Page 1 of 30

To :

Attn :

CC :

Our Ref :

Date :

MV ZENA A
PRE- PURCHASE INSPECTION
DURING REPAIR AFTER DAMAGE
OPERATION ON 22TH AUG. 2015

INVESTIGATION AT DUBAY DRY DOCK,

RASHID INTERNATIONAL PORT

In accordance with instructions received from T&O Shipping Co. , Ltd., on 21th August 2015, we
proceeded to Dubai Dry Dock at Rashid International Port , on the 22 nd Aug 2015, and attended on
board the captioned vessel whilst she was double banded at berth 4, to ascertain the vessels
general condition for the purpose of an expected purchase.
 Page 2 of 30

We would now report as follows:

-CONTENTS
Page

SURVEYOR'S SUMMARY 5

VESSELS PARTICULARS 7

CERTIFICATES 9

CONDITION OF CLASS 9

ESSENTIAL DOCUMENTS ON BOARD 10

VESSEL CONDITION 11

Hull/ Forecastle Deck 11

Main Deck/Upper Deck 12

Poop Deck 12

Deck Cranes/Winches and Derricks 13

Mooring and Machinery Equipment 13

Hatch Covers and Hatch Coamings 14

Cargo Holds 14

Ballast Tanks 15

Fore Peak Tank 15

Superstructure and Decks 16

Accommodation 17

Bridge and Communications Equipment 17

Galley, Provision and Refrigerated Rooms 18

Machinery 18

Engine Control Room 19

Duct Keel 20
 Page 3 of 30

Workshop 20

Purifiers 20

Main Engine 21

Generators 21

Boilers 21

Steering Gear Compartment 22

Fire and Safety Equipment 22

Spare Gear 23

Life Saving Equipment 23

Spares 23

Maintenance & Performance Records 24

MAJOR SPARE PARTS 25

Main Engine 26
Generators 26

TECHNICAL APPENDIX 27
Nautical Equipment 27
Cargo Hold, Hatch Particulars, Hatch Dimension 28
Tank Top Strength 29
Tank Capacities 29
Lifting Equipment 30

ENGINE DATA 31

CONSUMPTIONS

31

CARGO HISTORY 32

IN SUMMARY 33

ATTACHEMENTS
 Page 4 of 30

-PHOTO SET
- DOCUMENTS

- SURVEYORS SUMMARY-

M/V ZENA A LOA 185,06m, DWT T/S/W 44,382.0 / 43,193.0 / 42,011.0 MT aged
21 years as per built date of 28 th Sep 1994 built in Hyundai Heavy industries co. ltd,
ULSAN, classed by Korean Register with following notation:
+KRS1/BULK CARRIER 'ESP'- (HC/E: HOLD No 2, 4 MAY BE EMPTY) (IWS)
ERS ENV(IAFS,IOPP,ISPP,IAPP,IEE)-UMA / KRM1.

After attending the compulsory safety induction and obtaining boarding passes from
the Port security we boarded the vessel, MV ZENA A at Dubai Dry-dock/Rashid Port
about 1100AM on 22nd Aug 2015.

The Master was aware of our visit and was little cooperative in the beginning, We
requested permission to start the survey which We had. But during the rest of the
inspection he was mentioning that people are busy with the shipyard, no test is
permitted (by shipyard management).
During the briefing, we requested the Master to prepare at least 3 cargo holds, 2DB
Ballast Tanks, 3Top Side Tanks one, Fore Peak Tank and Aft Peak Tank for man-entry
and inspection.

The Master stated that only F/P Tank and No 3DBT Port can be inspected, the other
ballast tanks were not possible to access.

