TECHNICAL
Table of Content
General
Yard Number: Y-54
Name: SARAFSA
Type: Steel Hull with Aluminium House
IMO Number: 1009120
Signal Letters: ZCXH4
Registered No: 740672 (Cayman Islands)
Port of Registry: George Town, CI
Year and Shares: 166, in 2008
Date Keel Laid: February 2005
Where Built: Devonport Yachts, Devonport Dockyard, Plymouth UK.
Builders: Devonport Yachts, UK
Propulsion: Twin Screw
Engines: Internal Combustion Diesel
Engine Makers: 16 Cylinder, MTU16400M61
Estimated Power: 4000kW
Estimated Speed” 16 knots
Number of Crew: 39
Number of Guests: -
Length: 71.79m
Breadth: 15m
Moulded Depth: 4.45m
Moulded Draught: 3.96m
GRT: 3179t
NET: 953t
Classification
The yacht is classed with Lloyds Register of Shipping (LRoS). She is currently registered as a private vessel.
✠ 100 A1 SSC Yacht (P) MONO, G6 ✠ LMC UMS
Classification Society Number: 1009120
Date of Build: 30.06.2008
Issued: 30.06.2018
Expires: 29.06.2023
The next important milestone in the surveying schedule is the 5 year intermediate survey in June 2023. This has not been confirm using the LRoS online scheduler as the vessel login details are not known or provided. The previous inspection was conducted in Croatia.
Certification
Certificates such as the certificate of registry, LRoS Class certificate were sighted onboard. For more information, please refer to the Safety & Security section of this report.
Generators
Port Generator
Engine Data:
Manufacturer: MTU (x3)
Model: 12V2000 Series
SN: 535105322
Hours: 16’107 hrs
Electrical Data:
Manufacturer: Stamford
SN: 0193940
Rating: 400v, 3Ph, 50Hz, Continuous
591kVA - 473kW
Centre Generator
Engine Data:
Manufacturer: MTU
Model: 12V2000 Series
SN: 535105209
Hours: 12’228 hrs
Electrical Data:
Manufacturer: Stamford
SN: 0193938
Rating: 400v, 3Ph, 50Hz, Continuous
591kVA - 473kW
Starboard Generator
Engine Data:
Manufacturer: MTU
Model: 12V2000 Series
SN: 535105317 Port
Hours: 15’755 hrs
Electrical Data:
Manufacturer: Stamford
SN: 0193939
Rating: 400v, 3Ph, 50Hz, Continuous
591kVA - 473kW
The vessel is fitted with three power generation sets, located in the forward engine room. Two generators are located on the port side of the vessel with a separation bulkhead through to the starboard side generator compartment, which houses a single generator set. All three generators are diesel powered, four stroke, water cooled, twin turbo charged engines with individual overboard discharges and exhaust systems. Each generator is a four point resiliently mounted (Genflex) unit with an additional four point resilient mounted electrical end.
Recommend:
Port and starboard generators require top end overhauls.
Centre generator requires a full top and bottom end overhaul.
All three electrical ends should be properly inspected by an electrical surveyor. All three electrical ends will likely need a service.
Port generator will not start or run in automatic mode, but it can be fully controlled in local command and brought on to the main switchboard and provide normal service. This should be investigated. We would recommend that an authorized MTU company attend and provide a survey of both the engines and generators (all MTU equipment). We also recommend that oil samples are taken and sent off for laboratory testing and analysis, this includes but is not limited to the main engines, generators, CPP (controllable pitch propellers) and various other hydraulic users such as steering gear and deck equipment.
Main Engines
Manufacturer: MTU M61
Model: 16V4000 (x2)
SN: Port: 527102342 Starboard: 527102341
Manufactured: 2005
Rating: 2000kW @1800 rpm
Hours: Port: 6‘364 hrs Starboard: 6’368 hrs
The yacht has two main propulsion engines, they are located in the lower section of the engine room port and starboard side respectively. Both engines are four point resiliently mounted and are water cooled, twin turbo charged, diesel driven engines. The last servicing of the engines was carried out in Antibes, France by LMC. This was conducted in December 2017 and was limited to the starboard side engine. According to records this was done at 5021 running hours.
