Client: Removed for Privacy “RP”
Date of report: March 13th 2011
Our file #: 11 – 27152
This inspection was performed upon the request of the client listed above on March 7th 2011 while the vessel was afloat at Marina Puerto Los Cabos, San Jose del Cabo, BCS, Mexico and Mr. XXX attended.
Builder: Shipyard Molenaar at Zaandam
Doc. #: “RP”
Model: Converted fishing trawler
Hailing Port: Santa Barbara, CA
Length: 77.7’ * (23.5 meters)
’ * Weight: Unknown
* U.S.C.G. Document
HULL & STRUCTURE
Keel & bottom: Steel construction, not inspected
Topsides & transom: Steel construction, canoe stern, dark blue painted hull
Decks & superstructure: Steel construction material, aluminum pilothouse, white painted superstructure, paint particle nonskid deck surface – gray and faux wood plank color
Deck hardware: Steel safety rail on upper deck, steel bulwarks on main deck, two sets of bow bits and two sets of stern bits with chocks, set of amidships bits on both sides, various watertight hatches
Longitudinals/stringers: Steel longitudinals
Athwartships/bulkheads/frames: Steel frames, ring bulkheads and full bulkheads, 4” frames on 14” centers (forward) Layout/interior components: Vessel boarded on either side through amidships bulwark boarding gates onto low side deck landings, forward from landings are watertight hatches into cabin spaces and steps up on both sides aft lead to aft deck. Aft deck has tender and crane, center line steps forward lead to upper deck, watertight hatch to starboard in superstructure leads into entryway to engine room. Ladder down into engine room and second door in entryway inboard leads to aft cabin space. Door from aft deck to interior space to port forward on aft deck. Main deck interior space aft has landing, door and steps down and aft to owner’s cabin; owner’s cabin has berth aft and ensuite head to port forward. Forward from landing is saloon, forward in saloon are wing doors to exterior side decks, galley to starboard forward, to port forward is ship’s office, two heads to starboard forward and anchor locker forward. Ladder from main deck to upper deck forward. Deck hatch and ladder to port aft of office leads to landing for crew cabins that are on both sides of landing, both crew cabins have bunk berths. Just aft of crew cabin hatch is similar hatch and ladder to guest cabins’ landing. Two guest cabins (one to port and one to starboard from landing) have bunk berths and ensuite heads. Pilothouse has helm forward, wing doors and aft door, dinette and modified Portuguese bridge forward (no safety rail on foredeck forward of forward gate).
Bilge: Minimal oil below engine
Comments: The vessel was inspected while afloat. The hull bottom was not inspected. The hull sides were visually inspected only. The vessel was port side to the dock and was not turned during the survey. The starboard side was inspected from the shore and by looking over the gunnel. The hull sides are in good structural and satisfactory – good cosmetic condition. The vessel is a converted steel working boat and thus does not have a “yacht like” finish. The deck and superstructure were visually inspected. The deck and superstructure are in good structural and satisfactory – good cosmetic condition. The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches were opened and closed. Overall the deck hardware is in good – excellent condition. The structural reinforcements including the bulkheads, frames and longitudinals were visually inspected. The structural reinforcements appear to be in “as-built” condition. The bilge is holding minimal water and oil in the engine room. The interior cabin spaces are neat, clean and orderly. The interior of the vessel is in satisfactory – good cosmetic condition. The vessel has a very unusual layout due to the fact that it is a converted fishing trawler. The main deck level is functional and fairly normal for a yacht; the pilothouse and exterior decks are also fairly normal. Forward on the Portuguese bridge is an open area with no safety rail and camber designed to shed water. The guest and crew cabins are entered through raised watertight hatches and vertical ladders. The cabins have no port lights and all four cabins have bunk berths. The cabins themselves and entry into the cabins are not “yacht like” and are the most obvious usability issue with respect to this conversion (from working fishing boat to yacht).
