sams-sa * abyc * fcc * nfpa · web viewhp: 300 @ 2800 rpm engine hours: starboard: 653.6 port:...

Captain F. K. Lanier & Associates, LLCMarine Surveyors and Consultants

Table of Contents

CONDITION AND VALUE SURVEY – Facts & Figures ------------------------ 2 SECTION I Survey Summary --------------------------------------------------- 3

DEFINITION OF TERMS -------------------------------------------------------- 4SECTION II Design and Construction ------------------------------------------ 4SECTION III Scope of Survey ----------------------------------------------------- 5 SECTION IV General Comments ------------------------------------------------ 6 SECTION V Systems -------------------------------------------------------------- 7

HULL ------------------------------------------------------------------------------- 7INTERIOR ------------------------------------------------------------------------- 9SAFETY EQUIPMENT ---------------------------------------------------------- 10MACHINERY --------------------------------------------------------------------- 12ELECTRICAL SYSTEMS ------------------------------------------------------- 14FRESHWATER SYSTEM ------------------------------------------------------ 15MARINE SANITATION SYSTEMS ------------------------------------------ 16GALLEY --------------------------------------------------------------------------- 17ELECTRONICS ------------------------------------------------------------------ 17INSTRUMENTATION ---------------------------------------------------------- 18 AIR-CONDITIONING & HEATING SYSTEMS -------------------------- 18STEERING SYSTEM ----------------------------------------------------------- 19GROUND TACKLE & CORDAGE ------------------------------------------ 19DECK ------------------------------------------------------------------------------ 19

SECTION VI Recommendations ----------------------------------------------- 20SECTION VII Surveyor’s Comments ------------------------------------------ 25SECTION VIII Conclusion -------------------------------------------------------- 27VESSEL PHOTOGRAPHS --------------------------------------------------- (Deleted)APPENDIX – Recommendation reference photographs -------------------- (Deleted)

Vessel: SALT SHAKER File Number: 12345678Rev. 19NOV03

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SAMS-SA * ABYC * FCC * NFPA1441 Hunningdon Woods Blvd (757) 287-3770 Chesapeake, VA 23320 www.captfklanier.com ________________________________________________________________________________PRE-PURCHASE CONDITION AND VALUE SURVEY REPORT______

To: Freddy Jones Home: (757) 123-4566 4455 Ocean Drive Cell: (757) 335-7836 Virginia Beach, VA 23456 E-mail: [email protected]

Vessel Name: SALT SHAKER Hailing Port: Baltimore, MD

Date of Survey: 22MAY03 Surveyed at: Essex, MD

USCG Documentation Number: 198409 Hull Number: SERP44525586

Type: Power Vessel Customer Number: 12345678 Attending Survey: Frank Lanier Owner: Robert Carter 356 Dandy Rd

Baltimore, MD 21221

LOA*: 42’-7” Beam*: 13’-0” Draft*: 3’-3” Displacement*: 16,000 lbs (dry wt)

Builder: Sea Ray Boats, Inc.2600 Sea Ray BlvdKnoxville, TN 37914 Phone: (800) 702-6287

Year Built: 1996 Model: 400 Sedan Bridge Hull material: FRP Fuel Type: Diesel

Offered at:$239,000.00 **Market Value:$244000.00 Replacement Value:$400,000.00

Vessel use: Pleasure Navigational limits: U.S. Coast Guard and underwriter assigned.

Current state of vessel: Moored at owner’s residence.

Surveyed at request of client: Freddy Jones

*As provided by published specifications. The surveyor has performed neither weight calculations nor measurements.**All values are estimates and are based on the state of the vessel at time of survey.


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Captain Frank Lanier

I. SURVEY SUMMARYThis is to certify that on November 22, 2003 I personally surveyed SALT SHAKER,

a 1996 40 foot power vessel of fiberglass construction built by Sea Ray Boats, Inc. of Knoxville, TN (overall length is 42.7 feet with swim platform). The vessel was surveyed in the water at the owner’s residence and while hauled at Markley’s Marina, Baltimore, MD. Present during the entire haul out and sea trial portion of the survey was the client, Freddy Jones. The purpose of this survey was to determine the condition and value of the vessel. This is a Pre-Purchase Condition And Value Survey for the discretionary use of Freddy Jones and is not to be used for any other purpose without his oral or written consent.

Problems indicated in this report are in no way intended to present a poor impression of the vessel or to detract from her value. Most problems mentioned are normal for a vessel of her age and type. They are noted here as a professional service and obligation to the client requesting this survey report to assist in maintaining the vessel’s condition, value, and safety.

Recommendations can be found under the “Recommendations Section” of this report (Section VI), beginning on page 20.

DEFINITION OF TERMS

The following is a definition of words and terms used in this survey report:

Excellent condition New or like new.

Good condition Nearly new with only minor structural / cosmetic discrepancies noted.

Fair condition Functional as appears with minor repairs.

Poor condition Unusable – requires repairs or replacement of system,component or item to be considered functional.

Adequate Sufficient for a specific requirement.

Powers up Electronic item operates, but reliability of data and all functions of operation cannot be confirmed.

It is the intent of this survey report to provide an unbiased report of the vessel’s condition and equipment on the date and time of inspection, not prior to or subsequent to that date and time. A conscientious effort was made to inspect the entire vessel. However, since this report is based only on visual examination of the vessel by non-invasive and non-destructive methods of inspection and diagnosis, this inspection and all contents of this report are not rendered or represented as a warranty or a guarantee of the


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performance or condition of this vessel, or of any of her machinery, equipment, or systems. Defects not readily visible and not reasonably accessible for inspection or discovery without removal of structure, sheathing, liners, joinery, fittings, tanks, machinery and equipment, especially without disassembling or removing those and any other barriers preventing inspection, are not and can not be covered by this report.

