SHARPE SURVEYING & CONSULTING
Sample condition and value Survey report
Vessel ParticularsName: Owner: Homeport: Alameda, CAHIN: ABC12345A586Documentation Number: 1012345 The vessel document was examined and found to be current. The vessel documentation information on the Coast Guard Port State Information Exchange website was examined and the document found to be expired in April 2006. The documentation should be renewed.State Number: CF 1234 XX The state registration was valid until December 2011Call Sign: Labeling: The hull was properly labeled with the vessel name and homeport and the state numbers on the port and starboard bow. The documentation number was affixed inside the hull in the starboard cockpit locker. The vessel documentation number should be properly labeled inside the hull. The HIN was properly labeled on the upper right corner of the transom. Builder: ABC Yachts. There were no recalls listed for this model vessel in the Coast Guard vessel recall database. Year Built: 1985Model: 1986Type of Vessel: Sailing YachtLength: 32 feet 6 inchesBeam: 11 feet 0 inchesDraft: 5 feet 11 inchesRegistered Length: 32.5 feetRegistered Beam: 11.0 feet Registered Depth: 5 feet Registered Gross Tons: 12Registered Net Tons: 11Displacement: 11,000 lbs.Construction: Fiber Reinforced Plastic (FRP)Propulsion: Yanmar 2GM Inboard auxiliary engineSerial Number: 12345Fuel: DieselHorsepower: Last Haul Out Date: The vessel was hauled for the survey. The owner reported that the vessel was last hauled on DATE.Date of Last Major Refit: No refits have been made to this vessel.Use of Vessel: PleasureWaters Navigated: Coastal waters of the Western US and Canada, San Francisco Bay and Tributaries.
ValuationIn my opinion the current market value of the vessel and its equipment is approximately $48,000 in its present condition. The market method of appraisal was used in determining a current market value. The published values in the latest additions of the BUC, Price Digest, and NADA used vessel price guides were reviewed. BUC listed the fair retail value for Californiaas $33,200 to $36,900. Price Digest listed the retail value as $31,900. NADA listed the average retail value as $36,900. Prices of recently sold similar vessels from SoldBoats.com were used for comparable pricing. There were 11 of this model vessel built between 1985 and 1987, listed as being sold in the past two years on Sold Boats. The listed selling price range was from $36,000 to $53,500. The average listed selling price throwing out the high and low listings was $43,675. The vessel was compared to advertisements of this model and year vessel currently found in places like Yacht World. The average asking price for the 5 vessels listed was $50,340. The average difference between the above Sold Boats listing asking prices and sale prices was 88.2%. Applying this percentage to the current listings would bring an expected average sale price of $44,399. This information was considered along with the current condition of the vessel in determining a value. The vessel was in above average condition requiring minor maintenance work to various equipment and fittings and was normally equipped for her size. The vessel's original MSRP was reported by Price Digest to have been $56,000 in 1986. The replacement cost of this vessel with a new vessel of similar type would be approximately $130,000.
Construction DetailsHull and Deck: The hull was constructed of FRP laminate with an internal FRP liner and framing bonded to the hull. The hull structure was sound with no delamination or structural defects found from visual inspection and percussion sounding. No damage or previous repairs were noted. The ballast was external bolted to the FRP keel stub. The keel bolts were substantial and no indications of overstressing were noted. The hull was a fin keel design. The ballast was internal in the molded FRP hull. The hull was a full keel design with attached rudder. The hull below the waterline was painted with bottom paint. The bottom paint was well adhered to the hull. The bottom paint had failed with soft and hard marine growth on the bottom when the vessel was hauled. The bottom should be prepared and recoated with anti-fouling bottom paint. There were no blisters found on the hull bottom. There were gelcoat blisters of the pencil eraser size in patches near the water line throughout the bottom. A random sample were opened and found to be in the gelcoat. This was a cosmetic issue. The gelcoat topsides were in serviceable condition with no structural damage or previous repairs noted. The topsides were free of gelcoat blisters. The topsides were white with a blue boot stripe and cove stripe. The hull to deck joint was an outward turned flange with bolted wood toe rail and vinyl rub rail covering strip. The hull to deck joint was joined at the top of a low bulwark with a teak cap rail. There were freeing ports molded into the bulwark which were cracked on there exterior and should be repaired to eliminate leaks into the vessel interior. The main deck was cored FRP construction with a molded nonskid surface. The deck was in serviceable condition with no previous repairs or structural defects found. No delamination or elevated moisture meter readings were noted in the deck. The main deck was cored FRP construction with a teak decking laid over the FRP. The teak decking was in fair condition. There were several areas where the teak decking was loose from the underlying FRP deck and areas where the seam compound was missing. Literature indicated that the decks of this vessel were constructed of balsa cored FRP with the teak decks fastened to this sub deck. The condition of the sub deck was not determined. However, under the main deck in the forward cabin and aft cabin the wood and vinyl ceiling materials fastened to the underside of the main deck were water stained and deteriorated and should be replaced. This combined with the loose teak deck overlays is an indication that the core of the decks may have some water intrusion. The ceilings under the main deck should be removed and the condition of the cored FRP decking evaluated. The decks and ceilings should then be repaired.Deckhouse: The Deckhouse was an integral part of the molded FRP deck structure. No structural defects were found in the deckhouse. The overhead of the cabin and interior side decks were covered with a FRP ceiling which was a separate part from the deck and cabin structure.Bulkheads: The vessel had partial bulkheads located throughout installed in the internal FRP liner. Bonded to the hull with FRP tabbing. These were found to be sound with no signs of rot or water damage.Interior Joiner Work: The interior woodwork in the vessel was worn and water stained in multiple areas. The worn and deteriorated wood work in the vessel interior should be refinished and repaired as needed. The deteriorated section of wood flooring below the forward cabin lower berth should be cropped out to sound material and replaced. Ensure that there is adequate drainage of this space to prevent recurrence of the damage. The delaminated plywood under the aft head floor should be cropped out to sound material and repaired. The missing wood veneer on the face of the companionway steps should be repaired. Strength Members: The vessel's strength members were made up of the FRP liner and furniture bonded to the hull. All accessible interior locations were visually inspected and percussion sounded and found to be sound. All of the strength members that were accessible were sound. Access to the interior hull was severely limited due to the construction method using an internal FRP molded pan and headliner.
