CONSULTMARINE SA cc CK # 2000/015744/23 CONSULTING MARINE ENGINEERS AND SHIP SURVEYORS

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1 CONSULTMARINE SA cc CK # 2000/015744/23 CONSULTING MARINE ENGINEERS AND SHIP SURVEYORS POSTNET SUITE 246 TEL : PRIVATE BAG X10 MUSGRAVE MOBILE : info@consultmarine.co.za KZN, SOUTH AFRICA Your ref : GIULIANA: IMO# Our ref : 860/04/ /04/2016 Cox Yeats Attorneys P O Box 913 Umhlanga Rocks 4320 Bunker Supply at Durban The general purpose motor vessel GIULIANA is currently berthed at the Ship Repair Jetty [SRJ] and is reported to be stemmed for a total bunker quantity of 125 mt of ISO 8217:2010 DMA [MGO], the bunkers to be delivered by bunker barge before the 21 st April The vessel is reported to depart the SRJ on the 21 st April 2016 and is instructed to proceed to the Durban outer anchorage for a period of approximately six to seven [6/7] weeks. Our instruction includes an estimation for the actual quantity of bunkers required to maintain the vessel in a seaworthy condition at the anchorage for the period under review. or Alternatively, whether the quantity of bunkers on board may be sufficient for the vessel to depart the anchorage at any time and proceed to a bunker port and/or offshore facility for additional bunkers. The mv GIULIANA was subjected to a condition survey between the 25 th and 30 th March 2016 and was found to be a seaworthy condition, cargo free having recently completed a dry docking and class renewal at Durban.

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3 The vessel carries the Libyan flag and has a class notation issued by China Classification Society [CCS]. The dates and class notation are recorded in the Wigmore report. Of note are the fuel tank capacities Heavy Fuel Oil [HFO] : m 3 Diesel/Gas Oil [MGO] : m 3 The current quantities of HFO amd MGO on board are unknown. Direct fuel consumers are: The main engine is a crosshead, two stroke MAN/B&W 5L42MC coupled to a controllable pitch propeller. The sea trail data records a HFO consumption of 16 mt/day at the Normal Continuous Rating [NCR]. The main engine may be operated at all times on HFO and has the capacity to consume MGO if required. The Wigmore report states that the main engine may have been overhauled during the class renewal and it is likely that the engine fuel consumption/supply was changed to MGO before the docking. The two auxiliary engines are manufactured by Yanmar, model 6N18-AL which were seen to be operating [one engine] on MGO due to the low electrical load consumption at the time of the Wigmore inspection. The engines may operate if required and generally at higher loads on HFO. The daily consumption of the auxiliaries was not recorded and will vary as to the load requirements and may vary between 1.2 and 1.8 mt/day. Steam heating is provided by a composite boiler which is designed to operate on HFO or MGO. The fuel side of the boiler will only operate when the vessel is in port or anchor. At sea the main engine exhaust gas provides the heating medium for the boiler. Boiler fuel consumption in port is recorded as 0.48 mt/day.

4 4 Should the auxiliary engine operate on MGO there generally is no requirement for the boiler to be in service, however, steam is required for hotel services which will consume a minimal quantity of fuel, preferably HFO. The vessel has been issued with a number of interim statutory and convention certificates which is standard at class renewal, full term certification issued within the six [6] month period. The Wigmore report states that the certification under review was interim issue and it is unknown if full term certification has been issued since that report was issued. The information on the equasis website states that the vessel has a 50% detention record the most recent detention taking place at Durban in March The Wigmore report records this Port State Inspection and states that there are no defects. There are no records that indicate the detention has been lifted. It appears therefore that there are no reasons for preventing the vessel from departure from the port/anhorage of Durban from the documentation aspect as it appears that the vessel complies with the requirements of SOLAS, MARPOL, ISM and all flag state regulations. The Master has indicated that a total of 125 mt of MGO is required for a fifty [50] day anchorage based on 1.9 mt/day plus a 30 mt reserve thus: 50 x 1.9 = 95 mt/day Plus 30 mt reserve = 30 mt Total bunkers required = 125 mt The electrical load at the anchorage will be reduced, however, the machinery should be on a short notice to operate in the event of a weather change requiring the vessel to heave anchor from the safety aspect. The daily consumption of 1.9 mt is concurred with and the reserve will only be required after 50 days. It may be necessary to determine the actual quantities on board the vessel before bunkers are taken.

5 5 The total quantity of HFO should also be determined as the machinery [fuel consumers] may operate on HFO provided the heating to the bunker tanks, HFO settling and service tanks. The consumers auxiliary engines and boiler consumptions have been taken into account at the anchorage. The following possibility and locations within range for replenishment of bunkers is shown below [estimated consumption]: From To Distance [nm] Speed Time Consumed Durban Maputo days 16 mt Durban Port Louis days 90 mt Durban Beira days 40 mt Durban Walvis Bay days 79 mt The above shows ports where possible bunkering may take place. Off-shore bunkering is offered by contractors in zones D and E, which are in range of the Maputo/Beira and Port Louis areas. The information can be found at: The above zones are shown on the website map Additional bunker services are available at with services offered at Walvis Bay which has been included in the chart of distances and speeds/time. There is thus the possibility of the vessel sailing for offshore bunkering, the date of possible departure, port and location dependent on the required consumption to reach that location. Yours faithfully DAVID FIDDLER MARINE ENGINEER SURVEYOR