|Client: Removed for Privacy||Date of report: October 30, 2009|
|Our File #: 09-26685|
This inspection was performed upon the request of the client listed above on October 30th 2009 while the vessel was hauled at “G” Street, San Diego, California and on October 28th 2009 while afloat at the docks formerly known as Kettenburg/Driscoll boatyard, Point Loma, San Diego, California. Mr. X attended both days and Mr. Y attended the first day of the inspection. Mr. Y stated his desire to have a basic overall condition report; he intends to completely restore the vessel internally and externally. He intends to change the layout of the vessel and modify the vessel significantly. Specifics and details of minor and cosmetic deficiencies were not requested.
|Builder: Charter Connection Corp. Bollinger Shipyard||Doc. #: Removed for Privacy|
|Model/type: Passenger Vessel||HIN: Removed for privacy|
|Year: 2005||H.P. per: N/A|
|Length: 135’ (measured)||Draft: 5.6’ (measured)|
|Beam: 32.8’||Name: “Removed for privacy”|
|Engines: Two Caterpillars||Hailing Port: Removed for privacy|
HULL & STRUCTURE
Keel & bottom: Steel construction, modified V-shape, keel aft, round tube chine, black anti-fouling paint, keel has threaded plugs on top and bottom aft
Topsides & transom: Steel construction, large round rub rail at deck level, lower small round rub rail, primer paint finish
Decks & superstructure: Steel and aluminum construction, beige primer finish, carpeted passenger decks
Deck hardware: Two water tight foredeck hatches, anchor rode hawes pipes, four bow mooring hawes holes, four bow bits, two sets of side mooring cleats amidships and forward of amidships, aft bits and hawseholes
Longitudinals/stringers: Longitudinals (longs) in galley bilge on 22” centers – 3” x 2”, 2.5” x 2” longs in passageway on 21” centers, main engine bearers are 6” wide I beams, engine room frames 2” wide with varied heights on 23” centers
Athwartships/bulkheads/frames: Steel frames in forward bilge on 24” centers, 7” deep with 4” flange, welded, one deck beam per frame 6.5” x 3.5”, steel bulkheads, crash bulkhead forward, location of watertight bulkheads unknown
Layout/interior components: Upper deck access via stairs on both sides from lower deck level, upper deck is open with circular bar and fixed stools forward, hard top over bar, waist high safety enclosure and hand rails around perimeter and deck is carpeted. Next deck down has stairs to upper deck forward from exterior aft deck and stairs down to main deck aft on both sides. Aft deck has waist high enclosure and handrails, double sliding doors between aft deck and upper saloon. Upper saloon has wood sole in entry, storage lockers with HVAC equipment on both sides aft, two heads to starboard outboard of interior steps down to main saloon, bar to port and door on centerline forward to pilothouse. Pilothouse has helm with pedestal chair on centerline, two “C” shaped dinette’s outboard and aft (one on each side), wing doors to exterior bridge area with helm stations on either side and walk around forward of pilothouse windows. Next deck down has mostly covered aft deck, center transom steps lead down to boarding platform aft, side boarding gates on both sides aft, stairs to next deck up on both sides forward and two double hinged doors to main saloon. Main saloon has piano between doors aft, bench seating with tables around exterior, steps to next upper deck to starboard, with head outboard and aft of steps, bar to port, boarding doors on both sides forward, small lockers outboard and aft and large storage space forward on centerline with HVAC equipment, locker outboard of steps to starboard forward (with HVAC equipment), starboard forward steps lead aft and down to lower deck level. Centerline forward steps down and forward from main saloon lead to men’s head to port, women’s head to starboard and bow thruster room forward. Ladder to port in thruster room leads to foredeck through water tight hatch. Second water tight hatch on foredeck leads to anchor rode locker. Lower deck has hinged door inboard at forward end of landing leading to port side galley. Forward in galley is head with head, sink and shower, to starboard forward is dishwashing area, to port forward is icemaker and storage racks. Storage locker to starboard, two HVAC units and clothes washer/dryer to starboard. Center stainless steel food preparation tables, three sinks on centerline forward of cooking area and port side has storage forward with cooking devices aft to port, all the way aft are two walk-in coolers, starboard side passageway leads aft to engine room.
