Attachment F Dredge Seabright Attachment F Dredge Seabright Principal Dimensions and Parameters of Seabright
Length, overall
Length of Ladder
Length of Snorkel
Beam
Draft
Freeboard
Height, maximum
Digging depth
Suction Diameter
Discharge Diameter
Maximum Discharge Distance
Minimum Discharge Distance
Spud length (1 each)
Fuel capacity (minimum)
Cathodic Protection
Main pump engine
Main generator engine
Jet pump engine
78’ (not incl. ladder)
45.5’ (not incl. snorkel)
12’
26’
4.0’
2.0’
20.75’ at gantry
45’
18” IPS
16” IPS
5,200 feet
1,200 feet
43’
9000 gallons + 1500gallon day tank
Weld-on zincs
Cat 3512 Tier 0
Cat 3408 Tier 0
Cat 3406 Tier 2
CERTIFICATE OF SURVEY
NAME OF VESSEL
Seabright
OWNER
Santa Cruz Port District
YEAR BUILT
1986
TYPE OF VESSEL
Sectional Hydraulic Suction Dredge
LENGTH
80' 10" L.O.A.
MACHINERY
Caterpillar 3512 - Suction pump Caterpillar 3408 - Auxiliary hydraulic
Caterpillar 3406 - Jet pump
SURVEY REQUESTED BY
Rick Smith
Santa Cruz Port District
Planning Director
bfoss@santacruzharbor.org
DATE OF SURVEY
July 6, 1999
Original
Nov. 25, 2008 Special Survey
LOCATION (In the water)
Yacht Harbor Santa Cruz, Ca.
DOCUMENTATION
905-403
HULL IDENTIFICATION NUMBER
Builder's Hull No. 154
BUILDER
Kenner Marine & Machinery, Inc., LA
DESIGNED USE
Commercial Dredge
BEAM
& DRAFT
26' Beam x 4+ Draft
TANKAGE
9000 +Gallons Diesel Fuel /3
150 Gallons Lube Oil
150 Gallons Lube Oil x 2 Hydraulic Fluid
SURVEYED ON BEHALF OF
Santa Cruz Port District
135 5th Avenue
Santa Cruz, CA 95062
(831) 475-6161
ATTENDING SURVEYOR
Capt. Joseph W. Rodgers CMS ASA
Comments: A steel constructed sectional pontoon, Hydraulic Suction Dredge.
The vessel was built in 1986 and has been employed as a working dredge. The barge
has been in the water since that date. This long period of immersion in salt water and
its commercial application has worn the vessel's protective coating in numerous
places. Surface corrosion development is occurring on the exposed steel plates. The
steel structure is in need of haul out, sandblasting, possible cropping of corroded
sections and select re-plating. The underwater wetted surface and inside of ballast and
fuel tanks were not available for inspection at this time.
This cover page form of the National Association of Marine Surveyors is restricted to the use of its
members. It is designed as a standard presentation of particular facts about the vessel;
however, the surveyor’s attached report remains the basic information.
Copyright 2008 Rodgers & Associates
1
GENERAL
On Thursday, November 25, 2008, the undersigned certified marine surveyor did conduct a
general inspection of the Santa Cruz Harbor dredge known as SEABRIGHT. The survey was
requested by Santa Cruz Yacht Harbor planning director, and performed on behalf of the Santa
Cruz Port District. This inspection took place while said vessel was located in the water, on
station, within the entrance of the Santa Cruz Yacht Harbor, Santa Cruz California. The
purpose of this special survey was to evaluate the general condition of the barge and to
comment on its current condition and suitability for continued service. This information is
designed and intended for owner operator consideration and review.
Comments: The harbor dredge SEABRIGHT was originally surveyed by this office in 1999
and was again inspected, on this date, both times while in the water. Ship's registry, and hull
construction plans were reviewed. Certificates of insurance, classification certificates,
compliance certification, and condition etc were not addressed. The purpose of this survey is
for general condition review. The SEABRIGHT was visually inspected, sounded and
photographed where possible. Inspection was limited to accessible section areas only. The hull
and its components were inspected. However, n o disassembly or destructive testing was
performed and no access to closed ballast tanks, fuel tanks and other closed sections was
possible. The underwater wet surface area was not made available for inspection and no
comment is made on these unseen areas.
IDENTIFICATION AND LEGAL DESCRIPTION OF VESSEL
A full description of the subject vessel is included within this report. The description is based
on and includes:
1. A review of the vessel's documentation
2. Visual inspection of the vessel
3. Overall measurements of the vessel and review of past tonnage certificates
4. Vessel's current location
5. Inspection of the vessel, machinery and related equipment, including manufacturers'
names, general specifications, identification numbers, capacity, attachments and drive
arrangements, condition of machinery and related gear.
DATE OF SURVEY
The date hereon given in this report are the date to which the report applies.
The report has taken into consideration the SEABRIGHT’s condition, location, current market
and environmental conditions and other factors known as of this date.
Coast Guard Vessel Documentation
Data found in USCG Documentation current database.
Vessel Name: SEABRIGHT
Vessel Service: UNCLASSIFIED
Trade Indicator: Coastwise Unrestricted
Hull Material: STEEL
KENNER MARINE &
Ship Builder:
MACHINERY
Hailing Port: SAN FRANCISCO, CA
SANTA CRUZ PORT
DISTRICT
Owner:
135 5TH AVENUE
SANTA CRUZ, CA 95062
Documentation Issuance: September 12, 2008
Previous Names:
No Vessel Name Changes
USCG Doc. No.: 905403
IMO Number: *
Call Sign: *
Hull Number: 154
Year Built: 1986
Length (ft.): 80
Hull Depth (ft.): 6
Hull Breadth (ft.): 26
Gross Tonnage: 101
Net Tonnage: 101
Documentation Expiration October 31, 2009
Previous Owners:
No Vessel Owner Changes
Comments: The above information has been taken directly from the data base of the United
States Coast Guard Documentation Center 2039, Stonewall Jackson Falling Waters, West
Virginia 25419-9502 1-800-799-8362 http://www.uscg.mil/hq/g-m/vdoc>
2
VESSEL'S PARTICULARS, BACKGROUND & HISTORY
Name(s):
Seabright
Model:
Swing Ladder Pump Dredge
Builder:
Kenner Marine & Machinery, Inc., La Place Louisiana
Material:
Steel
Year built:
1986
Builders hull #:
#154
Displacement:
Not determined- (heavy displacement)
Length:
80’ L
Beam:
26’
Depth:
6’
Draft:
4’ Draft Barge (Reported)
12’ w/ Christmas tree
Type:
Steel pontoon barge
Propulsion:
None propelled barge
Category:
Un-classed
Digging depth:
20’
Cutter drive:
(1) Rotating Cutting
(2) Plain Suction with chopper
Hoisting:
Hydraulic planetary winches
Hydraulic ladder cylinder
Double acting hydraulic swing cylinder
Comments: The vessel was designed and built by Kenner Marine & Machinery, Inc., KMM Yard,
La Place, LA, in 1986. Builder's Hull No. 154 and has been documented for vessel service type as
a commercial craft. The vessel design is known as a Hydraulic Suction Pump Dredge with 18”
suction intake and 16” dia discharge. The 80’ L.O.A. Vessel was designed and is utilized for
dredging of the Santa Cruz Small Craft Harbor.
