

along the welding seams and joins.

Main Deck

In general, the main deck and associated piping structures are moderately well painted with some

spot corrosion along the welding seams in places. There is no evidence of pitting on the deck and

piping although the steam piping system has breakdown of the coating with corrosion present.

The vessel is fitted with open 3-tier railings on either side of the main deck, walk way passage and

stern. All were in good order with no damaged sections.

Deck fittings are generally moderately well painted but all are affected to some extent by spot edge

corrosion and minor rust bleeding in places. All tank ventilators were in good order and both

manifolds appeared well maintained with the spill tanks clear, gratings in place and in good order.

Manifolds are colour coded at specific locations with an overview of the manifold layout as follows:

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Line No’s 1, 2 & 3 annually pressure tested on 14 February 2018 to 14.13kg/cm² and 2.5 yearly to

21.2kg/cm².

There is a designated helicopter landing area marked on the port side forward end of the main deck,

over cargo tank No. 1 & 2. Helicopter operation gear is stowed inside the deckhouse. The landing

area is 13.5 metres and helicopter landing is permissible.

There are deck house stores mounted forward of the manifolds on either side of the vessel centreline.

The deckhouse stores are used for helicopter operation gear, various mixed daily deck & cargo

operational work necessities as well as anti-pollution / portable fire fighting equipment.

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One spare anchor mounted on face of starboard side deck store. Spare anchor well painted and

secure in place.

One spare four (4) blade propeller mounted and adequately secured on starboard side of the main

deck, adjacent to helicopter landing zone. Spare propeller in good order and maintained.

The vessel is equipped with two (2) MacGregor hose handling cranes located abaft deckhouses on

either side of the vessel centreline. Both cranes had the following common details:

Type HH400-1518-4

Built 2008/10

Each crane had a SWL 15MT up to 18 metre radius with both cranes well painted. Hoisting wires

inspected, where visible, and appeared to be in good condition. Starboard side crane reportedly not

functional due to a hydraulic pipe issue with Chief Officer advising that spare part was not on board.

Port side crane operational and utilised at time of survey attendance.

There are aluminium ‘combination’ accommodation ladder systems abaft of the manifold with port

side ladder in use at time of survey attendance. Both ladder systems appeared well maintained and

in good working order.

There are two hydraulic mooring winches fitted on the port side of the centreline forward of the

Pump Room. Associated bollards, rollers and fairleads are fitted on either side and appear maintained

and in working order.

A ‘fire wire’ winch had been retrofitted to the starboard of the centreline, leading cross the deck.

Stern Deck

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The stern deck is flush with the main deck. Deck plates in the mooring area and on both sides of the

accommodation are well painted and there is no sign of pitting.

There are three (3) mooring winches with two (2) drums on each, giving a total of 6 ropes on reels.

Two of the winches are leading aft and one is leading across the deck, mounted on the port side of

centreline. Each winch is fitted with a warping head.

There are two (2) bollards on either side and there are fourteen (14) Panama Fairleads affixed in

strategic position.

There is a single stern emergency towing arrangement winch between the two aft mooring winches,

affixed on the starboard side of the centreline. The emergency towing winch motor was not affixed

at time of survey attendance.

A ‘fire wire’ winch had been retrofitted to the starboard of the centreline, leading cross the deck.

The steering flat is located below the stern deck and is entered from the port side or through the back

of the engine room.

An engine room equipment hatch opening is mounted on the main deck between the

accommodation and machinery space.

Mooring Machinery and Equipment

All mooring winches are electro hydraulically operated and all displayed evidence of hydraulic oil

leaks at the couplings. Apart from slight leaks on the winches, all hydraulics were found to be in good

order. Hydraulic couplings and deck penetrations were covered in anti-corrosive tape in place.

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All were reportedly operational and in apparent good order. All foundations, drums and linkages

were found well painted. There is not apparent reduction in material thickness.

Clutches linkage and brake screws were lubricated and there was no pitting sighted on the brake

drums. The brake linings appeared to be in good order.

Cargo Tanks & Pump Room

All cargo and slop tanks reportedly coated with pure epoxy (Jotacote Universal), 1 metre upwards

from the bottom and 2.5 metres downwards from the deckhead. The cargo tanks were fitted with a

solid centreline bulkhead.

