100′ Camper & Nicholson ketch



Client: Removed for privacy Date of report: October 23, 2012
Our file #:     Removed for privacy

 This inspection was performed upon the request of a prior client on August 13th 2012 while the vessel was hauled at Gran Peninsula Shipyard, Ensenada, Mexico.  Some inspection time was spent on June 6th, 2012 and on August 14th, 2012.  The survey was provided to the client above on October 23, 2012.


Builder:       Camper & Nicholson Ltd. * Doc. #:         Removed for privacy
Model/type: Ketch Hull number:   Removed for privacy
Year:           1939  * Engine:         None
Length:       100’ Name:           Removed for privacy
Draft:         10.3’ / 11.3’ * Hailing Port: Removed for privacy
Beam:       18’ Weight:         Unknown
* U.S. Documentation Gross tons: 109   *  Net tons 98 *


Keel & bottom: Wood (teak) planks on steel frame construction, cooper sheathed bottom, bronze bolt fasteners between planks and frames/steel longitudinals, 2” thick planks, lead ballast (apparently) unknown weight
Topsides & transom: Wood (teak) planks, steel floors, bronze bolt fasteners between planks and frames/steel longitudinals, steel rivets and welds between steel members, white paint, blue boot stripe, 2” thick planks
Decks & superstructure: Teak planked deck on plywood subfloor, steel supports on both edges and down centerline
Deck hardware: Wooden bulwarks (15”) high – rails removed, forward hawse holes, chocks and cleats, four butterfly hatches, two sets of stern cleats, one set of stern chocks with a bit, two foredeck hatches, two anchor hawse pipes
Longitudinals/stringers: Steel longitudinals on both sides of keel, steel bilge stringers (7’ up from keel in engine room) and steel deck beams (on both sides of hull to deck joint)
Athwartships/bulkheads/frames: 3” steel “L” frames on 19” centers (forward), steel floors, steel bulkheads (below cabin sole), wood bulkheads (above cabin sole), seven steel frames on 18” centers in engine room
Layout/interior components: Deck includes aft steering area with seating, enclosed deck house just forward (and access to the steering gear), forward is a butterfly hatch, next forward is large external seating area, next forward is large enclosed area with companionways forward and aft to lower decks, next forward are butterfly hatches on either side of main mast, forward is companionway.   Interior cabin spaces include crew cabin forward with storage area forward of double bunks, next aft is crew head to starboard, cabin to port with bunk berths, next aft is galley to port and dinette to starboard and next aft is main saloon.  The next area aft includes the landing from the companionway, a small cabin to starboard with a head aft of cabin and engine room access to port.  Down the companionway steps aft of the main deck house is a passageway.  To port aft is a door to a guest cabin with twin berths and an ensuite head forward, to starboard aft is a door to a guest cabin with twin berths and a head forward (head has doors from this cabin and a small forward cabin), aft in the passageway is the master stateroom with berth aft and ensuite head to starboard forward.
Bilge: Holding water in engine room, aft and forward
Comments: The vessel was inspected while hauled. The vessel has been hauled for approximately ten years.  The hull bottom was visually inspected and randomly sounded.   The hull bottom and keel are in satisfactory – marginal structural condition.  The hull bottom is sheathed with copper; the copper has been pulled away in several locations on both sides.  Where visible the hull planking is in satisfactory condition.  The planking is approximately 2” thick, where probed the caulking is approximately 1” deep, with seam compound over the caulking.  The seam compound is brittle.  There is standing water in the bilge and there has been standing water for several months.  There are very minor weeps at the seam between the ballast portion of the keel and the garboard planks.  The planks, where exposed, vary in width including 7”, 7.5” and 8”.  There are large gouges in the metal (ballast) portion of the keel.  There are several miscellaneous size and type “patches” in the copper sheathing.  The plank seams are connected with steel diamond shaped butt plates, the steel butt plates are fastened with two bolts through both planks and one bolt through the upper and lower plank at each butt seam.  We found two butt plates removed, one below the starboard guest cabin (with one fastener removed) and one removed to starboard in the bilge below the aft deck enclosure (with all fasteners removed).  