INTENDED SERVICE
Designed and intended to engage in service as a stationary dredge on lakes, bays, sounds and
tributaries.
Comments: Vessel was designed and utilized for dredging of the Santa Cruz Small Craft Harbor.
The vessel is owner operated within the all weather confines of the Santa Cruz Harbor.
DESCRIPTION
The pontoon barge measures 80' in length by 26' beam and approximately 4' + draft. The barge
is equipped with a 60' suction ladder and fitted with a large capacity pump driven by a Caterpillar
3512 diesel in-line engine. The unit is equipped with Caterpillar 3408 auxiliary genset which
additionally powers hydraulic pumps which control a series of hydraulic winches for swing, ladder
positioning. The rectangular pontoon barge freeboard measured 22” above the water line.
Topsides fitted with a steel pipe rub rail mounted at the water line. Topsides are painted black.
(4) Large tire fenders are placed either side. The bow and stern is flat. The sheer line is straight.
3
Underwater profile, (not made available for inspection at this time), would show a flat shoal draft
bottom with single and hard chined bilge sections.
The sectional pontoons have been completely decked over. The deck’s perimeter is equipped with
(5) bollards and (8) pipe stanchion with 45” high s/s (stainless steel) cable life lines to either side.
The port and starboard forward pontoons measure 8 feet wide and are set up with wood decks
and a 22” X 46” access hatch.
The port pontoon is divided between:
1. Forward water ballast tank.
2. Forward storage hold housing a pneumatic air compressor
3. Central cargo hold
4. Mid aft fuel tank
5. Mid after hold housing mechanical stores and an auxiliary generator
6. After hold housing (2) cylinder shaped tanks holding clean and dirty lube oil.
The main hull houses:
The vessel’s electrical panel and batteries forward
Auxiliary Caterpillar diesel
Main centrifugal dredge pump and Caterpillar power plant
After fuel tank
The pontoon sections are divided into (6) hold sections, each fitted with its own water tight deck
removable cap plate, allowing access.
The starboard pontoon is divided between:
1. Forward water ballast tank
2. Mid forward hold
3. Amidships hold
4. Mid after fuel tank
5. Mid after hold
6. After ballast tank
The port pontoon is divided between:
7. Forward water ballast tank.
8. Forward storage hold housing a pneumatic air compressor
9. Central cargo hold
10. Mid aft fuel tank
11. Mid aft hold housing mechanical stores and an auxiliary generator
12. Aft hold housing (2) cylinder shaped tanks holding clean and dirty lube oil.
Between the pontoons is the main hull fitted with an after in-line fuel tank, large HP Caterpillar
diesel engine and slurry pump. On the main deck is a Caterpillar Diesel engine powering a water
jet suction pump. The pilot house cabin is fitted with port and starboard opening weather doors
and two aluminum framed fixed rectangular windows. Cabin sides are painted white. An upper
pilot house with reversed front face is mounted mid-forward and is accessed by port and
starboard 10-step railed steel ladders, giving access to a wraparound safety railed catwalk and
pilot house.
4
The raised wheelhouse has been painted white and is distinguished with three forward reversed
front opening windows, port and starboard weather doors, large sliding side windows and two
after viewing windows, allowing 360-degree viewing access for operator.
A wraparound console with and an array of pressure gauges for air, hydraulic and water systems
joystick control for:
1. Spud winches, port and starboard
2. Swing winches,
3. Deck winches
The vessel is equipped with a forward A-framed hinged gantry and an after double anchoring
spud system mounted on an H-frame, both equipped with handling hydraulic winches and
associated cables. A large lifting davit is mounted on the port side.
Comments: The boat shows no modifications from its original design layout.
Hull structure was well designed to commercial work boat standards.
Note: In the R & A survey of 1999 some areas of surface corrosion development were noted.
Also mentioned were areas of lifting protective coating on hull sides.
Vessel was selectively ultrasonically gauged, June 2, 1999, by Vortec. See copy of gauge
readings.
Note: Hold sections of pontoons and main hull were not accessed as they were either filled
with water, with fuel or not gas free. Inspection was limited to port and starboard mid-bow
pontoon hulls and main hull sections. Underwater wetted surface areas were not made
available for inspection at this time.
CONSTRUCTION
The vessel is constructed out of entirely out of mild plate steel.
The barge has been built to work boat standards of barge type construction utilizing the
longitudinal framework style of steel boat building.
The barge has been constructed in sections - port and starboard pontoons and central hull.
The sections were built, transported and later fitted together by through bolt connections utilizing
1 1/4 inch connecting bolts fitted through connecting tubes filled with grease, (4) to each pontoon
side utilizing (8) bolts to each set, creating a stable hull work platform.
PONTOON CONNECTING THROUGH BOLTS
5
The pontoons are plated with 3/8" gauge steel with longitudinal framework consisting of (3)
longitudinal 1/4" x 3" x 4" angle bar frames intersected by 1/4" x 2 1/2" bx 8" floors fitted on 7"
centers.
The main hull is constructed in a similar fashion utilizing longitudinal frames and a
main bilge stringer section, doubling as the engine bed. This frame work measured 3/4" x 6" x
12" longitudinally laid stringers intersected by 3/8" x 2" x 8" H-beam floors laid on 7" centers.