Recommend:
Port main engine requires a full overhaul.
Starboard main engine has had its overhaul done at just over 5’000 hours. A sea trial will be needed to fully assess the working condition and parameters of the main engine which will generate a comprehensive set of findings and recommendations. It is also likely that the engine mounts will require replacement on the main engines and generators.
The port side electric local operating control panel has a defective display and cannot be read, it will require replacement.
Starboard side rpm indicator in the ECR is not functioning. Repair or replace.
Shaft speed indicator on the AMS is not reading on the port side correctly as the shaft is turning but no reading noted (see PMS recommendations).
Gearbox(s):
Manufacturer: Reintjes
Model: LAV 873L
SN: Port: 69334 Starboard: 69335
Ratio: 6.4471
Input: Port: CCW Starboard: CCW
Output: CW CCW
Built: 2005
Recommend:
Normal manufacturers servicing required. Normally, a 3000 hour inspection, oil and filter change. We can see that a service of the starboard side gearbox was conducted at the same time as the main engine, in 2017. These should be also surveyed as part of the larger survey scope.
The port side main engine shaft is turning whilst the clutch is engaged. This may indicate that the clutch is not fully disengaging. This should be investigated further. The CCP can be set to zero degree pitch, so halting any vessel motion is not considered a problem so long as the operators are aware of a potential problem with the clutch engaging/disengaging.
Propulsion Line
The propulsion line is principally a Rolls Royce installation. It combines two KaMeWa controllable pitch propeller (CPP) system, with 4 bladed propellers and an oil lubricated two-section stern tube(s) design.
Shaft Coupling(s) and Stern Tubes:
Manufactured: SKF
Intermediate Bearings are white steel and well installed. From the short set of rotational checks nothing abnormal was noted with the shaft line in general. A sea trails is required of course to properly determine the system.
Shaft - Gearbox Coupling:
Manufacturer: Rubber Design
Type: Elastic/Flexible type ERD 113GA
Thrust Bearing:
Manufacturer: Rubber Design
Type: TB06
Stern Shaft Seals:
Manufacturer: Deep Sea Seals
Type: Simplex Seals
Aft Seal: SC2A
Fwd. Seal: SC2Z
At the next dry docking all of this equipment should be inspected and serviced as per manufactures recommended service intervals.
Exhaust System
All of the exhaust systems were visually inspected. There is some work to do with insulation replacement at the engine ends, but nothing serious. The main engines and generators were started and no visible exhaust leaks were noted. The emergency generator was also started and tested, the exhaust systems are local to the main deck area with large air intake and exhausting fans.
Fuel System
Yacht fuel system appears as indicated in the supplied fuel system drawings on board. The system supplies all end users including main engines and generators and has dedicated fuel water separators and a comprehensively installed fuel transfer system.
Fuel Centrifuge:
Manufacturer: Alfa Laval
Type: P100
No: two units
Location: starboard lower engine room
Hours: fwd. 6138hrs. Aft. 6385hrs.
Transfer Pumps:
Manufacturer: WEG (x2)
Type: self-priming
Rating: 400.3.50, 3kW
The system uses a comprehensive installation of electro-motorized valves. There is also a tender refuelling pump located next to the transfer pumps on the port side lower deck of the engine room.
Oil Water Separator (OYS)
The Oil Water Separator is located outboard of the starboard side main engine.
Manufacturer: B+V Industries
Type: TMPB
Manufactured: 2005
Monitoring: OMD-2005 PPM
The certification and calibration certificates of this system should be verified along with its testing.
Fire and Bilge Pumps
GS Pumps:
Manufacturer: WEG
Type: Centrifugal self-priming
Rating: 22kW each
These two pumps are also connected to the emergency switchboard. These two pumps are also operationally interchangeable and can also be used operate the ballast water system.
Bilge Pumping System
The system is comprehensive and well installed. The system uses a combination of direct bilge injection in the engine room, with an extensive series of electrical actuated valves in the engine room port side, lower level. The control is usually from the ECR using the control system.