The mandatory standards promulgated by the United States Coast Guard (USCG), as well as the standards and recommendations of the American Boat and Yacht Council (ABYC) Standards and Recommended Practices for Small Craft and the National Fire Protection Association (NFPA) NFPA 302, Pleasure and Commercial Craft have been used as guidelines for this survey and many of the observations and recommendations contained in this report are based on these standards and recommendations, however complete compliance with the above references is neither suggested nor guaranteed.

The observations, opinions, and recommendations contained in this report constitute the entire written survey report as of its date and are intended to supplement and incorporate all prior oral or written comments and communications. If anything in this report is, in the opinion of the above named client, inconsistent with any prior communications from the undersigned, then the client must request clarification as soon as possible or else proceed at his own risk.

This survey represents the honest and unbiased opinion of the surveyor and neither the surveyor nor his agents are to be held responsible for any inaccuracies, omissions, errors in judgment, or negligence. It is submitted in good faith and in no way offers, expressly or implied, any form of warranty or guarantee concerning the condition of the above mentioned yacht.

All of the provisions of this report are not transferable, except for the above named client’s purposes of insuring and/or financing the vessel.

II. DESIGN AND CONSTRUCTIONThe vessel is a 42.7 foot model 400 Sedan Bridge Cruiser of molded fiberglass

construction with a raked bow and transom stern. The hull, as per conversations with the manufacturer, is of solid fiberglass construction, while the decks and superstructures are a combination of solid and internally cored molded fiberglass.

Note: Many of the larger models offered by Sea Ray possess “cored” hulls. Numerous problems have been documented as a result of using this type of construction below the waterline. To the extent possible (i.e. without destructive testing or removal of hull fittings) it appears the hull of this vessel is not cored, however the only way to be completely certain of this would be to remove a hull fitting or take a hull sample (which would be considered destructive testing and not a part of this survey). Power is provided by twin diesel engines located port and starboard of centerline

beneath the main salon. Two removable panels in the main salon deck as well as one in the cockpit area give reasonable service access to the engines and ships service generator.

The layout of the vessel incorporates partial, non-watertight partitions to separate the various internal spaces. These are FRP bonded and/or mechanically fastened to the hull and deck and except as noted later in this report, where accessible show no evidence of seperation or fracture. Foremost is a chain locker, followed by the forward cabin


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consisting of a “V” berth cabin with outboard storage shelves and hanging lockers to port and starboard.

Next aft to starboard is the forward head, which is enclosed and contains a shower, sink, and various storage compartments. Both forward cabin and head are separated by privacy doors from each other and the main salon.

Next aft to port is the secondary head, which is also fully enclosed and contains a shower, sink, and various storage compartments. This is followed by the port guest cabin, which contains port and starboard bunks and various storage lockers. Both the secondary head and guest cabin have privacy doors, both of which open up to a small vestibule leading starboard to the ship’s galley. The galley consists of a refrigerator / freezer unit, electric range, sink, various storage shelves, and a U shaped dinette to port.

Next aft is the main salon, which consists of fore and aft settee to port and counter top space to starboard. This in turn is followed by the cockpit, which contains a deck access panel on centerline to the engine room and a ladder leading to the helm.

Above the main salon is the flying bridge, which is fully enclosed and contains engine instrumentation, controls, steering, and various storage lockers and spaces. There are two swivel-mounted captain’s chairs at the helm, with additional bench seating to starboard.

III. SCOPE OF SURVEYDuring the survey of this vessel the hull underbody, hull topsides (including

transom), decks, and cabin top were inspected both visually and by percussion sounding with a small plastic headed hammer for rot, synthetic filler, loose fastenings, and other defects that would be audibly detected. Relative moisture readings of the hull above the waterline and decks were measured using a model GRP 33 moisture meter – readings were unable to be taken below the waterline due to the presence of bottom paint (which disrupts meter readings) and residual moisture from the short haul out period (approximately one hour in duration).

The survey neither includes nor implies any certification that the materials and construction methods meet any known standards and the surveyor cannot predict how the vessel will perform over time. It is the builder’s responsibility to warrant the fitness of their product for its intended use and the surveyor does not assume any portion of that warranty.

Visual inspection of the wetted surfaces of the hull exterior and underwater machinery revealed no damage from impacts, grounding, or galvanic corrosion. The hull was inspected at the hauling facility while hanging from a marine travel lift and the areas of the hull obscured by the hauling straps were not visually or audibly inspected.

A sea trial was conducted and vessel’s performance and handling characteristics were tested to the extent possible, however the sea trial itself was limited by geography and time to the calm waters of the bay. The engines and transmissions were inspected visually and as noted in this report, however no technical inspections of the diesel engines and marine gears were performed by the undersigned.

During the interior portion of the survey all loose floorboards were lifted, drawers removed, lockers opened and all accessible interior spaces inspected, however due to construction, finishing methods, modular design, and equipment installations approximately 70% of the interior hull and hull to deck joint was inaccessible and


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therefore unable to be fully inspected. Due to the above, some areas and equipment were not wholly accessible and were unable to be fully inspected. Examples of this include:

1. The fuel tanks (including fuel fills, clamps, and grounding wire), water tank, holding tank, and portions of the associated piping and equipment for each, particularly those located outboard of the engines and in the stern portion of the vessel.

2. The generator.3. All steering components located in the stern portion of the vessel (rudder posts,

stuffing tubes, jockey-bar, hoses and connections, etc).4. Sections of the exhaust systems for the main engines and generator located in the

aft portion of the engine room.5. Mounting bolts and associated interior supports for the transom swim platform

within the stern compartment.6. Essentially, the entire stern section of the engine room aft and outboard of the

generator. System and equipment installations make it virtually impossible to access this area without equipment removal, a situation that should be noted with regards to performing future corrective and preventative maintenance on equipment located there.