During our inspection we checked all cargo holds, Forepeak tank and Nr 3DBT Port.
The tanks noted fully coated without anodes without any deformation, with presence
of mud. The cargo holds noted fully coated without any deformation.
 Page 5 of 30

We completed the engine room inspection with accommodation and wheelhouse,

disembarked from vessel at 0800pm on 22 nd Aug 2015. As per information given by
Master 2 hours before, that I had to leave maximum 0800pm.
 - VESSELS PARTICULARS -

NAME: M.V. ZENA A

PREVIOUS NAME: NENA A PACIFIC KING

OWNER: CALMWATERS TRANSPORTES MARITIMOS LDA

SHIP MANAGER: BULKER CHARTERING AND MANAGEMENTS.A.
ISM MANAGER: SEAQUEST SHIP MANAGEMENT D.O.O.
OFFICIAL NUMBER: 23430-PEXT-3

IMO NUMBER: 9087221

CALL SIGN: 3FJN4

PORT OF REGISTRY: PANAMA

FLAG: PANAMA

KEEL LAID: MAR-1994

DATE OF BUILD: SEP-1994

SHIP BUILDER: HYUNDAI HEAVY INDUSTRIES CO., LTD. ULSAN.

TYPE OF VESSEL: Self Trimming Single Deck Bulker (ST SD BC )

Flush Upper Deck With Forecastle. Stem With
Bulbous Bow, Stern Transom Suitable For Grab
Discharge, CO2 & Ahl Fitted.

CLASSIFICATION SOCIETY: KR

CLASSIFICATION NOTATION: +KRS1/BULK CARRIER 'ESP'-

(HC/E: HOLD No 2, 4 MAY BE EMPTY) (IWS)
H ERS ENV(IAFS,IOPP,ISPP,IAPP,IEE)-UMA KRM1
P&I: THE SWEDISH CLUB

MMSI NUMBER: 353 718 000

REGISTERED TONNAGE: DISPLACEMENT : 51,201.00 MT

DEADWEIGHT : 43,193.00 MT
GROSS : 25,503.00 MT
NET : 14,222.00 MT
LIGHTSHIP WEIGHT : 8,008.00 MT
DIMENSIONS: L.O.A. : 185.06M

L.B.P. : 177.00M
M BREADTH : 30.50M
DEPTH : 16.00M
DRAUGHT (Summer) : 11.216M

SUEZ CANAL TONNAGE: GROSS : 26,293.31

NET : 21,850.09
PANAMA CANAL TONNAGE: GROSS : 27,207.45
NET : 21,219.00

Number of Holds Five

Number of Hatches Five

Cargo Gear

Number of Cranes: Four

Make: IHI

SWL: 25.0 Tons

Location UPPER DECK Centre LINE,

Between 1&2/2&3/3&4/4&5
 - CERTIFICATES -

Please note the attached Photo set.

-CONDITION OF CLASS-
We carefully reviewed the class an d st a tu to r y d o cu m e n t s an d
ce rt if ic a te s si g h t e d o n b o a rd wh ic h sh o we d n o o u t s ta n d i n g
re c o m me n d a t io n o r co n d i ti o n o f c l as s .
 - ESSENTIAL DOCUMENTS ON BOARD -

Stability Book (approved by class)

Damage Stability plan (approved by class)
Grain Loading Manual
Loading Computer with class-approved software
Sea Trial Results -
Finished Plans and Instruction Books
Oil Record Book
Safety Equipment Training Manual
Shipboard Oil Pollution Emergency Plan
Ballast Water Management Plan IMO 868 (20)
Cargo Securing Manual IMO 714 (17)
 - SHIPS CONDITION -

Hull:
Cosmetically the vessel showed a bulky good maintenance level;
As the ship was double banded alongside M/T SKARPOV and as far as could
be seen the port shell side noted in satisfactory condition with some coating
scratches, free from marine growth, free from serious indentation.
The collision which occurred on 6th July off Saiki-Japan has been rectified by
two inserts plating at Dubai dry-dock;
Generally the hull as far as could be seen noted sound noted as well that the
ship passed special survey and bottom survey and tail-shaft in dry-dock on
07th Nov 2013.

Plimsoll marks, IMO number and port of registry were not accessible (ship
doube banded, Stern at the extremity corner.
Fwd draft markings, ships name, noted clear in bright paint.