Bilge: Generally clean and dry, minimal oil in engine room, water in forepeak, voids between tanks in galley accessed and inspected from deck hatches only
Comments: The vessel was inspected while hauled and afloat. The hull bottom was visually inspected. The hull bottom is in good structural condition. There are minor spots of corrosion on welds on the exterior of the vessel. The survey did not include an ultra sound inspection for plate thickness. There is no significant visible corrosion of plating internally or externally. The hull bottom is mostly fair; however on the centerline there are a few areas which exhibit dents and unfair areas. There are localized plate replacements (patches). The anti-fouling paint is approximately one year old and exhibits satisfactory – good coverage. There is a hollow keel aft, with plugs on the top and bottom at the trailing edge. The contents of the keel are beyond the scope of this survey. The hull sides and transom were visually inspected. The hull sides and transom are in good structural and marginal cosmetic condition. The exterior finish of the vessel is paint primer. There are numerous cracks in the external coatings. There are areas where the fairing compound is failing, particularly on both hull sides forward. There are numerous scrapes and gouges in the rub rails. There is an area which exhibits damage from scraping against something on a dock to starboard forward in the top of the anti-fouling paint. The deck and superstructure were visually inspected. The deck and superstructure are in good structural and marginal cosmetic condition. The deck and superstructure are also finished with paint primer. The deck hardware including safety rails, mooring devices and hatches was visually inspected and most hatches and the port lights were opened and closed. Overall the deck hardware is in satisfactory condition. The handling of lines on this vessel is limited due to lack of access amidships. The structural reinforcements including longitudinals, frames and bulkheads were visually inspected. The hinge for the starboard wing door is detached and the door is mechanically fastened shut. The forward bilge is filled with water; the origin of the water is beyond the scope of this survey. There are water lines in the bow thruster bilge compartment. The engine room bilge and the void spaces between the tanks are generally dry. There is oil and water in the engine room, in small amounts. The passenger spaces are neat, clean and orderly. The pilothouse is in disarray. The galley is mostly clean but has the appearance of having been abandoned without detailed cleaning. There are spikes protruding from the interior of the hull plate in many locations, including the engine room. In some locations the spikes are holding insulation. The interior of the vessel is in satisfactory cosmetic condition. This survey is not a mould inspection.
Summary: Good – Satisfactory
Main engines: Two Caterpillar model 3406, 450 hp @ 1800 rpm, 935 hours on port meter, 887 hours on starboard meter
Engine application: Diesel, inboard, 6-cylinders, turbocharged
Serial Numbers: S – Removed for Privacy, P – Removed for Privacy
Transmissions: Twin Disc MG-5114DL, ratio 4.59:1, starboard serial number Removed for Privacy, port serial number Removed for Privacy
External/peripherals: Suitable application, satisfactory installation, spring type motor mounts
Engine controls: Electronic controls by ZF, pilothouse has main and two wing stations
Exhaust systems: Dry system at all engines, exhaust blankets over metal tubes leading aft in engine room, raw water injected into discharges aft in engine room, hull bottom aft discharges
Propulsion gear/shaft logs: Dripless shaft seals with water injection from main raw water supplies before engines, 4-blade bronze counter rotating propellers, port propeller is a 46” diameter x 56” pitch; the markings are as follows: MFG. BOR2115285, SER NO B1229, WT 410 lb. 7-26-03. (specifications from old survey), 4” diameter stainless steel propeller shafts, steel exit tubes with bearings and one steel V strut per shaft with bearings
Steering system/rudder ports: Electronic controls, two steering pump switches, valve and station selector on pilothouse helm, center station wheel and jog sticks, wing stations, hydraulic system, two actuators, two pumps and hydraulic tank in center aft engine room, steel rudders (two zincs per rudder)
Ventilation: Forced air engine room ventilation system
Generator: Caterpillar – port and starboard are 440V/172A, center is 440V/280A, port and starboard model SR4, center model SR4B, starboard serial number 9AB07777, center serial number 6DG01944, port serial number 9AB07778
External/peripherals: Suitable application, satisfactory installation, 442 hours on port meter, 394 hours on center meter, 2157 hours on starboard meter
Through hulls & components: Sea chests on each side of centerline forward in engine room, metal pipes with valves
Location of through hulls as visible in travel lift slings: Port – two exhaust discharges aft, fourteen zincs visible, bow thruster, sea chest aft, transducer forward, Starboard – one forward of thruster, sixteen zincs visible, sea chest aft, transducer forward, three exhaust discharges aft
Seawater systems: Metal pipes with valves, dual inline sea strainers for all engines, primary gate valves at sea chests
Bilge pumps: Three AC pumps to port in engine room with manifold forward in engine room with nine suction points (not tested), pumps can also function as fire pumps