Some internal cracked FRP tabbing and indications of possible bulkhead movement were noted for further inspection, however much of the internal hull was obscured (due to construction) and unable to be accessed and inspected.

Fresh water and sanitation systems were visually inspected, however both systems were winterized and unable to be tested. Both 12 VDC and 110 VAC systems were inspected and tested as noted, however a complete analysis of the vessel’s electrical systems would require the services of a qualified, preferably ABYC certified marine electrician. Only the external, visual condition of wiring, connections, and panels is reported. Cosmetic or comfort issues are address where there is a significant effect on the vessel’s value.

III. GENERAL COMMENTSSALT SHAKER has been designed to good standards and constructed by a reputable

builder known for producing quality vessels. She looked to have been used with excellent care and consideration and no signs of excessive wear and tear, abuse or careless usage were noted. Her hull finish topsides were cosmetically good, with only minor dings and scratches, and her bottom paint was in good condition.

The engines started easily and ran smoothly at idle, and the vessel was placed in forward, neutral, and reverse at the dock and operated during the sea trial with satisfactory results. Her generator was also started and operated satisfactorily.

SALT SHAKER’s original design incorporates many desirable traits expected of a cruiser of this class and these features are only enhanced by the initial upgrades and outfitting performed under her current owner. She looked to have been used with very good care and consideration, however there were problem areas noted for further inspection and repair that must be addressed and some of her systems did not meet current NFPA 302 and ABYC standards and need updating or replacing as described in the body of this report.


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A search of the US Coast Guard boating safety website www.uscgboating.org revealed no recalls or safety defects listed for this make, model, and year vessel, while the BoatU.S Consumer Complaint Data Base indicates there have been some complaints concerning “failed valves” in the 3116 model Caterpillar engines.

The following provides vessel information and condition as found during the survey. Recommendations are noted for reference here and listed in their entirety in the “Recommendations” section beginning on page 20 of this report.

V. SYSTEMS

HULLHull number: SERP44525586Location: Starboard transom.

Documentation number: 198409 Location: Not sighted onboard. See recommendation B-1.

Hull topside: Molded FRP, solid. Color: Off-whiteBottom: Molded FRP, solid. Color: Black

Finish: Original gel-coat topsides, roller painted bottom antifouling paint.Condition: Gel-coat is in overall good condition with only minor cosmetic dings and scratches. The bottom was clean with only a light layer of slime and fully coated with antifoulant, however there is evidence of old paint buildup. This old bottom paint should be removed and the bottom thoroughly sanded during the next regularly scheduled haul out for painting. See Recommendation B2

Stem: Raked stem of molded FRP. Stern: Transom stern of molded FRP. Floors and stringers: See recommendation B-3 Hull to Deck Joint: “Shoe box” type secured with screws through rub-rail. Although the hull to deck joint appeared sound with no visible damage or evidence of separation, stress overload, or working of the joint noted from the outside, the hull to deck joint was unable to be fully inspected from inside due to interior finish work.

Decking: Combination of solid and cored FRP. Superstructure: Trunk main cabin and flying bridge of solid and internally cored, molded FRP.Vessel trim in water: Good fore and aft with no unusual list to port or starboard.

UNDERWATER MACHINERY

Rudders: Twin “spade” type (magnesium bronze rudders and struts as per specs).


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Comments: Good condition – no visible signs of corrosion, electrolysis, impact or grounding damage, however the port rudder is slightly loose. See recommendation A-1.

Propeller shaft / nut: 1 ¾” stock with shaft nut, backing nut, and cotter pin.Comments: Good condition – no visible signs of corrosion, electrolysis, or impact damage.

Propeller: 4 bladed bronze – port stamped “22-LH-24”, starboard stamped “22-RH-24”Comments: No visible signs of corrosion, electrolysis, or impact damage. One blade on the port propeller was slightly out of true, however no unusual vibration was noted during the sea trial.

Cutlass Bearings: Water lubricated rubber sleeve.Comments: Both in good condition with no play or excessive motion noted..

Shaft logs / hoses: Good condition, both double clamped with SS clamps and dripless glands.

Transducers: Two through-hull mounted transducers (one depth, one knot log).Comments: Both of composite construction - no physical, external damage noted, however the knot log insert was pulled for repairs and the through-hull plugged with a plastic insert. See note C1.

Sacrificial Anodes: One on each shaft and one mounted to the transom.Comments: Fair condition – check at next haul out and replace as necessary.Grounding plate: One, port side.

THRUGH-HULLS AND HULL PENETRATIONS – below static waterline

1. Type: Starboard engine raw water intake. Comments: Seacock leaks when operated. See Recommendation A2.

2. Type: Port engine raw water intake.


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Comments: Seacock is frozen and inoperable. See Recommendation A2.

3. Type: TransducerComments: Good as seen.

4. Type: Speed Log through-hull.Comments: Good as seen. Speed log insert was removed for repair and plastic ‘Slug” installed.

5. Type: Air Conditioning raw water intake.Comments: Good as seen – seacock operational.

6. Type: Port engine u/w exhaust discharge.Comments: Good as seen.

7. Type: Starboard engine u/w exhaust discharge.Comments: Good as seen.

8. Type: Sanitation system raw water intake.Comments: Good as seen – seacock operational.

9. Type: Generator raw water intake.Comments: Good as seen – seacock operational.

Overall comments: See note C-2.

THROUGH-HULL FITTINGS ABOVE STATIC WATERLINE

Comments: All above water through-hulls are of composite (plastic) material. Each was good as seen with no cracks, noticeable U/V deterioration, or impact damage.

See note C-3.

INTERIORHatches: One in V berth. Hatch will open wide enough to serve as an alternate escape route in the event of fire in the main cabin.