Forecastle Deck:

At forward there is no erection of a forecastle as the M/D is continuously

flush till the foremost point, this part of M/deck is noted satisfactory. The
deck plating and bulwark noted sound and its coating noted good with few
scratches.
Access companion way to forecastle deck noted satisfactory. The windlass
and mooring units (electro-hydraulically driven) are mounted on either side
of the center line and noted along with its foundation in good condition and
well painted. Clutch operating handles were noted to be in good condition;
lubrication of the gypsy wheels and the brake linings noted in satisfactory
condition. The bitts and fair leads noted in order and free.

The underneath store accessed through the companionway by stairs, noted

in satisfactory condition, the deck maintenance tools, mooring spares and
bosun tools observed to be stowed in all the space. The forecastle noted
well illuminate, fully coated but need a fresh painting especially the floor.
The windlass power panel noted with some rust.

Paint store is located at poop deck port side. The deck plating noted in good
condition. The paint store was stocked with adequate paints. The ventilation
is natural and sprinkler fire protected.
Main/Upper Deck:

The main deck noted in a good condition, well coated. The bunker stations,
being served with 0.9SWL hose handling air motor driven davit both sides,
with their pipelines noted in satisfactory condition, indicator of temperature
& pressure missing. The oil spill trays fitted under bunker stations and
sounding/ F.O. tanks air pipes noted free from leaks and noted plugged in
order.
Accommodation ladders and Pilot ladders with associated fittings are located
on either side abreast. Both ladders noted in satisfactory condition.

The main deck plating noted in good and sound condition with good free
from doublers and indentation, same for forecastle and poop deck.
The cable duct noted in fair condition and need to be repaired/maintained.
The fire main line, hydraulic pipe line passing along the upper deck in way
of hatch coamings noted in good condition. Despite the slightly rust in few
lengths on pipeline, the associated valves are well maintained.
The hatch coaming rest bars noted rusty pipeline and its supports.

Bulwark running on both sides of the main deck in way from No. 1 forward
to No. 4 aft cargo holds, noted in satisfactory condition. All deck openings,
hold access trunks and air-vent pipes of ballast and fuel oil tanks, deck
houses, crane gipsy were noted in satisfactory and maintained condition.

Watertight doors noted order with good rubbers in good rubber channels.

No spare propeller found onboard no spare anchors found onboard.

Poop Deck:

The poop deck noted in sound condition and fully coated. There are two (2)
electro-hydraulically driven mooring units on the poop deck with two (2)
hawser drums respectively noted in satisfactory condition. The mooring
units foundation and its associated plating noted in order. All bitts and fair
leads noted in order. All air- vent pipelines for ballast/F.O./D.O./L.O. tanks
noted in good condition, and the oil spill trays noted free from any leak. All
watertight doors leading to the accommodation noted in satisfactory
condition. The access hatches noted in order.

Deck Cranes/Winches and Derricks:

The vessel is fitted with four (4) 25 T S.W.L. electro-hydraulic single deck
cranes made by IHI.

No. 1 Crane located at vessels centerline between No. 1 & 2 cargo holds.
No. 2 Crane located at vessels centerline between No. 2 & 3 cargo holds.
No. 3 Crane located at vessels centerline between No. 3 & 4 cargo holds.
No. 4 Crane located at vessels centerline between No. 4 & 5 cargo holds.
No test has been carried out on the cranes, however we questioned several
crew members and affirmed that the cranes were in order.
Noted visually that there was no apparent trace of oil leak.

The crane pedestals, body and ladder bars of the cranes noted well coated.
The jibs of the cranes noted in a sound condition, and the deck cranes along
with their associated fittings were noted properly maintained.

Mooring Machinery and Equipment:

Mooring machinery on the forecastle deck is electro-hydraulically operated.

The hydraulic power pack for two (2) units of the windlass and mooring
winch is located inside of forepeak store under the forecastle deck, and
appears to be in working condition free from oil leakages but minor drops
were noted on portside windlass.

