Mike Beijar, Marine Surveyor jmbeijar.com Survey Number

Transcription

1 Page 1 of 11 Pages MARINE SURVEY REPORT COMMISSIONED BY The Buyer Street Number & Name City, Florida VESSEL OWNER Yacht Brokerage (representing owners) PURPOSE OF SURVEY To determine the general condition and value, including the suitability for insurance. ATTENDING SURVEY The Buyer (for sea trials), for the prospective purchaser(s). The Broker (for sea trials), for the owner(s). J. M. Beijar, attending surveyor. In accepting this report it is agreed that the extent of the obligation of this firm with respect thereto is limited to furnishing a surveyor believed to be competent, and in the making of this report, the surveyor is acting on behalf of the person, company or firm requesting the same and no liability will attach to this surveyor for the accuracy, errors and omissions thereof. The information herein contained is only that coming to the attention of the surveyor without making removals, or opening up to expose areas normally concealed.

2 Page 2 of 11 Pages TABLE OF CONTENTS Date And Place Of Survey... 2 Vessel Particulars... 2 Navigational Area... 2 General Description... 3 Accommodations... 4 Machinery / Mechanical Equipment... 4 Ventilation... 5 Fuel System... 5 Electrical System(s)... 5 Fire Protection Equipment... 6 Life Saving / Safety Equipment... 6 Ground Tackle... 6 Electronic / Navigational Equipment... 6 General Equipment... 7 Personal / Crew Owned Equipment... 7 Vessel Security / Adjacent Exposures... 7 Values... 7 Surveyor Notes... 8 Recommendations Attachments List DATE AND PLACE OF SURVEY On , the undersigned Marine Surveyor attended the subject vessel at <City>, Florida. The inspection was conducted with the vessel first afloat and then dry-docked. Sea trials were conducted and the results are noted herein. VESSEL PARTICULARS This vessel was built by Sea Ray Boats in Her reported measurements are 40.8 x13.7 x3.4 (length x beam x draft). The hull identification number is US-SERF EC000 and the registry number is Her name is <VesselName> and the harboring port is <City>, Florida. The vessel is designed as a private pleasure craft. NAVIGATIONAL AREA The U. S. South Atlantic and Gulf of Mexico coastal waters, and inland waters tributary thereto, within the range of safe harbor.

3 Page 3 of 11 Pages GENERAL DESCRIPTION This is a mechanically propelled vessel, commonly referred to as an express cruiser. Specifically, she is a Sea Ray 410EC. The hull is constructed of molded FRP (fiberglass reinforced plastic). Stiffening is achieved via plywood partial bulkheads and the vessel s stringer system. The superstructure, cockpit and weatherdecks are also molded FRP. The vessel has a raked stem, modern transom (with transom door) and a modified vee bottom with hard chines.

4 Page 4 of 11 Pages Propeller pockets are recessed into the hull. ACCOMMODATIONS A full berth is in the forward cabin and a convertible sofa (to upper and lower berths) is in the guest sleeping compartment. The galley equipment includes a cooking stove (Kenyon three burner, 110 VAC), refrigerator / freezer (Norcold DE461), microware, sink and miscellaneous small appliances. The head compartment is fitted with marine toilet (SeaLand, vacuum operated), sink and shower. A waste tank is installed. Amenities include air conditioning (with forward cabin and main cabin digital controls) and a pressurized fresh water system (with water heater). MACHINERY / MECHANICAL EQUIPMENT The propulsion is twin diesel engines (Cummins, 8.3 Litre, turbocharged, model / serial plate not sighted) of about 400 horsepower each through marine gears (Twin Disc, model / serial numbers / reduction not legible), shafting and propellers. The engines are cooled via closed fresh water systems (heat exchangers,

5 Page 5 of 11 Pages which are sea water cooled) and have wet type exhaust systems (also sea water cooled) discharging through the bottom of the hull. An auxiliary diesel engine (Westerbeke, 12 horsepower, serial E005) is installed to drive the onboard power plant. This engine is cooled via a closed fresh water system (also a heat exchange system) and has a wet type exhaust system with waterlock type muffler. The propulsion engine throttle and clutch controls are mechanical and a Glendinning propulsion synchronizer is installed. The helm instrumentation includes a propulsion engine synchronizer, tachometers (includes digital hour meters which show about 510 hours) and cooling water and oil pressure gauges, DC system voltage meters and fuel level gauges. Cooling water temperature and oil pressure gauges are also installed at the propulsion engines. The steering is a self-contained hydraulic / mechanical system. VENTILATION The machinery space is ventilated via natural flow through non-trimable vents. A power (12 VDC) exhaust is also installed in the machinery space. FUEL SYSTEM The fuel system consists of two aluminum tanks mounted in the machinery space and outboard of the propulsion engines. Capacity is estimated at 160 gallons in each tank (usable fuel capacity is less). The tanks are adequately mounted and the metallic components of the fuel system are electrically bonded to the vessel s common bond. The fuel supply and return lines are flexible hose (USCG rated) and shutoff valves are installed. ELECTRICAL SYSTEM The DC service is 12 volt. The main source is five 12 volt storage batteries mounted in appropriate trays. They are connected into the DC system via a master control panel and provide power to all DC circuits on the vessel.