The vessel was in an Inert Gas condition at the time of our survey attendances and thus, cargo tanks

were not accessible. Both Master and Chief Officer confirmed that cargo tanks had not been accessed

since August 2018 and latest dips reflected minor quantities of oil on the sounding tape bulbs (+/-

25mm).

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Vessel tank overview including Segregation as follows:

Cargo Oil Tanks & Segregation

Compartment Location

(Frame)

Capacity (m³)

100% Full 98% Full

SEG.I

(31.3%)

No. 1 C.O.T. (P) 89-96 10,947.8 10,728.8

No. 1 C.O.T. (S) 89-96 10,947.8 10,728.8

No. 4 C.O.T. (P) 68-75 15,496.6 15,186.7

No. 4 C.O.T. (S) 68-75 15,496.6 15,186.7

Slop Tank (S) 54-55 1,890.8 1,853.0

SUB TOTAL 54,779.60 53,684.0

SEG.II

(36.4%)

No. 2 C.O.T. (P) 82-89 15,317.0 15,010.7

No. 2 C.O.T. (S) 82-89 15,317.0 15,010.7

No. 5 C.O.T. (P) 61-68 15,496.6 15,186.7

No. 5 C.O.T. (S) 61-68 15,496.6 15,186.7

Slop Tank (P) 54-55 1,890.6 1,853.0

SUB TOTAL 63,518.0 62,247.80

SEG.III

(32.3%)

No. 3 C.O.T. (P) 75-82 15,496.6 15,186.7

No. 3 C.O.T. (S) 75-82 15,496.6 15,186.7

No. 6 C.O.T. (P) 55-61 12,732.0 12,477.3

No. 6 C.O.T. (S) 55-61 12,732.0 12,477.3

SUB TOTAL 56,457.2 55,328.0

GRAND TOTAL 174,754.8 171,259.8

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An overview of the cargo oil systems, segregated water ballast systems, Inert Gas & tank ventilation

systems, tank washing systems and gauges are illustrated in extracts from vessel documents below.

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The pipeline capacities were as follows:

COMPARTMENT PIPE SIZE

NO. 1 C.O.T.

SEG.1 650A

PORT 450A

STBD 450A

NO. 2 C.O.T.

SEG.1 650A

SEG.2 650A

PORT 450A

STBD 450A

NO. 3 C.O.T.

SEG.1 650A

SEG.2 650A

SEG.3 650A

PORT 450A

STBD 450A

NO. 4 C.O.T.

SEG.1 650A

SEG.2 650A

SEG.3 650A

PORT 450A

STBD 450A

SEG.1 TO UPPER DECK 550A



NO. 5 C.O.T.

SEG.1 650A

SEG.2 650A

SEG.3 650A

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PORT 450A

STBD 450A

NO. 6 C.O.T.

SEG.1 650A

SEG.2 650A

SEG.3 650A

PORT 450A

STBD 450A

SLOP TANKS

SEG.1 650A

SEG.2 650A

SEG.3 650A

PORT 400A

STBD 400A

The cargo tank dimensions were noted to be as follows:

COMPARTMENT TANK BREADTH FWD

(M)

TANK BREADTH AFT (M) TANK LENGTH (M)

1 C.O.T P 4.3 14.8 33.6

1 C.O.T. S 4.3 14.8 33.6

2 C.O.T P 14.8 17.6 33.6

2 C.O.T. S 14.8 17.6 33.6

3 C.O.T P 17.6 17.6 33.6

3 C.O.T. S 17.6 17.6 33.6

4 C.O.T P 17.6 17.6 33.6

4 C.O.T. S 17.6 17.6 33.6

5 C.O.T P 17.6 17.4 33.6

5 C.O.T. S 17.6 17.4 33.6

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6 C.O.T P 17.4 10.6 28.8

6 C.O.T. S 17.4 10.6 28.8

SLOP P 10.6 9.2 4.8

SLOP S 10.6 9.2 4.8

The vessel is capable of handling 3 different grades with double valve segregation and there are no

tank filling restrictions. High level alarms are equipped in all cargo tanks and the fixed closed tank

gauging system is based on radar type. The vessel is equipped with a Cargo Control Room, located

on “A” Deck and the tank gauges are displayed in the CCR accordingly. Chief Officer stated that some

controls for valves on deck do not appear to be operational from the CCR.