The sheathing is loose on the rudder in several locations and there is minor impact damage on the aft lower edge.  The ballast is non magnetic metal, likely lead.  It is coated, the coating is unknown.  There is putty on the port keel, just aft of the ballast portion.  There is “wood sickness” in this area with iron oxides (rust) accumulated below the sheathing.  There are 5” diameter round plates secured with four bolts on both hull bottoms amidships, in the area of the through hulls; the function of these plates is unknown.  There are a few miscellaneous sheathing “patches”.  The hull planks are attached to steel frames and steel longitudinal members.  There are longitudinal steel reinforcements on both sides of the keel, above and below the hull to deck joint and chine reinforcements approximately 7’ above the keel in the engine room.  The longitudinal plates attached to the keel are approximately 20” tall, in the forward cabin.  The longitudinal steel reinforcements below the deck are 17” tall, measured from the deck down in the forward cabin.  The hull sides and transom were visually inspected. The hull sides and transom are in satisfactory structural condition.  Where visible, the wood is in satisfactory condition and the fasteners are in satisfactory condition.  There is rust weeping from numerous locations.  There is movement of the aft plank seams (cracked paint) above the waterline.  There are two areas of planking which have been cut away including one to starboard aft and one to port forward.  The area to starboard aft was closely inspected and the wood is in satisfactory condition except for the missing wood that has been cut away.  The port forward area has been cut away at a rust stain, it was not closely inspected.  There is a diagonal steel strap visible on the interior of the hull to port in the forward saloon.  The starboard side (in this area) is covered with ceilings.  Much of the interior of the hull is covered with ceilings.  There is 20” longitudinal steel flange (in the forward cabin) from the hull to deck joint inward supporting the outboard edges of the deck.  There is a 42” steel longitudinal member down the center of the deck.  The deck is constructed of plywood over these steel members with teak planking over the plywood.  The deck is in marginal condition, it is buckled and loose amidships between the large area designed to be enclosed and the deck seating.  The superstructure components are in faulty condition.  The forward enclosure is missing its overhead and has been exposed to weather for a decade.  The aft enclosure has been exposed to weather for a decade.  The deck hardware including mooring devices and hatches was visually inspected and most of the hatches and port lights were not opened.  The wooden cleats are aged and weakened.  The safety rails have been removed.  Overall the deck hardware is in faulty condition. The hatches are weathered and several hatches have temporary covers.   The structural reinforcements including the frames, longitudinals and bulkheads were visually inspected.  The structural reinforcements appear to be in “as-built” condition, with moderate localized corrosion.  Overall, the steel reinforcements appear satisfactory.  The steel combing and deck supports amidships and aft exhibit corrosion.  There is corrosion internally about the keel bolts; they are submerged and were not closely inspected.  The steel floor aft in the forward cabin exhibits heavy rust.  The anchor chain collector below the galley sole to port forward has been cut away.  Portions of the separation between the starboard cabin and the engine room and portions of the separation between the starboard cabin and the head have been removed.  Most of the fasteners for the planks are bronze bolts, none were removed but where visible they are in satisfactory condition.  There are rivet and weld fasteners for steel components.  The bilge is holding significant water in the engine room, in the saloon aft of the engine room and in the cabin space forward of the engine room.  The interior cabin spaces are in disarray.  The vessel is in a state of disassembly, as the result of the beginning of a restoration project which was abandoned.  The master head door is seized and we did not enter the master head.  Many of the interior components are in a storage container located adjacent to the vessel.  The interior of the vessel is in faulty cosmetic condition.