6 Page 6 of 11 Pages The AC service is 120 volt, 30 ampere. The source is either shore power or ship power. The shore power inlet connections (two) at the vessel are marine approved types. Neither shore power service singly will power all electrical equipment on the vessel. The ship s power is a Westerbeke genset (generator set) reported at 7,800 watts (7.8 kw). Main service (distribution) panels are installed for both DC and AC service. The overcurrent protection devices are breakers and / or fuses. The wiring is sound where visible. FIRE PROTECTION EQUIPMENT Fire extinguishing device(s), portable, four 10B:C sighted Fire extinguishing device(s), fixed, one Halon 1301 sighted LIFE SAVING / SAFETY EQUIPMENT PFDs (personal flotation devices), type II (wearable), six+ sighted Visual distress signals (expiry date , audible signaling device(s), spot light (remote), fog bell Bilge pump(s), 12 VDC, four each with automatic switches Safety rails (foredeck, gunwales) Carbon dioxide detector (not tested) GROUND TACKLE Anchors chains and rodes, plow with chain (6 ) & rode (nylon, 5 / 8 x 150 ) Windlass, Lofrans ELECTRONIC / NAVIGATIONAL EQUIPMENT Navigational lights Compass, Ritchie (compensation card not sighted) Automatic pilot, Raytheon RayPilot RP650 Radar, Raytheon Pathfinder RL80C Marine radio VHF, Raytheon Ray 220 GPS / Chartplotter, Raytheon RayChart RC320

7 Page 7 of 11 Pages Tridata (depth, speed, water temperature), Raytheon RayMarine autohelm series Systems monitor, Sea Ray GENERAL EQUIPMENT Arch (FRP), swim platform, canvas / isinglass (bimini, forward windscreen, side drops, other miscellaneous), automatic battery charger, trim tabs, built-in vacuum, other miscellaneous gear / equipment as generally standard Sea Ray 410EC and as expected on a vessel of this class PERSONAL / CREW OWNED EQUIPMENT TV / VCR combos (it is anticipated additional personal gear & equipment will be added by the prospective purchaser including, but not limited to miscellaneous clothing & fishing gear and equipment, etc. VESSEL SECURITY / ADJACENT EXPOSURES The vessel was inspected at the selling broker s marine facility and the normal mooring location is unknown to the surveyor. VALUES Estimated Current Value... $ 000,000 Estimated Reproduction Cost... $ 375,000 The Estimated Current Value is construed to mean the estimated value as sighted. The estimated reproduction cost is construed to mean the cost of reproduction of a new vessel of like kind and quality, but not necessarily reproduction as original. The estimated values are intended to be only that of the vessel (hull) and the installed equipment and / or machinery necessary to the operation and / or navigation of the vessel. These estimated values do not include taxes, fees of any nature, licenses or commissions, etc.

8 Page 8 of 11 Pages The Estimated Current Value is based upon my opinion of the condition of the vessel at the time of survey, and presumes those components of the vessel which I did not survey (test) are in generally sound condition for the age and service of the vessel. SURVEYOR NOTES 1. The comments, notes, suggestions and / or recommendations in this report are made in accordance with accepted marine practice, USCG regulations, ABYC (American Boat and Yacht Council Safety Standards for Small Craft), and / or NFPA (National Fire Protection Association Standard 302 inclusive). The USCG regulations are mandatory. The ABYC and NFPA standards are voluntary, but compliance with these standards may be required by various insurance companies, lending institutions, etc. 2. The findings, notes, suggestions and / or recommendations made in this report may represent many types, from cosmetic to operational to safety. Aside from the obvious findings which pertain to the safe handling of the vessel, and the safety of the persons on board, and which accompanying recommendations should be implemented as soon as possible, the user(s) of this report must decide what other findings, notes, suggestions and / or recommendations are important to said user(s) and the time frame within which they should be implemented. 3. Some information was reported to the attending surveyor, and without evidence to the contrary, that information is accepted as being correct. 4. Upon obtaining a previously owned vessel, all normal maintenance items should be immediately serviced. This gives the new operator a known beginning reference point for continuing regular and scheduled maintenance. These items include, but are not limited to, changing all fluids, lubricants, coolants, etc.; belts, hoses, etc.; zincs (including in the cooling system), etc.; lubricating all fittings; changing all filters; cleaning (degreasing) all flame arrestors; servicing all shaft and rudder logs and packing glands and adjusting; and all other normal and regular maintenance as might be suggested by the manufacturer s of the equipment, gear, machinery and / or appliances, etc., on board the vessel. Furthermore, all deficiencies (cosmetic or otherwise) should be corrected even though no specific recommendation is made. 5. Sea trials were conducted during which time the vessel was operated at full throttle (full throttle load test) for a period of at least five minutes. The top RPM of the propulsion engines was 2,600 (range is 2,600 2,800), the oil pressure gauges indicated about 65 psi & 50 psi port & starboard respectively and the cooling water temperature gauges indicated about 190º. The starboard

