SURVEY REPORT

Freedom

M.Y. "FREEDOM"

Registration nr                                                  N/A
Type & Model                                                  Steel hard chined single screw motor yacht with wheelhouse and covered aft cabin,
                                                                         type Altena Look 2000
Hull ID # (HIN) or yard no.                               N/A
Registered at                                                     Not registered
Dimensions                                                       approx. 14.50 x 4.10 x 1,30 m
Displacement                                                    ± 19.500 kg
Built at                                                             Altena Yachting, Geertruidenberg, NL
Year                                                                1994
Machinery                  Propulsion                     Valmet 4 cyl. direct injected
                                                                       four stroke diesel engine, model 420DSM set to 150 bHp @ 2200 rpm

                                  Engine number:               *C-5612*
                                  Transmission                  Hydraulically operated marine reduction gearbox, type:-
                                                                        ZF-Hurth HSW630H Ratio 2,0 : 1           
                                  Generator                       Zeiss-Benjamin 240V-3KVA
                                  Bowthruster                   Hydraulic 360 deg waterjet thruster                                   

Place of Survey          Boatlift and marina Zijlmans Jachtbouw, Drimmelen, NL
Date of Survey           25st October 2002          
Employer                    Mr. C.R & Mrs U.T. Barret

INTRODUCTION

Instructions were received from Mr. Wijga to undertake a pre-purchase structural survey of the aforementioned vessel, including an engine condition and performance test, together with an equipment and inventory check and a seatrial on the river Amer on behalf of the prospective buyers of the vessel.

The equipment used during the survey was:

The vessel was surveyed both ashore and afloat. The vessels underwater hull was visually inspected, hammered and at several spots the steel and coating thickness were measured with the E-Mike and Deban  The vessels rudder, propshaft and bowthruster were checked for play and construction. After the vessel was relaunched, all the equipment was checked, as were the decks and superstructure.

The performance the main engine was also checked, as was its installation. All other equipment was tested during the trial run on the river in presence of the employers and yours truly, after which this report was drawn up.

Limitations of the Survey:
The vessel was not opened up in any way, except for the removal of normally portable panels. Machinery was not dismantled for assessment and the assessment is made by performance in operation and the control of various control points on the engine and gearbox. The transmission and drive arrangements were not dismantled, and assessment was made by trial in operation. Through hull fittings were visually inspected and by way of operation. All other equipment was assessed by performance and operation. Domestic appliances are tested power up only. There is no implication or guarantee that those areas not inspected are free from hidden defects. This report is on behalf of the employer only, and we accept no responsibility if used by a third party.

Findings

Construction
The hard chined  steel hull is constructed of welded 5mm steel plates with frames every 500mm. A single box keel is set amidships, from which the propshaft protrudes. The watertanks do not form an integral part of the structure, a mild steel fuel tank is welded into the structure athwart ships in front of the engine. The topsides are faired with filler. Below the waterline, only a multi layer coating and an anti-fouling paint system is applied. There are no structural damages or repairs visible. The construction is strong enough for the size of this vessel and its intended area of use. Inside the bilges are well protected by a multi-layer paint system, they are clean and dry.  The original steel thickness is still present throughout. There is no active (electrolytic ) corrosion. Below the waterline, the paint system is roughly 600 microns average, topsides and superstructure are 310 microns on average. This is according to most paint-manufacturer’s requirements. The paint system is well applied and in good condition. Structurally as well as cosmetically, Freedom is in a good condition.

Decks and superstructure
The decks and superstructure are made of 4 mm steel. They are well supported and structurally in a good condition. The steel decks are laid with teak planking that is screwed onto the steel decks. The teak is in a good condition. The caulking also is in a reasonable condition, but at some spots, the caulking has become hard by the effects of UV radiation and start to loosen from the teak planks. No serious water ingress could be found, but this process must be monitored carefully and within now and about three years time it will be necessary to recall the teak decking to prevent serious water ingress. The superstructure is well protected  by a good quality paint system also.

Windows, Portlights and Hatches
All are made by Vetus and all have marked safety glass in the aluminium frames. The portlights can all be opened and closed securely. The hatches over the dinette area, in the fwd cabin and in the transom can all be opened and the locking mechanisms are operational and strong enough. The forward hatch has its hinges mounted fwd.  The hatches in the fwd and aft cabins are big enough to act as a secondary emergency escape hatch. There are hardly any signs of past water ingress around some of the hatches and opening windows, no structural or cosmetical implications. The two triangular windows most fwd in the sides of the wheelhouse have active leaks along the frames. It pays to keep an eye on condensation moisture running over exposed woodwork.
Point of attention: Remove and replace triangular windows.