Watertight IntegrityWatertight Doors: There were no watertight doors in the vessel.Watertight Bulkheads: There were no watertight bulkheads in the vessel. All compartments drained to a common shallow bilge. Hatches and Doors: There was a molded FRP hatch on the foredeck providing access to the anchor locker. The molded FRP hatch cover was serviceable with proper hinges and securing device. The aft anchor locker hatch cover hinge fasteners should be tightened. There was an aluminum and Plexiglas hatch forward cabin house providing access to the forward vee berth space. The hatch was of sufficient size to be used as a secondary means of escape in an emergency. There were three additional aluminum and Plexiglas ventilation hatches on the top of the cabin house. The hatch covers, dogs, hinges and gaskets were in serviceable condition. The companionway hatch was located amidships with the bridge deck at the cockpit seat level. There were two drop boards and a sliding cover to close this hatch. They were in serviceable condition. I recommend that a means to secure each drop board be installed to prevent each board from falling free in a knockdown for coastal operation. The cockpit contained hatches in the port cockpit seat giving access into the hull and to the propane locker. The hatch cover into the cockpit locker was adequately hinged and had a means to secure the hatch cover in heavy weather. The propane locker hatch cover should have a means to secure the cover installed for coastal operation. Windows: There were nine plastic opening port lights in the cabin house sides and cockpit seat side. They were in serviceable condition. There were four fixed windows in the cabin house sides. There were no signs of water leakage below these windows. Vents: There were two Dorade vents on the companionway hatch sea hood which were serviceable. There was a mushroom vent with solar powered fan installed on the forward hatch cover which functioned. Through Hull Fittings: There were four through hull fittings below the waterline. Each had a proper bronze ball valve attached which operated satisfactorily. The engine cooling water intake was located forward of the engine offset to starboard. The toilet flushing water intake was located forward of the engine offset to port. The galley sink drain was located below the galley sink offset to starboard. The exterior of this valve was green with oxidation and should be scaled and preserved. The head sink drain was below the head sink counter. The speed log transducer and depth sounder transducer were installed forward of the leading edge of the keel. There were seven through hull fittings in the topsides above the waterline. Each had a plastic through hull fitting with the exception of the engine exhaust fitting. There was a cockpit drain port and starboard under the stern counter. The starboard cockpit drain also served as the discharge for the two bilge pumps and the cockpit seat drain. The LPG locker drain was under the stern counter on centerline. There was a deck drain in the topsides near the water line to port and to starboard. The port deck drain fitting also served as the shower sump pump discharge. There was a drain in the stem for the anchor locker. These fittings did not have valves on them. The cockpit drain fittings and the side deck drain fittings were deteriorated on their surfaces and should be renewed. All hoses on the through hull fittings were adequately clamped where they were attached to the through hull fitting. All hoses were in serviceable condition. I recommend carrying a; There was a set of tapered soft wood plugs on board to plug any of the through hull fittings in an emergency. I recommend stowing a plug adjacent to each fitting for immediate use in an emergency.
Lifesaving EquipmentPersonal Flotation Devices (PFDs): A wearable PFD should be placed on board suitable for each person on board. There were two adult Type II PFDs stowed on board the vessel. They should be removed from their shipping wrappers to make them immediately accessible for use. I recommend that the PFDs be labeled with the vessel name. Ring Buoys: There was one Type IV PFD on board of the throwable ring buoy type. The vessel carried a Lifesling man overboard recovery device which was not approved as a PFD. I recommend carrying a Lifesling man overboard recovery device mounted on the stern rail when underway. A suitable reboarding ladder was installed in the aft rail to assist in recovering someone from the water. I recommend securing the reboarding ladder with a lanyard that can be released by a person in the water. I recommend that a man overboard pole and floating strobe light be placed on board for coastal operation. Life Rafts & EPIRBS: No life raft or EPIRB was carried. I recommend that a life raft and 406 MHz EPIRB be placed on board prior to commencing any ocean voyage. Dinghy: There was no dinghy with the vessel. Distress Signals: There were visual distress signals on board in a suitable watertight container which were valid until December 2012. The visual distress signals on board were expired. Visual distress signals which are within the service dates stamped on the signals should be carried on board in a suitable bright colored watertight container. The minimum requirement is to carry three day and three night distress flares. Flares are dated with an expiration date. When obtaining distress flares ensure they have a Coast Guard approval number and the expiration date is not yet passed. Some flares qualify for both day and night service. There was a set of expired flares on board which were in satisfactory condition to retain as back up. First Aid Kit: There was a first aid kit on board. A first aid kit should be placed on board.
