80′ Passenger Ferry / Catamaran

Client: Removed for privacy
Date of report: November 11, 2012
Our file #: 12 – 27739

This inspection was performed upon the request of the client listed above on November 7, 2012 while the vessel was afloat at XXX California and the captain attended.

Builder: Aluminum Fast Ferries / Sea Speed Design (Australia)
Doc. #: Removed for privacy
Model/type: Seacat 24 passenger ferry /  catamaran
HIN: Removed for privacy
Year: 1999
Engine: Yanmar
Length: 80’ overall (previous survey) 22.5 m on deck *
Name: Removed for privacy
Draft: 2.4m *
Hailing Port: Removed for privacy
Beam: 7.5 m *


Keel & bottom: Welded aluminum plate over aluminum frames, catamaran hull configuration, anti fouling paint, bottom not inspected, catamaran configuration
Topsides & transom: Welded aluminum plate over aluminum frames, white painted finish, black and gold boot stripes
Decks & superstructure: Welded aluminum plate over aluminum frames, white painted finish, painted particle nonskid deck surface, black and gold accent stripes
Deck hardware: Nine aluminum capstan cleats, wrap around grab rail, aluminum wrap around bow rail, aluminum bow anchor roller, aluminum hawse pipe, aluminum stern rail, side deck aluminum rails and grab rails
Longitudinals/stringers: Aluminum longitundinals


Athwartships/bulkheads/frames: Aluminum frames and bulkheads
Layout/interior components: Catamaran with port and starboard aft boarding steps, aft deck, engines in port and starboard hulls below aft deck, generator aft of port engine, port and starboard aft door entries to main saloon with galley/bar, starboard forward side door, centerline stairs to upper aft deck, centerline entry to pilot house/saloon, wrap around upper deck bench seating, helm station forward in pilothouse, port and starboard side doors, port and starboard wing engine controls
Bilge: Holding minimal standing water
Comments: The vessel was inspected while afloat.  The hull bottom was not inspected externally but as visible on the interior appears in sound condition with no significant corrosion.  Interior hull coatings are generally in good condition but there are various areas of flaking paint in the engine compartments.  The port hull side was not inspected as the starboard side was to the dock and it was not spun.  The tunnel was visually inspected from the stern only.  As visible, the transom and hull sides appear in good condition with no significant impacts/dents sighted.  The deck and superstructure were visually inspected and appear in good condition.  Non skid deck surfaces are in good condition.  Exterior finish is in satisfactory condition overall but there are various areas of blistered paint and surface corrosion.  The deck hardware including safety rails, mooring devices and hatches was visually inspected.  Overall the deck hardware is in satisfactory condition but the port engine hatch’s hydraulic ram support does not support the hatch in the opened position and neither hatch has a means to secure them in the open position.    The structural reinforcements including the stringers, longitudinals and bulkheads were visually inspected.  The hull structural framing appears in sound condition with no fractured welds sighted.  The bilge is holding minimal standing water; the origin of the water is beyond the scope of this survey.  The interior cabin spaces are generally clean. The interior carpets are aged, soiled and torn in several locations. Various unknown components have been removed from the service bar.  This survey is not a mould inspection.
Summary: Satisfactory – Good



