Client: Removed for privacy
Date of report: March 23rd 2007
Our file #: 07 – 25585
This inspection was performed upon the request of the client listed above on March 20th 2007 while the vessel was hauled and afloat in Puerto Rico.
Builder: Dolphin Yachts (Brazil)
The Multihull Company (Mfg. per HIN)
Length: 45’ 9” *
Draft: 2’ 7”/ 7’ 5” *
Beam: 24’ 11” *
Weight: 20,000 lbs. (travel lift’s scale)
HIN: Removed for privacy
Reg. #: Removed for privacy
Name: Removed for privacy
Hailing Port: Aracaju, SE
Engine # & MFG.: Volvo
* listing specification sheet
HULL & STRUCTURE
Keel & bottom: Molded carbon fiber construction, unknown core (reported Divinycell), twin fiberglass encased dagger boards (unknown core), sail drive protection skegs, blue anti-fouling paint
Topsides & transom: Molded carbon fiber construction, unknown core (reported Divinycell), open transoms, white painted finish, green & black boot stripes, black and blue graphics
Decks & superstructure: Molded carbon fiber construction, unknown core (reported Divinycell), white painted finish, white pattern nonskid
Deck hardware: Stainless steel bow and stern rails, seven stainless steel stanchions, port and starboard, ten alloy mooring cleats, stainless steel grab rails, six Goiot deck hatches, eight Goiot opening side port windows, two stainless steel stern grab rails, stainless steel companionway grab rail, sliding aft cabin window, stainless steel swim ladder
Longitudinals/stringers: Carbon fiber hull liner construction (unknown core), fiberglass encased structures (unknown core)
Athwartships/bulkheads/frames: Plywood constructed bulkheads
Layout/interior components: Open transoms, aft cockpit, main saloon, galley to port, circular seating around dining table, port hull – master stateroom aft, head with shower forward, stateroom with head and shower, storage to starboard, bow locker with head forward, starboard hull – aft double stateroom with head, upper and lower pilot berths forward, double stateroom, storage to port, bow locker forward
Bilge compartments: All compartments clean and dry except below the generator and the port engine – both areas holding minimal water
Comments: The vessel was inspected while hauled and afloat. The hull bottoms were randomly sounded and visually inspected and appear structurally sound. The anti-fouling bottom paint is in satisfactory condition. Several blisters were sighted on both hulls – approximately fifty ranging in size from ½” to 1/8”. The blisters appear to be defects in the paint. Determination of the severity of the blisters, without destructive testing, is beyond the scope of this survey. The current owner stated that the bottom was repainted with anti-fouling paint in October of 2006. After the haul out, the two dagger boards – port and starboard were pulled out of their dagger board trunks, visually inspected and randomly sounded and appear satisfactory. The port dagger board has a ¼” ding on the trailing edge. The defect is into the filler surface only. The ding is located approximately at the level of the bottom of the dagger board trunk when the board is in the down position. The port board was not repainted with the blue anti-fouling paint during the last bottom painting. The dagger board does appear to have white bottom paint on it. The bottom surface of the bridge deck that connects the port and starboard hulls was visually inspected and randomly sounded and appears good – satisfactory. An indentation was sighted on the forward starboard side of the bridge deck. The indentation is approximately 12” wide and 3” long. The deepest part of the indentation measures approximately 3/8” in depth. The indentation appears to be the result of an impact. The owner stated that the condition is the result of improper blocking of the hull during a haul out using a rail system. The indentation is apparently below the diesel fuel tank. The extent and severity of any damage to the bridge deck is beyond the scope of this survey. The hull sides and transom were visually inspected and randomly sounded and appear in good structural and cosmetic condition. There are several areas where paint has been “touched up” along the transom sheer corners and randomly throughout the topsides. These touch-ups are very small ranging from ¼” x 3” in several places. The touchup paint does not quite match the color of the existing paint. The hull liner, stringers, bulkheads and related structures were visually inspected, randomly percussion tested and appear to be in “as-built” condition. The port platform that supports the hydraulic steering arm ram has fractured taping on the outboard aft end of the hull to platform seam. The decks and superstructure were randomly sounded, visually inspected and appear in good structural and cosmetic condition. The deck hardware including mooring devices, safety rails and hatches are in good – satisfactory condition. The port aft stern rail appears to be loose. The deck and side hatches were randomly opened and closed and appear good – satisfactory. The two forward opening side ports on both hulls appear to have a slight leak when closed. The main companionway sliding door’s lower track appears to be leaking and there is a damaged (laminated wood) trim cover. The overhead bimini sliding top hatch guides are fractured at their outboard ends. The aft sliding cabin window has a crack by the handle. The interior cabin spaces are clean, orderly and in excellent condition overall. The various bilge compartments are generally clean and dry. The bilge compartment below the generator is holding minimal water – approximately one gallon. The port engine bilge area is holding approximately two gallons of water, with oil. Cosmetically, the vessel is in excellent condition both inside and out and appears to have had ongoing professional maintenance. The wood fiddle located on the starboard lower pilot berth is split in half horizontally. The aft wood support for the upper swinging pilot berth is split at the securing pin receiver.