Stanchions and rails, Boarding ladders, davits etc.
A solid stainless steel seabarrier middle and top runs all around ± 550 mm above deck height with opening sections either side for boarding. The bulwarks have large enough draining ports and scuppers to prevent water trapped on deck. An opening section in the pushpit provides access to a stainless steel welded-on boarding ladder to the bathing platform at the transom. All stainless steel deckfittings are welded securely on deck or bulwark. Twin stainless steel davits are securely mounted aft.

Ground tackle
A 23 kg Bruce anchor is kept on a bowroller, with an unknown length of galvanised 12mm chain, that is kept on an electrically operated windlass, mounted securely on the foredeck. The anchor can be secured by a safety catch. The anchor locker drains outside. No secondary anchor was found. The anchor’s size is sufficient for this vessel. The anchor locker is well painted inside.
Recommendation: Secure anchor with a safety catch while under way. Keep a secondary kedge anchor on board.

Cathodic Protection
5 Zinc anodes are mounted on the hull, spread out evenly over the entire underwater section. The anodes are working correctly. The bowthruster and engine heat exchanger have their own protective anodes. When the vessel remains on fresh, inland water, it is advisable to replace all anodes by aluminium ones. The amount needed will be 6 kgs, divided evenly. When the vessel will be used on brackish or seawater, these will suffice as there is still enough reactive material left. There is no active electrolytic corrosion.

Rudder and steering, Bowthruster
The supported steel rudder does not have significant play on its lower bearing or the rudderstock. The rudder can be operated from the helm station by means of a hydraulically operated system. There is no emergency steering arrangement. The system is well constructed, well connected and in a good operational condition. The hydraulically operated 360o waterjet bowthruster is well installed and of sufficient power for this vessel. The unit operates correctly. Because of the separate operation and its ability to steer the vessel in any direction, I regard the bowthruster unit as a suitable means of emergency steering system.

Propeller and drive arrangement.
The manganese bronze four bladed propeller is undamaged and in a good condition. The propeller is 24” x 19” RH in size and turning clockwise in ahead. The installed size is correct for the installed engine power / gearbox reduction as the sea trial shows. The grease lubricated mild steel shaft is 45mm diameter . The size is sufficient for the installed engine power/gearbox reduction. There is too much play on the stern bearing, the seals on the inner gland are worn and pressed out. The alignment to the thrust bearing is correct.
Point of attention: Remove the propshaft, check for wear. Replace outer and inner bearings/seals.

Main engine
The four cylinder direct injected four-stroke diesel engine is mounted on flexible mounts underneath the wheelhouse floor. The engine is a factory built marine type engine. The engine has a closed cooling system that is cooled by a heat exchanger in the hull plane. The warm-water calorifier is also heated by the engine's internal cooling system through a by-pass/take off on the dedicated connections either side of the internal cooling system pump. Next to this, the engine uses seawater to cool down and silence the exhaust gasses, a so called wet-exhaust. The exhaust system has riser and breather systems to prevent siphoning. The engine is correctly connected to fuel system, cooling pipes and exhaust. All fluid levels are normal. The engine starts quickly and runs well without smoke from the exhaust. The performance and condition of the engine was tested during the seatrial on the river. Exhaust temperatures are equal for all four cylinders, indicating that all have the same compression and work equally hard. The engine delivers its normal maximum power and all normal operating temperatures at the various control points show normal operating values. At full power, a small leak is detected between the turbo(blower)housing and the exhaust manifold. It is  so small, that tightening the bolts that hold the blower housing in place will probably cure the leak, but otherwise, the gasket needs to be replaced. The first part of the exhaust is not yet cooled by the seawater and therefore gets very hot. This section should be insulated as it is dangerous  for people moving around in the engine compartment. There are no signs of excessive wear and the engine is in a good operational condition. The engine compartment only has 240V AC lighting.
Point of attention: Tighten blower-housing bolts, or replace gasket between blower housing and exhaust manifold.
Point of attention: Insulate first section of exhaust system.
Advice: Fit 24V emergency lighting to the engine compartment.

Engine controls, instrumentation and alarms
A standard set of gauges that monitor the main functions is mounted on the helm position. All gauges gave sensible, normal readings during the sea trials. A single lever, ‘Morse’ type system with push-pull cables operates the engine’s throttle and gearbox lever. An extensive alarm system is installed as well for all major functions. All alarms are operational.

Fuel system and filtration
The mild steel tank is a separate tank, athwartships in front of the main engine. A separate water-draining bowl is permanently fixed to the tank bottom with a water-extraction point. The main engine draws through a course filter-water separator and the engine mounted fine filter. The flexible fuel hoses are fire-retardant, well connected and in a good condition. Fuel is drawn through the tank top with shut off valves.