Ventilation: Good with adequate hatches and opening portlights. Bulkheads: No broken bonds or tabbing noted, however overall access and inspection .was limited due to construction liner and modular design. See Recommendation B-4.

BILGE PUMPS

1. Manufacturer: RuleType: 12 V with float switch.Model: 2000


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Location: Guest cabin beneath starboard settee.Installation: Good as seen. Comments: Unable to test as float switch was enclosed type and manual switch was not located..

2. Manufacturer: RuleType: 12 VDV with float switch.Model: 2000Location: Forward engine room bilge Installation: Good as seen. Comments: Powered up via manual switch – unable to test via float (enclosed).

3. Manufacturer: RuleType: 12 V with float switch.Model: 2000Location: Aft engine room.Installation: Good as seen. Comments: Powered up via manual switch – unable to test via float (enclosed).

4. Manufacturer: RuleType: 12 V with float switch.Model: 2000Location: Aft engine room.Installation: Good as seen. Comments: Back-up engine room bilge pump. No manual switch was located – unable to test via float (enclosed). See note C-4.

Overall comments: See Recommendation B-5.

Bilge alarm: Visual at “System Monitor Panel” at helm, but no audible alarm.Bilge pump cycle counter: NoComments: See note C-5.

Overall Comments:1. Except as noted, all pumps appear properly mounted and operational. 2. Regular inspections of the bilge pump systems and alarm should be included in the vessel’s overall preventative maintenance program, enabling the replacement of worn or damaged components at prescribed time intervals rather than upon failure.

SAFETY EQUIPMENT

PERSONAL FLOTATION DEVICES1 Type I (Offshore) 12 Type II (Near-Shore) 0 Type III (Flotation Aid)4 Type IV (Throwable Devices)


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Location: Helm locker and main salon.Comments: Each in good to excellent condition.

VISUAL DISTRESS SIGNALS (FLARES, ETC.) Type: Red HH day/night flares, 12 gauge pistol flares w/gun. Quantity: 6 of both types.Location: Helm. Expiration Dates: 07/2004 and 06/2006Comments: All appear in good working order.

SOUND PRODUCING DEVICEHorn: Permanent mount, 12 VDC.Bell: 8” Location: Flying bridge.Comments: Horn is operational, bell is mounted.

FIREFIGHTING EQUIPMENT Fixed System: YesManufacturer: SeaFireModel: G500A Halon 1301Location: Engine compartment, forward bulkhead. Date of last professional inspection: No inspection tag sighted. See Recommendation A-3.

1. Type: B/C Size: I Manufacturer: SeaFireLocation: HelmComments: Gauge reads full, but discharge pin broken. See Recommendation A-4.

2. Type: B/C Size: IManufacturer: SeaFireLocation: V berth hanging locker.Comments: Gauge reads full.

3. Type: B/C Size: IManufacturer: SeaFireLocation: GalleyComments: Gauge reads full.

Overall Comments: Except as indicated, all extinguishers appear in good working order.

Note: Although not a requirement, it is recommended every vessel carry on board one 2.5 gallon fire bucket with a lanyard of suitable size and length for drawing water from over the vessel’s side. In addition to their primary purpose, a fire bucket is versatile piece of equipment that can serve many functions, such as a bailer or even an emergency toilet.


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NAVIGATION LIGHTSRunning Lights: Operational Anchor Light: Operational Spotlight: Permanent mount, remotely operated 12 VDC. The light turns on and is operational horizontally, but not vertically. See Recommendation B-6. Comments: Good as seen, but unable to completely inspect installation and wiring due to interior finishing.

CREW SAFETY AND ERGONOMICSComments: The lift ring for the hinged deck hatch leading to the helm is broken.See Recommendation B-7.

MACHINERYNote: All technical information taken from published specifications.ENGINESNumber: 02Type: DieselLocation: Beneath main salon deck.Make: Caterpillar Model: 3116 Year: 1996 Serial Numbers:

Starboard 4KG05590 Port: 4KG04451Cylinders: 6 HP: 300 @ 2800 RPMEngine Hours:

Starboard: 653.6 Port: 897.5Overhauls: No overhauls as per owner, however according to the current owner the starboard engine was replaced under warranty by the previous owner (which accounts for the difference in engine hours.Oil: Correct levels.

Reduction Gears: ZFMPM, Type 1RM220A1Serial Numbers:

Starboard: 95-04220 Port: 95-04221 Oil: Correct levels

Engine Mounts: Good, with no unusual movement noted during the vessel’s sea trial. Engine Bedworks: Good as seen, with no delamination or unusual moisture noted.Engine Drip Pans: No

Alternators: 02Ventilation: Natural and mechanically aspirated.Blower: Yes (two).Comments: Both power up.


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Cooling: Closed freshwater. Comments: The coolant strength in the port engine and the generator is low. See recommendation B-8.Cooling Water Intake & Hoses: See Recommendation B-9.

Raw Water intake strainers: Four total - one each, port and starboard engines, generator, and A/C raw water intake. See note C-6.

Exhaust System: “Wet” type system – good as seen. Engine Controls: Jacketed push-pull type, dual control located at helm.Instrumentation: Engine Temp, Engine Oil Pressure, RPMs, Fuel, Hours, Voltmeter.

Comments: All gauges appeared functional, but were not verified.

Oil discharge placard: None sighted. See Recommendation B-10.Mechanic’s Inspection: No. See Recommendation B-11.Engine manual: YesMaintenance Log: None sighted.

Additional comments: Vessel is equipped with a fixed oil transfer system, allowing oil changes to both engines and the generator via a pump and valve manifold.

FUEL SYSTEM Note: All technical information taken from published specifications.

Number Of Tanks: 2 Capacity Of Each: 150 gallonsMaterial: AluminumShape: Rectangular Location: Engine room, port and starboard.Mounting: Chocked and secured in place.Manufacturer’s Label: None sighted.