Mooring machinery on the poop deck is electro-hydraulically operated. The

hydraulic power pack for one (1) unit of the mooring winch is located inside
of steering gear room under the poop deck and it was found to be in order
free from any oil leaking.

The mooring equipment on forecastle/poop decks noted in sound condition

Winch foundations noted in order, the clutches, brake liners were in
satisfactory condition.

The mooring bitts and fairleads noted in satisfactory condition, and the
mooring ropes were stowed inside forepeak store and aft rope room and
were in serviceable condition.

Hatch Covers and Hatch Coamings:

All 5 cargo holds hatch covers, are folding type, closed and opened by an
electro-hydraulic system. Each hatch is covered by double folding panels
forward and aft. Each double panel is powered by 2 hydraulic jack port and
stbd.

This make 4 panels and for hydraulic jacks for each hatch.

The water-tightness of the hatches is achieved by means of rubber packing

tightening against compression bars by its own weight and secured by
manual cleats.

The hatch cover control devices are fitted on the hatch coaming at starboard
side of all cargo holds. The hatch cover control devices and the hydraulic
lines are noted in satisfactory condition free from oil leaks or any significant
structural damage, however No2 hatch cover control device noted with
recent leaking.
The hatch covers plating and its structure, the hatch coaming stays and
coaming rails noted satisfactory. The hatch covers rubber packing noted in
good condition. The hatch covers rubber packing channels noted in good
condition. Compression bars on the hatch coaming top rails noted in
satisfactory condition and all the drain pipes with non-return devices on
hatch coaming tops were found to be serviceable. Hatches are secured
using manual quick-acting cleats, which were found to be in satisfactory
condition. Coaming noted in sound condition but showing a slightly rusted
areas and some piping support corrosion.

We assume the covers to be satisfactory if we look at the cargo holds after

being unloaded few days ago at Jabal Ali port.

Cargo Holds:

The vessel has five (5) cargo holds and we inspected internally the cargo
holds.
As far as could be seen, the condition of the cargo hold is similar and shows
an appreciated level of maintenance and care, except some minor ladders
deformations.
All frames have been inspected and noted in order and free from any
damage.
All transverse watertight bulkheads noted in sound condition;
All hopper and slop plating noted in order as well as junction with
corrugated bulkheads and tank tops.

The bilge piping system noted being repaired by insert pipe at DBT 3 P.
Despite the repair done satisfactorily, the C/E was still trying to get enough
suction level.
The Crew was trying to locate the problem at the time of CH #2 inspection,
by overhauling the bilge valve.
The issue has to be verified once any handover is in view of purchase.

Water ingress alarm systems are installed in all cargo holds and the
systems are reported by the ship staff to be in good working condition.

The device was checked visually and noted the alarm of CH No 1 was
activated. The master affirmed that the repair order was done to the
electrician.
The vessel is equipped with Mechanical ventilation system for cargo
compartments, which was found to be in satisfactory condition.
The bubby hatches and trunk of hold entry is in good condition and good
paint. The rubbers and packing noted in order, the bubby hatch cover
locking devices in good order and maintained, however there are few
hinges to be taken care of.
The tank top strength are as follow:
CH # 1 CH # 2 CH # 3 CH # 4 CH # 5
STREGTH
MT/m2 20.0 16.5 29.0 16.5 21.0

Ballast Tanks

Ballast is carried in 15 ballast tanks including F/P, A/P tanks and Cargo hold
#3, with total capacity of 24,134.00 m3 (Double bottom 1,2,3 P&S, Top
Side 1,2,3 P&S, F/P, A/P, Cargo Hold #3)

Only Fore peak tank and No. 3 DBT (P could be inspected internally. No
other tank was possible to survey as per Master and C/O..

Fore Peak Tank:

The F/P tank access from frwd stores located further collision bulkhead.
The access noted in order. The collision bulkhead from inside store
compartment and from inside FP tank noted in order fre from any damage.