Comments: The engines and transmissions were visually inspected and briefly tested at the dock. The engines started and ran normally and transmissions engaged normally. A mechanic, Mr. Z, was aboard the vessel during the survey process, assisting with the testing of the machine systems. The vessel was not taken on a sea trial and operated by its own power. The vessel was towed to and from the boat yard. The external surfaces and peripheral components of the engines appear satisfactory. The mechanic tested the engine controls and reported that they functioned normally. They were only tested from the center station. The exhaust system is properly arranged and installed. The propulsion components including the propellers, propeller shafts, struts and shaft seals were visually inspected. The propellers were percussion tested. Overall the propulsion components appear to be in satisfactory condition. The steering system was visually inspected and test operated from all three stations, while the vessel was at the dock. The steering system functioned normally. Both steering pumps were tested. The engine room ventilation system was energized. The generators were visually inspected. The center generator was test operated and loaded. The port and starboard generators were briefly test operated but were not brought online and loaded. The mechanic reports that the center generator has an unusual starting process and will not stop with its push button stop solenoid. The vessel vibrates throughout from the operation of the center generator. There are oil stains on the starboard generator. The through hulls were visually inspected; the valves were not tested. The seawater systems were visually inspected. Only the engines’ cooling water supplies were tested. Overall, the seawater systems appear to be in good condition. We attempted to de-water the forepeak bilge, but could not prime the pump in a short period of time. The bow thruster was energized. There are no sacrificial zinc anodes on the bow thruster. There is fluid/oil below the engines. With the generator running there was bubbling from below the waterline to starboard amidships, the source of this bubbling is unknown (perhaps HVAC). There are stains and corrosion on a pipe inboard forward of the starboard main engine. The mechanic stated that he was able to activate and run the port windlass, the starboard windlass is inoperative. The bow thruster center and starboard controls are functional; the port thruster control is inoperative.
Fuel: Integral tank in aft galley bilge, unknown capacity
Fill & vent: Fill pipe in port aft locker on aft deck
Feed & return: Shutoff valve remote in locker to starboard aft in saloon, metal tubes, flexible hoses, dual Racor filters for engines
Water: PVC and steel tubes, integral tank in center galley bilge, fill fitting by starboard amidships cleat, two pumps to starboard in engine room
Holding: Integral bilge tank, unknown capacity
Comments: The fuel system including the tanks, fill, vent, feed and return lines was visually inspected as installed. Where visible the fuel system components are in 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. Please consider filling all tanks for a simple, practical test of their integrity. There was no tank or plumbing diagram available. Access hatches in the galley for the fuel; water and holding (apparently) tanks were opened during the inspection. The fuel tank is aft in the galley, the water tank is forward of the fuel tank and the apparent holding tank is forward in the galley bilge. There are also void spaces in the galley bilge. The forward (holding) tank is full. There are several vents on the foredeck; the function of all vents is unknown. There is a pipe marked “FO vent” (fuel oil) to port in the engine room; this pipe is not the fuel oil vent pipe. The fuel/oil vent is apparently just inboard of the labeled pipe. Review of online Coast Guard information revealed a fuel limitation statement, the significance of this finding with respect to the vessel’s intended use is beyond the scope of this survey. The mechanic reports that the fuel is fouled and is plugging filters with debris rapidly. The water pressure system was not tested. The water level was low and the two water pressure pumps were running continuously during most of the survey. There is water pressure at some locations but not throughout the vessel. The tanks were not filled and no time was spent attempting to diagnose the water pressure system and its function. The accuracy of tank level gauges is beyond the scope of this survey.
AC system: Four pronged inlet to starboard aft in locker on hull side (port not accessed), 120/208/480 volt systems
DC system: Three 12-volt wet cell batteries below pilothouse console, four 4D/12V wet cell (engine) batteries, six group 31/12V wet cell (genset) batteries, two smaller 12V wet cell batteries forward in engine room, apparently 12 and 24 volt systems
Wiring: Various type multi-strand wires, metal bracket supports on 18” centers, wire ways installed in bulkhead penetrations
Circuit protection: Sub panel in starboard aft storage locker on pilothouse deck, sub panel to starboard in pilothouse, sub panel in starboard locker in main saloon, sub panel in thruster motor room, sub panel forward in engine room, main panel to port of center in engine room has main AC circuit breakers, main meters and switches, sub panels forward in engine room
Comments: The electrical system including the batteries, wiring, circuitry components and circuit protection equipment was visually inspected and very few components were tested. Overall the electrical system is in satisfactory condition. The condition of the batteries is beyond the scope of this inspection. The shore power system is reportedly not complete; it has never been used and is unsafe in its current condition. The main electrical distribution panel in the engine room has the cover plate off and many components are loose and exposed. Very few of the circuit breakers were energized during the survey process. Two small batteries located forward in the engine room have no terminal protection. There is an unused loose battery to starboard aft in the engine room. One battery terminal for a battery aft of the center generator is melted. The mechanic reports that the batteries are mostly one year old but have been discharged to a very low state often. There was no power to the VHF radio. The radar displayed an error message, “scanner detection failure”.