Main engine: Two Volvo, model MD240-D868846, Port hours – 849.1, Starboard hours – 848.6, 40 horsepower (approximately)
Engine application: Diesel, 3 cylinders, freshwater cooled, inboard, sail drive application
Serial Number: Starboard – 513085K, Port – 51247K (not legible)
Transmissions: Volvo sail drive, 2.47 ratio, Port – 3562395 with serial number 50250335941, Starboard – 358239 with serial number 50250334510
External/peripherals: Sea strainer filters, water/oil separators, 12 volt alternators
Engine controls: Single lever push pull cable controls
Exhaust systems: Wet exhaust, flexible hoses and double stainless steel hose clamp connections, two plastic mufflers, hull side discharge
Propulsion gear: 16” bronze three blade LH propellers, saildrive application
Steering system/rudder ports: Hydraulic system, single wheel control, fiberglass rudder ports spade twin fiberglass encased rudders (unknown core)
Ventilation: Blowers/natural ventilation for both engines and generator compartment
Generator: Kohler model # 3TNET4C-EKM with serial # 84314, 1393 hours on meter, located below forward starboard bunk, size rating of generator unknown
External/peripherals: Fuel/water separator, one closed cell battery, battery disconnect switch, sea strainer, hull side exhaust discharge, molded plastic exhaust mufflers, flexible hoses, double stainless steel hose clamp connections
Through hulls & components: Plastic through hull fittings and plastic ball valves
Location of through hulls as visible in travel lift slings: Port hull – four starboard side, three port side, one ground plate, Starboard hull- five starboard side, five port side, one ground plate
Seawater systems: Flexible hoses, double and single stainless steel hose clamp connections, three heads
Bilge pumps: Four manual electric automatic located in port and starboard hulls, two electric automatic located in port and starboard bow compartments, two electric automatic located in each engine room, one manual pump located aft to starboard in cockpit
Comments: The engines and transmissions were visually inspected. The engines were test operated and the vessel was taken on a brief sea trial during the inspection. Both engines were observed while operating during the sea trial. Both engines were run briefly at full throttle during the sea trial. The temperature rose significantly at full throttle. No excessive smoke was noted from either engine. The starboard engine operated at 500 more RPMs than the port engine, per the tachometers. This survey is not a mechanical survey. Please consider hiring a qualified mechanic for greater detail as to the condition of the engines, transmissions and generator. The engine surfaces where visible, did not exhibit any significant rust, water, or oil leaks. Water/oil was seen below the port engine. The source of the water/oil is unknown. Overall, the engines and transmissions appear good. The steering control systems appeared to function properly and are in good condition. The sail drive ports and the rudder ports appear to be in as built condition showing no significant leaks or deterioration. The rudders were visually inspected, randomly sounded and appear in satisfactory condition. The through hulls, sea strainers and related fittings were visually inspected and the valves were randomly test operated. The port forward head’s discharge through hull valve is frozen in the open position. The generator’s intake through hull screen was clogged with debris upon haul out. The debris was cleared. Overall, the through hulls, valves and related fittings appear in satisfactory condition. The electric bilge pumps were randomly test operated and appear in satisfactory – good condition. The heads were randomly tested and appear satisfactory. The potable water systems include two pressure pumps and a 110-volt water heater. The pressure pumps were briefly tested and appear to function properly. The water heater was briefly tested and appeared to function properly. The shower faucet controls were briefly tested. Two shower controls would not properly mix hot and cold water.