The decking is of 3/8" steel plate laid on top of deck beams of 1/4" x 3" x 4" transverse
frames intersected by longitudinal framework of 5/16" x 3" x 4" angle bar frames. The entire
steel structure is welded together, sandblasted before being primed and painted utilizing coal
tar type rust inhibiting coating system. The bottom of the boat has been epoxy sealed and
painted with a black ablative anti-fouling paint.
Comments: To increase steel life, an anti-corrosion treatment using epoxy based coal tar
coating and paint was utilized on the exterior.
MAIN SUCTION PUMP DRIVE ENGINE
Machinery is located within the machinery confines of the engine room located amidship
decking. Access is provided by port and starboard weather doors. Engine compartment is set
up with a large capacity AC electric ventilation fan. Port and starboard double rectangular
windows provide natural light. The main suction pump drive engine is located in the lower
bilge section main hull on a solid base mount. The engine was identified as:
CATERPILLER MODEL NO. 3512
Serial No. 50404679.
This V-headed 12-cylinder 4-stroke deep cycle diesel engine displaces a massive 3158 cubic
inches and weighs approximately 14,400 pounds.
The unit is 24-volt electric started and is fresh water cooled via a raw water heat exchanger
system and equipped with a turbo charged dry exhaust.
Exhaust is routed out sections of steel piping off the manifold through the coach roof where inline silencers and riser exhaust pipes are mounted, two to a side on the coach roof top.
Full engine instrumentation is provided in a deluxe panel on engine, including:
•
RPM gauge,
•
Water temperature,
•
Manifold air pressure,
•
Exhaust pyrometers,
•
Engine oil pressure,
•
Oil filter differential,
•
Fuel filter pressure,
•
Service meter, air restriction pressure,
•
Transmission oil pressure
The unit is coupled to a: COTTA CATERPILLAR TRANSMISSION MODEL CR-3200E.
Machinery is fitted with premium instrumentation panel, manual and electric shut-down
system, water cooled turbo chargers and air shielded water cooled exhaust manifolds,
individual cylinder heads with (2) inspection openings per cylinder.
This marine reverse and reduction gear box drives an AMSCO INDUSTRIAL SLURRY PUMP
6
SLURRY PUMP
THOMAS Simplicity styled INDUSTRIAL SLURRY PUMP measuring 18” x 16”
The suction pump assembly with bearings is comprised of abrasion resistant alloy iron and a
pump shell with internal engine liner, suction side plate and impeller. The slurry pump is
directly connected to a 60' dredge ladder which is connected to a rotating cutter head or
hydraulic suction with chopper, and can be raised and lowered by hydraulic winches.
Comments:
Main pump drive engine and slurry pump set up and operational. Machinery
dated 1986. See following.
SECONDARY MACHINERY
CATERPILLAR MODEL 3406 Diesel engine driving a centrifugal jet pump
Serial No. GTB03303
Mounted within a cage on the port side of machinery cabin amidships.
This 6-cylinder naturally aspirated engine is rated at 320 maximum HP.
The unit is mounted on a solid skid base.
This in-line engine displaces 893 cubic inches.
The engine is fresh water cooled via a raw water heat exchanger system and set up with a
separate dry exhaust routed through pipe and fitted with its own in-line silencer, exiting out
cabin top.
Engine instrumentation includes: RPM gauge, oil pressure, cooling water
temperature, amperage and fuel pressure meters.
The unit is fitted with a Caterpillar Power Take-Off (PTO) unit, driving a centrifugal jet pump.
Comments: The unit is exposed more to weather and shows light surface corrosion.
Caterpillar drive engine appeared to be in generally serviceable condition. Oils were found
clean, showing recent maintenance scheduling.
MAIN GENERATOR
CATERPILLAR MODEL 3408
Serial No. 99U05106
Is mounted forward of main pump engine, machinery compartment, main section amidship.
This unit consists of a: Diesel drive engine is solid mounted on a steel bed and is rated at 402
maximum HP, or 300 kW at 1800 RPM. The engine displaces 1099 cubic inches and weighs
approximately 3815 pounds, and with genset attached 6000 + pounds.
The drive engine is fresh water cooled and fitted with a turbo charged exhaust stack exiting
out a steel pipe, wrapped and insulated, and exiting out cabin top.
The unit is coupled to a:KATO ENGINEERING KAMAG brushless alternator.
Alternator is rated at 75 kW-60Hz at 1800 RPM and provides single phase 45kW, 120, 240
EAC or triple phase 208/240 continuous AC electrical power to house electrical system.
GULF ELECTRIC EQUIPMENT COMPANY master electrical distribution console controls all AC
electrical systems.
7
HYDRAULIC DRIVE
The front of the drive engine is fitted with double Dennison commercial rated hydraulic pumps
activating hydraulic winch systems and controls.
Comments:
Caterpillar 3408 is set up and operational, providing AC electrical power and
hydraulic power.
AUXILIARY GENERATOR
DUETZ (4) cylinder, Air cooled Emergency back up auxiliary generator
Comments:
Auxiliary set up and operational, providing AC electrical power for emergency
lights and bilge pumps
FUEL TANKS
(3) Fuel Tanks The mid-aft pontoons port and starboard holds and the transverse after
section of the main hull are utilized as fuel tanks with an estimated tank capacity of 4,500
gallons each / 9000 gallons total capacity, with 1500 gallon Day tank. Tanks fill individually
from port and starboard unlabeled deck fill plates and vent to topside mounted vent pipes
fitted with Vac-Bell vent pipes.
Fuel is routed to each of the (4) onboard diesel engines
through steel pipe feed and return lines are provided back to tank. Master manifold networks
are fitted, as well as in-line fuel filtering systems and primary engine mounted fuel filters.
William Wilson fuel meter is provided in-line. RACOR fuel water separates in line. An Alfa-Laval
centrifuge for diesel fuel is mounted in engine compartment and designed to remove waste
water and solid contaminants down to two microns.
Comments:
Inspection inside or under tankage not provided. Tank capacity is estimated
based on line drawings and reports. Valves, site gauges and fuel meters are not labeled. No
evidence of fuel spill or leakage noted. Fuel pipes are showing signs of surface corrosion. See
Notes following. Centrifuge was mounted but was not tested at this time.