Summary: Faulty


Main engine: None in the boat, see storage locker contents below
Exhaust systems: Partial system installed
Propulsion gear/shaft logs: Variable pitch propeller, no propeller installed – one blade seen, seal components not complete
Steering system/rudder ports: Wood rudder hung on keel, two sets of straps (gudgeons and pintles), copper sheathed, mechanical system, gear driven quadrant
Through hulls & components: Through hulls not inspected closely
Location of through hulls as visible in travel lift slings: Port – six amidships (two with screens and one missing a screen), one forward and one “patch” forward, Starboard – one forward, paddlewheel transducer forward, one amidships, transducer aft
Seawater systems: None
Bilge pumps: Limited manifold and system installed
Comments: The engine was visually inspected in a container adjacent to the vessel.   The external surfaces and peripheral components of the engine and transmission appear marginal; there is surface rust and corrosion.  There is no transmission attached to the engine.  The engine controls were not tested.  Part of the exhaust system remains installed.  Its condition is beyond the scope of this survey.  The propulsion components include a variable pitch propeller, components of this system remain installed however the propeller is not installed, most of the mechanical components of the hub are not installed and the seal components are not complete.  The steering system is not functional.  The rudder is currently tied off and the steering wheel and components in the binnacle attached to the steering wheel are removed.  There are two generators in the storage container.  One generator is mostly complete, but exhibits external corrosion.  The second generator’s engine has its head removed and the cylinders are heavily corroded.  The through hulls were visually inspected only.  We did not attempt to manipulate the valves.  The through hulls appear satisfactory.  The seawater systems components are removed.


Summary: Faulty


Fuel: Two ferrous metal tanks below galley sole, unknown capacity (2,728 liters per on line listing)
Water: Four metal tanks in forward saloon bilge (not magnetic), unknown capacity (2,, 728 liters per on line listing)
Comments: The fuel tanks (apparently) are located below the galley sole, we did not inspect the fill, vent, feed or return lines. Water tanks (apparently) are located in the aft saloon bilge; they are not secured and not fully installed or plumbed.  Most of the plumbing has been disconnected.  The condition and age of the fuel and water is beyond the scope of this survey.  Please consider filling all tanks for a simple, practical test of their integrity.  On line information suggests some of the tanks are new.


Summary: Faulty


AC system: N/A
DC system: N/A
Wiring: Multi-strand wiring
Circuit protection: N/A
Comments: The electrical system in disarray. Many components are disconnected.  No AC or DC power source was available and no components were tested.  The electrical system appears to be in the early stages of restoration, with the removal and disconnection of some components accomplished and the project aborted.  There are many electrical components that are loose and stored throughout the vessel including refrigeration components.  There are a few electrical components which remain installed including light fixtures and pumps.  There are many electrical components in the storage unit.


Summary: Faulty


Portable fire extinguishers: Two 10 lb. dry chemical units, one carbonic, two larger
Fixed fire system: One – not installed
Flotation: Several in storage unit
Horn/distress flares: N/A
Navigational/anchor lights: N/A
Anchor & ground tackle: N/A
Other equipment: Tron 406 EPIRB (expired)
Comments: There are numerous portable fire extinguishers and one fixed unit aboard the vessel. The portable fire extinguishers have not been inspected and tagged per N.F.P.A. recommendations and the fixed unit is not installed.  There are personal flotation devices in the storage unit adjacent to the vessel that were not inspected.  We did not note any distress signal flares or sound signaling devices.  We did not note any navigational anchor lights.  We did not see any ground tackle aboard.


Summary: Faulty


Tanks: Two bottles in lockers aft in main deck seating area

Devices: None

Comments: There are two propane tanks located in the lockers aft in the decks seating area. No propane devices or components remain aboard the vessel.