Fuel: One composite fuel tank (unknown capacity) located in the anchor utility locker forward of mast
Fill & vent: Flexible hoses, single stainless steel hose clamp connections
Feed & return: Flexible hoses, single stainless steel hose clamp connections, fuel shutoff valves located at each engine
Water: One composite water tank located to port in the anchor utility locker forward of the mast, two electric water pressure pumps
Comments: The fuel systems were visually inspected. There is limited access to the fuel tank. The fuel tank is visible on the top and one side only. The fuel tank is composite and laminated into the hull. The tank is located in a forward locker, which also contains the anchor windlass, chain and line. The locker also contains the water tank. The water tank is laminated into the hull and is visible on the top and one side only. The fuel fill, vent, feed and return lines appear good. A fuel shutoff valve is located in each engine compartment adjacent to the engine. Where visible, the tank appears to be in good condition. The water tank was visually inspected and appears to be in good condition. The condition and age of the fuel (and water) and the integrity of the tanks (fuel and water) is beyond the scope of this survey. Please consider filling all tanks for a simple, practical test of their integrity. The subject of composite tank damage, when used in a gasoline application, was discussed with the client at the time of the survey. I am unfamiliar with composite diesel tank problems. The vessel has no holding tank.
AC system: 120V 30-amp shore power inlet located aft in cockpit, 110/120V system
DC system: 12-volt DC system, three 8D sealed 12V batteries located below the port forward bunk, 12-volt port and starboard engine batteries, engine/generator disconnect switches
Wiring: Vinyl coated multi-strand wires, mechanical and crimp on type connections
Circuit protection: Main and branch circuit breaker protection, AC & DC main circuit breaker panels located aft inboard starboard hull
Comments: The AC & DC systems including the batteries, wiring, circuitry components and circuit protection equipment was visually inspected and randomly test operated. The AC system appears to be in “as-built” condition. The AC system has no grounding. The shore power cord had no plug on the shore power side of the cord. The cord was hard wired into the outlet on the shore power dock inlet. Where tested, the AC 110-volt outlets functioned properly. The DC battery arrangement and installation is satisfactory. The batteries are equipped with separate disconnect switches in each battery location. None of the batteries are contained in covered plastic boxes. The batteries are properly secured in their separate battery locations. The condition of the batteries is beyond the scope of this survey. The wiring terminations, organization and arrangement appear good. All wiring is properly secured. Over current for the AC and DC systems are good.
Summary: Satisfactory – Good
SAFETY AND LIFE SAVING
Portable fire extinguishers: one ABC type, expires 08/07
Fixed fire system: One in generator room, one in each engine room, one in navigation area, ANAF UK expires 08/07
Flotation devices: Two type III, ten type II
Horn/distress flares: One air horn, flares with expired certification
Navigational/anchor lights: Tri-color masthead light, all around mast mounted anchor line, mast mounted steaming light, mast mounted foredeck light
Anchor & ground tackle: Two plow style anchors (approx. 40 lbs.) with chain, one anchor line ¾” diameter – length unknown
Other equipment: One six person Plastimo life raft (sheltered water), # 12973 with derail number 12973B0015, radar reflector, two throwable life rings, two strobe lights, emergency tiller
Comments: Safety equipment for fire fighting protection appears satisfactory. The three fixed fire extinguishers are due to expire in August of 2007. There is just one portable fire extinguisher. The portable fire fighting equipment is minimal. Personal flotation devices including PFDs and throwables are good. The distress signal flares are expired. A first aid kit was not sighted. The anchors, anchor line and chain appear satisfactory. The anchor and chain appeared to be of minimal size. The entire length of the anchor line and chain was not inspected. Please inspect the entire length of the anchor chain and line prior to use. The navigation lights, anchor and steaming light are properly arranged and installed and appear good. The transom mounted life raft does not have a service date or certification date visible.
LP GAS SYSTEMS
Tanks: One alloy tank located in anchor utility locker forward of the mast
Devices: Pressure reducing regulator, Plastimo Neptune 2000 2-burner stove/range
Comments: A visual inspection of the cooking system was performed. The equipment installation and arrangement appeared satisfactory. The benefit of an electric solenoid valve was discussed with the client. We also discussed the importance of propane and CO detectors being installed in each hull as well as the main salon area. The living areas of each hull are below the level of the main salon and present the opportunity for any heavier than air gases to accumulate in these areas.