A vapour emission control system (VECS) is fitted on board and there two (2) VECS per manifold.

Venting is by means of mast riser and high velocity PV valves on the main deck.

The valves at the cargo manifold are all of the Butterfly type (carbon Steel/150 rating) and an

overview of the manifold and associated distances is reflected overleaf.

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The following

reducers are reportedly on board the vessel:

- 6 x 600/400mm (24/16”)

- 3 x 600/300mm (24/12”)

- 3 x 600/250mm (24/10”)

- 3 x 600/200mm (24/ 8”)

The cargo tanks are equipped with steam heating coils whilst the lop tanks are fitted with heating

coils. The maximum temperature can be loaded and maintained is 66°C.

The vessel is equipped with an Inert Gas System (IGS) which is reportedly operational and IGS is

supplied by flue gas. Vessel was in an IG condition at the time of our survey attendances.

The vessel was fitted with a Crude Oil Washing (COW) system that was reportedly operational but it

was suspected may require an overall due to the period of inactiveness.

MCL - MARINE


The Pump Room was found to be well lit, ventilated and clean. All fans were functioning and the

Pump Room appeared to have been well maintained prior to the lengthy lay-up at Durban outer

anchorage. There was no evidence of leaks or issues with the cargo pumps. Vessel is equipped with

three (3) Centrifugal cargo pumps that have not been utilised since June / July 2018 and may require

a overall due to the period of inactiveness.

The cargo handling rates were noted to be as follows:

Maximum discharge rate 10,500.00 m³/hr

Maximum discharge rate (each segregation) 3,500.00 m³/hr

Maximum discharge rate (each tank) 1,750.00 m³/hr

Maximum loading rate 15,000.00 m³/hr

Maximum loading rate (each segregation) 5,000.00 m³/hr

Maximum loading rate (COT 1,2,3,4,5,6 P&S) 2,500.00 m³/hr

Maximum loading rate (Slop P&S) 2,000.00 m³/hr

Cargo pump capacity 3,500.00 m³/hr (x 3)

Cargo eductor capacity 450.00 m³/hr (x 2)

Stripping pump capacity 350.00 m³/hr (x 3)

There is one (1) stripping pump (Type: reciprocating, vertical) that has a capacity of 350 m³/hr. The

pumps were reportedly in working order.

Ballast Tanks & Pump Details

MCL - MARINE


At the time of boarding the vessel, all ballast tanks were pressed up (full) and not accessible for

inspection. The ballast tank locations and capacities were as follows:

Tank Location Capacity (m³)

100%

FPT 96-FE 1,200.0

1 WBT P 89-96 4,997.3

1 WBT S 89-96 4,997.3

2 WBT P 82-89 3,888.7

2 WBT S 82-89 3,888.7

3 WBT P 75-82 3,840.1

3 WBT S 75-82 3,840.1

4 WBT P 68-75 3,840.1

4 WBT S 68-75 3,840.1

5 WBT P 61-68 3,796.7

5 WBT S 61-68 3,796.7

6 WBT P 48-61 4,081.8

6 WBT S 48-61 4,081.8

APT AE-13 1,522.8

SUB-TOTAL 51,612.2

No. 4 C.O.T. P* 68-75 15,496.6

No. 4 C.O.T. S* 68-75 15,496.6

SUB-TOTAL 30,993.2

GRAND TOTAL 82,605.4

*Floodable

The current crew had not entered any ballast tanks for inspection and no photographs were available.

MCL - MARINE


There are a total of two (2) ballast pumps and the noted capacities are as follows:

Ballast pump capacity 2,000.00 m³/hr (x 2)

Maximum ballast discharging rate 4,000.00 m³/hr (x2)

Ballast eductor capacity 200.00 m³/hr (x 3)

No. 1 ballast pump did not appear to be fully operational at the time of survey attendance and seems

that there is low insulation on the motor.