ADDITIONAL TANKAGE
(1) Lube Oil
(1) Waste Oil Tanks
Cylinder shaped Clean lube oil and Used oil tanks are located port pontoon aft hold section,
filling from fill plate and provided with valves, site gauge and spigot outlet and fitted with deck
pump-out connection and fill plate.
HYDRAULIC TANK is located starboard side amidships
deck exterior and rated at up to 400 gallons but filled with approximately 150+ gallons.
Comments:
Inspection inside or under tanks not provided at this time. No evidence of
fuel, oil or hydraulic leakage found. Fuel system set up and operational. Surface corrosion
development is noted on the exterior of all fuel feed, fuel return and hydraulic and water
pipes. None of the piping is color-coordinated or labeled.
8
HYDRAULIC SYSTEM
Caterpillar 3408 drives not only powers the auxiliary generator but its PTO (Power Take Off)
fitted on the front end powers (2) DENNISON commercially rated hydraulic pumps.
Hydraulic fluid is provided from a steel hydraulic reservoir tank mounted starboard side
exterior and rated at near 200 gallons. PSI gauges, filters and reinforced lines with proper
terminal ends are provided. Audio visual alarm for low hydraulic fluid pressure is mounted at
wheelhouse. All hydraulic piping is steel.
Comments:
Hydraulics utilized on cable winches. System set up and operational; hydraulic
pipes are not color neither coded nor labeled. Surface corrosion development is noted.
WINCHES
(8) Series 30 Gear-O-Matic
Model 33-12
22" diameter cable line handling winches, single speed with automatic brake and free fall
attachments are mounted on board, (3) on the starboard pontoon forward, utilized for warping
winches, (1) in-line main hull used for gantry lift, and (2) port and starboard main hull in-line
used for anchor securing cable handling. (2) mounted aft off H-frame and used for pole
anchor lifts. All winches are hydraulic activated and handling 1" diameter steel cables. All
winches are activated from the wheelhouse via joystick hydraulic controls controlling port spud
winch and free fall, port swing winch, ladder lifting winch, starboard swing winch, upper deck
winch, lower deck winch and starboard spud winch and free fall.
In addition, hydraulic lines in wheelhouse are all connected to PSI gauges for monitoring spud
winch, vacuum pressure, swing winch pressure, cutter head pressure, air pressure and
associated deck winch hydraulic pressure gauges.
Comments:
Winches set up and operational. Heavy surface corrosion development noted
on some winch bases and mounts.
SPUD ANCHOR GEAR
(2) Stern positioning 18" diameter spud piles with lifting cables controlled by
(2) Gear-O-Matic hydraulic winches are fitted, allowing the vessel to be moored stern down.
In addition,
(2) Gear-O-Matic Model 35 hydraulic line handling winches are mounted on main pontoon port
and starboard and fitted with 1" cable routed through SKOOKUM running blocks and to port
and starboard sides controlling bow ladder and associated anchoring cables and DANFORTH
styled heavy anchors.
DECK HARDWARE, CLEATS
(8) Steel double bollard mounted four to side p/s pontoons.
Comments: Some of the bollards are heavily corroded and require replacement.
9
GANTRY
An A-frame forward gantry constructed out of 1/2" steel H-beam is mounted in tabernackling
base on main hull, allowing it to be lowered and raised forward by hydraulic winches and
cables. A main H-frame gantry is mounted on main hull just forward of amidship and supports
associated block and tackle cables.
In addition, a stern gantry is mounted on aft section of main hull and supports lifting
mechanisms for securing pile anchoring legs.
GANTRY
LADDER
Comments:
Gantry and associated H-frames of solid steel construction solidly mounted.
Associated blocks in serviceable condition. However, cables were noted with surface corrosion
development. Cables reported replaced seasonally. The gantry has been designed to clear the
Santa Cruz Harbor Eaton Street Bridge and rail road trestle.
ELECTRICAL SYSTEM(S)
CATERPILLAR 3408 GENSET AC System
The vessel is fitted with an AC electrical system comprised of a 3-phase 208/280 shore power
plug-in connection located port side main cabin amidships or via the onboard
CATERPILLAR 3408 GENSET powering a brushless auxiliary alternator set up to provide
single and 3-phase AC electrical power to house system, continuous AC at 60 Hz.
All wiring is routed to an AC main master console by Gulf Electric Equipment Company in main
machinery compartment. Console is fitted with five major circuit control switches controlling:
water service - 40 HP motor, 480 VAC,
1) Cooling water pump - 45 HP motor,
2) Fuel pump - 3 HP motor, 480 VAC
3) Air compressor - 5 HP motor, 480 VAC,
4) Centrifuge - 3 HP motor,
5) Welding machine.
A separate oil field electric console is mounted with 16 labeled 20 and 60-amp circuits for the
vessel's single phase AC system, controlling pumps, lights, engine room lights, auxiliary
panels, battery chargers, fresh water pump, port and starboard receptacles, blower fan, Aframe lights and engine room lights. All onboard lighting is fitted with protective shields. An
additional AC panel is mounted and fitted with (8) labeled 10 to 20-amp circuit breakers
controlling:
1. Deck lamps
2. CONSTA-VOLT battery charger
3. Fan
4. Oil pump
5. Heater
6. Pyro exhaust meters.
7. Accessory
8. Accessory
All AC circuit breakers are labeled properly and AC electrical lines harnessed and tailed.
10
DC SYSTEM
The DC system is comprised of (4) boxed 8D commercial grade batteries of (2) banks for 24volt engine start system.
Batteries are charged via separate alternators mounted on
machinery or by
LAMARCH CONSTA VOLT charger input AC, output DC.
A second 8D battery is fitted within a secure box housing, and wired to wheelhouse, electronic
navigation devices and basic systems where a NEWMAR 7-switch panel is mounted,
controlling:
•
Emergency cabin lights
•
Emergency signal horn
•
Emergency engine room lights
•
Emergency directional lights.
Comments:
Electrical system set up and operational. All batteries are fitted within secured
housing. Shore side AC connection and DC ship board systems were found set up and
operational. Insulated cabling throughout and distribution panels equipped with labeled circuit
breaker switches. The boat is wired with select AC cabin outlets and DC overhead cabin lights,
electronics, and accessories.