Sea Water System
For the most part it seems intact. The yacht is running the usual systems for sea water supply whist berthed, such as refrigeration and air conditioning etc. Quite a lot of the piping systems were found to have pin hole leaks. Buckets and various other collecting equipment was seen in place locally to catch the leaks. The most obvious being the deluge system in the main garage aft. Int is likely that this whole system will need to be inspected and pressure tested to understand how far the level of corrosion goes. Pipe replacements and repairs to the various sea water systems should be anticipated.
Sea Water Ballast System
The vessel is supplied with a comprehensively installed seawater ballast system. Primarily it is run using two vertically mounted general service pumps located forward of the main engines on the centerline. These two pumps are additionally supported by the emergency use of the fire and bilge pump if needed. The system control is using a series of both motorized valves and hand wheel isolation valves.
GS Pumps:
Manufacturer: WEG
Type: Centrifugal self-priming
Rating: 22kW each
Currently there is no installed ballast water treatment system. This is something that will need to be addressed in order to conform with new regulations that will enter service shortly. Currently the system is just conforming to D1 regulations for management and discharge. The option of decommissioning the system should be further investigated involving both the classification society and the flag state authority. The system is connected to the emergency switchboard. The pilot pump was noted to have a total run time of 5.5 hours.
This system is due it’s next service in July 2023. This is assumed to at the same time as the vessels main survey window.
The garage has a dedicated drenching system. Several of the dispersal heads were noted to be leaking and the system should be serviced and heads/piping replaced as needed. The system will need to be fully recommissioned.
Sewage Treatment System
Sewage treatment system is located in the aft engine room compartment lower deck, in the central position.
Manufacturer: Hamman
Models: HL-CONT Chlorine Dosing
SN: 6644AB
Rating: 3.400.50 12.5kW
Capacity: 96m3 p/d
Date: 06.2005
Total Hours: 30’144 hrs
The system has multiple leaks from piping and pumping equipment. Likely replacement of the dry run protection pumps will be needed. The manufacturer should also carry out a service of the system and its components.
Grey and Black Water System
System is a JETS vacuums system. Two vacuum pumps are installed. They appear to be designed to run sequentially.
A three-pump system is installed to manage the grey and black water transfer system. The black water system has a transfer pump. With the grey water having a dedicated overboard discharge pump and a transfer pump.
The tanks connected to the system comprise of the following:
Lazarette Tank Grey Water
Aft Grey Water
Galley Waste Water
Treated Black Water
Fwd. Grey Water
Steering Gear:
Manufacturer: Rolls Royce Tenjford
Type: E5502H - Hydraulic individual Rotary Vein
SN: 82387
Power: 380V
The steering pumps have the following running hours noted:
Port Side: 4’611 and 4’269
Starboard Side: 4’388 and 4’548
The steering was tested from lock to lock during the rotation and pre-departure checks. No problems noted.
Bow Thruster:
Manufacturer: Jastram
Type: Two In-Line transverse thrusters
Model: BU40F
Power: 190kW Electrical Motor(s) x2
Currently thruster number one is not operational. No diagnostics have been performed so the problem is not fully understood. This is something that needs to be rectified. Given the vessel has one operational unit, as long as the insurance company and all relevant authorities, the vessel can still proceed to sea, however considerations and contingencies will need to be made for manoeuvring operations.
Stabilizers:
Manufacturer: Naiad
Model: 820L
SN: 05050015 (sequential numbering for the other three fins)
Rating: 30kW (x2)
Type: Four Fin System
The stabilizer system is divided into two systems, forward and aft. The two system share a power pack which is located locally. The aft fins utilize the aft sea chest and the forward pack the main sea chest for sea water supply for cooling. The fin system in general is running close to 8k hours are will require a manufacturers service interval soon at the next dry docking period.
Air Conditioning System
System Installer: NB Koelng
Manufacturer: Carrier
Date March 2008
Chiller Capacity: 90kW each (270kW total)
Refrigerant: R134A
Chiller Units: Three
Sea Water Pumps: Three
Circulation Pumps: Two
The system is designed using three main chiller plants. Currently there is only one chiller plant operating at any one time. The system is installed with chillers 1 and 2 on the port side aft of the engine Pom compartment. With chiller 3 on the starboard side. The three plants share the sea and circulating pumps.