SAFETY AND LIFE SAVING
Portable fire extinguishers: Eight 8 lb. dry chemical – March 2007
Fixed fire system: Water stations – starboard aft locker on pilothouse deck, starboard aft locker in main saloon, outboard of galley, in engine room Ansul Auto Pulse IQ301 unit, fire alarm annunciator and control device, CO2 system for engine room – tag date March 2007, Ansul R102 wet chemical galley fire suppression system (date not seen)
Flotation devices: Type I adult by placards 176 + 62 + 62 + 64, one life ring with strobe, two life rings, fifty child
Horn/distress flares: Horn (button on pilothouse console), current flares
Navigational/anchor lights: Separate side lights, masthead/steaming, all around/anchor, stern
Anchor & ground tackle: Two Navy type anchors in bow hawes pipes, chain rode, two separate chain lockers
Other equipment: Smoke alarms, emergency lighting, fire axe, emergency ventilation stop
Comments: Safety equipment for fire fighting protection appears satisfactory; however the extinguishers have not been inspected, tagged and maintained per N.F.P.A. recommendations. Most of the fire extinguishers were last tagged in March 2007. The vessel has several fixed fire suppression systems. The Ansul autopulse component below the flybridge console has an open cover plate. The function of the fixed fire systems is beyond the scope of this survey. Personal flotation devices appear good for near coastal use. No current distress signal flares were seen. The horn is inoperative. The navigational and anchor lights are properly arranged, installed and functional. 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.
Navigational & operational electronics: Simrad CX44 unit, two Simrad video displays, Simrad IS15 wind instrument, two Simrad RD68 VHF radios, Simrad AP50 autopilot, Simrad HS50, Simrad IS15 rudder angle indicator
General equipment: Upper deck circular bar, upper deck hardtop, upper deck safety rails, antenna mast atop hard top, upper deck courtesy lights, pilothouse deck bar with accessories, pilothouse deck furniture, pilothouse wing stations have engine, thruster and steering controls and rudder angle indicators, two battery chargers below pilothouse console, two pilothouse dinettes, Stidd helm chair, Accurion stereo, Insignia CD changer, QSC audio amplifier, Pro solutions speaker selector, Siemens TD200 monitor, two ACR remote controlled spotlights, pilothouse engine instrumentation is two Caterpillar electronic units, intercom, three pilothouse windshield wipers, two pilothouse deck individual rest rooms, artificial Christmas tree, lights and stand, main saloon furniture includes perimeter bench seating, table and chairs, wing doors on both sides of main saloon, main saloon bar and appliances, escape hatch from galley to main saloon, escape hatch from engine room to aft deck, Flagship Marine air-conditioners, Roland KR-1070 electric piano, inflatable boat in a bag, boarding gates on both sides of aft deck, double hinged doors (two sets) on aft deck, double stairway with hand rail from aft deck to swim platform, integral swim platform with safety rails, men and women community heads on lower deck forward, bow thruster with Baldor adjustable speed drive, two Ideal electric windlasses, galley with commercial appliances, food prep and dish washing, head forward of galley, tanks below galley, dishes, glasses, silverware, serving dishes, three 80-gallon water heaters, Whirlpool clothes washer and dryer, two walk-in refrigerators, larger of two to port – both aft of galley, electrical switches and controls in passageway to engine room and galley locker to starboard aft, watertight engine room hatch, two 1-hp 200-230/460 volt, AC electric water pumps with accumulator tanks, three raw water AC electric pumps to starboard aft in engine room, two LaMarche A40 battery chargers, one LaMarche A40-10-24V-A1 battery charger, Rex 75KVA isolation transformer, DC voltmeters, engine instrumentation on generators, air compressor
The vessel is a steel passenger vessel built in Louisiana, U.S.A. at Bollinger Shipyard. The vessel was never finished cosmetically. The vessel has been in the custody of removed for privacy for approximately three years. The vessel was hauled and the bottom was painted approximately one year prior to the survey. The vessel is not currently mechanically functional. The vessel reportedly has stability issues, with respect to the number of passengers it could carry per Coast Guard Certificate of Inspection. This survey is not a stability survey. The vessel reportedly has debris in the fuel and the vessel was not operated under its own power. The vessel appears basically structurally sound. The client intends to completely overhaul the vessel, changing the interior layout, modifying the exterior particularly its lines forward and upgrading the vessel cosmetically to yacht standards. The vessel has low horse power engines for vessels of its size. The vessel was designed as a passenger vessel; it has a relatively flat bottom and shallow draft. While the vessel is not currently suitable for use it can be made functional and safe to operate with relatively minimal effort.