Fill Hose Type: Unable to access and verify.System Electrical Bonding: YesFill & tank grounded: Grounding wire present at tanks, but unable to access verify connection at fuel fill.Overboard vent discharge: Yes Fuel hose type: USCG Type A-I hose.Fuel Shut Off Valves: YesLocation & accessibility: Cockpit, starboard side – good accessibility.

Fuel filters: RacorBowls: Composite


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Comments: The construction details and condition of the fuel tanks could not be determined within the limits of this inspection, however there were no visible indications of diesel fuel leaks in the bilge.

GENERATORType: Diesel Location: Engine room, aft.Manufacturer: Westerbeke Model: 60 Hz Hours: 778Date Last Overhauled: N/AEngine HP: 12 RPM: 1800Number of Cylinders: 3Serial #: 22936Kilowatts: 8Voltage: 120

Oil: Correct levelCooling: Closed fresh water Exhaust System: Waterlift silencer – wet exhaust. See Recommendation B-12.Cooling Water Intake & Hoses: Good condition.

Mounting: Good Fuel filters: Racor Bowls: CompositeTechnical manual: YesComments: As per the owner, the generator was pulled to repair a leaking oil gasket and serviced in May of 2003.

Overall machinery comments: See Recommendation A-5.

ELECTRICAL SYSTEMS

DC ELECTRICAL SYSTEM Batteries: 05 Type: Lead acidLocation: Engine room, port side and 1 starter battery for the generator, starboard side.Separate House and Engine Bank: No Voltage: 12 VDC Installation: Good as seen – secured in place with trays and terminal covers.Wiring: Multi-stranded jacketed copper wire Comments: Good as seenCharging systems: Engine alternator and battery charger. Battery charger: Pro Marine, model 40 - 3 bank charger. Amps: 30 Amp / 3 bank (as per owner’s manual).


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Location: Engine room aft, port side.

Battery Switch: 02 Dual position switches.Location: Cockpit, port side.

Circuit Protection: Individual branch circuit breakers.Location: The main DC Breaker Panel is located at the port cockpit service, with additional breakers located at the A/C & DC Distribution Panel located in the salon. Comments: Good as seen.

AC ELECTRICAL SYSTEM

Voltage: 115 (V.A.C.) Grounding: Good as seen.Wiring: Multi-stranded, jacketed copper wire. Comments: Good as seen.

Circuit Protection: Main and individual branch circuit breakers.Location: Breaker protection at shore tie connections (stern), with main AC distribution panel located in salon.Polarity Indicator: YesGFCI: Yes. Outlets on the port side are down-stream fed from the GFCI outlet located in the port head, while those on the starboard side are down-stream fed from the GFCI outlet in the galley.Comments: All outlets were tested and the GFCI circuit was operational at each, however the GFCI outlet in the head show some rust stains. See recommendation B-12Shoreties: Two – both estimated to be 30 amp, but not labeled.Comments: See Recommendation A-6

LIGHTING SYSTEMSThroughout vessel – all worked properly.

FRESH WATER SYSTEMNote: The fresh water system was winterized and unable to be tested.TANKS Number: 01 Material: Composite Capacity: 120 gallons (est).Location: Engine roomConstruction Shape: Rectangular Mounting: Chocked and strapped Inspection ports: None seen.Vented: Unknown, but assumed to be.Water Lines: Combination of PVC and reinforced plastic.Pressure limiter: NoComments: Unable to be fully accessed and inspected due to installation.


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SHOWER SUMP PUMPSNumber: 1Manufacturer: Rule Model / Type: 2000 / 12 VDC Location: Forward galley bilge. Installation: See Recommendation B-13.Comments: Unable to test – no manual switch sighted.

FRESH WATER PUMPSNumber: 02Manufacturer: SHURFLOW Type: 12 VDCLocation: Engine room.Comments: Good as seen, but unable to inspect fully due to lack of access. Vessel also has a freshwater wash down system.

WATER HEATERManufacturer: AtwoodVoltage: 120 VACCapacity: 10.5 gallonsLocation: Engine room.Shower(s): 03 (both heads and cockpit) See Recommendation B-14.Comments: Winterized – unable to test.

MARINE SANITATION SYSTEMNote: The sanitation system was winterized and unable to be tested.

HEAD Manufacturer: SealandModel: Vacuflush Location: Port and starboard head. Comments: Both units appear functional, however there is evidence of a leak beneath the starboard head. See recommendation B-15

HOLDING TANKSNumber: 01Location: Engine room.Material: Composite Capacity: 28 gallons (est)Shape: Rectangular. Installation: Chocked and strapped in place. Hoses: Ribbed, reinforced plastic – good as seen.Y-Valve: Yes – Engine room. Discharge and Dockside Pump-out: Dockside pump-out only.


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GALLEYLayout: “L” shaped forward of main salon on starboard side with sink and pressure water.

STOVEManufacturer: Kenyon Type: 3 burner electric range.Comments: Operational

REFRIGERATIONType: One Norcold AC/DC upright refrigerator/freezer in galley, one “U-line” ice maker in cockpit. Comments: Both powered up.

Garbage Placard: None sighted. See Recommendation B-10.CO Detector: NoSmoke Detector: NoComments: See Recommendation B-16.

ELECTRONICS

VHF RADIOS

1. Manufacturer: B& GModel: VHF/Intercom/LoudhailerSerial #: Not sighted Location: HelmComments: Powers up – Loudhailer and intercom system operational.

2. Manufacturer: StandardModel: Horizon NovaSerial #: Not sighted Location: SalonComments: Powers up.

DEPTH SOUNDER/SPEED LOGManufacturer: B&GModel: Network QuadSerial #: Not sighted Location: HelmComments: Powers up. Speed log transducer removed for repairs.