Firefighting EquipmentFixed Systems: There was a Fireboy model CG75 fixed automatic firefighting system installed in the engine compartment. The status indicator light installed in the cockpit coaming should be repaired. I recommend installing an opening fire extinguisher port in the engine compartment enclosure to allow a portable fire extinguisher to be discharged directly into the space without the need to open the compartment. I recommend carrying a clean agent portable fire extinguisher for use with the fire extinguisher port.Portable Extinguishers: There were four portable size 10-B fire extinguishers on board. They were of the pressure type and showed proper charge and were in serviceable condition. They were properly mounted in brackets in immediately accessible locations. The equipment on board met the minimum number to comply with U.S. federal regulations. The ABYC standards recommend carrying three size 5-B fire extinguishers on a vessel of this size. Detectors: I recommend installing a smoke detector in the accommodations space. I recommend installing a marine carbon monoxide detector in the accommodation spaces due to the location of the auxiliary engine and the installation of an open flame cooking appliance. The window in the aft cabin which opened into the cockpit should be closed when underway with the engine operating. There was no combustible gas detector installed.
Bilge Pumping SystemsNumber and Type of Pumps: There was one Rule 800 electric submersible bilge pump installed in the bilge sump. There was an automatic float switch for the bilge pump which functioned. The bilge pump discharged through the cockpit drain which created a high vented loop in the discharge hose. The fuse for the pump should be renewed with a fuse that matches the fuse rating on the bilge pump. I recommend modifying the wiring for the bilge pump so that one pump is powered via independent overcurrent protection with the battery switch turned off. A manual diaphragm type bilge pump was installed in the cockpit with the suction in the bilge sump. A strainer was installed on the end of the suction hose of the manual bilge pump. Both pumps operated satisfactorily when tested. As an extra measure of safety, an additional float switch mounted higher in the bilge than the main pump switch should be installed to activate an audible bilge high water alarm. This will provide an early warning in case of flooding in excess of what the installed pumps can handle. Portable Pumps: No portable pump was on board. I recommend carrying a couple buckets for use in an emergency. I recommend attaching a lanyard to each of these buckets to facilitate gathering fire fighting water from the sea.
Propulsion SystemsGeneral: The auxiliary engine was a Yanmar model 2GM two cylinder fresh water cooled diesel. The engine was started and operated while underway from the broker’s dock to the boat yard and back. It started and operated satisfactorily and looked to be in serviceable condition from external examination. During a full power trial the engine attained 3,600 rpm on the installed tachometer without excessive smoke in the exhaust. This is a close match to the rated maximum rpm of the engine. The exterior of the engine was free of corrosion and no visible leaks of oil or coolant were noted. The bilge under the engine was free of oil. There was an oil sorbent pad in the pan under the engine. The engine instrument panel was located in the port side of the cockpit and appeared to function properly. There was a tachometer and warning lights for the engine. The low oil pressure alarm functioned upon engine shut down. There was an engine hour meter which showed 1,075 hours. The engine oil was at the marked full line on the dipstick with no visible indication of water contamination. There were no maintenance records showing when the engine was last serviced. I recommend servicing the engine in accordance with the manufacturer’s recommendations including renewal of all fluids and filters. The engine compartment was insulated with foil covered foam insulation. I recommend adding marine sound insulation to the removable engine compartment enclosure panels to reduce engine noise in the accommodations. A separate engine survey was conducted. The results of that survey are not part of this report. Transmission: The engine was fitted with a Yanmar model xxxx transmission. The transmission had a 2.63 to 1 gear ratio. The transmission shifted and operated satisfactorily during underway trials to and from the drydock facility. The transmission fluid was clear on the dipstick with no visible indication of water contamination. There was a flexible coupling installed at the transmission to propeller shaft coupling.Foundation & Mounts: The foundations for the auxiliary engine were substantial and sound. Engine Cooling: The auxiliary engine was freshwater cooled via a seawater heat exchanger. The engine operated at a constant temperature without overheating during a full power trial. There was water discharge from the exhaust with the engine operating. The seawater pump impeller should be inspected and replaced as needed. The cooling water hoses on the engine exterior appeared to be in serviceable condition. There was a proper seawater strainer mounted in the seawater intake line at the front of the engine. I recommend installing a seawater strainer inside the engine compartment. There was no high vented loop for the cooling water prior to being discharged into the exhaust riser. I recommend installing a high vented loop in this system. There was a coolant overflow reservoir installed in the engine compartment and coolant was topped of to the correct level in the expansion tank. Exhausts: The exhaust system was a wet exhaust with a water lift muffler. The exhaust hoses were in serviceable condition. The hose connections were adequately supported and double clamped. The exhaust discharge elbow installed in the transom was corroded on its exterior at the welds and showed signs of leakage inside the vessel. The auxiliary engine exhaust discharge through hull fitting should be replaced. The exhaust riser was adequately insulated between the engine exhaust manifold and the water injection.Ventilation: The engine compartment was adequately ventilated with natural supply and power exhaust ventilation. Shaft Log: The shaft log and the packing gland for the auxiliary diesel engine propeller shaft were in serviceable condition. The packing was a traditional packing gland with double nut securing the packing. The packing gland should be cleaned and repacked. The packing was a dripless shaft seal with the seal riding on a shaft faceplate. There was no cooling water plumbed to the shaft seal or vent installed on the seal. The seal should be burped when the vessel is launched to ensure cooling water is present at the seal.Propeller and Supports: The propeller was mounted behind an "I" strut forward of the rudder. The propeller was a three blade 19 inch diameter by 14 inch pitch, solid bronze right hand propeller which was serviceable. Tip clearance was adequate. The propeller had been painted with bottom paint and no markings were visible on the propeller for pitch. The water lubricated shaft bearing was in satisfactory condition. The strut had some bleeding corrosion on its surface and was pink on the surface when scraped. The strut remained sound but should have a zinc anode installed to arrest further corrosion. The shaft and strut had proper zincs installed which should be replaced. The shaft was a 1.125 inch diameter stainless steel shaft. No signs of corrosion were noted on the shaft where it was visible. The double nuts holding the propeller on the shaft were installed with the large nut first and small nut second. They should be reversed for proper installation. The shaft was not pulled for the survey and the propeller was not removed. The shaft and propeller should be scaled of marine growth.