Overall Summary: Satisfactory
ACTUAL CASH –
VALUE NEW REPLACEMENT –
VALUE 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. Service and prove the fixed fire extinguishing systems properly functional.
2. Service and prove the horn properly functional.
3. Provide suitable distress signal flares.
4. Service and prove the smoke alarms properly functional.
5. Have a qualified electrician complete the installation of the shore power system prior to use.
6. Have a qualified electrician service the main distribution panel, prove it properly functional and reinstall its cover.
7. Service and prove the radar properly functional.
8. Service and prove the VHF radios properly functional.
9. Determine the significance of the external stains on the starboard generator and address appropriately.
10. Service and prove the center generator’s stop solenoid functional; replace components as necessary.
11. Clean corrosion and stains from the raw water pipe inboard of the starboard engine; eliminate the source of the corrosion and service as necessary.
12. Clean fluid and oil from the engine room bilge, service to eliminate any leaks.
13. The entire vessel vibrated with the generator, as the vessel is to be made into a yacht address vibration issues as desired.
14. Test and prove the bilge and holding tank de-watering systems properly functional.
15. Provide and install zinc anodes on the bow thruster.
16. As the engines and transmissions were not used to operate the vessel, complete preliminary inspections, shake down and sea trial these systems and prove them functional.
17. Service and prove the port and starboard generators functional and capable to be brought online.
18. Service and prove the starboard windlass functional.
19. De-water the forward bilge, determine the source of the water and address as necessary. Test the bilge pumping system and address deficiencies.
20. Monitor the spots of corrosion on welds on the hull bottom, address as needed.
21. Obtain or produce diagrams to allow proper understanding and control of tankage and plumbing systems.
22. De-water the holding or gray water tank in the forward galley bilge. It has been reported that this tank has previously been emptied by bringing a hose into the galley.
23. Properly label the fuel/oil vent to port in the engine room as it is not currently labeled properly, to prevent any accident resulting from the mislabeled pipe.
24. Determine the significance of reported issues with the vessel including stability issues and fuel limitation statements involving the U.S. Coast Guard and address appropriately.
25. Clean the fuel and fuel tanks as necessary to eliminate debris and to prevent plugging of fuel filters.
26. Assure that the batteries and charging system are suitable for continued use or modify appropriately.
27. Reattach and prove the starboard wing door functional; it is currently mechanically sealed and the hinge is disconnected.
28. Provide tank level gauges for all tanks.
1. The survey inspection was basic and somewhat cursory and did not include testing of the following components: air compressor, bilge pumps, HVAC systems, emergency lighting, intercom, fire pump, water pressure system, waste system, galley components, most electrical systems and components, refrigeration components, smoke alarms, engine controls, engine instrumentation, port and starboard generators, electronics, all lighting, tanks, ultra sonic testing, sea trials.
2. Cover the two small batteries’ terminals located forward in the engine room to prevent accidental short circuiting.
3. Remove the unused and loose battery to starboard aft in the engine room.
4. Replace the battery aft of the center generator which has a melted terminal.
5. Service to allow the thruster to function from the port station.
6. Prior reports indicate that the thruster trips a circuit breaker if activated at full speed, address any remaining deficiencies.
7. The cosmetic finish of the vessel is poor; the client intends to refinish the vessel internally and externally.
8. Fairing compound is failing and there are cracks in the coatings in many locations on the vessel, refinishing will necessarily address these issues, the extent of necessary removal of coatings and fairing compound is unknown.
9. Clean the waterlines in the bow thruster bilge area to allow detection of any future water accumulation.
10. Determine the condition of the aft hollow keel; fill the keel as necessary with suitable liquid.
Either utilize and cover the spikes on the interior of the hull in various locations or remove them to prevent personal injury.
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 30, 2009
By: Mr. Kells Christian, Surveyor Date
S.A.M.S. – A.M.S. # 301