WATER TANKS
Non-potable water is mounted in pontoon mid-hold section and routed to a spigot in engine
compartment. Water capacity estimated at 200 gallons.
Comments:
Basic water system set up and operational. AC drive pump provides pressure.
PNEUMATIC SYSTEM
A 2-cylinder air compressor is mounted in port pontoon work hold area. The compressor is Vbelt driven via a BALDOUR industrial 5 HP AC motor and mounted onto a steel canister of
large capacity. Pneumatic air lines are routed to work deck and power:
1.
Ladder gate valves
2.
Pneumatic controls
3.
Air horn
Comments:
Pneumatic cylinder pump set up and operational.
BILGE PUMPS
(2) AC driven caged centrifugal pumps are mounted in main machinery bilge area and routed
to bilge sump sections via a gate valve manifold with discharge out topsides. The starboard
bilge pump can additionally be utilized for a raw water fire pump. Fire hose mounted on rack
on starboard cabin side.
(2) RULE 12 V DC
Comments:
De-watering pumps set up and reported operational. Bilges where inspected
where possible and were relatively dry though some water and rust noted.
UNDERWATER THROUGH HULL CONNECTIONS
(1)
Large underwater though hull sea chest is located in-line after section of hull.
Pipe is routed to a Y-connection going to port and starboard in-line sea strainers, providing
cooling water to heat exchangers for main auxiliary engines and fire pumps.
(1)
Large underwater though hull sea chest is located port side aft, main hull utilized
for jet suction
Comments:
Sea chest is set up and operational. Gate valve shut-off connections.
11
CREW MARINE SANITATION DEVICE
An enclosed locker is located main hull starboard side mid-aft and houses a vacuum flush type
toilet. Sewage is routed to discharge into an onboard steel holding tank, self-contained with
deck pump-out fitting connection.
MICRPPHOR sewage treatment system with separate holding tank mounted on after deck.
Comments: System reported down at time of survey
PERSONAL FLOTATION DEVICES
(4) PFD Type III Standard adult life vests
(2) PFD Type IV Throw rings / cushions
FIRE PREVENTION
(4) KIDDE ABC #10 dry chemical fire extinguisher mounted
(4) BADGER ABC #10 dry chemical fire extinguisher mounted
A fire hose is mounted on starboard cabin side exterior and fueled from direct raw water AC
driven centrifugal pump off master sea chest (fire nozzle not provided).
Comments: The safety equipment listed was on board at time of survey inspection. In
addition, an audio horn is mounted in engine compartment and an electronic alarm mounted
in wheelhouse, providing audio visual alarm for auxiliary genset, oil pressure, water cooling
temperature, hydraulic oil, bilge water levels and general power. The crew provides its own
personal flotation devices, hard hats, goggles and other assorted safety items when vessel is
in use. See following.
SOUNDING DEVICES
12-volt electric compressed air horn mounted on cabin top.
Comments: The vessel meets U.S.C.G. requirements for sounding devices for vessel size
DECK ILLUMINATION
Coach roof mounted AC heavy duty spotlight
P/S cabin side AC electric lighting
Comments: Lights set up and operational.
NAVIGATION INDACATOR LIGHTS
3" diameter steel poles are mounted port and starboard on the after quarter of the main hull
off cabin top. Pole heads are equipped with: Day marker on halyards and a double set of
green over red indicator lamps for port and starboard passing indication.
In addition, a
tabernackling pole mounted mast is mounted on main cabin top, equipped with day shapes for
indicating vessel restricted in its ability to maneuver and red over white over red night lights
indicating the same.
Comments: The vessel meets international guidelines for DAY SHAPE and NIGHT INDICATOR
navigation devices for vessel size and type. Lights were activated and found mounted and
operational. See following.
12
MISCELLANEOUS GEAR
Optima AM-FM cassette stereo w/speakers
Panasonic microwave
Miller Constant Current DC arc welder Model SRH-444
Westinghouse AC welder
Corpus ventilation blower
Dehumidifier - port pontoon work station
2" Hauser line
Full mechanic's tool set
Engine manuals
Counter
Bins
Cutter head
Floating pontoon pipe sections
Comments:
Items on board at time of survey found in serviceable condition.
CATHODIC SYSTEMS / SACRIFICIAL ANODES
(6) 12” bar zinc anodes are mounted on a pull up check bracket on pontoons.
(4) 12” bar zinc anodes are weld mounted on the main hull port and starboard.
(1) Large zinc anode mounted on stern.
Comments: Sacrificial zinc anodes are mounted and monitored.
TYPES OF MARINE CORROSION.
Steel is used in most metal marine structures because it is strong, readily available, easily
fabricated, and not excessively costly. There are many types of marine corrosion that can
occur to steel in marine structures. The most common types of metal corrosion occurring in a
marine environment are here described.
DEFINITION OF CORROSION.
Corrosion is the destruction of a metal by its reaction with the environment. This reaction is an
electrochemical oxidation process that usually produces rust or other metal oxide.
Since corrosion is an electrochemical process, it requires an electrolyte or current-carrying
medium between different parts of the corrosion cell. In marine submerged areas, seawater is
the electrolyte; in marine atmospheric areas, salt spray provides the electrolyte. Oxygen
greatly accelerates corrosion, which accounts for the rapid corrosion that takes place in the
splash zone area of the barge structures where both seawater and oxygen are in abundance.
Like most spontaneous chemical reactions, corrosion increases with increasing temperature.
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STEEL CORROSION
Iron and steel, the most commonly used metals, corrode in many media including most
outdoor atmospheres. Usually they are selected not for their corrosion resistance but for such
properties as strength, ease of fabrication, and cost. These differences show up in the rate of
metal lost due to rusting. All steels and low-alloy steels rust in moist atmospheres.
Ordinary steels are essentially alloys of iron and carbon with small additions of elements such
as manganese and silicon added to provide the requisite mechanical properties.
The steels are manufactured from a mixture of pig iron and scrap, which is treated in the
molten state to remove excess carbon and other impurities.