9 Page 9 of 11 Pages propulsion engine came up to temperature more slowly than the port engine. A full throttle noload test (10 seconds) was also conducted with both propulsion engines reaching 2,900 top RPM. The auxiliary engine (driving the onboard power plant) was operated continuously during the sea trial. The engine oil showed no sign of emulsification after the sea trials. 6. There are several issues of a generally cosmetic nature which the prospective purchaser and the seller have discussed. These include, but are not limited to, general cleanup around through-hull discharges, fastener holes in bulkheads, caulking at seams / joins, sump pump (beneath aft sole in main cabin) cycling on and off, lighting fixtures not working, damaged canvas (it is noted that the canvas is at or near the end of its normal life expectancy, five to seven years), minor corrosion on through-hulls. 7. The bottom paint and zincs should be renewed, and the springtime of the year is the best time the annual haulout so that the anti-fouling paint is fresh for the warmer months of the year. 8. Fire extinguisher discussion. Typically, NFPA is more stringent than USCG. Portable fire extinguishing devices shall meet the requirements of and be inspected and maintained in accordance with NFPA 10, Standard for Portable Fire Extinguishers, and shall be USCG approved or UL Marine-listed. They shall be USCG B-1 rating or equivalent unless otherwise noted. The devices shall be mounted and be quickly and easily accessible to each helm station, galley, accommodation space and machinery space. Devices shall be located next to exit paths. It shall not be necessary to travel more than half the length of the vessel or 10 meters, whichever is less, to reach an extinguishing device. If an accommodation space does not have at least two exits, it is best to have a device inside that space. Inboard powered vessels with unmanned enclosed engine compartments shall have provisions for discharging the extinguishing agent directly into the space immediately surrounding the engine without opening the primary access hatch. Where portable equipment is used for this purpose, a readily accessible, suitable labeled, access port shall be provided that shall permit the extinguishing device to remain upright during discharge. Where fixed systems are used, they shall be permitted to be manually or automatically operated or both. Independently activated multiple fixed extinguishing devices shall not be used to provide protection for a compartment volume larger than the volume of the smallest device installed. In calculating the volume of the space to be protected, all connecting compartments or spaces into which the extinguishing agent can easily migrate (such as bilges, tank spaces, etc.) shall be included. All devices that consume air shall be shut down prior to, or at the time of, discharging the extinguishing agent. All extinguishing devices should be maintained in accordance with the manufacturer s maintenance manual. Fixed systems shall incorporate a visible or audible means outside of the protected space to indicate that the system has discharged. Fixed extinguishing devices shall be maintained by qualified fixed system service personnel. All as per NFPA.

10 Page 10 of 11 Pages 9. Anchoring information / discussion. Prudent anchoring techniques call for at least a working anchor and a storm / emergency anchor. Additional anchors may be added as desired. The working anchor and rode should be suitable for the type of bottom of the normal navigation area and may be of a size as desired by the owner / operator. The storm / emergency anchor shall be suitable for the type of bottom of the normal navigation area and have a horizontal holding capacity as recommended by the anchor manufacturer for the vessel size and type, and other considerations as may be applicable. It should be fitted with at least 10 feet of chain and a 5 / 8 inch nylon (or equivalent) rode equal in length to seven times the depth of normal waters navigated (minimum 300 feet). The bitter end of the rode shall be attached to the vessel s hull so that the attachment point and vessel area in way of the rode are capable of surviving damage in emergency conditions. RECOMMENDATIONS FINDINGS 1. There is some damage to the port side rubrail, including a missing section, about 12 feet aft of the stem. RECOMMENDATIONS Repair and renew as necessary. 2. There is some corrosion in way of the end caps of the heat exchanger of the auxiliary engine (driving the onboard power plant), likely because the zinc was not regularly serviced. Remove and inspect and clean up and repair or renew as necessary. 3. The batteries are appropriately mounted in trays and some, but not all, of the battery terminals have covers or spark shields on them. Provide and install covers, spark shields or boots on all battery terminals. 4. While an adequate number of fire extinguishing devices are aboard, they have not been serviced as required. Also, some are not mounted, but still stowed in their display packaging. All fire extinguishing devices shall be serviced at least annually, and have tags or stickers affixed to each showing the latest date of service or maintenance (or purchase date if new). See Surveyor Notes.

11 Page 11 of 11 Pages 5. Neither a type IV PFD, nor a first aid kit was sighted on the vessel. Provide all USCG required and approved life saving gear or equipment on the vessel including, but not limited to a throwable PFD (type IV, ring or horseshoe) and first aid supplies or kit suitable for the intended service of the vessel and all other life saving gear or equipment as per regulation. If normal navigation is to be offshore or in areas of low vessel traffic, type I PFD are much better than type II s. While not required, it is prudent to have a tag line attached to the type IV PFD. This tag line should be ¼ inch polypropylene (so it floats) of a highly visible color and about 60 feet in length. This survey was made, and the report submitted, without prejudice to any of the parties involved. Respectfully, ATTACHMENTS None J. M. Beijar, NAMS CMS Attending Surveyor surveyor@jmbeijar.com