The whole FP tank structural members as stringers and webs, frames and
brackets noted in order fully coated covered with a thin layer of mud.
The FP tank which showed a good condition.
The coating status noted good with exception to the insert plates at ships
bow (about 5x5 m2 approximately 1m above waterline) and (about 1x1 m2
approximately between draft 6m to 7m) which have just been completely
welded from both sides but not coated at the time of our attendance. These
inserts have been inspected from inside and noted promptly fitted;
It has to be noted that no anode was found.

The DBT 3 Port which has been inspected closely noted in good condition
with good coating status with exception of tank top having isolated area of
rusted spot and ballast piping having corrosion scales without affecting the
whole strength. However this need to be rectified if it is intended to keep
the strength a long way. 2metters portion of holed bilge pipe inside the tank
was replaced and not coated, the C/E was still trying the bilge suction with
some difficulties when I left the ship.
It has to be noted that no anode was found.

Ballast valves are manually activated from Engine Room.

Superstructure and Decks

The superstructure is located aft, rising 5 tier from the upper deck to
navigation bridge deck and externally noted fully coated and free from any
kind of indentation. However there are some spots of rust on funnel deck.

The handrails and access ladder were all in satisfactory condition, free of
any damage. The funnel casing noted fully coated and damage free.

Watertight doors, its rubber and packing noted in satisfactory condition.

Self-closing doors noted in good condition

Accommodation

There are 5 decks in the accommodation including the navigation bridge

deck. They are namely, A, B, C, D(Captain deck), E(Bridge &Navigation
deck).

The accommodation decks noted in satisfactory condition,

Officers cabins are located on C and D decks, crew cabins are located on
the A, B decks and main deck. All cabins are spacious have their own toilet
and shower bath.

Bridge and Communication Equipment

The navigational bridge noted in satisfactory condition, clean and well

maintained with the usual safety and ISM instructions etc.
Two (2) units of radar are fitted, one of them is equipped with ARPA facility.
All of the bridge equipment noted in good looking condition, condition. The
chart table is located aft of the navigational bridge. All the Admiralty
charts and publications were of current editions and properly updated.
GMDSS equipment is located on the Stbd side of bridge aft and all GMDSS
equipment is in duplicate.
Recently, New Inmarsat C has been fitted (JRC JUE-87) as well as one
radar serviced.
ECIDS is fitted at Stbd beneath the two radars, in working condition but for
training purpose only, as per Master.

Galley, Provision and Refrigerated Rooms

Officers and rating mess rooms are communicating through door access
toward galley, are well maintained and clean. The galley is spacious enough
and well organized. The cooking equipment are adequately arranged and
give free step moving around. Below the galley on main deck level, are
located (3) refrigerated rooms and one (1) dry provision store, which are
noted clean and well maintained.

Refrigerated rooms consist of a vegetable room and meat/fish room. All

the refrigerated rooms noted properly provided with cooling air by two (2)
sets of compressor and daily checked by the duty engineer and found in
satisfactory condition.

Machinery
The E/R noted spacious and in good condition regarding the structure. The
spaces are well lighted except for emergency exit lamp which noted out of
order.
The machinery installations noted in place.
The M/E noted visually in good appearance with some traces of minor leaks.
The M/E Turbo charger noted to have been recently maintained.
The 2nd Engineer stopped the 3rd Generator when we arrived to control room
stating that he had to change the filters and balanced the 220 kw power to
the parallelized generator No 2.
The generator No 1 noted under overhauling process.
The seawater, F.W, F.O., L.O., Bilge and Sludge pumps noted visually in
satisfactory condition, with some minor traces of water leaks on certain
inlet/outlet seawater pipes.
Despite the Master and the C/E stated that it was prohibited by Dubai dry-
dock, to perform any kind of test, I convinced the 2nd Engineer to run test
the Fire pump and No 1 and F.O purifier which noted in running condition.
The oily water separating system which noted clean was not tested as the
2nd Eng. Was not able to.
The E/R bilges noted clean with some rusty areas but sound.
The piping in general noted in satisfactory condition.
The Auxiliary boiler noted in working condition.