GPSManufacturer: B&GModel: GPS Plus


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Serial #: Not sightedLocation: HelmComments: Powers up.

RADARManufacturer: Furuno Model: GaAs FETSerial #: LJ20233 Location: HelmComments: Powers up.

AUTOPILOTManufacturer: B&G Model: Network PilotSerial #: Not sightedLocation: HelmComments: Powers up.

CHART PLOTTERManufacturer: B&G Model: Network PilotSerial #: l39194007Location: HelmComments: Powers up.

Other electronics: Vessel also has an AM/FM stereo cassette player, 6 Disc CD changer, two TVs, and an intercom system – all power-up and are functional. Additionally, there are shore tie jacks for telephone and cable TV services.

BONDING SYSTEMComments: Has grounding and bonding system. All connections must be tight and

corrosion free for the system to work properly.

INSTRUMENTATION

COMPASSManufacturer: RICHIE Model: 3 ½” Serial #: Not sighted. Location: Cockpit Comments: Good condition – operation not verified.

AIR CONDITIONING / HEATING SYSTEMS

Number of units: 02


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Manufacturer: Cruisair Model: 3X12-05Voltage: 115 VAC BTU: 12,000 each unit (estimate for aft unit – data tag not sighted) Location: V-berth and main cabin/galley step-up.Comments: Both units operational.

STEERING SYSTEM Type: HydraulicManufacturer: Sea StarComments: System appears sound and serviceable, but unable to access space and fully inspect components in stern compartment. See note C-10.

TRIM TABSManufacturer: BENNETTLocation: Reservoir located in engine room, starboard side.Comments: Trim tabs were operational, but unable to access space and fully inspect units.

GROUND TACKLE AND CORDAGENote: Rodes and chains were not pulled or inspected except as noted. All lengths are estimates.

PRIMARY ANCHOR / RODEManufacturer: Unknown Type: Plow style, 45 lbs (estimated).Chain: 25 ft of 3/8” galvanizedRode: 5/8” three-stranded nylon, est. 125 ft.Location: Anchor mounted on bow, with rode attached and stored below in forepeak. Swivel: No See Note C-10All shackles moused: YesBitter end attached: YesComments: See recommendations B-17 and B-18.

WINDLASSType: 12 VDC with manual operation.Manufacturer: Lewmar Type: Horizontal drum. Installation: GoodCondition: Unit operational.

DECK

DECK HARDWAREMaterial: SS


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Mounting: Good as seenComments: Good – through bolted with adequate backing plates.

HAND RAILSComments: Mounting is good, with rails adequately placed about the vessel.

NON-SKIDComments: Molded into the gelcoat.- adequate.

STANCHIONSHeight: 25”Type: Combination of stainless steel tubing and wire.Comments: Through bolted with adequate backing plates. The second stanchions from the stern (port and starboard) are slightly loose and should be monitored and tightened if they loosen further.

CANVASComments: Fully enclose flying bridge. All canvas in good to excellent condition. .

VI. RECOMMENDATIONS

The following recommendations are made in accordance with NFPA-302, ABYC, and applicable USCG codes and have been divided into priorities for the purpose of planning maintenance and repair.

First priority items (preceded by an “A”) are listed in section A and pertain to safety or vessel integrity recommendations which should be completed before operation of the vessel or prior to leaving her unattended at a dock or mooring.

Secondary items (preceded by a “B”) are listed in section B and pertain to general recommendations that should be completed within 90 days or sooner (as dictated by need and circumstance) unless otherwise noted.

Surveyor comments (preceded by a “C”) are not formal recommendations, but rather suggestions and advice provided to the client.

SECTION A: First Priority Recommendations

A-1. During the static portion of the in water survey, evidence of leaking in the form of corrosion was noted at both port and starboard rudder posts, however no active leaking was observed with the boat moored. The port rudder was found to be slightly loose upon haul out and during the sea trial substantial leaking from the port rudder packing gland was observed while the vessel was making way. As noted earlier, full access to the steering system aft was impossible due to equipment installation and cramped quarters, meaning some equipment removal will most likely be required to access the area. Recommend the area be accessed and the packing glands for both rudders be inspected and re-packed, repaired, or replaced by a competent marine repair facility. It is also


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recommended that once the space is accessed, the entire steering system (connections, hoses, rods, etc) be fully inspected and any maintenance or repair items addressed at that time.

A-2. The starboard engine raw water intake seacock is difficult to operate and leaks while the handle is moved between the open and closed position. Additionally, the seacock for the port engine is frozen and inoperable. Recommend both port and starboard engine raw water intake seacocks be removed, disassembled, inspected, greased, and repaired or replaced as necessary by a competent marine repair facility

A-3. The fixed fire system does not have a current inspection tag. Recommend it be fully inspected and tagged by a qualified service facility.

A-4. The discharge pin is broken on the helm fire extinguisher. Recommend this extinguisher be replaced.

A-5. There is a wet leak in the generator exhaust system at the anti-siphon valve. The leak itself appears minor, however due to the possibility that CO could be introduced into the interior of the vessel, recommend it be repaired and the entire exhaust system tested by a qualified marine mechanic prior to placing the generator in service.

A-6. The dockside plug for one of the shore ties was significantly hotter than the other (10 -15 degrees) when the A/C system was placed under load and showed signs of charring. As this is a common cause of fire, recommend it be replaced as soon as possible. The two shore ties themselves are indistinguishable from one another, however the damaged plug was shown to both the owner’s representative and the buyer.

SECTION B: Second Priority RecommendationsB-1. The vessel’s documentation number was not properly displayed. The official

number assigned to documented vessels, preceded by the abbreviation "NO." must be marked in block-type Arabic numerals at least three inches high on some clearly visible interior structural part of the hull. The number must be permanently affixed so that alteration, removal, or replacement would be obvious and cause some scarring or damage to the surrounding hull area. Recommend the vessel’s documentation number be applied as per CG regulations.