Summary: Faulty    


Mast & rig type: Two wooden masts, keel stepped, ketch rig

Standing rigging: Multi-strand stainless steel wires, Norseman mechanical end fittings on main shrouds and swage end fittings on mizzen shrouds, main mast has forestay, inner forestay, split back stay, adjustable split stay to mizzen, two lower, one intermediate and one upper shroud per side, mizzen mast has two lower, one upper shroud per side and both masts have running back stays

Hardware: Main has two sets of wood spreaders and mizzen has one set of wooden spreaders, blocks, turning blocks, main boom gallows, three winch handles

Winches: Four Harken # 66 – two self tailing on deck by mast and two on main mast, two Lewmar # 980-2 (electric) and two Lewmar # 55 self tailing on aft deck, Lewmar 30 self tailing on boom

Sails: Six sails on deck

Comments: The mast and associated rigging were visually inspected from the deck level only. The age of the mast and associated rigging is unknown.  This survey is not a rig survey.  Please consult with a qualified rigger for greater detail as to the condition of the sailing system.  The vessel was not taken on a sea trial and sailed during the survey.  Overall the sailing system is in marginal – faulty condition.  The sails were not opened and inspected.

Summary: Faulty


General equipment: Two drum windlass, seven deck prisms, axe, several refrigeration units, galley sink, forward head has electric head and sink, galley sink, dinette, two larger bolt cutters, tool box, miscellaneous tools, two electric water pumps, partial bilge pumping manifold, two sets of generator instruments, guest cabin heads include electric heads and sinks, Pullman berths in both guest cabins, one blade of propeller, Furuno FS-1502 SSB, ICOM IC-M55 VHF, navigation station, Observer ship’s clock
Storage unit: 40 KW Northern Lights generator with serial # LM-350244-0500, main engine is a John Deere 6.8 liter power tech engine, six cylinders, turbocharged, with no visible serial number, 20 KW Kohler generator model ZOCCFOZ, serial # 479880 – head off cylinders heavily corroded and lots of other stuff


The vessel was manufactured in the United Kingdom to a Charles E. Nicholson design and was launched in Gosport in 1939.  The vessel is a unique sailing vessel.  The basic construction methodology is wood planks on steel frames with bronze bolt fasteners.  Overall, the planks and frames are in satisfactory condition.  Per the current location/shipyard personnel the vessel has been out of the water for ten years and the watertight integrity of the plank seams is beyond the scope of this survey.  The hull bottom is covered with copper sheathing which appears satisfactory overall, though there have been areas pulled away to expose wood and fastener heads.  Where visible the wood and fasteners are in satisfactory condition.  The machine components have been removed from the vessel and much of the plumbing and the electrical components have been disconnected and/or removed.  A restoration project was begun but aborted.  The exterior of the vessel is in poor condition cosmetically.  The vessel is not currently suitable for use but its classic lines and basic structural integrity make it a good candidate for restoration.  One on line resource suggested the boat may have been built to Lloyds Register classification society standards.

Overall Summary: Marginal


Removed for privacy Removed for privacy 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.  In most instances the data found while researching the value is stored in our file for this survey.  We primarily use market value analysis methodology for determination of value.

Standard Form Key:   All systems are rated based upon their appearance, ratings include: Not examined, Not applicable, Faulty, Marginal, Satisfactory, Good, Excellent.



These recommendations are the surveyor’s ideas and suggestions for addressing deficiencies with damaged or suspect components or systems found during survey or general improvements. The primary recommendations address safety items, structural issues, operational issues or deficiencies which the surveyor determines are of greater importance or more expense than secondary deficiencies.  For instance, items that pose a risk to passenger safety or immediate property damage are listed under primary deficiencies and cosmetic concerns are addressed under secondary deficiencies.  Most of the recommendations have been addressed in the comments and usually they are discussed at the time of the inspection.


1.     Address the caulking and seam compound as necessary. The vessel has been hauled for ten years and most of the hull bottom is covered with copper sheathing.

2.     Reinstall the missing fasteners and butt seam backing plates where they have been removed. One fastener has been removed below the starboard guest cabin and all fasteners have been removed from a butt seam to starboard below the aft deck enclosure.