The final product is then produced by rolling. During hot rolling and forging the steel surface
is oxidized by air and the scale produced, usually termed mill scale. In air, the presence of mill
scale on the steel may reduce the corrosion rate over comparatively short periods, but over
longer periods the rate tends to rise. In water, severe pitting of the steel may occur on the
surface. Carbon steel, the most widely used engineering material, accounts for approximately
85%, of the annual steel production worldwide. Despite its relatively limited corrosion
resistance, carbon steel is used in large tonnages in marine applications.
The cost of metallic corrosion to the total economy must be measured in hundreds of millions
of dollars (or euros) per year. Because carbon steels represent the largest single class of
alloys in use, both in terms of tonnage and total cost, it is easy to understand that the
corrosion of carbon steels is a problem of enormous practical importance. This is the reason
for the existence of entire industries devoted to providing protective systems for irons and
steel. All metals are subject corrosion at all times and in all places. It is not necessary to have
salt air or saltwater for corrosion to occur but corrosion is accelerated by the presence of salt.
Corrosion is result of a chemical combination which produces another substance, hydroxide, of
which the corroded metal forms a part. These compounds are soluble underwater. The water
then washes away the metal. Corrosion nearly always produces more corrosion because the
compounds formed by the corrosion attack the metal of fresh. Because corrosion is such a
multifaceted phenomenon, it is generally useful to attempt to categorize the various types:
Atmospheric corrosion and aqueous corrosion.
ATMOSPHERIC CORROSION
Atmospheres are often classified as being rural, industrial or marine in nature. Environments
can differ widely. The corrosion of carbon steel in the atmosphere and in many aqueous
environments is best understood from a film formation and brake down standpoint. It is an
inescapable fact that iron in the presence of oxygen and water is thermodynamically unstable
with respect to its oxides. Because atmospheric corrosion is an electrolytic process, the
presence of an electrolyte is required. This should not be taken to mean that the steel surface
must be awash in water; a very thin adsorbed film of water is all that is required.
During the actual exposure, the metal spends some portion of the time awash with water
because of rain or splashing and a portion of the time covered with a thin adsorbed water film.
The portion of time the SEABRIGHT has spent in the water is now over 20 years. This fact has
the influence of the time and wetness on the corrosion rate.
Rusting of iron depends on relative humidity and time of exposure in atmosphere containing
0.01% SO2. The increase in corrosion rate produced by the addition of SO2 is substantial.
Oxides of nitrogen in the atmosphere would also exhibit an accelerating effect on the corrosion
of steel. Indeed, any gaseous atmospheric constituent capable of strong electrolytic activity
should be suspected as being capable of increasing the corrosion rate of steel.
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AQUEOUS CORROSION
Carbon steel pipes and vessels are often required to transport water or are submerged in
water during service. This exposure can be under conditions varying temperature, flow rate,
pH, and other factors, all of which can alter the rate of corrosion. The relative acidity of the
solution is probably the most important factor to be considered. At low pH the evolution of
hydrogen tends to eliminate the possibility of protective film formation so that steel continues
to corrode but in alkaline solutions, the formation of protective films greatly reduces the
corrosion rate. The greater alkalinity, the slower the rate of attack becomes. In neutral
solutions, other factors such as aeration became determining so that generalization becomes
more difficult. The corrosion of steels in aerated seawater is due to improved electrical
conductivity of seawater and can lead to increased pitting. As found on SEABRIGHT near
pump discharge outlet. Alternate cycling through immersion and exposure to air produces
more pitting attack than continuous immersion. A flow of water encourages rusting of bare
steel. At 2 kn the corrosion rate is three times as high as if the steel plate was just sitting in
water. With carbon steel for rust product is washed away exposing new metal which in turn
starts to rust. The effect of exposure conditions on the corrosion behavior is shown in Table:
Table 1. Comparison of results under different type of exposure
Ferrous
alloys
Sea air
Alternately wet with seawater Continuously wet with
or Spray and dry
seawater
Pockmarked
Pitting, particularly on bars
Pitting, with scale
with scale
This constancy of the corrosion rate in seawater has been attributed to the more rapid fouling
of the exposed steel by marine organisms, such as barnacles and algae.
THE OXIDATION OF IRON METAL
When in contact with water and oxygen, or other strong oxidant such as salt or acids, steel
will rust. Rust occurs in ferrous metals such as steel. Rust is iron oxide. Iron combines with
oxygen to form iron oxide. The end result is oxidation or the slow burning of the iron metal. If
salt is present, for example, in salt water, the metal rusts more quickly. Iron metal is
relatively unaffected by pure water or by dry oxygen. As with other metals, a tightly adhering
oxide coating, a passivation layer, protects the bulk iron from further oxidation. Thus, the
conversion of the passivating iron oxide layer to rust results from the combined action of two
agents, usually oxygen and water. Other degrading solutions are sulfur dioxide in water and
carbon dioxide in water. Under these corrosive conditions, iron species are formed. As these
iron compounds form and flake off from the surface, fresh iron is exposed, and the corrosion
process continues until all of the iron(0) is either consumed or all of the oxygen, water, carbon
dioxide, or sulfur dioxide in the system are removed or consumed.
CHEMICAL REACTIONS ASSOCIATED WITH RUSTING
The rusting of iron is an electrochemical process that begins with the transfer of electrons
from iron to oxygen. The rate of corrosion is affected by water and accelerated by electrolytes,
as illustrated by the effects of salt (calcium chloride) on the corrosion of marine steel.
Rust is a general term for a series of iron oxides, usually red oxides, formed by the reaction of
iron with oxygen in the presence of water or air moisture. Several forms of rust are
distinguishable visually and by spectroscopy, and form under different circumstances. Rust
consists of hydrated iron(III) oxides Fe2O3·nH2O, iron(III) oxide-hydroxide (FeO(OH),
Fe(OH)3. Rusting is the common term for corrosion of iron and its alloys, such as steel.
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MEASURING RUST SCALE
3/16”+
SPLASH ZONE is defined as the area that is alternately in and out of the water.
Generally this area suffers the most severe steel corrosion.
Marine atmospheric corrosion problems are most noted on the portion of the metal at the
splash zone. Exposed steel surfaces have suffered corrosion from an environment of water
condensation, salt sea mist and oxygen.