B-2. Approximately seven (7) small blisters were noted along the port side of the hull below the chine – all were roughly ½” inch or less in diameter. No blisters were opened, but based on a visual examination of one found to be partially open upon haul out, they could quite possibly be bottom paint blisters rather than blisters formed beneath the gelcoat. There is no way to determine this conclusively short of opening the remaining blisters, however this would be


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considered destructive testing and was not conducted. Relative moisture readings of the hull exterior below the waterline were unable to be taken due to the presence of bottom paint (which would generate erroneous readings) however random readings taken in the accessible interior portions of the bilge and along the hull topsides showed no unusual moisture readings. As the blisters are small and intact, the recommendation here is one of careful monitoring of the hull to see if the number or size of blisters increase, at which time corrective action may need to be considered.

. As reinforced plastics are known to be unstable and the surveyor is not able to determine the nature of the plastics and reinforcements of which the hull is made, no guarantee as to the stability or performance of the laminate can be made by him. Warranties of the hull are provided by the builder only, and if there are any questions about existing warranties the manufacturer should be consulted. The surveyor has made every effort to determine the presence and extent of blistering short of destructive testing, however changing conditions may result in the sudden appearance of blisters where previously there were none. Finally, latent blisters, or blisters in the very early stages of formation, or blisters which are depressurized and deflated may also exist which are not detectable by any means available to the surveyor. Only a technical analysis based on destructive testing can answer the more in-depth question concerning blisters, and that is not included in this survey service.

B-3. There are horizontal cracks in the painted floors and stringers located in the forward bilge area below the galley deck and noticeable “oil canning” at the edge of the galley deck beneath the range and sink. Recommend the following:B-3.1 No movement or working of the floors and stringers in the galley bilge

area was noted during the sea trial, however this could be because the waters were not sufficiently rough. It could also mean the cracks are the result of a single incident (such as falling off a large wave) and further movement is not occurring. Recommend the area be monitored closely and inspected by a competent marine repair facility if flexing or further damage is noted to determine best course of action for repairs.

B-3.2 Recommend the galley deck be further evaluated by a competent marine repair facility to determine the cause and extent of deck flexing and the proper repairs required to correct it.

B-4. Evidence of possible bulkhead movement in the form of fiberglass and wood “dust” was noted outboard of each head compartment between it and the hull.Fiberglass dust around a hull to bulkhead joint can indicate movement and chafing. No bulkhead movement at either head was noted during the sea trial, and while this could be due to the calm water conditions at the time, it could also mean the dust and debris is left over from vessel construction.Recommend both areas be vacuumed clean and monitored for bulkhead flexing and/or future dust accumulation, at which time each should be inspected by a competent marine repair facility to determine best course of action for repairs.


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B-5. Recommend every bilge pump onboard have a manual on switch in addition to the existing automatic float switches. It is also recommend each pump be thoroughly tested and operation of all float switches be verified.

B-6. The remote controlled spotlight does not operate along the vertical axis (raise and lower function). Recommend it be inspected and repaired or replaced as necessary by a competent repair facility.

B-7. The lift ring for the hinged deck hatch leading to the helm is broken and missing. Recommend it be replaced by competent marine repair facility. It is also strongly recommended that this hatch be fitted with a positive latching system to secure it when in the raised position or that it normally be kept closed to prevent accidental closure on crew or passengers (currently it is held open only by hydraulic piston-type arms).

B-8. The anti-freeze concentration is noticeably weaker in the port engine and generator as compared to the starboard engine. Recommend the anti-freeze concentration of all three be compared with their respective technical manuals and adjusted accordingly, particularly in light of the approaching winter season.

B-9. The ends of the raw water intake hoses for both engines show corrosion and slight deterioration, particularly the port engine intake hoses. Recommend each section of hose (seacock to strainer, strainer to engine) be removed, inspected, and repaired or replaced as necessary by a competent marine mechanic.

B-10. No oil discharge prohibited or garbage plaque was sighted. Recommend both be installed as per US Coast Guard regulations.

B-11. While no technical inspection of the engines, generator, and reduction gears were made, a visual inspection was conducted and the following observations were made. The engine compartment was in general clean and well organized and overall installations looked sound and serviceable.Recommend both engines, the generator, and reduction gears be thoroughly tested by a qualified marine mechanic and be run up to operating temperature in neutral and under load in forward and reverse gears under his supervision. The output of the alternators should also be checked with a portable voltmeter at each battery so connected to determine proper output. It is also recommend that chafe protection for all engine and generator wires and hoses be installed where necessary.

B-12. Rust stains were noted at the GFCI outlet located in the port head. While it worked properly at time of survey, this outlet provides GFCI protection to all of the portside A/C outlets. Recommend this GFCI outlet be replaced by a competent marine electrician.


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B-13. Some of the fittings in the sump were loose and electrical tape joints were used to connect wiring for the pump. Recommend the following:B-13.1 Tighten the fittings. B-13-1 Replace the tape fittings with proper marine grade connectors.

B-14. The fitting connecting the cold water hose to the port shower faucet is cracked. Recommend it be replaced by a competent repair facility.

B-15. There is evidence of a leak below the starboard head beneath the V-berth deck access. The leak appears to originate from the head discharge hose where supported by a thin wire-tie, but this was unable to be verified as the system was secured and winterized. Recommend the following be completed by a competent marine repair facility:

B-15.1 Inspect the discharge hose for damage where supported by the wire-tie and replace the wire-tie with a suitably wide strap to prevent chafing.

B-15.2 Determine the source of the leak and repair as necessary.B-15.3 The stringer beneath the leak showed no unusual moisture readings, but

should be monitored and checked again once the leak is repaired.