Fuel SystemsDescription: There was one independent aluminum fuel tank located under the aft cabin berth. The tank was labeled with a capacity of 18 gallons. The name plate on the tank indicated it was manufactured by Florida Marine Tanks. There were no signs of excessive corrosion or leakage on the tank exterior. Supports: The tank was adequately supported. The tank was mounted on a plywood shelf with the aluminum tank sitting directly on the shelf. There were some corrosion deposits on the bottom corners of the tank. I recommend that the fuel tank be supported off of the plywood shelf on ¼ inch hard plastic or rubber strips to provide for ventilation and prevent moisture from being trapped between the tank and plywood which will cause accelerated corrosion. Fill: The fuel fill for the tank was located on the port aft corner of the aft cockpit coaming with proper deck fitting. There was a proper ground wire between the metal fill and the metal tank. The fuel fill hose was double clamped. The hose was in serviceable condition. The fuel fill hose was date stamped showing it was manufactured in 1984. I recommend replacement of the fuel fill hose as a preventative maintenance procedure due the hose being over 10 years old. When replacing the hose ensure that the hose is adequately supported so that fuel is not trapped in the hose when the vessel is in its normal static floating position. Tank Vent: A proper vent line was installed to the exterior of the vessel for the fuel tank. This exited near the fill fitting on the transom with a proper flame screen fitting. Sounding: The fuel tank had a mechanical fuel gauge mounted on the tank top which operated properly.Compartment Ventilation: There was adequate ventilation for the fuel tank space.Fuel Supply & Return Plumbing: Fuel lines were all proper USCG Type A fuel hose. The fuel lines were in serviceable condition and properly supported. No leaks or defects were found in the fuel supply system. A shut off valve was installed in the fuel supply line at the primary fuel filter adjacent to the tank. Filter: There was a primary fuel filter plumbed in the fuel supply line, from the tank to the engine. The sediment bowl was partly full of sediment and the filter should be cleaned and the filter element replaced.
Steering SystemsMain Steering System: The vessel was steered with a pedestal mounted wheel steering system. The radial quadrant, cables, pulleys, rudder bearings and stops were all in excellent condition. The rudder turned freely and smoothly over its entire range of motion. There was access to the top of the rudder post for installation of an emergency tiller in the cockpit. Testing of the emergency tiller found that it was adequate. The deck plate for access to the rudder post was brittle and should be replaced. Autopilot: There was an Autohelm ST5000 wheel mounted autopilot installed. The autopilot functioned properly during underway sea trials. Rudder: The vessel had a high aspect partially balanced spade rudder. The vessel had a skeg mounted rudder installed with support bearing in the skeg. The rudder was of FRP construction with stainless steel rudder post. The rudder and bearings were sound.