Superstructure and Decks

White bulkheads are mostly well painted but affected by some spot corrosion along the welding

seams in places. There is minor rust streaking from the portholes and no evidence of pitting on the

decks. Generally, superstructure is in fair condition.

Watertight doors and closings throughout the superstructure were in good condition and rubber seals

were in good order.

Accommodation

The accommodation spaces and living areas are built to modern international standards. All areas

were found in a clean condition although broken chairs were observed in the Engine / Deck Officer

on “A” Deck. The dryers located in the laundry’s of “Upper Deck”, “B” & “A” Decks were not

functioning.

All cabins are single berths with integral toilet and shower room apart from two cabins on “B” Deck

that can accommodate 2-Persons with integral toilet and shower rooms.

MCL - MARINE


There are nine (9) officer cabins comprising of four (4) senior officer cabins and five (5) junior officer

cabins excluding the Pilot & Owner’s cabin on “C” Deck.

There are sixteen (16) rating cabins excluding the Chief Steward and Spare Officer’s cabin located on

“B” Deck.

All passageways are wide and well lit. All panels were intact and in an undamaged condition apart

from the gymnasium, where a deck head panel had been removed to retrofit a piece of gym

equipment.

The elevator was not functioning and according to the Chief Engineer required a service with certain

parts that were not on hand. Spare parts were available but not specific to rectify the mechanical

issue on hand.

Officer’s mess is on the starboard side against the aft bulkhead. There is one 4-berth round table and

6-berth table. Crew mess room is the port side and seats eight (8) persons with the usual recreational

equipment available.

Vessel is fitted with fresh water flushing toilets and a Hanworthy sewage treatment plant is said to

be operational.

Bridge and Communication Equipment

The Navigating and Bridge Deck is in good order, being clean and well maintained with usual safety

instructions, turning circles, etc. Navigation equipment is well founded. There are two Furuno radars

with ARPA and two Furuno ECDIS monitors. VDR is fitted.

The GMDSS equipment is mounted on the starboard side of the chart table and Furuno supplies most

of the GMDSS equipment.

MCL - MARINE


Provision and Refrigerated Rooms

The provision rooms are located on the “Upper Deck” which is one deck below the galley. There are

four cold rooms and a dry provision room.

The provision spaces were found well maintained, clean and organised.

Cold Room Capacities

Space Capacity Temp.(°C) Cooler Type

Dry Provision Room - Unknown Vent

Meat Room - -17.0 Unit cooler

Dairy Room - 10.5 Unit cooler

Fish Room - -12.0 Unit cooler

Vegetable Room - 6.0 Unit cooler

Temperatures being maintained were acceptable although Fish Room temperature recording was

doubtful. Fish within the room appeared frozen with no foul odours recorded. There was no sign of

any frost in the reefer spaces.

Galley

Gallay and messing facilities are well founded and separate. There is adequate space in the large

galley to accommodate multi-nationality arrangements.

All areas are clean and well maintained. All equipment is said to be operational

Machinery Spaces

MCL - MARINE


Main Engine

The engine room is moderately lit and spacious. We noted that several associated engine room

components to be non-functioning as they were either being worked on such as No. 1 auxiliary engine

or were free standing in a serviceable condition.

The general cleanliness of the machinery spaces was noted to be good. All plates were painted and

everything had an appearance of good housekeeping.

The engine room switchboard is located in the engine room in an area that is not air-conditioned.

The main engine is a Hyundai MAN B&W 6S70MC-C marine diesel engine, developing a maximum

continuous output of 18,660 BHP at 91RPM (MCR). There are two Hyundai TPL77B12 turbo-chargers

mounted on the starboard side of the engine block.

It was established that engine is currently being operated to a maximum load of 68 rpm and as far as

could be ascertained, no major maintenance had taken place recently. There was not recent data

relating to the last sea passage report that obtain records on performance versus consumption

available on board. Based on current engine operations, it provides 4.5 knots during ballast sailing

conditions with a consumption of 46.5 mt/day. Engine is operated continuously on 180 IFO.

The engine room damper / funnel flaps were reportedly all operational but we noted the blower (fan

rooms) to be corroded to varying degrees and extent.