Mast & rig type: Carbon fiber spreader-less spar, tripod style standing rigging configuration, carbon fiber boom
Standing rigging: One headstay, one upper and lower shroud, Stainless steel wire cables, open stainless steel turnbuckles, Norseman style mechanical shroud terminations, Goiot 57 roller furling headstay
Hardware: Port and starboard bridle style mainsheet system, two adjustable jib tracks, eleven Antal line clutches, four Antal # 44 black anodized self tailing winches, two Antal # 48 black anodized self tailing winches, one Antal stainless steel self tailing # 48 electric winch
Sails: One dacron North main, one mylar head sail with roller furling cover, one roller furling dacron head sail, 1.5 oz. spinnaker, snuffer, one 3DL North mainsail
The dacron main sail and the mylar roller furling head sail were the only sails inspected.
Comments: The mast and associated rigging were visually inspected from the deck level and while aloft. A brief sea trial was performed before the survey. The vessel was sailed in approximately 20-knots of true wind speed with the mylar roller furling head sail and a main sail with one reef. Load testing of the sailing systems was performed on both port and starboard tacks while upwind and while downwind. The mast, boom, standing rigging, turn buckles and chain plates were visually inspected using hand magnification. The mast and boom were visually inspected and appear to be in satisfactory – good condition. The mast, boom and standing rigging appear to be original equipment. For greater detail as to the condition of the sailing systems; please refer to the separate rig survey conducted by the undersigned surveyor.
Navigational & operational electronics: Raytheon VHF radio, Pioneer MP3 super tuner, Pioneer CDX-PL220S, Sima speaker selector, B & G 2000 wind, speed and depth instrument, B & G Hercules pilot and display, Furuno Navnet C-Map GPS/radar, G & G analog, depth, wind angle, wind speed, rudder angle instruments, Plastimo compass, Freedom 25 battery charger
Galley equipment & cooking system: Consul 100 freezer, dual stainless steel sink, Consul refrigeration, Panasonic microwave, hot water heater
General equipment: Miscellaneous engine spares, miscellaneous canvas, spare folding propeller, six electric fans, bow rail seats, HRO Systems Seafari Escape water maker (not tested), composite hard bimini top, canvas window covers, dinghy davit, ARBoat inflatable dinghy, 15-hp Mercury outboard OT935091, cockpit cushions, teak cockpit table, aft cockpit bench seat
The vessel is a semi-custom carbon fiber cruising sailing catamaran equipped with two auxiliary diesel engines. The vessel was built in 2005 by Dolphin Yachts of Brazil. The building of the vessel was contracted by its current owner. The current owner has actively used the vessel and has also actively maintained the vessel. The current owner has performed much of the maintenance himself and with professional assistance. The hull and structure appears to be in “as-built” condition. No disclosure information was obtained regarding any known problems with the vessel or any significant events in the vessel’s history such as collisions, submersions, fires, insurance claims etc…The vessel does have several deficiencies as far as complying with A.B.Y.C. recommendations including but not limited to electrical systems, holding tank systems, life line and safety rail systems, fire protection systems, LP gas systems. Upon completion of the recommendations, the vessel should be suitable for its intended use as a blue water cruising sailing vessel.
Overall Summary: Good
ACTUAL CASH VALUE – $430,000
NEW REPLACEMENT VALUE – $1,000,000
INVESTMENT – N/A
The actual cash value is the value that our research approximates the selling price of this vessel should be, at the time and place of our inspection. Consideration is given to vessel’s condition, geographic location, published listings and guides, comparable sales and listings, and market conditions. The new replacement value is the cost of this or a similar, new vessel, comparably equipped. The investment is the reported investment including purchase price and significant upgrades. No values include maintenance costs, storage or tax.
Standard Form Key: All systems are rated based upon their appearance, ratings include: Not examined, Not applicable, Faulty, Marginal, Satisfactory, Good, Excellent.
1. The port rudder hydraulic ram steering arm platform has delaminated taping on the hull to platform joint. Repair as needed.