Electrical SystemsPrimary power and lighting systems: The primary power and lighting system was a 12 volt DC system supplied by two batteries for engine start and house services. The secondary electrical system was a 120 volt AC system powered by shore power. Distribution Switchboards & Panelboards; Overcurrent Protection: The AC and DC electrical distribution systems were in serviceable condition. The distribution panel was located at the chart table. All circuits were properly switched with circuit breakers and labeled. The panel had a reverse polarity indicator built in. There was a power indicator light and voltage meter for the AC power on the panel which functioned. The key for access to the back of the electrical panel should be obtained. The main AC grounding bus (green wire) was connected to the engine negative terminal or the DC main negative bus. The main bus wire for the DC distribution panel was connected to the vessel 12 volt power supply adjacent to the battery switch with overcurrent protection installed adjacent to the battery switch. Wiring, Receptacles, Outlets and Accessories: The wiring throughout the vessel was in serviceable condition. All systems operated satisfactorily. The 120 volt AC electrical outlets should be upgraded with GFCI circuit protection. The wiring was not installed with consistent color coding to indicate the use of the wiring. I recommend that you consistently use a color code system in the wiring or color code the terminal end fittings. For the DC system RED wire should be used for positive leads and YELLOW wire should be used for the negative leads. For the AC system BLACK wire should be used for the hot leads and WHITE wire for the neutral leads. The AC grounding conductors should all be GREEN wire. All wiring in the vessel should be UL approved marine wire which is stranded copper wire with appropriate external jacket for the marine environment. There were multiple locations where wire nuts were used to make wiring connections. Marine crimp connectors of the proper size should be used for the wire connections or connect wiring on terminal strips with captive end terminals. Crimp connectors should be sealed with heat shrink tubing to prevent water intrusion into the connections. Wire runs should be supported along the length of their run every 18 inches. Where possible the AC and DC wiring runs should be separated. Wiring over and adjacent to the engine should be supported with metal wire clamps with chafe protection or metal races. Wires should be routed to avoid crimping by floor boards and provided with chafing protection where they pass through bulkheads or partitions. As wiring is upgraded in the vessel the dead end wires should be traced to their source and removed. The vessel was fitted with AC and DC outlets of the same configuration which were labeled as AC or DC outlets. The DC outlets in the vessel should be replaced with outlets that have a different configuration then the AC outlets to prevent an appliance from being plugged into the wrong current. The non functional lights in the accommodations spaces should be repaired. The various non functioning electrical appliances in the vessel should be repaired either with proper wiring connections or by repair of the equipment. Shore Power Connection: The vessel had a proper 30 amp marine shore power inlet plug located on the port aft side of the cockpit. There were no signs of overheating or corrosion on the inlet. The shore power cord was deteriorated and should be replaced. The shore power inlet should have overcurrent protection installed adjacent to the inlet plug since it was more than ten feet from the AC distribution panel. I recommend installing an equipment leakage circuit interrupter (ELCI) type circuit breaker adjacent to each shore power inlet plug as an upgrade to current standards. There was no galvanic isolator installed in the grounding conductor of the shore power supply. I recommend installing a marine fail-safe galvanic isolator to facilitate corrosion protection when plugged into shore power. Auxiliary Engine Powered Alternators: The auxiliary engine had an alternator installed for charging the 12 volt batteries and supplying 12 volt house services. It was in serviceable condition providing charge voltage to the vessel with the engine operating. Auxiliary Generators: There was no auxiliary generator installed. There was a 5 kW Westerbeke three cylinder diesel generator installed in the engine space aft of the main engine. The generator was started and operated under load during the survey. It operated satisfactorily. There was slight fuel leakage at the forward and aft fuel injector which should be repaired. The generator was fresh water cooled via a salt water heat exchanger. There were corrosion deposits at the radiator cap which should be cleaned. I recommend that the generator cooling water system be flushed, chemically cleaned and refilled. All hose connections should be cleaned and any worn fittings or hoses replaced. The drive belt on the generator was loose and worn and should be replaced. The generator exhaust was discharged through a water lift muffler located between the generator and the auxiliary diesel engine. The exhaust hoses were properly clamped and in serviceable condition. There was a high vented loop installed for the generator cooling water prior to being discharged into the exhaust. There were no maintenance records available for the generator. The generator oil should be changed. Care should be taken when running this generator to ensure that the exhaust does not enter the accommodations spaces creating a carbon monoxide hazard.Inverter: There was no inverter installed. There was a xxx inverter installed on board that functioned to power a portion of the AC electrical system. There was a proper label on the distribution panel indicating operation of the inverter. There was a proper battery switch installed in the positive DC power supply to the inverter. There was a proper class T fuse in the positive DC inverter/charger power supply. There was a properly sized case ground installed. Battery Charger: There was a True Charge 20 amp fully automatic battery charger installed in the aft cabin that functioned to independently charge each battery bank. There was proper fuse protection installed in the charger wiring adjacent to the batteries. There was a West Marine battery charge monitor installed adjacent to the battery switch in the aft cabin. Batteries: The batteries were located in proper battery boxes under the aft cabin berth. There were two group 31 flooded cell 12 volt batteries installed as two independent 12 volt battery banks. The batteries were secured in place to prevent lateral and vertical movement. The battery space was properly ventilated. I recommend replacing the wing nuts securing the battery cables to the batteries with hex nuts and securely tightened. There were proper battery box covers installed to protect the battery terminals. Bonding, Cathodic Protection, Lightning Protection: There was a bonding system installed between the chainplates and the keel. There were zinc anodes on the shaft and strut. The zinc anodes were serviceable. Emergency Lighting: Emergency flashlights should be xxwere strategically located on the vessel.
Mooring EquipmentGround Tackle: There was an anchor locker in the foredeck just aft of the stem. The locker had a hinged cover with a latch, which was in serviceable condition. The locker was accessible via a door in the forward bulkhead of the vee berth. The vessel had a 16 lb. galvanized steel Danforth anchor stowed in the locker. The anchor rode was made up of approximately 25 feet of galvanized chain and about 250 feet of 5/8 inch anchor line. This was an adequate arrangement for the vessel for monitored anchoring in reasonable weather. The shackles attaching the chain to the anchor and anchor lines were properly moused to prevent inadvertent opening. I recommend tying the bitter end of the anchor line to the vessel with small line to prevent structural damage should the anchor be released accidentally while underway. Small line will prevent the loss of the bitter end of the anchor line due to inattention when anchoring, but will break before causing structural damage to the vessel under shock load. There was an additional anchor stowed in the aft cockpit locker. It was a 10 lb. Danforth type galvanized steel anchor with approximately 15 feet of galvanized chain and 150 feet of anchor line. There was no anchor winch mounted on the foredeck. There were two mooring cleats forward and two mooring cleats on the stern of the vessel. They were through bolted to proper backing plates. There were adequate dock mooring lines with the vessel.