The two (2) air compressors were operational although it was noted the No. 1 air compressor had

low performance.

MCL - MARINE


In terms of the IG System, the valve to the deck appeared to be disconnected whilst the bypass valve

to the funnel appeared in good order.

The Fresh Water Generator condition overall appears to be poor and upon discussing this matter with

the Chief Engineer we eventually established its producing capacity was low. The ejector pump for

the Fresh Water Generator appears to be non-functioning.

Oily water separator seems to be functioning normal align with emergency air compressor and

generator.

The AC units appear to be in working order apart from No. 2 AC unit fan. The Aalborg Inert Gas

System Scrupper (ASQ-150) is reportedly functioning normally. The Atlas incinerator 800SLWS.P has

a variable capacity and was reportedly in working order.

The operator displays for the VLT are dull and appear to be failing. The overhead engine room crane

(SWL 8T ~ hoisting height 18M) appeared to have oil leaks.

Generators

There are three (3) Yanmar 6S70MC-C7 diesel engines, with a rated output of 1,010kw each, driving

three (3) Electric alternators, which have a rated capacity of 920KVA each.

No. 2 and 3 auxiliary engines were running with about whilst No.1 auxiliary engine was not

functioning and partially stripped.

Boilers

MCL - MARINE


Two (2) SAACKE type boilers are fitted onboard. Boiler can burn fuel oil or waste oil. The

manufacturers plate could not be located during on board attendance. There is also a SAACKE KIP/PC-

1.8718 Economizer with a rated evaporation rate of 1,300kg/and the working pressure is 18 BAR.

We could not detect any major issues with the boilers although the

Purifiers

The No. 2 LO purifier was switched off and after enquiring it was established that it keeps overflowing.

Workshop

The workshop is located on the port side of the 3rd deck level in the engine room and is well equipped.

Engine Control Room

The Engine Control Room is located inside the machinery space at the “2nd” deck level. The vessel is

fully automated with bridge control and the machinery spaces operate can operate in UMS mode.

Steering Gear Compartment

The steering gear compartment is entered either through the back of the engine room or directly

from the deck, at the port side of the stern deck. There were slight drips from the ram seals.

Collection tins were in place on both sides to collect oil from the rams.

The Emergency Fire Pump is located in a cofferdam in the forward part of the steering compartment,

on the port side and appeared to be well maintained.

MCL - MARINE


Life Saving Equipment

There are two fully enclosed GRP lifeboats. Both are fully motorized with a capacity of 32 persons in

each boat. Both lifeboats were found to be in good condition, well secured, with wires and chocks

being in apparent good condition.

There are two (2) 16 person life rafts stowed abaft of each lifeboats. A 6 person life raft is stowed

forward. The webbing, quick release and HRU’s were in order.

Lifejackets, lifebuoys, EPIRBs, escape breathing apparatus, portable VHF radios, and other safety

equipment are reportedly provided according to SOLAS.

Fire and Safety Equipment

Unitor Sea Water Fire Fighting System for accommodation, main deck and engine room.

Unitor Foam Fire Fighting system for cargo tanks and deck areas.

Fixed CO2 Fire Fighting System for Engine room, pump room and purifier room.

Both systems are well maintained and serviced accordingly. A Tyco water mist system is also fitted

for main engine, auxiliary engines, boilers, purifiers & incinerator.

Spare Gear

Very little spare gear noted around the vessel.

MCL - MARINE


- T E C H N I C A L A P P E N D I X -

Propulsion Data

Auxiliaries Data

Steam Plant

Spares

Mooring Equipment

Lifting Equipment

Cargo Handling

Navigation

Communications

Safety Equipment

Environmental Protection

Cargo History

~~~~~~~~~~~

Attachments

~~~~~~~~~~~

Photographs

MCL - MARINE


- PROPULSION DATA -

Main Engine

Maker : Hyundai MAN B&W

Type : 6S70MC-C7

Bore : 700mm

Stroke : 2800mm

Turbochargers : Hyundai TP77B12

M.C.R./RPM : 18660 bhp x 91 rpm

N.C.R./RPM : 16794 bhp x 87.9rpm

Air Cooler : Vestas LKMY-C2-1669-EK-07015

Remote Control Sys Mfr : Konsberg

Aux Blowers : TAE-1L Blower Manufacturing Co. Ltd

Steering Gear

Make : Yoowan-Mitsubishi

Type : YD TD-300-2

Designed torque : Not legible.