Main engines: Two MTU, model 12V183TE92, 1000 horsepower (746 kw) each, engine hour meters: P – 17430, S – 17431
Engine application: Diesel, 12 cylinders, turbocharged, freshwater cooled, inboard
Serial Numbers: Port – 444902502027027, Starboard – 444901502027026
Transmissions: ZF Marine, model BW 155A, ratio 1.757:1
External/peripherals: 24 volt alternators, manifold bilge/fire pumps
Engine controls: Two Power Commander single lever electronic controls, port and starboard wings, centerline main helm station
Exhaust systems: Dry alloy risers with new insulation blankets, alloy mixing pots, aluminum inner hull side discharges with external tubes to stern
Propulsion gear/shaft logs: PSS dripless shaft seals, stainless steel shafts, below waterline components not inspected
Steering system/rudder ports: Aluminum rudder ports, pillar bearings, hydraulic control, wheel steering
Ventilation: Two forced air and natural
Generator: Cummins diesel, serial #XXXXX, 9012 hours
Through hulls & components: Aluminum sea chest with valve
Seawater systems: Aluminum pipes and reinforced hoses
Bilge pumps: Two electric/automatic, two engine driven manifold systems
Comments: The engines and transmissions were visually inspected.  The vessel was not sea trialed during our inspection.  The port engine control box was under repair at the time of inspection and completed prior to our departure.  Both engines were briefly run at the dock.  The engines were cold started and started without significant hesitation.  Both engines emitted a moderate amount of blue smoke.  The mechanic noticed a “tapping” from the starboard engine and believes it is from the number one cylinder’s lifter.  He intends to inspect the valve adjustment.  This is not a mechanical survey; consider having a mechanic inspect the machinery systems to better determine their condition (Coleman Marine Diesel has recently serviced the engines).  The external surfaces and peripheral components of the engines and transmissions appear in good condition with no significant corrosion.  Fuel systems appear good and electrical systems appear good.  Engines cooling systems appear good but hose clamps on the port engine’s sea water discharge hose to exhaust connection are corroded and both engine’s water flow bypass to hull side discharge hoses are blocked.  The engine controls functioned normally.  The exhaust system is properly arranged and installed and appears in good condition overall.  The propulsion components including the propellers, propeller shafts and struts were not inspected.  The propeller shaft seals appear in good – excellent condition (port seal new) and both propeller shafts were reportedly removed and “trued” when the vessel was hauled recently.  The vessel was reportedly re-propped to obtain higher speed.  The steering system was visually inspected and test operated.  The steering system functioned normally.  The engine room blowers were energized and functional.  The generator was visually inspected, test operated and loaded.  The generator functioned normally.  The through hulls and sea chest were visually inspected and the valves were manipulated.  Components appear in satisfactory condition with no significant corrosion and valves are functional.  The seawater systems were visually inspected and most components were tested.  Overall, the seawater systems are in satisfactory condition but there is significant corrosion of hose clamps on the air conditioning raw water supply hoses at the compressors.  The electric bilge pumps were energized manually and the port engine compartment pump did not function.  The vessel is equipped with engine driven bilge pumps with manifold systems for the port and starboard hulls.  The pumps were not tested.  Potable water systems include a pressure pump and water heater.  The water pressure system is functional but the water heater is not.  Waste systems include two sea water heads.  The pump was energized and the heads are functional.
Summary: Satisfactory – Good


Fuel: 3000 liter capacity ** in two aluminum tanks in lazarette
Fill & vent: Aluminum pipes
Feed & return: Insulated copper tubes, flexible hoses, inline water separator/filters, shutoff valve on tanks, emergency shut off pull cables in port deck locker

Water: 1000 liter capacity ** in two plastic tanks in starboard hull amidships

Holding: 1000 liter capacity ** in one plastic tank in port hull amidships, aluminum box overboard discharge pump

** previous survey

Comments: The fuel system including the tanks, fill, vent, feed and return lines was visually inspected as installed.  The fuel tanks are installed so as to render them partially inaccessible for inspection.  Where visible, the tanks appear in satisfactory – good condition with no significant corrosion.  The fuel fill and vent pipes have been relocated aft and are not labeled at the deck fill.  Fuel supply and return piping and hoses appear in good condition although the piping is mostly not visible due to insulation covering.  The waste tank is constructed of plastic and as visible appears in good condition.  The waste tank vent has an aluminum stem pipe that exhibits significant corrosion at the tank.  The waste system appears to be equipped with an internal overboard discharge pump located within an aluminum dump tank.  The pump was not tested and tank was not opened to access or inspect the pump.  The vessel is equipped with two water tanks.  The aft tank is not plumbed to the pump.  The aft tank vent is open to the bilge and the forward tank vent hose has a plug.  There are hull side vent hose connectors and the reason for the tanks not being vented overboard is unknown.   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.   Accuracy of tank level gauges is beyond the scope of this survey.
Summary: Satisfactory 


AC system: Three phase inlet port aft deck, 415/240/110 volt service
DC system: Four 8D wet cell 12 volt batteries in starboard aft deck storage compartments, 24 volt service, (2) 24 to 12 volt converters on flybridge
Wiring: Multi-strand, crimp connections
Circuit protection: AC main and branch circuit breakers, distribution panel located on main deck in galley area, DC branch circuit breakers located in aft deck locker
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 satisfactory condition.  Vessel circuitry was not traced out.  120 volt wiring and outlets appear in satisfactory condition.  There are various circuit breakers on the AC distribution panel and in the cabinet below the distribution panel that are not labeled.  Battery installation is satisfactory but they are not secured within the battery boxes.  The condition of the batteries is beyond the scope of this inspection however they were recently replaced.  Batteries are equipped with disconnect switches located at the distribution panel.  DC wiring appears satisfactory.  The wire insulation, on both AC and DC systems, has no markings to designate its designed use.  Wire organization and arrangement is marginal – satisfactory but there are numerous areas where wires are not chafe protected where passing through bulkheads and frames. Several outlets are unsecured and unconnected wires are visible in multiple locations. Several wires connections have been made by twisting and taping the wires.  Wire terminations and connections are satisfactory but there are abandoned fixtures (unknown service) inboard in the port aft lazarette and disconnected wires at the hull side outboard of the port engine that may be connected to power sources.  The port lower deck air conditioning system does not function.
Summary: Satisfactory – Marginal