On an average, unprotected steel rusts at a rate of about 5 mils per year when submerged in
water so theoretically 6 mm thick hull should last about 20 years. This assumes that corrosion
takes place only on one side of the plate and that the rate of attack is not accelerated by other
action such as the addition of saltwater, galvanic or electrolysis deterioration. The corrosion
rate increases considerably however when steel is not fully immersed in water but is
continually wetted, as in the area between the wind and the water known as the splash zone.
Here oxygen is amply provided to hasten the oxidation process.
Corrosion is particularly severe at the splash plates on the SEABRIGHT HARBOR DREDGE.
When corrosion happens, the steel plate starts to become brittle and when the rust flakes off it
carries any paint with it. So then the steel is left bare and unprotected. The rate of pitting on
bare steel left exposed can rise to 3mils per year in salt water.
Marine structures such as this dredge operate in a complex environment that can vary
significantly. The corrosion of steel in seawater is a function of water salinity, temperature,
oxygen content, and velocity and chemistry combinations of the marine atmospheric
conditions.
SPLASH ZONES
Zones most affected by corrosion on the SEABRIGHT are the splash zones.
The atmospheric corrosion can be minimized by the use of protective coatings.
Common methods of controlling corrosion in the splash include spray coatings, or applying
some type of protective wrapper.
PAINT CHIP ANALYSIS AND EVALUATION
The paint evaluation on the SEABRIGHT (November 2008) shows approximately 40%++ loss
of exterior protective coating which gives way to the related problems of corrosion. Without
adequate corrosion resistance the exposed exterior steel of the barge along the splash zones
are falling short of its expected extended life.
The barrier protection has worn. Impact resistance along the hull sides is minimal. Corrosion
protection is no longer occurring. The long periods of emersion in salt water has caused
premature corrosion to occur on the exposed steel plates.
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PROTECTIVE COATINGS
The chief means by which protective coatings impart protection to steel is by providing a
barrier between the metal and the environment that is necessary for corrosion to occur. In all
cases the coating must be free of pinholes or other discontinuities and of sufficient thickness
to prevent the environment from reaching the metal. Certain corrosion inhibitive pigments
(e.g., chromate salts and red lead) when properly formulated in a primer pigment can deter
corrosion should there be a break in the coating barrier.
It has been demonstrated how the lifespan of a ship can be extended from average 15-20
years to over 30 years using protective coatings, and how value retention can be assured and
the return on investment (ROI) increased
1. Barrier protection
2. Impact resistance
3. Corrosion protection
ASSET MANAGEMENT
The systematic planning and control of a steel hull throughout its life may include the
specification, design, and construction of the asset, its operation, but also includes
maintenance while in use, and its disposal when no longer required.
The financial loss due to paint failure to provide adequate protective coatings outweighs the
initial cost in providing adequate maintenance. Protective coating equals protection from
corrosion.
FINDINGS
Peeling and poor adhesion of paint and coatings along splash zones and other hull structures
is apparent. Weathering, age, chafing, humidity, wear and tear and the salt environment has
caused protective coating loss. Blistering and loss of protective coating, due to salts or due to
defective cathode protection is occurring. The porous surfaces of coating have allowed
corrosion to start at weak points such as along welding points.
FINDINGS
Peeling and poor adhesion of paint and coatings along splash zones is apparent. Weathering,
chafing, humidity, wear and tear and the salt environment has caused protective coating loss.
Blistering and loss of protective coating, due to salts or due to defective cathode protection is
occurring. The porous surfaces of coating have allowed corrosion to start on exposed steel plate.
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RECOMMENDATIONS
The barge is in need of hauling out of the water for sandblasting, complete inspection,
reapplication of protecting coating and possibly select repair.
Note: The underwater wetted surface area was not made available for inspection at this time.
The underwater surface should be inspected and that information added as an addendum to
this report. Removal of surface corrosion, proper priming and periodic repainting of the steel
pontoon barge is advised if continued service life is desired.
This steel structure is in need of:
•
Haul out
•
Sand blasting
•
Complete inspection
•
Select re-plating along exposed splash zone areas
•
Complete repainting
Essential criteria for modern surface protection include:
•
Steel preparation
•
Surface cleaning
•
Coating material application
•
Quality control
•
Yearly maintenance scheduling to all exposed steel surfaces.
The reapplication of a marine epoxy coating system with full protection is suggested.
Utilizing an epoxy coating system specially formulated for maximum protection of steel in salt
water service is advised. Paint should meet U.S. Navy requirements for coating steel hulls and
topsides and bottoms. The epoxy coating application system should be done over a post-cured
inorganic zinc undercoat. Interior surfaces where surface corrosion is occurring should also be
treated accordingly. The use of a longer-lasting splash zone protection system that resists
impact and abrasion is also recommended; area cladding on steel surfaces in splash zone
areas should be applied to form a tougher barrier to provide again long-lasting protection.
This splash zone protection should be designed for continuous or intermittent immersion in
salt water: against repeated splash and wave action: and in salt air exposure. This cladding
should also help to protect against impact and abrasion from work boats etc.
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HYDRAULIC AND FUEL PIPING
Fuel and hydraulic pipes are showing signs of surface corrosion development and should be
considered for select replacement and updating. All steel pipes should be painted accordingly
with a rust inhibiting and protective painting system. Pipes should be identified, painted
accordingly with labeling color coding. Full identification and labeling of all fuel line, hydraulic
lines, water lines and labeling all control valves and is suggested.
HYDRAULIC AND FUEL PIPIN
RECOMMENDED STANDARD PLUMBING SYSTEM COLOR CODED PIPING SYSTEM
•
Pink - Air
•
White - Freon
•
Light blue - Hot water
•
Dark blue - Cold water
•
Green - Saltwater
•
Red/green - Saltwater firefighting
•
Yellow - Clean lube oil
•
Red - CO2 fire
•
Brown - Diesel fuel
•
Black - Bilge water
•
White/black - Vent exhaust
•
Green/black - Service water
•
Light blue/red - Heating pipes
•
Chrome - Chlorine
•
Yellow/black - Dirty oil/brown
•
Black - Sludge drain pipe
Continue to service all underwater through hull connection sea valves, pipes and plumbing
fittings. Replace, Prime and repaint any exposed metal accordingly.