Manufacturer’s plate dull and not legible.

Propeller

FPP/4-blade/RH/Single

No other details on board the vessel

MCL - MARINE


Main Engine Data

Total Running Hours : 46,741

Loaded Ballast Economy

Present RPM : Unk. Unk. Unk. - rpm

Speed : Unk. Unk. Unk. - knots

Fuel Consumption : Unk. Unk. Unk. - tpd

Fuel Viscosity : 180 cSt (HFO)

Lubricating Oils :Make : Mobil / Castrol

:Cons. Cyl : Unk. ltr/day

System : Unk. ltr/day

Lubricating Oil Analysis On board test reportedly being carried out by the crew

with chemicals being used as supplied by Unitor.

MCL - MARINE


Main Engine Crankshaft Deflections

No records available on board at time of survey.

Main engine cylinder liner measurements

~ AUXILLIARIES DATA ~

Main Diesel Generators

Make : Yanmar

Number of Sets : 3

Type : 6N21 (A) L-V

Bore / Stroke : 210 x 290mm

Exhaust Gas T/C : IHI

RPM : 900rpm

Alternator

Make : Hyundai

Type : HFC6508-84K

Output : 1175KVA

Emergency Generator

Make : HND MWM

Type : CCFJ 200Y

Output : 200KW

MCL - MARINE


Auxiliary Engine

Fuel Consumption : Not provided – despite request.

Lubricating Oil Cons : Not provided – despite request.

Fuel Viscosity

: Not provided – despite request.

Load in Port : Not provided – despite request.

Load at Sea : Not provided – despite request.

Lubricating Oil Analysis

Lubricating Oils :Make : No record

Cons : Unk. ltr/day

:

Lubricating Oil Analysis

: A.E. #1 A.E. #2 A.E. #3

Oil Running Hours :

No records O/B No records O/B No records O/B

Sample Date :

Viscosity @100ºC cSt :

% Water %V :

Flash ºC :

Insolubles Wt%

TBN Mg/KOH/

g

:

Remarks : Nil

MCL - MARINE


Generator Running Hours

From New Since Last O/Haul

No. 1 Generator No records O/B No records O/B



Em. Generator - -

Ballast Pump (2)

Pumps - Make : Nishis Hiba Electric Co. Ltd

Type : NT1KK

Capacity : 2,000m³/hr

Head: 30

No. 1 Ballast Pump not functioning.

Cargo Pump (3)

Pumps - Make : Shinko

Type : Rx2-2

Capacity : 3,500 m³/hr

KW x RPM : 1550kW x 7066rpm

Stripping Pump (1)

Capacity : 350 m³/hr

Head: 135

MCL - MARINE


Cargo Eductors (2)

Capacity : 450 m³/hr

Head: 30

Main Pump Qty Capacity Head RPM

Bilge Fire & GS PP No.1 1 250 m³ / 210 m³ 40/90 1765

Bilge Fire & GS PP No. 2 1 250 m³ / 210 m³ 40/90 1765

Em’cy Fire Pump 1 72 m³ 90 1775

~ STEAM PLANT ~

Auxiliary Boiler

Make : SAACKE

Number of units : 2

Type : FMB-VL-35/16

Rated evaporation rate : Variable

Economiser

Make : SAACKE

Type : KIP/PC-1.8718

Capacity : 1300kg/hr

Steam pressure : 18 BAR

Boilers: Fuel Consumptions

At Sea : Not provided

MCL - MARINE


In Port : Not provided

Fresh water Consumptions

Boiler : Not provided

Domestic : Not provided

(FW Generator currently producing +/-15 mt/day)

~ Long Voyage Spares ~

Tailshaft

: Nil

Propeller

: Yes

Anchor

: Yes

Main Engine

No. New Recon

Cylinder Liners

: 1 1 -

Piston and Rod Assembly

: 1 1 -

Piston Crown : 1 1 -

MCL - MARINE


Exhaust Valves Complete

: 3

Starting air valves : - - 2

Fuel valves

: - - 12 (used)