Main engine: One Mitsubishi type S6R2M PTA, 427 KW/573h.p., 972 hours on engine room engine hour meter
Engine application: Diesel, 6 cylinders, turbocharged, fresh water cooled, dry exhaust
Serial Number: 21359
Transmissions: Reintjes, 55545, WAF440, ratio 3.952:1
External/peripherals: Suitable application, satisfactory installation, hydraulic PTO forward for steering and stabilizers, cooling external in integral “sea chest” to port in engine room
Engine controls: Hynautic hydraulic system with pilothouse and two exterior wing stations
Exhaust systems: Split dry system, engine exhaust splits into two discharge pipes, mule engine also discharges into starboard pipe, generator and diesel heater also discharge into port pipe
Propulsion gear/shaft logs: Steel propeller shaft, below waterline components not inspected, oil pressure seal
Steering system/rudder ports: Hydraulic system, two actuators, grease packed rudder seal
Ventilation: Forced air in engine room
Generator: Jelmer Valk on sound enclosure, no identification tag seen
External/peripherals: Suitable application, satisfactory installation, sound box
Through hulls & components: Steel through hulls, seacocks
Seawater systems: Metal pipes, flexible hoses
Bilge pumps: Electric pump with five valve manifold to starboard forward in engine room
Comments: The engine and transmission were visually inspected. This survey is not a mechanical survey; please consult with a qualified technician for greater detail as to the condition of the machine systems. The external surfaces and peripheral components of the engine and transmission appear good. The client reports that the engine runs well; it was not tested and no sea trial was performed. The exhaust system is properly arranged and installed. The steering system was visually inspected. The steering system appears suitable. The propulsion components were not inspected. The client reports that the propulsion components have an issue; there is vibration which limits the top end performance of the vessel. The conversion and refit of the vessel was accomplished using miscellaneous components. The engine was reportedly rebuilt approximately 1,500 hours prior to it being acquired for the conversion. It had been used in a barge. The cause of the vibration is beyond the scope of this survey. The engine room blower was energized. The generator was visually inspected. The client reports that the generator functions normally. There are crystalline deposits at an end cap on the generator. The through hulls were visually inspected. The through hulls are in good condition. The seawater systems were visually inspected. Overall, the seawater systems are in good condition. The bilge pump was not tested. There is corrosion at the bottom of the exhaust for the diesel heater; there is a corroded hose clamp and there are stains in this area indicative of a leak.
Fuel: Two integral steel forward tanks with 7000 liters capacity each, two steel tanks forward of engine room with 5000 liters capacity each, 24,000 liters total capacity
Fill & vent: Steel pipe deck fill fittings and vents
Feed & return: Bronze (apparently) tubes, flexible hoses at engines
Water: Two 2,500 liter plastic tanks between guest cabins and engine room, deck fill fittings on side decks, 5,000 liters total capacity
Holding: Steel tank below crew cabins, unknown capacity
Comments: The fuel system including the tanks, fill, vent and feed lines was visually inspected as installed. Where visible the fuel system components are in satisfactory – good condition. The condition and age of the fuel (and water) and the integrity of the tanks (fuel, water and holding) is beyond the scope of this survey. The water pressure system functioned normally. There are tin cans installed below various fittings to catch leaks. There are cans located below fuel fittings forward in the engine room. Components such as fuel hoses are labeled fuel hose, but are not labeled U.S.C.G. type A1, an American standard. The restoration of the vessel was accomplished in Holland.
AC system: European system with transformer, 230V/single phase and 380/400V/three phase – 50 Hz ship’s systems
DC system: Twelve 2 cell AGM and two larger 12 volt gel batteries to starboard forward in engine room, 24 volt system, two 12 volt gel batteries below pilothouse dinette seat
Wiring: Various type multi-strand wire, not American standard type wires
Circuit protection: Panels forward in engine room include DC volt and ammeters, three AC ammeters, AC voltmeter and AC hertz meter, sub panel to starboard in pilothouse
Comments: The electrical system including the shore power cord, shore power inlet, batteries, wiring, circuitry components and circuit protection equipment was visually inspected and most components were tested. Overall the electrical system is in good condition. The condition of the batteries is beyond the scope of this inspection. The client stated that at least one battery requires replacement. The vessel uses welding cable extensively. Wires in the engine room are well organized, bundled and routed; however they are secured with plastic tie wraps. The lights in the landing areas for the guest and crew cabins function intermittently. The client has converted the transformer to an Asea converting transformer which allows the vessel to utilize any type of shore power and retain its European electrical system. Components aboard the vessel are “European” type.
SAFETY AND LIFE SAVING
Portable fire extinguishers: One in engine room entry, one in owner’s cabin, one in galley, one in both guest cabins, one in both crew cabins, not American type
Fixed fire system: Fire pump with one hose in engine room, fire alarm system
Flotation devices: Six adult PFDs (not American type), three life rings (two with MOB lights)
Horn/distress flares: Flares aboard (expired 2006), sound signaling device not noted
Navigational/anchor lights: Lights on a mast on top of pilothouse and typical/international light scheme (not tested)
Anchor & ground tackle: Two Navy type anchors in two anchor hawes pipes, 300’ and 600’ anchor chain
Other equipment: Two 8 person life rafts – service due 04/11
Comments: Safety equipment for fire fighting protection appears satisfactory. There is no fixed fire extinguishing system in the engine room. The portable fire extinguishers are not approved by the U.S.C.G. (currently irrelevant). Personal flotation devices appear suitable for near coastal use; they are not U.S.C.G. approved. Current distress signal flares are not aboard. We did not note the existence of a sound signaling device. The navigational and anchor lights are properly arranged and installed. The ground tackle including the anchor and rode was visually inspected as installed and appears satisfactory. The entire length of the anchor rode was not inspected and should be inspected prior to use.