CORROSION PHOTOS
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SPLASH ZONE CORROSION PORT FORWARD PONTOON (Near Sea chest)
UNPROTECTED SPLASH SOME STEEL SURFACE / DEEP PITTING ON SPLASH SOME
UNPROTECTED STEEL SHOWING RUST DEVELOPMENT ON CABIN HOUSE
CONNECTING PONTOON THROUGH BOLTS
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PORT PONTOON #3 HOLD WATER IN BILGE (Note surface corrosion)
SURFACE CORROSION ON DECK BEAMS PONTOON
LADDER CAGE WALK
CORRODED STEEL PIPE FITTINGS
CHRISTMAS TREE
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NOTES AND RECOMMENDATIONS
1.
All Documented vessels must have documentation plaque showing official numbers.
2.
The vessel must have the "official number" permanently affixed in block typed, Arabic
numerals not less than 3 in. on some clearly visible interior structural part of the boat.
3.
Properly mount documentation number on hull as per USCG general requirements.
4.
Provide FCC license to operate VHF radios as part of CFR 184.25-1 general
regulations.
5.
Provide waste management plan as required by CFR 33151.57 on all vessels of 40' in
length.
6.
The diesel engines ran without fault. Continue to inspect and service machinery as per
manufacturer's guidelines and recommendations.
7.
Providing automatic shut-downs for all machinery and its proper labeling is suggested.
Check, test and place markings for emergency fuel shut-off systems.
The A B Y C standard for inboard fuel filter installations for diesel engines requires that
filters installed within the engine space must be able to pass a 2.5 minute heat test as
defined by ANSI /U L 1105. Filters with plastic site bowls need to be equipped with
metal shields to pass this test.
8.
9. This vessel uses a carbon based fuel diesel for propulsion. During the burning of these
fuels carbon monoxide (C02) gas may be created due to incomplete combustion.
Adequate ventilation must be provided at all times. Providing a carbon monoxide
alarm in wheel house is now part of general suggestions.
10.
Masters of all vessels must insure that each item of life saving equipment must be in
good working order and ready for immediate use whenever the vessel has operated.
Safety items should be serviced in accordance with manufacturer's guidelines
11.
Service all fire fighting equipment, including raw water pump and associated fire hose.
Provide nozzle. Provide periodic training drills. Service fixed fire extinguishing system.
Provide annual service. Hydro-test hose. Upgrade vessel's basic safety gear. Provide
sufficient life jackets as needed and provide vessel's name, reflective tape, etc. Vessel
should be equipped with a minimum of two throw rings marked with vessel's name
and located on work deck area and equipped with a minimum of 100' of polypropylene
line.
The diesel Fill / Water fill and Lube oil standpipes caps are not labeled. Labeling
accordingly is advised. Labeling deck fire stations is also advised.
12.
13.
Service high water bilge alarms and low oil engine pressure alarm activation.
14.
Service and prove operation of bilge pumping system. Periodically internally inspect,
ventilate and open all bilge compartments; clean, dry. All valves on pumping system
should be marked as to function.
15.
Service through hull connecting valves for raw water. Clean raw water strainers. All
valves below the water line through hull fittings should be accessibly located and
marked as to function and be made in working order.
16.
Consideration should be given to repainting work deck area.
17.
Service all overhead shackles and hooks.
shackles as needed.
18.
All winches should be made visible to the operator from the control station.
Emergency shut-downs are to be located in immediate area of the winches. Label all
control connecting valves and switches. Replacement of corroded cables should be
considered in near future.
Provide safety wire.
Replace corroded
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SUMMARY OF INSPECTION repair . . .
The purpose of this special survey was to note the barge type, determined its current overall
general condition and to assess the anticipated continued service life of this dredge barge and
address liability concerns. The steel pontoon barge structure was originally well constructed
utilizing quality materials. The heavy shell plating has kept the barge in reasonable strong
shape over its many years of commercial service as a harbor dredge. The protective exterior
surface coating has been washed and/or worn away mostly along the waterline splash zone
areas. Heavy surface corrosion development is occurring along the splash zone. Surface
corrosion is also occurring on the inside of the barge in select locations. Steel barge
structures such as the SEABRIGHT HARBOR DREDGE have an anticipated service life in
saltwater environment of around 25 years.
Some ships have lasted longer due to proper
maintenance scheduling which includes
yearly haul outs and renewal of anodes and
protective coating systems. The SEABRIGHT HARBOR DREDGE has not been out of the water
since it was launched in 1986. The barge steel structure is now showing signs of corrosion
were its protective exterior surface coating had been washed and/or worn away.
The protective exterior surface coating had been washed and worn /or corroded away mostly
along the waterline areas.
Exterior surface corrosion is most apparent P/S bow along water
lines and fore and aft and in corners of shell plating. Surface corrosion development was
noted on various surfaces throughout the vessel. Peeling and or lack of protective paint was
noted on exterior topsides and some interior surfaces. Surface corrosion development is heavy
in select locations. The areas of corrosion should be addressed by the use of chipping, or
preferably sandblasting, phosphoric acid wash, proper priming and top coating. Possibly select
cropping and replacing will be needed along splash zone areas. Monitor areas and repaint as
needed. The bottom of the steel structure was not made available for inspection but did show
evidence of growth of marine organisms. Surface growth of marine organisms is apparent.
CERTIFICATION
I, Capt. Joseph W. Rodgers, certify that, to the best of my knowledge and belief: The
statements of fact contained in this report are true and correct.
I have made a personal inspection of the vessel that is the subject of this report. The reported
analyses, opinions, and conclusions are limited only by the reported assumptions and limiting
conditions, and are my personal, impartial, unbiased professional analyses, opinions and
conclusions. I have no present or prospective interest in the boat that is the subject of this
report, and I have no personal interest with respect to the parties involved.
I have no bias with respect to the vessel that is the subject of this report or to the parties
involved with this assignment. My compensation is not contingent upon the development or
reporting of a predetermined value or direction in value that favors the cause of the client, the
amount of the value estimate, the attainment of a stipulated result, or the occurrence of a
subsequent event directly related to the intended use of the appraisal or report.
My analyses, opinions and conclusions were developed, and this report has been prepared, in
conformity with the Uniform Standards of Professional Survey and Appraisal Practice.
Submitted without prejudice,
CAPT. JOSEPH W. RODGERS, C.M.S. / A.S.A
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