TrailerThe vessel was stored on a 1987, Ideal model xxxx, single axle trailer that was reported to be the original trailer for the vessel. The license plate was 1HC3091 with registration expired. The owner reported that the registration had been renewed but that he had lost the paperwork and license plate sticker. The VIN for the trailer was 127EF1116H1007476. The trailer was constructed of closed rectangular steel tube. There was moderate surface rust on the trailer which was constructed of painted steel. The trailer structure appeared sound but there was no way to access the internal corrosion on the steel tube. The steel gussets forward of the wheels were corroded to the point of needing replacement. I recommend that the trailer be evaluated by a trailer manufacturer and that the steel gussets be replaced. If the trailer is found to be sound it should be scaled and repainted. The wiring for the trailer was deteriorated and all wiring and light fixtures should be replaced. The hydraulic surge breaks were reported to function. The hitch mechanism was rated for 6,000 lbs. GVW and 600 lbs. tongue weight. It was in serviceable condition and was reported to have been replaced at some time during the life of the trailer. The trailer was fitted with hydraulic surge drum brakes. The brakes should be opened and inspected by a qualified brake mechanic. There was no fresh water hose fitting attachment for the drum brake housings. If the trailer is to be used in salt water I recommend fitting the drum brakes with a hose connection for rinsing out the salt water. The trailer tires were xxxxx They were rated for a maximum load of xxxx lbs. There were cracks in the side walls of the tires and they should be replaced prior to making any extended road trip. There was no spare tire carried. The was a lifting wheel at the forward end of the trailer. The aft end of the trailer was supported with wood blocks to prevent the trailer from tipping when people are on the boat.
Sails and RiggingRigging: The vessel was a sloop rig with masthead forestay. The main mast was stepped on deck the keel. The mast partners were sound. I recommend installing additional wedges around the main mast partners for more even distribution of the attachment. The mast step was sound. The mizzen mast was stepped on deck. The under deck mast support was sound. The mast and boom were constructed of aluminum. They were in serviceable condition. The mast was a single double spreader rig. There were upper shrouds, intermediate shrouds and fore and aft lower shrouds. There was a single backstay which was split above the boom and was tensioned with the turnbuckles at the aft chainplates. secured with a turnbuckle at the transom. The headstay was encased in the Harken roller furling device. All chainplates and attachment bolts appeared sound. The standing rigging turnbuckles had proper cotter pins installed. The age of the standing rigging was unknown. All standing rigging wire end fittings were swaged fittings. All wire standing rigging and swage fittings appeared serviceable from visual inspection with no cracks, excessive corrosion, brokenstrands or deformed wires noted. The lower parts of the shrouds were encased in plastic covers which hold moisture against the wire. I recommend removal of these plastic coverings for routine inspection and cleaning of the wire standing rigging. The rig was surveyed from the deck. All running rigging was in serviceable condition. The turning blocks at the base of the mast should be overhauled with new attachment pins and the blocks replaced which had improper attachment fittings. The swivel pins for the block attachments should be freed and lubricated. There was a single main halyard and single jib halyard rigged. There were slots in the mast for two additional halyards. The unused halyard exit on the port side of the mast should have the missing fairing replaced if it is put into service. The line controlled Harken traveler for the mainsail was mounted on the cabin house forward of the companionway hatch. It was in serviceable condition. There was a four part purchase line boom vang rigged that was serviceable. There was no cunningham rigged. There were lazy jacks rigged to assist with mainsail furling. There were Lewmar #48 self-tailing primary winches port and starboard in the cockpit for the jib sheets. There were two Lewmar #28 self-tailing secondary winches on the cabin top for sail control lines. They were all in serviceable condition. There were three rope clutches on each side of the companionway hatch for halyards and sail control lines. The vessel had a whisker pole but no spinnaker gear. There was a single fixed attachment ring on the mast for the whisker pole. There was a topping lift rigged for the whisker pole. The jib was mounted on a Harken roller furler. The system had proper toggles and good leads for furling. The jib sheet lead cars should be turned around so that the pin is forward of the pulley and will run away from the adjusters hand if operated under load.Sails: The mainsail and jib were examined while furled at the dock set underway set at the dock. All stitching and material appeared to be in serviceable condition. The mainsail was a composite sail cloth with full battens and two reef points sown into the sail. There was no storm trysail carried. The mainsail was covered on the boom with a sail cover. The old original mainsail was on board. This was a Dacron sail which was worn but appeared usable. The jib on the roller furler was a 110% jib with proper UV cloths on the leech and foot. There was an additional jib stowed which was reported to be 130%. It was constructed of a composite sail cloth and appeared serviceable. There was no storm jib carried. There was no spinnaker on board.
Navigation & Communication EquipmentCompass: There was one Ritchie binnacle compass mounted on the steering pedestal. There was no compass deviation table available. A compass deviation table should be developed to determine compass error for coastal operation. Electronic Equipment: There was a West Marine Aries II VHF radio installed. The VHF antenna was mounted at the masthead. There was no SSB radio or long range communication equipment installed. There was a Garmin 128 GPS mounted in the cockpit which functioned. There was no radar installed. There was a Raytheon radar installed with the display mounted at the chart table which powered up and painted a usable radar picture. There was a knot meter and log and depth sounder installed with the displays mounted at the steering pedestal that functioned. There was a relative wind indicator mounted at the masthead with the display mounted at the steering pedestal. The relative wind speed function should be repaired. Sound Signals: There was a portable canister horn on board. No bell was on board. The vessel operator should be able to make a bell sound if anchored in the fog in accordance with the Navigation Rules.Navigation Lights & Shapes: The vessel had properly installed navigation lights that functioned. I recommend replacing the stern light with a new fixture due to the clouded lens. No day shapes were carried on board. The operator of the vessel should ensure that proper day shapes are displayed when anchoring in an area where other vessel traffic may not be aware that the vessel is anchored and when operating under both power and sail.Charts and Publications: A copy of the Navigation Rules should be carried on board in accordance with the Navigation Rules. Adequate charts and publications should be carried for the local operating area. There was a chart of the San Francisco Bay on board. There were 2007, tide and current tables on board.