F.W. Generator noted to have been recently fully revised and overhauled as
per computerized records shown to us.
The steering gear room and steering gear unit noted in satisfactory condition
free from any leak.
The planned maintenance showed to us in a computerized form NESPAS R5
Software upon ran a window appeared with a 181 overdue items
(concerning both departments Hull and Machinery), Engineer stated that the
update of the Maintenance Plan is carried out every end of the month, but
they are following the system. So far the only evidence shown on computer
was the full overhauling of F.W. generator.

The space is well painted and clean. The bulkhead noted without A60
isolation as well as emergency fire pump inlet line isolation.

A 2 Ton SWL working load overhead traversing crane is rail mounted above
the main engine tops.

Critical spares and other main engine related spares were found spread
around the engine room and well secured. As spares for M/E one covered
piston, one uncovered liner 2 exhaust valves serviced and one other under
repair.

No other spare were sighted.

The machinery is clean and well painted. The E/R noted free from exhaust
gas and other liquids leakages. The engine room is well ventilated with
large space.
The oil cooled stern tube noted free from leaks, the surrounding area the
shafts noted clean.

Engine Control Room

The ECR located at portside and over to the Cylinder head flat, noted in
order, being individually air- conditioned with a single air conditioning unit.
The main switchboard and the group starter panel were found free of
bastard cabling or modifications. The control console for M/E and
generators noted fully operational. And there was a computerized watch
monitoring system (the ship has additional notation UMA=periodically
unmanned machinery spaces).

While no crane or winch were in use of power, No 2 and No 3 Aux. Eng.

were charged in parallel at 220 kw. At this time the 2 nd Eng. put the load on
No 2 and has shut down the No 3 explaining that he need to change the
filters, but it might be another reason.
All the meters were reported by 2 nd officer operational. At sea the vessel
necessary load is approximately 220 KW.
The combined load is max 600 KW in case of all four cranes in use. The
nominal power for crane is 110 kw. But at starting crane need 210 kw.

The main engine may be handled from either bridge or the control room
responding to bridge telegraph orders or can be operated from the main
engine side if necessary.

The fuel bunker valves and hold bilge valves are hydraulically controlled.

Duct Keel:

Being not safe to enter the duct keel, as no permission was given to me,
the space was not prepared.

Workshop

The workshop is provided with tools and equipment as under: A universal

lathe
A pedestal drill unit
Two upright two-headed tool grinder with grinding wheel and buffing heads
Two steel benches, one with a vice.
A tool board with limited set of tools.
An electric welding set with good length of cable with portable set for deck
use.
A main engine and generator fuel injectors test bench
An individual air conditioner, sea water cooling type.

Purifiers

Vessel is fitted with 2 ALFALAVAL fuel oil purifiers reported in order,

however one only was tested. And two set lubricating oil purifiers of ALFA
LAVAL. The unit is located at the port side of the engine room lower level.

Main Engine

The main engine is a HYUNDAI B&W 6S50MC two stroke, single acting,
turbo charged, directly reversible marine diesel engine. The engine with a
MCR of 10580 BHP@ 121.9 rpm. The 2 nd Eng. stated that the ship perform
100 RPM on laden condition and outlets temperatures flirting the region of
350 ~360C

The power take off is directly coupled through a Intermediate shaft of

forged steel, supported by plumber block to the propeller shaft. The stern
tube bearing is of simplex type.

Generators

3 AC self-exciting drip proof alternators 750kva 450v made by Hyundai

fitted to three main generators of SSANG YONG 5L 23/30E 725BHP @ 720
RPM.
One generator noted in use after 2 nd Eng. shut down No 3 for filter
replacement) as stated by the 2 nd Eng. one generator is enough to take the
load for laden or ballast voyage.
No 1 auxiliary Engine noted overhauled and not in use.

Boilers

The ship is fitted with vertical water tube Aux. Boiler ABB GADELIUS Marine
K.K. made with 1600Kg/hr. evaporation rate. Mountings found free from
sediment deposits and no exhaust leaks noted from the doors.