2. The port aft stainless steel stern rail is loose. Determine the cause of the loose rail and service as needed.
3. The fire fighting equipment on board the vessel is nearly expired and is minimal. Consider providing additional portable fire extinguishers. Ensure that the fire fighting equipment on board is adequate and currently certified as recommended by the N.F.P.A.
4. The LP system has no electric solenoid valve. Consider the installation of an electric solenoid valve as recommended by A.B.Y.C.
5. The vessel has no carbon monoxide or propane gas detectors. The living spaces inside each hull are below the level of the main saloon and leaking gas could settle into both hulls. It would be prudent to install detectors in each hull and also the main saloon area.
6. Install a locking mechanism on both port and starboard engine doors to prevent any seawater, coming in over the transoms, from entering the engine compartments.
1. The 110 volt AC outlets are not grounded. Have a qualified marine electrician inspect and service the AC systems installed on the vessel as needed/necessary.
2. The batteries on board the vessel are not secured in covered plastic boxes as recommended by A.B.Y.C. Service as needed.
3. The forward inboard port and starboard hull port hatches are leaking, service as needed/necessary.
4. The boat speed read out does not display boat speed. The owner stated that he thinks that the transducer is faulty. Service and prove as desired.
5. The helm bimini slider hatch guides are fractured at their outboard stops. Service as needed/desired.
6. There is ah indentation located on the bottom of the pilothouse structure below the diesel tank. It is approximately 12” wide and 3’ long and does not appear to be structurally significant. Monitor and repair if/as necessary.
7. Several blisters were seen on both hull bottoms. Service as needed/desired.
8. The port dagger board has a small ding on the trailing edge and was not repainted during the last haul out. Repaint as needed/desired.
9. The starboard engine’s tachometer reads 500-rpms higher than the port tachometer at full throttle, service if/as needed.
10. The AC and DC electrical distribution panels are labeled in Portuguese. Provide labels in English as needed.
11. The 110-volt outlets located in the heads are not covered to protect them from water, install proper covers as needed.
12. The shore power cord does not have a proper plug on the shore end of the cord. Provide and install a proper termination plug as needed.
13. Remove the water/oil sighted below the port engine. Clean the area as needed to facilitate the detection of any engine leakage. Service to eliminate any leaks.
14. Consider having a professional mechanic service both engines and generators upon purchase. Doing so will give the clients a good starting point and basis for beginning the maintenance history of both engines and generator.
15. The scheduled service date of the life raft is unknown. Contact the manufacturer in regard to the in service date. Service the life raft as needed/necessary.
16. The two anchor roller sheaves have reached the end of their service life. Replace as needed.
17. Consider the installation of a wire cable gate across the top of the stairs on the port and starboard transoms.
18. The generator’s sea strainer was partially clogged and obstructed upon the haul out. Clean as needed/necessary.
19. The aft cabin sliding window is cracked, service or replace as needed.
20. The wood trim below the companionway door is delaminated. There is also visual evidence of water intrusion; possibly leaking lower door track, service as needed.
21. The wood fiddle located on the starboard lower pilot berth is split in half horizontally, service as needed/desired.
22. The outer wood aft support for the upper starboard pilot berth is split at the securing point, service as needed.
23. The forward port stateroom light switch is fractured; replace as needed.
24. There is an unused rusty propane tank located forward in the port bow, discard as needed.
25. The sea strainer for the water maker exhibits evidence of a leak; at either the sea strainer itself or hose connections. Service as needed/necessary.
26. The port aft courtesy stair light does not function; service as needed/desired.
27. The port overhead bimini light does not function; service as needed/desired.
28. Two shower faucet controls did not function properly, service as needed/desired.
29. The aft bench and helm seat upholstery are weather worn, replace as needed/desired.
30. The mast mounted line clutch for the jack lines has a broken plastic handle. Service as needed/desired.
This survey sets forth the condition of the vessel and components, as specifically stated only, at the time of inspection and represents the surveyor’s honest and unbiased opinion. The submitting of this report should not be construed as a warranty or guaranty of the condition of the vessel, nor does it create any liability on the part of Christian & Company or the individual surveyor. No part of the vessel was disassembled or removed and no assumptions should be made as to the condition of concealed components. Specifics were obtained from sources available at the time of inspection and are believed correct, but are not guaranteed to be accurate.
Christian & Company, Marine Surveyors, Inc.
By: Mr. Michael Herlihy, Surveyor