B-16. Smoke and Carbon monoxide detectors are recommended for all boats with enclosed accommodation spaces. This vessel uses fossil fuels for propulsion and during the burning of these fuels Carbon Monoxide (CO) gas may be created due to incomplete combustion. Adequate ventilation must be provided at all times while burning any of these fuels, but CO may also be drawn into the cabin through ventilation systems. Although diesel exhaust does not normally have CO concentration as high as gasoline exhaust, diesel exhaust does produce dangerous levels of CO. Any open-flame equipment as well as nearby boats running generators could also be a source of dangerous amounts of CO. This is especially true of boats running air conditioning. Marine CO monitor/alarms meeting the requirements of ABYC A-24, Carbon Monoxide Detection Systems on boats are relatively inexpensive and easy to install. Possible choices include the Xintex model CMD-3M or Marine Technologies model 60-542 (Safe-T-Alert) available through West Marine. CO is a silent menace and kills without warning, therefore this surveyor recommends installation of CO and Smoke detectors in all occupied spaces below decks

B-17. Although in fair condition, the anchor rode chain to rope splice is beginning to wear. Recommend it be re-spliced by a competent marine rigger.

B-18 The bow anchor mount has inadequate backing washers. Recommend a competent marine repair facility install a suitable backing plate or larger S/S disc washers along with S/S lock washers and nuts.


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SECTION C: Surveyor Comments

C-1. Plastic transducers are subject to relatively easy breakage, such as when struck by floating objects. Consideration should be given to replacement with appropriate metallic transducers.

C-2. The following is general information pertaining to maintenance and care of seacocks and through-hull fittings:C-2.1. All seacocks should be exercised at least monthly to ensure proper

operation and each should be completely removed, disassembled and inspected every three to four years, at which time all clamps and hose ends should be inspected for corrosion, cracks, or other damage and replaced as necessary. Through-hulls should be removed and inspected at this time as well, which ensures bedding compounds are renewed at appropriate intervals.

C-2.2 Appropriately sized wooden or better yet expansion type plugs should be attached to each through-hull for use in the event of a seacock failure. Expansion plugs are rubber plugs sandwiched between two metal plates which, when tightened by a bolt running through the assembly, squeezes the rubber out and produces the seal. This is a better, more universal back-up sealing method than tapered wooden plugs, which do not work well in cut hose and may actually crack valve bodies or hulls when hammered into place.

C-2.3 Any hose end connection that will sustain a standing head of seawater pressure under any circumstances of normal vessel operation should be double hose clamped if there is a sufficient length of hose end overlap to allow it. Double clamps should only be installed where there is sufficient length of barb/nipple available and hose end overlap to allow it. As per ABYC, no clamp shall be installed closer than 1/4" to the end of the hose and must fully engage the barb or fitting. Any clamp that extends over the end and is cutting into the hose or forcing the hose to be internally cut by the fitting is an incorrect installation.

C-3. Plastic thru-hull fittings installed at or above the water line are subject to breakage while docking, being struck by floating object/s and potential UV light damage. Recommend replacement with bronze or stainless steel fittings and seacocks (if subject to submersion while heeling).

C-4. The back up pump float switch is located a suitable height above the primary pump switch, however the back up pump itself is located at the same level as the primary pump. Back up pumps should ideally be mounted and configured to turn on when bilge water level reaches around 4 to 6 inches above the cut on point for the primary pump. This prevents the back up pump from resting in the normal accumulation of bilge water, where it can become clogged with sludge and debris or seized from disuse.


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C-5. Installation of suitably loud, audible high water bilge alarm to alert the owner / operator in the event of flooding is highly desirable. The alarm should be loud enough to be heard over engine noise while under way and by passers-by or marina personnel when docked. A bilge pump on/off counter is also desirable to indicate how often the bilge pumps are cycling (making a leak more noticeable). Regular inspections of the bilge pump systems should be included in the vessel’s overall preventative maintenance program, enabling the replacement of worn or damaged components at prescribed intervals rather than upon failure.

C-6. Raw water intake strainers are sometimes joined together with threaded rods that are not of the same material as the housing, which can result in galvanic corrosion. Each strainer should be disassembled at regularly scheduled intervals for maintenance and fully inspected by a qualified marine technician for corrosion or damage – if any is found, repair or replaced unit as necessary.

C-7. Engine manifolds and exhaust risers should be periodically removed, pressure tested, and fully inspected by a qualified marine mechanic for leaks, corrosion, and clogging, as failure here can easily cause catastrophic engine failure. This should be considered standard maintenance, particularly with systems operating in salt water. How often depends on vessel location and use, however at a minimum they should be removed every four years (more frequently depending on age), pressure tested, and inspected by a qualified marine mechanic.

C-8. Shore cable ends and connectors (for both receptacles and shore cable) should be dismantled and inspected annually for charring and other damage.

C-9. Regular inspections of the steering system should be incorporated into the vessel’s maintenance schedule.

C-10. Installation of a suitable swivel between anchor and rode is prudent to prevent the chain from twisting. The swivel should be drop forged (not screwed, riveted, or welded together) and should be the largest size that fits the chain link without binding. Ensure the jaw fitting of the swivel is attached to the chain, not the anchor shank – the swivel eye will be attached to the anchor shank with an anchor shackle – to prevent binding as the vessel sheers at anchor.


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VII. CONCLUSION

As previously noted, SALT SHAKER’s condition was good to excellent and was consistent with a vessel of her age. Once the required items listed in the “Recommendations” section have been corrected, she can be considered a good insurance risk at the value stated for her intended use when operated with the exercise of good judgment and prudent seamanship.

Issued without prejudice,

Captain Frank K. Lanier

Capt. F.K. Lanier & Associates. LLC


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sams-sa * abyc * fcc * nfpa · web viewhp: 300 @ 2800 rpm engine hours: starboard: 653.6 port:...

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