Portable fire extinguishers: Eight ABC units with current certification
Fixed fire system: Two automatic systems (one per side)
Flotation devices: 175 (approx.) type I life jackets, two ring buoys
Horn/distress flares: Electric horn, flares with expired certification
Navigational/anchor lights: Port and starboard side lights, mast mounted stern and steaming lights, mast mounted anchor and red lights
Anchor & ground tackle: One plow type anchor with ½” chain rode, nylon rode, one Danforth type anchor in engine compartment, hydraulic windlass
Other equipment: Tyco fire alarm system (not tested), ACR EPIRB with hydrostatic release, anchor and tow placards, first aid kit, two Jim-Buoy life floats, one Ferryman type A 65 person life raft, one Elliot type A life raft with unknown capacity (both life rafts’ service dates are unknown), high water alarm, spare propellers, fire alarm
Comments: Safety equipment for fire fighting protection appears satisfactory; however the automatic fire extinguishers have not been inspected, tagged and maintained per N.F.P.A. recommendations.  Personal flotation devices appear satisfactory for near coastal use.  The distress signal flares aboard are expired and minimal.  Vessel is equipped with a required sound signaling device that is functional.  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, although the anchor chain exhibits moderate corrosion.  The entire length of the anchor rode was not inspected and should be inspected prior to use.  The vessel is equipped with a hydraulic windlass that was energized and functional but it was not placed under load.


Summary: Satisfactory



General equipment: Motorola FX5000 intercom system on bridge and galley, Northstar 951X GPS navigator, two Furuno Navnet V, C-Map NT Max, Simrad CE40, Ritchie compass, ACER AL1511 computer monitor, Logitech keyboard, MTU Elektronik engine instruments, VDO rudder angle, two Bar gauges port and starboard, two temperature port and starboard, tachometer port and starboard, engine hour meters port and starboard, ICOM IC-M710 MF/HF marine transceiver, two ICOM IC-M412 VHF, Digital Power 110V power strip, SAVS computer drive, complete uninterruptible computer power supply, Simrad Robertson AP20 autopilot, GME intercom system, ICOM M2A handheld VHF, Midland GXT handheld GPS, Nikon binoculars, Logitech mouse, two interior speakers, four upper deck exterior speakers, ITT Jabsco remote searchlight, port and starboard high bilge and pump management systems, ten boxes of disposable cameras, ship’s clock and barometer, two air conditioning units (manufacturer unknown), aft upper deck floodlights, barometer, windscreen washer (empty), miscellaneous owners manuals, box of personal strobe lights, six upper deck aluminum bench seats, electric/hydraulic dinghy crane (manufacturer unknown), three Shakespeare antennas, Furuno radar antenna unit RSB-0070 with serial # R164-3889, aluminum boarding ladder, four foredeck speakers, two forward floodlights, one helm chair, upper bridge deck upholstered seating, Achilles inflatable dinghy with HIN JP-ACH00115E101, Nissan 30 gasoline outboard engine, model NSF30A with serial # 31264 (not tested), one fiberglass float, lower deck seating: twenty three single seats, three large bench seats, L-shape forward bench seat, U-shape wet bar, ten dinette tables, four CCD digital cameras, UMA/500 stereo amplifier, two Igloo coolers, stainless steel galley sink, Orford three door refrigerator, Zip Auto Boil water heater, Panasonic CO C7303U stereo, four interior speakers, two wood oars, Muir hydraulic windlass, three marine air conditioning units manufactured by Aqua Cool Air Systems, interior upholstery, miscellaneous towels, miscellaneous dive gear, three fiberglass deck boxes, Peak 40 amp battery charger, AC hydraulic davit/windlass pump, Merlin Gerin Power monitoring system, generator gauges: oil pressure, temperature, volt, hour meter



The vessel is an aluminum passenger ferry catamaran equipped with two diesel engines and a diesel generator.  The vessel was manufactured in Australia.  It had original Australian passenger certification of 119 passengers for not more than 50 nautical miles from shore and a maximum of 146 passengers for voyages of less than 30 minutes.  The boat was operated on its own bottom to Cabo San Lucas, Mexico in 2004 where it was used as a passenger carrying vessel.  The vessel was recently delivered to San Diego.  The propellers were replaced and the reportedly maintained 28.5 knots for ten minutes during a recent sea trial (not attended by the surveyors).  The vessel is basically structurally sound and suitable for its intended purpose as a passenger ferry.