Summary: Satisfactory – Good
General equipment: Victron 3-phase 24 volt 100 amp and 24 volt 50 amp battery chargers, Victron 24 volt 1600 VA and 24 volt 5000 Va inverters, active fin stabilizers, 4 cylinder diesel (mule) engine driving a hydraulic pump for the bow thruster, windlass and crane, engine room engine instrumentation includes tachometer, hour meter, temperature and two pressure gauges, water heater, hand pumps for fuel, air compressor, Cerac diesel boiler type ship’s heating system, pressure air and water for heads, ASEA multi-function transformer, engine exhaust temperature gauge, Bostrom pilothouse helm chair, two lifting monitors for electronics, Furuno GP-31 GPS Navigator, Furuno FS-1550 SSB, Sailor RT2048 VHF, Sailor RT4822 VHF DSC, Robertson AP35 autopilot, Robertson FU35 steering jog stick controller, Simrad EQ32, two handheld radios, pilothouse hardtop mounted compass (with viewing overhead in pilothouse), Furuno FR2110 radar, Simrad IS15 wind, Furuno GP-31 GPS Navigator, Furuno NX-300 Navtex unit, pilothouse engine instrumentation includes two tachometers, three temperature, three oil pressure, two DC digital voltmeters, spotlight, flood lights, computer, Hynautic hydraulic controls for bow thruster and windlass, four pneumatic windshield wipers, pilothouse dinette, orange hard hat, pilothouse battery charger, portable boarding ladder, wing station rudder angle indicators and thruster/windlass controls, deck prisms, Avon rigid hulled inflatable with HIN AVBGBY56C393 and equipped with a 15 hp 4-stroke Yamaha outboard engine, hydraulic tender crane, side boarding gates, Sharp TV, owner’s head has head, sink and shower enclosure, scuba gear, Wempe ship’s clock, barometer and thermometer/hygrometer, Sharp TV in saloon, entertainment system, two saloon tables, sofas and a bench seat, saloon window blinds, Siemens refrigerator, Samsung microwave oven, Siemens microwelle plus oven,
4-burner electric stove, galley sink, day head, main deck second head with head, sink, shower and tub, Yaesu FT-897 HF transceiver, SCS PTC-11 USB pactor modem, laptop computer, printer, clothes washer and dryer, hydraulic windlass, guest cabins have bunk berths and ensuite heads (with heads, sinks and shower enclosures), water pressure system with pump and accumulator tank, electric waste discharge pump, hydraulic bow thruster (not accessed or tested), freezer, two shower pumps
The vessel was originally constructed in 1965 and used as a Northsea’s fishing trawler. The vessel suffered a catastrophic loss which was reportedly caused by the failure of a fishing boom, causing the vessel to roll, capsize and sink. The incident resulted in the loss of life. The vessel was subsequently salvaged and purchased by the previous owner, who converted it from a commercial vessel to a long range cruising yacht. The wheelhouse is aluminum; the engine is a diesel inboard engine, the vessel also has a “mule” diesel engine which powers the hydraulic system and a diesel generator. The refurbishment of the vessel was completed in 2007. The client provided an ultra sound inspection which was performed at the time of his purchase of the vessel in April 2010 in Enkhuizen, Holland. He also reviewed an ultra sound from five years prior; several areas of plating had apparently been replaced as the recent ultra sound revealed thicker plates. Overall the plate thickness is good. The client drove the vessel to Southhampton, England, the vessel was shipped to Palm Beach, Florida and then to Manzanillo, Mexico. The client drove the vessel from Manzanillo, Mexico to Puerto Vallarta and subsequently to San Jose del Cabo, Mexico, where it was inspected for this appraisal. Since purchase the client has upgraded the vessel with the installation of an Asea electrical transformer/converter, which allows him to utilize the existing electrical system with virtually any of the common power supplies throughout the world. The vessel is basically sound and suitable for its intended purpose as a long range cruising vessel.
Overall Summary: Good
ACTUAL CASH VALUE — $775,000
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 value does not 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 client intends to bring the vessel to the United States; federally required “carriage items” will be needed. These include fire extinguishers, personal flotation devices, distress signal flares, sound signaling device, oil placard, trash placard.
2. Determine the source of the vibration reported while underway and address appropriately.
3. We strongly encourage replacing the plastic tie wraps used to secure wires in the engine room with metal (adel) clamps.
4. Service to eliminate any leaks above the various tin cans in several areas of the vessel.
5. Replace the battery which is reportedly at the end of its service life.
6. Address the corrosion on the bottom of the exhaust component for the diesel heater. Service to eliminate the apparent leaks near this component, clean stains to allow detection of any future leaks.
7. The vessel uses welding cable. While welding cable is an excellent current carrying conductor, it is expressly prohibited by A.B.Y.C. recommendations and has deficiencies which reduce its suitability for use aboard a vessel. Either replace the welding cable or carefully monitor and replace as needed.
1. Address the crystalline deposits on an end cap on the generator.
2. Service and prove the guest and crew cabin landing lights functional; they are intermittently functional.
3. The electrical system aboard the vessel will prove inconvenient when components require replacement in America.
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.
________________________________ March 13th 2011
By: Mr. Kells Christian, Surveyor Date
S.A.M.S. – A.M.S. # 301