Pollution Prevention RequirementsPlacards Oil and Garbage: The vessel had the required oil discharge placard and garbage placard on board. A garbage plan should be developed in accordance with 33 C.F.R. Section 151.57. This document must: (1) Provide for the proper disposal of waste conforming to 33 CFR151.51-151.77 and MARPOL 73/78 Annex V. (2) Describe the procedures for collecting, storing, processing, and discharging of garbage. And, (3) designate the person in charge of carrying out the plan.Marine Sanitation Devices: There was an installed toilet in the head. This was plumbed to a Type IIIMSD holding tank or overboard via a "Y" valve. The tank was well braced in the hull and properly vented. The tank was of polymer construction and in satisfactory condition. The holding tank could either be pumped to a shore facility via a deck fitting or discharged overboard via a manual pump. The installed toilet was of the manual pump type. The internal pump mechanism should be disassembled and rebuilt. The toilet functioned properly. I recommend simplifying the system by having the toilet discharge directly to the holding tank with a single continuous piece of hose and then allowing for overboard discharge or pump out of the holding tank to a shore facility via a plumbing T fitting. The toilet or holding tank may only be discharged overboard when outside of U.S. Territorial waters out side a any marine sanctuary. Depending on the intended use of the vessel no overboard discharge of the holding tank may be needed which will further simplify the system. The toilet discharge hose was fitted with a vented loop in the cabinet of the head compartment. This vent was open to the compartment and should be rerouted outside the vessel. If the toilet discharge is plumbed directly to the holding tank there is no need to have a vented loop installed in this line thus eliminating odors in the vessel. There was no installed toilet in the head. If a toilet is installed it should be plumbed to a Type IIIMSD holding tank which is vented to the exterior of the vessel. The holding tank should be installed to provide for discharge to a shore facility via a deck fitting. This was plumbed overboard via a Lectra San Type II MSD treatment system. The installed toilet was of the manual pump type. The toilet functioned properly. The toilet discharge hose was fitted with a vented loop in the port cockpit locker which was routed outside the vessel. A high vented loop should be installed on the discharge side of the flushing water pump to prevent siphoning of flushing water into the vessel. Until this vented loop is installed the flushing water intake valve should be closed when the toilet is not in use. Grey Water Systems: The shower drained to a closed sump with a Rulew 800 automatic submersible sump pump installed that functioned. The sump pump discharged overboard via a high vented loop.
Accommodations SpacesGeneral: There was a forward vee berth. Aft of the vee berth space was the main saloon with a settee berth to port and a convertible L shaped settee to starboard. There was a folding table on centerline. The galley was located aft to starboard in the main saloon area. There was a chart table and navigation center on the port side. The head was located aft of the navigation table to port. There was an aft cabin with double berth. All interior joiner work was well maintained and of good quality. All interior cushions were in excellent condition. Access to the auxiliary engine was good by removal of the companionway ladder and aft cabinet enclosure. There were cockpit cushions on board. The pedestal steering was fitted with a table and drink holder. There were double life lines around the periphery of the deck. These terminated at a bow pulpit and stern rail. The stanchions supporting the life lines were sound with proper backing plates and through bolts. The lifelines were plastic coated wire which appeared serviceable. However, plastic coated wire may corrode under the plastic and fail without warning. I recommend replacing the plastic coated wire at the first sign of any corrosion at the ends of the plastic coatings. I recommend replacing the life lines with high strength synthetic line. There was a stern ladder for use as a swim ladder which when raised became part of the stern rail. There was a canvas dodger installed over the companionway that was in serviceable condition with exterior grab rails at the upper edges. Cooling Systems: The vessel had no installed air conditioning cooling system.Heating Systems: The vessel had no installed heating system. There was a portable electric space heater, a West Marine electric dehumidifier and a golden rod dehumidifier stowed on board. The portable heater should only be used when the vessel is attended and the crew is alert and observing the unit.Cooking Systems: The galley had a LPG two burner stove and oven. The LPG supply line had the required solenoid shut off valve for remote shut off of the gas supply which functioned during the survey to shut off the gas supply. The stove was clean and when tested operated satisfactorily. The oven did not light beyond the pilot light and should be repaired. The system did not leak when subjected to a pressure drop test. The stove was gimbaled and there was adequate clearance in the flexible gas supply hose. There was a railing installed across the front of the stove to serve as a grab rail when the stove is operated in the gimbaled mode. The LPG supply cylinder was stowed in a separate locker which drained overboard with a proper low drain. The propane locker cover should have a gasket installed. The LPG cylinder should be fitted with an Over Pressure Device (OPD) assembly prior to refilling the tank. The galley had a CNG two burner stove and oven. The CNG supply line was continuous from the supply cylinder in the port cockpit locker. The stove oven were clean and when tested operated satisfactorily. The system did not leak when subjected to a pressure drop test. The stove was gimbaled and there was adequate clearance in the flexible gas supply hose. There was a railing installed across the front of the stove to serve as a grab rail when the stove is operated in the gimbaled mode. The CNG supply cylinder was securely stowed in the port cockpit locker with the regulator above the level of the engine compartment. The double regulator was properly connected to vent hoses to the exterior of the vessel. There was a spare CNG supply cylinder securely stowed in the port cockpit locker. There was a microwave oven mounted on the galley counter that functioned. Refrigeration: There was no refrigeration system. There was an Adler Barbour refrigeration system installed for the ice box. The compressor was mounted in the aft cockpit locker and operated with either shore power or the on board 12 volt DC electrical system. The ice box was located below the chart table. The drain for the ice box was plumbed to a hand pump at the head sink. The icebox drain pump should be repaired. Freshwater Systems: There was a hot and cold pressure fresh water system for the sink in the head and the sink in the galley. The pump functioned properly initially and then would not turn off with the built in pressure switch. The freshwater pump should be repaired. The two freshwater tanks were located under the main saloon settee to starboard and under the forward vee berth. The tank fills were located on the main deck. The tanks were polymer construction and in serviceable condition. They were well braced in the hull. The vessel had a 6 gallon electric or engine heated water heater located in the port cockpit locker. It operated satisfactorily during the survey. Sea Water Systems: There was a sea water wash down pump installed with a spigot on the foredeck. The pump operated satisfactorily.