$850,000 – $950,000 $1,900,000 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. Service the port engine compartment’s 12 volt automatic bilge pump and prove it properly functional.
  2. Test and prove the engine driven manifold bilge pumps functional.
  3. Service the high water alarm system and prove it properly functional (no audible alarm heard when floats lifted).
  4. Service the port engine compartments lights and prove them properly functional.
  5. Clean the salt crystals from about the port engine’s transmission cooler’s gasket, monitor for any leaks and service if/as required.
  6. Remove the isolated spots of salt on the generator’s exhaust water lift muffler, inspect for corrosion and/or leaks and service as required.
  7. Replace the corroded hose clamps on the port engine’s raw water discharge to exhaust connection.
  8. Provide chafe protection for the generator’s fuel hose where it rests against the mounting frame.
  9. Provide chafe protection for wiring where it passes through bulkheads and frame passages from the stern to the bow.
  10. Secure the starboard lazarette high water alarm wire from the bilge.
  11. Assure the abandoned light fixtures inboard and aft in the port lazarette and outboard of the port engine are not connected to power sources.
  12. Replace the missing light bulb in the starboard side deck light.
  13. The light switch in the starboard head does not function, service as needed.
  14. There are disconnected wires on the aft deck overhead at the aft corners; determine function (may be lights) and replace fixtures or disconnect wires from power sources.
  15. Secure the batteries within the battery boxes.
  16. Secure and chafe protect the starboard engine’s wiring to the starter.
  17. Most wire insulation coverings have no markings; consult with a qualified electrician to assure it is suitable for marine use.
  18. Secure the head system’s raw water pump’s terminal strip.
  19. Determine the function of the unmarked circuit breakers on the distribution panel and cabinet below the panel and label appropriately.
  20. Provide “diesel” labels at the fuel fill pipes.
  21. Provide safety securing lines for the engine hatches (in the open position) and replace the port hatch’s support actuator (it does not support the hatch in the open position). The forward deck hatches do not properly secure to a locked closed position, address appropriately
  22. Replace corroded hose clamps on the potable water system at the accumulator tank.
  23. Have a qualified technician service the new radar/GPS system and prove it properly functional.
  24. Replace the holding tank’s aluminum vent pipe due to corrosion at the tank.
  25. Remove surface rust from the windlass pump and paint to eliminate corrosion.
  26. Plumb both water tanks’ vents to the through hull fittings (forward tank vent plugged and aft tank vent open to the bilge).
  27. Have the automatic fire extinguishers inspected, serviced and tagged.
  28. Provide current distress signal flares
  29. Prove the fire alarm functional.
  30. Provide a hose for the port side fire water supply pipe.
  31. Have the life raft and E.P.I.R.B. certified (certification dates not sighted).
  32. The anchor chain exhibits moderate corrosion. Inspect the anchor chain and replace as needed/necessary.
  1. The port side salon air conditioning compressor is not functional, service as desired.
  2. Digital monitor cameras are not functional, service as desired.
  3. The forward water tank is not plumbed to the supply system, address as desired.
  4. Remove the small debris from the engine compartments’ bilges.
  5. There are isolated areas of lifting paint on the hull interior within the engine compartment; properly treat and paint to eliminate potential for corrosion.
  6. The water heater is not functional, address as desired.
  7. The port lower deck stereo speaker is not working, address as desired.
  8. The vessel was apparently equipped with a public address system.  The unit has been removed except for the amplifier that is not wired.
  9. The overboard discharge pump was not tested.
  10. The spotlight is functional but does not function on the side to side control, address as desired.
  11. There are various areas on the hull sides of minor paint blistering and surface corrosion (in particular about hardware fastenings), address as desired.
  12. At the time of inspection, a mechanic had completed replacement of the port engine’s control box and briefly tested the unit; it was functional.
  13. There was a slight “tapping” sound from the starboard engine.  The mechanic believes this is valve noise and requires valve adjustment on the #1 cylinder. The mechanic was going to perform further inspections.
  14. Both port and starboard wing engine controls were not tested.  The captain stated that the port wing engine control was recently installed and is not currently functional.  Complete the installation and prove both stations properly functional.
  15. The interior carpets are aged, soiled and torn in several locations, address as desired.
  16. The port lower deck air conditioning system does not function, address as desired.
  17. The security cameras do not appear to be operational. The cameras were not tested.  Address as desired.
  18. The forward anchor windlass hydraulic pump exhibits moderate corrosion. Inspect and service if/as necessary.
  19. The Northstar GPS display screen is cloudy, address as desired.
  20. The safety gear was inspected as is. It is unknown if the safety gear is suitable or adequate for commercial use.  Address as needed.

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:  Kells Christian

November 11, 2012

S.A.M.S. – A.M.S. # 301, # 941 and S.A.M. S.A.