3.     Either reattach the copper sheathing or remove the sheathing and coat the hull bottom with anti-fouling paint.

4.     Address the loose sheathing on the rudder. Inspect the rudder and service if/as necessary.

5.     Determine the significance of the putty and the visible damage to the keel just aft of the ballast, on the port side and repair as necessary.

6.     Reinstall the safety rails on the deck.

7.     Repair the damage (age related damage and weathering) of the deck.

8.     Replace the weathered and weakened wooden cleats.

9.     Rebuild the primary deck house which currently has no roof and is heavily weathered.

10.  Address all the deck structures including hatch covers which are heavily weathered and damaged.

11.  Address the damage to the deck, particularly amidships between the forward superstructure and deck seating area.

12.  Address the heavily corroded steel floor located aft in the forward cabin.

13.  Remove water from the bilge spaces including the engine room, forward saloon and aft cabin/passageway bilge. Inspect components below the water accumulation and address deficiencies including corrosion as necessary.

14.  Address the corrosion on the steel combings about the forward deck enclosure, and elsewhere as applicable.

15.  Address rust, corrosion and weeping through the hull side plank seams and the root cause of the corrosion as necessary.

16.  Address corrosion to various metal reinforcements, particularly to the deck support components.

17.  Replace the missing bulkheads and enclosure panels between the starboard cabin, engine room and head.

18.  Determine the condition of keel bolts and address appropriately.

19.  The engine, transmission and generators have been removed. All systems related to the machinery have been disconnected and prior to operating the vessel the machinery should be reinstalled and commissioned by qualified mechanics.  The steering system has been partially disassembled; it should be re-commissioned and checked by a qualified technician.

20.  The variable pitch propeller has been removed, components are missing, and the shaft seal is not complete. These components should be re-commissioned by a competent mechanic.

21.  The watertight integrity of the hull should be carefully tested upon launching the vessel. Pre-swelling planks should be considered prior to launching.

22.  Installation and proving a suitable bilge pump system should be accomplished prior to launching the vessel.

23.  Repair the two areas which are dug out/cut out of the hull sides including the starboard aft and port forward.

24.  Service as a result of the weeping at the ballast portion of the keel to garboard plank seam (garboard seam). This condition may worsen once the load of the vessel is lifted from the keel.

25.  The electrical system is in disarray, upon reinstallation of the electrical system including AC & DC sources; comply with a suitable set of standards such as A.B.Y.C. or a classification society. Carefully test components prior to using the vessel.

26.  As the tankage and plumbing components have mostly been disconnected and removed, the entire system should be reassembled and installed by a qualified technician and carefully tested prior to using the vessel.

27.  The steering system should be carefully inspected by a qualified rigger prior to sailing the vessel, comply with recommendations of the rigger.

28.  Repair the damage to the main boom end.

29.  Provide suitable sails, sails that were seen on deck are tattered.

30.  The sail track on the main mast is bent in both directions. Have the main mast tuned prior to sailing the vessel.

31.  The sail track on the mizzen is bent off to starboard towards the dock.   Have the mizzen mast tuned prior to sailing the vessel.

32.  We suggest immediately addressing the running rigging which is supporting the masts. It is unknown how long the running rigging has been in use.

33.  Provide all legally required carriage components. Consult with regulations of the country of intended use.  Carriage items include: life preservers, flares, fire extinguishers etc…

1.      The vessel is in poor cosmetic condition internally and externally and many components are disassembled, reassemble and improve cosmetics as desired.

2.      There are miscellaneous patches in the hull bottom sheathing, address as necessary.

3.      Address the large gouges in the bottom of the keel as desired.

4.      Determine the function of the external round 5” steel components secured with four bolts on both sides amidships. The function of these components is unknown.
5.      Address as a result of movement of the plank seams on the hull sides aft and forward. Plank seam connections to the transom and stem are prone to movement.

6.      Free up the master head door, inspect the master head and address deficiencies.

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.

________________________________                                     October 23, 2012___

By: Mr. Kells Christian, Surveyor                                                 Date

S.A.M.S. – A.M.S. # 301