Steering Gear Compartment

The steering gear compartment is located aft of the engine room, directly
below the poop deck.

The steering gear noted well maintained and free from leaks. Both pumps
and tele motor pumps were reported operational.

The rudder carrier bearing noted greased. Rudder gland noted free from
leaks.

The steering gear is accessed from the poop deck or engine room.
The vessels emergency fire pump is located in the steering gear
compartment as well as the service air compressor. The fire pump is
electric motor driven powered by emergency generator.

Both suction and discharge gauges noted in order. The vacuum pump is
water ring primer type (eccentric vane ring).

The aft mooring winches hydraulics power packs are located at the steering
compartment and chemicals are located aft of the steering gear.

Fire and Safety Equipment

The vessel is protected by a Fire and Ballast pump in the engine room and
by an electric motor driven emergency fire pump located in the steering
gear lower compartment.

The cargo holds, engine room and machinery spaces are protected by a
CO2 System.

A Firefighting system for Engine Room is located on main deck the entrance
from main deck.

Main deck and accommodation are protected by appropriate number of fire

extinguishers and the fire main protect.

An emergency diesel generator HYUNDAI/TOYO make provides the vessels

emergency lighting and back up DC supply.

Firefighting equipment throughout the vessel was in good order. All fixed
hydrants were correctly stowed with suitable hoses and nozzles.
Spare Gear

Spare No list provided. Only photos taken from computer monitor. But
dated 2012

Life Saving Equipment

Two totally enclosed hinged lifeboats noted in place and in satisfactory condition, the
Stbd engine run tested satisfactorily. The two lifeboats noted to accommodate 40
persons but the safety equipment record shows the total No of persons accommodated
by safety equipment is 25.
well secured, with wires and chocks being in apparent good order. One (1)
life raft with a capacity for 6 persons is kept inside forecastle deck and two
(2) life rafts with a capacity for 16 persons fitted on 1st deck portside and
starboard side. Lifejackets, lifebuoys, EPIRB, escape breathing apparatus,
portable VHF radios, and other safety equipments are provided according
to SOLAS requirements.

Maintenance & Performance Records:

We have been through the computerized PMS, it showed 181 overdue

items, stated by 2nd Eng. that only records are missing.

Main engine performance reports checked and found in and observed all
parameters are within normal limits but the record is not updated from the
recent one from the last 5 months.

MAJOR SPARE PARTS

Tailshaft : Nil
Propeller : Nil
Anchor : NIL
Crane Hyd. Cylinder : Nil

Hatch Cover Hyd. Cyl : Nil

Main Engine

Cylinder Covers : 1 nos.

Cylinder Liners : 1 new
Piston and Rod Assembly : 1 assembled
Exhaust Valves Complete : 3
Fuel Injectors : 14 pcs

Set of Gears : NIL

Crosshead Bearing : 1 new
Set thrust pads : 1 set
Main Bearing : 1 new
Fuel Pump : 4 set barrel&plunger

Generators

Cylinder Head : 1 pc used

Cylinder Liner : NIL
Piston : 1pcs
Connecting Rod with pin : 1pcs
Exhaust Valves Complete : 1pcs
Fuel Pump : No
Fuel Pump Plunger & barrel : No
Fuel valves nozzles : No
- TECHNICAL APPENDIX -
Cargo Hold/Hatch Particulars

Capacity:
Compartment Position Capacity (100% Full m3)
Grain Bale
No. 1 Hold 177.5 ~ 213 10,340.5 9999.3
No. 2 Hold 142.5 ~ 177.5 11,187.3 10,818.1
No. 3 Hold 108.5 ~ 142.5 10,749.8 10,395.1
No. 4 Hold 73.5 ~ 108.5 11,187.3 10,818.1
No. 5 Hold 38.0 ~ 73.5 10,708.2 10,411.9

Total 54,232.1 52,442.5

Hatch & Hold Dimensions

Hatch Length(m) x Breadth (m)