Crosshead Bearing : 1 1

Bottom End Bearing

: 1 1

Set Thrust Pads

: 1 1

Main Bearing

: 1 1

~ MOORING EQUIPMENT ~

Windlasses

Cable Lifter

Make : Aker Kvaerner

Type : M2-19CU4715SPM

Nominal Load : 447KN

Cable diameter : 97ØMM

Shackles port / stbd : 13/14

Mooring Winches

MCL - MARINE


Make : Aker Kvaerner

Type : 250HW10M54

Nominal Load : 245KN

Design Rope : 38ØMM

Nominal Speed : 15m/min

Brake Holding : 45m/min

LIFTING EQUIPMENT ~

Provisions and Stores Trolley Hoist

Location : PS & SB “C” Deck

SWL : 5MT

Type : MacGregor 6P160-0516-2

Engine Room Crane

Maker : Jiangsu Jiangyian Chengijang Ship Equip. Co. Ltd

Type : Unknown

Capacity : 8MT

MCL - MARINE


-ESP – Thickness Gauging-

Nil available on board the vessel.

~ CARGO HANDLING ~

(BULK LIQUID CARGO)

Load Line Data: General Cargo

Load Line Draft (m) Freeboard (m) Dwt Displ.

Summer 17.02 6.72 156,657.80 182,538.10

Winter 16.67 7.07 152,418.40 178,298.70

Tropical 17.37 6.37 160,904.40 186,784.70

Lightship 2.94 20.95 - 25,880.30

~ NAVIGATION EQUIPMENT ~

Make Type

Gyro Compass : Tokyo Keiki CB-803-1

Auto Pilot : Tokyo Keiki -

Radar No. 1 ARPA : Furuno RCU-014

Radar No. 2 ARPA : Furuno RCU-014

GPS : Furuno GP-150

Data Recorder (VDR) : Consilium RM43

Charts & Publications : Admirality

MCL - MARINE


ECDIS : Furuno 3000

~ COMMUNICATIONS EQUIPMENT ~

Shore-based Maintenance : Mackay Marine

Expiry : 01/04/2022

~ SAFETY EQUIPMENT ~

Lifeboats

Location : Port Stbd

Type : Enclosed Enclosed

Material : Glass Reinforced Plastic

Capacity : 32

Propulsion : Diesel engine – electric start

Liferafts

Location : Port Aft STBD Aft STBD Fwd

Capacity : 2 x 16 2 x 16 1 x 6

Next Survey Date : 11/2020 11/2020 11/2020

~ ENVIRONMENTAL PROTECTION EQUIPMENT ~

The following equipment is carried on board for environment protection;

• Sorbent materials

• Vessel has a spill response plans

MCL - MARINE


Note on survey attendance: Vessel’s Senior Crew & Ratings were welcoming but crew at times

appeared to be distant and non-committal or evasive to certain questions and requests. Crew also

appeared to be not be fully appraised of vessel’s capabilities, particularly deck & cargo related aspects,

due to lack of cargo operations. Crew appear to have limited stores on board for maintenance and

no deck side maintenance seems to be in place for some time. Engine room machinery being

maintained with available resources on board, where possible, but it seems that crew are working

under pressure to maintain operational equipment due to lack of available spares and provisions. We

were only permitted to take still photographs within the accommodation structure.

- DISCLAIMER -

Clients are respectfully reminded that this report is the product of a

superficial Inspection conducted 'against the clock' in pressured

conditions. Whilst we are of the opinion that we have established

the condition of the vessel where accessible, it should be borne in

mind that much of the internal structures, tanks and machinery has

not been entered and or carefully inspected and that the majority of

equipment was not working during the inspection.

Clients are respectfully reminded that this is a Copyright report

produced by Sedgwick South Africa (Pty) Limited for client’s exclusive

use whilst assessing the possible purchase of the vessel.

MARSHALL ISLANDS FLAG VESSEL M.T. “ADVANTAGE...

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Transcript of MARSHALL ISLANDS FLAG VESSEL M.T. “ADVANTAGE...