1.

1 Recommendations:
1. During the vessel’s sea trials, the maximum load for both engines was observed
to be limited, port main engine reached 77%, while the starboard main engine
reached 57%, both outcome readings agreed with vessel’s Chief Engineers, it’s
noteworthy that the engines did not reach the RPM specified in the Bollard Pull
certificate, which is 1600.

During the sea trials STBD ME tripped while attempting to load the engine due
to overheating, then Port engine shutdown due to overheating after 3 minutes
at +/- 1520 rpm and engine load of +/- 92%, then STBD engine shutdown after
8 minutes at +/-1460 rpm and engine load of 93%, then Port engine retested
for 10 minutes on 80% pitch, 1580 rpm and 90% load, then both engines
tested together for additional 5 minutes, both on 70% pitch, 1450 rpm, 82%
load, it’s to be noted that both main and emergency cooling systems were
utilized to reduce MEs overheat.

Hence, it’s evident that both ME couldn’t achieve bollard pull testing criteria
(For client Info).
2. As per the Bollard Pull Certificate, the pull capacity is stated as 65.5 T, however,
a thorough examination of the Towing wire & AH wire, conducted by PLC and
dated 15.12.2023, indicates that the wires' Safe Working Load (SWL) is only
40.2 T. Still the same.
3. The bow thruster No. 1 was found overdue for overhauling jobs as per maker’s
recommendations schedule.

Service report for BT.1 (KAWASAKI-KWJ KT-55B3) comply with maker

recommendations provided and accepted. Closed-out.
4. After the sea trials and while manoeuvring to approach the port, Bow thruster
no. 1 tripped twice. (to be investigated)

During sea trials Both Bow thrusters tested and verified to be operational.
Closed-out.

5. The vessel crew lacked familiarity with the vessel's DP system, as the vessel crew
demonstrated unfamiliarity with the DP system and there was a (Master/DPO) from
other vessel, signed onboard to carried out the trials. Present crew found to be
undergoing DP Familiarization however, Project crew to be verified during the DP

mobilization trials.
6. During the survey, it was noted that the vessel crew lacked familiarity with the
vessel's DP documents, as none of the DP documents were available onboard,
however, by the end of the survey, the vessel has received from their office
some of the documents electronically. (crew to be familiarised) Present crew
found to be undergoing DP Familiarization however, Project crew to be verified
during the DP mobilization trials.
7. The last overhaul jobs for CPP were carried out by AEGIR marine in August 2018,
however, the absence of maker’s recommendations for overhauling intervals
have prevented the confirmation of whether both CPP overhauling jobs were
due or not.
 Service report issued by AEGIR Marine dated 25 oct 2023 confirming both CPP
blades seal change and OD Box overhauling at running hours Port ME 36516 &
STBD ME 36738 reviewed and accepted. Closed-out.
8. All officers onboard, excluding the chief officer, were found not to have flag
endorsement.

Master, Chief officer, chief engineer, 3rd Eng and ETO have flag endorsement
however, one chief officer was not holding flag endorsement.
9. All officers onboard, were found not to have DP certificate.

Master and two DPOs holding full DP certificates and sufficient experience
were onboard for 12 hrs DP operation. Additional DPO/JDPO is to be assigned
if 24 hours DP operations is required.
10. The Chief Mate and Second Mate don’t have evidence of sea service, and there
was no proving experience on the same type of vessel.

Master and two DPOs with sufficient experience on similar type of vessels/
operations assigned onboard. Closed-out.
11. The crew is missing a Third Engineer as per the Minimum Safe Manning
Certificate, and the onboard 3rd engineer in his first rotation as 3rd Engineer
with no proof of the proper handover.

One 3rd Engineer onboard, however according to Minimum Safe Manning

Certificate (Coastal Voyage) two Watchkeeping Engineer required in addition to
the Ch. Eng.
12. There was no gangway found onboard; however, the attending surveyor
accessed the vessel using another vessel's gangway.

Gangway physically checked and proof load test/thorough examination

certificate dated on 08.04.2024 provided. Closed-out.
13. Although the cargo hose pressure test certificate for wet and dry cargo (mud,
cement) was available, the hoses themselves were not found onboard.