No. 1 Hatch
14.4 x 15.3
(Folding type)
No. 2 Hatch
19.2 x 15.3
(Folding type)
No. 3 Hatch
19.2 x 15.3
(Folding type)
No. 4 Hatch
19.2 x 15.3
(Folding type)
No. 5 Hatch
19.2 x 15.3
(Folding type)

Length(m) x Breadth (m)

Hold1 Hold
No.
9.5 x 25.8 X 22.35
No. 2 Hold
26.4 X 25.80
No. 3 Hold
22.35 X 25.80
No. 4 Hold
22.35 X 25.80
No. 5 Hold
11.2 x 28.2 X 22.35
Tank top strength

Compartment Strength
No. 1 Hold 13900mT 20.0 t/m
2

No. 2 Hold 11000mT 16.5 t/m

2

No. 3 Hold 16900mT 29.0 t/m

2

No. 4 Hold 11000mT 16.5 t/m

2

2
No. 5 Hold 14600mT 21.0 t/m
LIFTING EQUIPMENT
Electro-Hydraulic Deck Cranes (Single)
Number of set : 4 sets
Maker : IHI
Type : Electro-hydraulic jib crane.

Hoisting load : SWL 3250 LT

Radius : Maximum : 26 m
Minimum : 3.1 m
Cargo swing angle max : -.
Motor rating : -.
 - ENGINE DATA -

NIL

CONSUMPTIONS
Main Engine Consumption : 380 cst HFO

M/E Fuel Oil Consumption : 24.8mt/day laden condition

M/E Fuel Oil Consumption : 20.8 mt/day ballast condition

M/E Cyl. Oil Consumption : 140Lt/day

M/E Sys. Oil : 40Lt/day

Diesel Generator Consumption: 380cst HFO

During Voyage : 1.8 mt/day

Port Idle : 1.4 mt/day

Port (gear) Working : 5 mt/day (3 gensets )

Lube Oil Consumption

15Lt/day (per D/G)

Boiler Consumption

Port : 1.6 mt/day

- CARGO HISTORY -

ATILGAN Shipping&Trading Ltd. Co. Terim Sok. No:1 A Nezih Towers A Blok D.77 34744 Atasehir / ISTANBUL
Tel Fax : +90216 5040024 atilgan@atilganship.com www.atilganship.com
2015
Voy Loading Port Cargo Discharge Port
No.
01 SNGAPORE SLAG IN BULK JEBEL ALI A/UAE

02 FUKUYAMA /JAPAN SLAG IN BULK SNGAPORE

03 HONG KONG BALLAST FUKUYAMA/JAPAN

04 BUNATI COAL IN BULK HONG KONG

05 MANILA COAL BUNATI

ATILGAN Shipping&Trading Ltd. Co. Terim Sok. No:1 A Nezih Towers A Blok D.77 34744 Atasehir / ISTANBUL
Tel Fax : +90216 5040024 atilgan@atilganship.com www.atilganship.com
2015
IN SUMMARY ;

The vessel staff showed a lack in updating the MPS, especially records update in the
Computerized PMS;

The tank top of no 3 Port DBT noted with rusty isolated areas, ballast piping in same
tank noted with some corrosion scaling but sound condition (action needed to stop
the scaling on piping and apply coating on tank top plating isolated area).

Some Hydraulic jacks cylinders and side hydraulic command need to be maintained;

CH #1 aft hatch covers hinge noted to be repaired, hatch rest bars need to be
maintained;

Auxiliary engine No 1 noted under overhauling process (to be checked at final stage);

The bottom area as far as permitted to be seen, noted without any damage and fully
coated, but the anti-fouling coating noted changing colour, and there is no marine
growth.

The inspected ballast tanks showed a sound condition, with special attention to Bilge
system and ballast piping which need maintenance;

ECDIS in working condition, fitted on the bridge but for training purpose only as
stated by the Master.

As far as could be seen and permitted by the Ships staff, the B/C ZENA A noted in
sound and satisfactory condition, with special attention to noted lack of makeup
which may lead to lack of maintenance.

Abdelkader Naceri