The vessel was structurally sound and reasonably fitted for her intended service. No structural damage, prior repairs, or evidence of prior flooding were noted during the survey. The vessel was in average condition overall. The following items should be corrected immediately.
Once these discrepancies have been addressed the vessel will be suited for her intended service. All other recommendations noted in the body of this report address issues of routine maintenance to maintain or improve the condition and value of the vessel or to upgrade the vessel to the latest ABYC standards.
I certify that, to the best of my knowledge and belief: the statements of fact contained in this report are true and accurate. This report is a statement of the observations of the surveyor on DATE. These observations are the result of visual examination of the vessel and non-destructive probing and sounding of the vessel and its visible structure and systems. The survey did not evaluate hidden portions of the vessel due to construction methods, plating, planking, bulkheads, ceilings, covering boards, fascia pieces, fiberglass, or plastic coverings. Additionally, areas under fuel or water tanks or areas under casings of engines, electric motors and machinery which were inaccessible were not surveyed. Except as was specifically detailed in this report, no portion of this vessel was examined that would have required removal of structure, parts or equipment. No test borings of the hull or superstructure were made nor was any equipment or machinery operated under abnormal load.
Acceptance and use of this report by the client acknowledges the client’s understanding that the report has been composed of information that is believed to be true after reasonable investigation and inquiry but is not warranted to be so. The information was obtained without drilling, diving, ultrasound testing, cleaning or opening up to expose parts or conditions ordinarily concealed. There were no tests for tightness or soundness conducted other than the conditions noted visually. Acceptance and use of this report acknowledges the client’s understanding that no determination of stability or structural strength has been made and no opinion is expressed. Acceptance and use of this report acknowledges the client’s understanding that Sharpe Surveying & Consulting does not accept any responsibility for damage or deterioration not found or discovered during the course of survey, nor for consequential damage, deterioration or loss due to any error or omission.
The Client hereby undertakes to keep the Surveyor/Consultant and its employees, agents and subcontractors indemnified and to hold them harmless against all actions, proceedings, claims, demands or liabilities whatsoever or howsoever arising which may be brought against them or incurred or suffered by them, and against and in respect of all costs, loss, damages and expenses (including legal costs and expenses on a full indemnity basis) which the Surveyor/Consultant may suffer or incur (either directly or indirectly) in the course of the services under these conditions.
Notwithstanding the above clause, in the event that the Client proves that the loss, damage, delay or expense was caused by the negligence, gross negligence or willful default of the Surveyor/Consultant aforesaid, then, save where loss, damage, delay or expense has resulted from the Surveyor’s/Consultant’s personal act or omission committed with the intent to cause same or recklessly and with knowledge that such loss, damage, delay or expense would probably result, the Surveyor’s/Consultant’s liability for each incident or series of incidents giving rise to a claim or claims shall never exceed a sum calculated on the basis of the Surveyor's/Consultant's charges.
Weights and dimensions shown in this report are taken from published sources for this model vessel and not measured directly for this vessel. This report makes no warranties as to the seaworthiness of the vessel nor to what the condition of the vessel may be in the future. It is a statement of what was observed by the surveyor on the day of the survey. It is submitted without prejudice. The current editions of the U.S. Federal Regulations, the ABYC Standards & Recommended Practices for Small Craft and the NFPA National Fire Codes were used as well as the opinions of this surveyor, in making recommendations. Use of these standards by the surveyor in conducting the survey does not guarantee that the vessel is in full compliance with same. The recommended repairs should be carried out by qualified personnel in accordance with good marine practice.
Signed: ___________________________ This th Day of MONTH 2021.Randell B. Sharpe; Marine SurveyorSAMS Accredited Marine Surveyor #718Sharpe Surveying & Consulting242 Inverness Ct.Alameda, CA 94502(510) 337 0706Rsharpe@SharpeSurveying.com