Through hull fittings
The trough hulls are welded in downpipes with sea cocks fitted onto them. The through hull in the galley area that drains the galley sink is hidden away behind fixed panelling and cannot be inspected or operated. heads compartment are hidden behind joinery and cannot be inspected. The other through hulls are operational and well connected.
Point of attention: Make all through hulls accessible.

Electrics, batteries and charging/inverter systems
The different 24V and 240V-AC are well laid out and connected in a professional and extensive   way. All systems are working although without complete manual, we had to search and try extensively how all systems were switched or connected, although towards the end it became clearer.   The batteries are placed well secured in the engine compartment. The electrics are separated into two different systems, so a dedicated set can be kept for starting. The alternator charges both battery groups when the engine is running. When 240V AC is available through the fused and earth-trip switch protected shore power system, or from the Zeiss generator, it activates the Mastervolt 75 Amp charger and the calorifier. All systems are fused and connected correctly.

Generator
In its dedicated soundproof box, the Zeiss Benjamin generator set is correctly connected to the various systems. The single phase 240 V-Ac generator is driven by a direct cooled, direct injected four-stroke diesel engine, set to operate at 3000 rpm and 50Hz. The generator can be switched on by means of an unmarked switch near the galley area or presumably from the main control panel, although this could sometimes not be done during the survey, but again this was brought down to the lack of operating instructions. The generator operates well. Even when fully loaded, the unit performs correctly and all normal control points show normal operating values. The unit is protected by the automatic cut-off alarms on oil pressure and overheating and these alarms are operational.

The unit is correctly installed and in a good operational condition.

Electronic equipment
The electronic equipment as specified on the inventory list is all present and working. The units give sensible readings, although their displays were not checked for actual calibration during the survey.

Compass
The VDO-electronic compass gives sensible readings and is operational. It is always advisable to have a magnetic compass as well, and keep a record of their deviation.

Domestic systems
A pressurised tap water system provides clean and odourless drinking water from the stainless steel tanks. Warm water is also available after the engine had run for 20 mins. The gas system is well laid out, but dated. Two propane gas bottles are stowed securely in the dedicated, ventilated gas locker. The pressure regulator is not an approved type with safety valve. All appliances have shut-off valves. The fridge and gas system were not tested.
Recommendation: Always have gas systems and appliances checked and approved yearly by a certified gas fitter

Bilge pump system
The engine bay has an electrically operated bilge pump, it is operational. An automatic float switch and a bilge alarm are fitted. There is no backup bilgepump.
Recommendation: fit manual backup bilge pump.

Ventilation
Ventilation into all living areas is provided for by means of the opening hatches and portlights. The ventilation possibilities are ample. Above the hob area an electric extractor fan is also mounted through the coachroof. Ventilation into the engine room is possible through openings in the topsides that prevent water entering the engine room.

Fire fighting equipment and safety.
Only two fire extinguishers are mounted and they appear not to have been inspected at regular intervals. There are no fire/smoke alarms. I did not see lifejackets, flare packs or other personal safety items. There is no fire blanket near the hob area. A gas detector is mounted and operational.

It is necessary to install on board all necessary safety items as recommended by the RNLI or RYA or underwriters’ requirements, though these may vary due to the intended area of use.

Appearance
A well built example of a popular motor yacht with an extensive and complicated, but well laid out electrical system and all inventory and equipment that make it suitable to liveaboards in a sound condition that, after all points of attention and recommendations are met, should be considered safe and seaworthy and should give many years of satisfactory service.

Registration.
No registration marks are found. A computer check on the vessel’s name and engine number provided no hits. Therefore it can only be assumed the vessel is not officially registered in the Netherlands and therefore no official claims or mortgages can be laid upon her.

Summary:
The following recommendations should seen as a hidden or material defect, and should therefore be carried out at the vendor’s expense:

The following recommendations are an advice to be carried out to improve the vessel’s reliability and appearance:

Surveyor’s comments
Whilst every care has been taken to render a true and accurate report on the condition of this vessel, Ward &McKenzie and its franchises cannot accept any liability for faults or defects hereafter found. This report does not constitute any form of warranty against defects not discovered during this inspection and only covers those areas inspected by the surveyor and that were reasonable accessible at the time of the survey. We have not inspected woodwork or other parts of the structure which are covered, unexposed or inaccessible and we are, therefore, unable to report that any such part of the structure is free from defect, as are the items specifically marked “not inspected”

Drawn up at Loosdrecht, Nov 4th 2002, to my best knowledge and ability

- End of report.

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