Hoses physically checked and pressure testing certificates dated 08.04.2024

provided, one hose each 25 meters for (Mud, Cement). Closed-out.
14. The fuel pump is a screw-type and fitted with a relief valve, however, there was
no calibration certification for the valve found in place.

Relief valves calibration certificate dated 08.04.2024 provided. Closed-out.

15. The compass errors log has not been maintained, as the last entry dated April
2019.

Compass errors logbook maintained till 17.04.2024. Closed-out.

16. Some of the navigation lights were found to be non-functional.

All navigation lights (main & spare) test and found operational. Closed-out.
17. The Fire & Safety Plan was posted onboard, marked as class ABS Approved,
however, the relevant approval letter from ABS was not available onboard.

Class Approval Letter No.SH/FT/300671 dated on 15 Dec 2007 referring to

dwg. no KCM/Q331(A)-S2 provided clear of recommendations/conditions,
 dwg. no KCM/Q331(A)-S2 provided clear of recommendations/conditions,
however, the Fire & Safety Plan distributed/posted around vessel found to be
dwg. no KCM/Q331(A)-S1 (Revised Class Approved Fire & safety Plan to be
sourced and distributed onboard).
18. The vessel is equipped with 6 fireman's outfits and 4 portable VHF units,
however, no relevant headsets were found onboard. Still the same.
19. The multi-gas detector onboard was calibrated by Senoussi Free Zone on
09.12.2023, however, the device was found to be non-functional at the survey
time.

One Multi-gas detector provided, tested and found operational, calibration

certificate dated on 15.04.2024. Closed-out.

20. The Emergency lighting in bridge was found to be not functional.

Emergency lighting tested and found operational. Closed-out.

21. As per vessel’s record, there was open non-conformity found without corrective
action.

Last non-conformity dated on 24.03.2023 (Crack in the hull of 40 cm above

the water line in port side between frame no 82-84 of F.P Tank) was reported
as closed on 12.09.2023, however, no any supporting closure evidence
attached.
22. There was one safety harness available onboard, however the relevant
certificate was not in place.

Two safety harness physically checked and found satisfactory, visual

inspection certificate dated on 08.04.2024 provided. Closed-out.
23. The mud tank condition was not assessed as it was fully or partially full by
seawater at the time of the survey. Still the same.
24. The dry bulk system was not ready for testing, according to the crew, due to the
absence of cargo/vent hoses onboard.

Dry bulk system tested, however, Air Compressor Nº2 was tripping 4 times on
overheating and was not able to charge one tank up to 2 bars, Air Compressor
Nº1 has tripped only once on overheating as well but was able to charge one
tank and top up the 2nd tank to 4 bars, venting tested satisfactory.

It was noted and confirmed by the Ch. Eng. That the system is not equipped
with dryers for client consideration.
25. The Navigation Permit and Coast Guard Permit were found to be expired. Still
the same.
26. A diesel generator, along with oil drums, hoses, and scrap items, were stored or
secured on the main deck. (To be removed). Diesel generator was removed
during the Close-out Audit time, however, oil drums and scrap items remains on
deck.
27. The PMS (Planned Maintenance System) was found onboard as part of the
vessel SMS (Safety Management System), however, there was no record of
implementation. Rectified during the survey time.
28. There was no vessel’s stability calculations record found in place.
 Manual stability calculations provided, latest calculation on 10.04.2024.
Closed-out.
29. The oxygen and acetylene cylinders were found empty.

Oxygen and acetylene cylinders physically checked and found satisfactory.

Closed-out.
30. The dry bulk tanks relief valves calibration certificate provided, however, it's
noted that the set pressure indicated on the certificate is 9 bar, while the
system's working pressure is 4 bar, and the relief opens at 6 bar. (to be
clarified)

Safety relief valves calibration/testing certificates dated on 08.04.2024

provided. Closed-out.

Tamer Gamil
Country Manager, Egypt

ABL
Plot 5-Y, 1st Floor, Square No. 1258, Masaken Sheraton Area, Nozha District,
Cairo, 11728 ,
T: +20 222666610/45 | M: '+20 128 7699993
www.abl-group.com

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