Serial numbers are as follows:
Chiller 1: 605509 with 28’512 hours
Chiller 2: 605510 with 29’872 hours
Chiller 3: 605508 with 34’740 hours
Sea Water Pumps have 38k, 41k and 43k running hour respectively.
Chilled Water Pumps have 57k and 64k respectively.
The vessel is fitted with eleven AHU sections. The sun deck units are designated as ‘a’ and ‘b’ units. These were seen operational from the control panel in the ECR. Several units were seen to have faults and sensor related indicators. These will need to be fully tested to understand the extent of the problems. Essentially most of the system is working. Only cooling mode was seen. These larger AHU’s are fitted with humidity controls and local re-humidifying steam generators. All are currently switched off.
The extractors and ventilators were seen in operation. Not all units were found but the ones that we are all operational. The same is said for the fire dampers. There are also a small number of fan coil units (FCU’s) installed. Most of them are currently isolated and the system functionality should be verified.
We recommend that the system is fully tested. This will result in a number of recommendations. They will be mostly generated around servicing and cleaning of the main chiller plants, with evaporators and condensers requiring cleaning and some replacements. Some of the chilled water insulation material will require replacement and the internal/external equipment inspected once the material is removed.
Ventilation
The engine room ventilation consists of two supply and two extraction fans/blowers.
Intake Fan 1: 43k hours
Intake Fan 2: 61k hours
Exhaust Fan 1: 59k hours
Exhaust Fan 2: 44k hours
All were seen working. It is likely that these units are due a service. Removal and possible bearing replacement required.
The forward generator compartment has two fans, one supply and one extraction. The intake fan registers 92k running hours and the exhausted fan 95k running hours.
Again, it would be prudent to anticipate a servicing of these fans in the near future.
Compressed Air System
Manufacturer: Sperry
Type: Twin port reciprocal HLF2/77 (x2)
Rating: 3kW
Air Receiver: 250 liters each
Working Pressure: 28 bar
Running hours: fwd. 4047 aft. 1530hrs
The compressors were seen functioning in their normal operations onboard during the survey. The system is not fitted with any air drying system. Although an upgrade to the current installation, this is something that should be considered at the next refit.
The main engines and generators are air started.
Fresh Water System
The system comprises mainly of HEM equipment. The forward engine room starboard side technical space houses the majority of the equipment.
Water Makers:
Manufacturer: HEM
Type: Duplex Skid mounted H40/4200
SN: 51382 with 5’868 running hours
51383 with 5’505 running hours
Membranes: 6 each unit
Filters: 2 sand traps (each) and micron section with charcoal element.
There is also a Kinetico double filter and salt regulation station located on the forward bulkhead. Pressure regulating valve and in-line flow meters are installed.
There is also a Silver Ion/Copper dosing station. The copper anode is reading the end of to lifecycle and will need replacing shortly.
The cold and fresh water system is extensive. The possibility exists to even cool the pool water. The system is located in the port side starboard generator room. The hot and chilled water is circulated using eight Grundfoss pumps. UV lamps are installed.
The fresh water is pressurized using two pressure pumps. System pressure was noted to be 5.5 bar.
The hot water system installed uses a three boiler system.
Manufacturer: Cathelco
Type: Two element stage heating
Accumulator: One each boiler size approx.: 30L
Pressure: 2 bar
Boilers: Three, size not determine. Roughly 250L
The system is currently working using only one of the boilers. This is reportedly sufficient for the vessel, even with guests onboard.
Swimming Pool:
The system uses a storage tank located in the aft end of the engine room compartment. No heating system is installed. As far as can be seen from brief inspections, no means of filtration is installed. A circulation pump control box was noted.
A single GS pump 22kW pump is used to transfer water u to the pool. The pool then circulates and heats the water. At some point in the future, a secondary tank heating and circulation/dosing system may be considered. Note: this pool is also used as a reserve supply of fresh water for the Semco water mist system to charge the buffer tank as it is drained during usage.
Cathelco System
Four cell system is installed in the main and secondary sea chests. The control station is located in the starboard side generator room. Currently all four systems are using different set point values. The reason for this should be further investigated.
Recommend:
The system settings need to be reviewed. It is likely that the anodes and cathodes are due replacement. The general condition of other anodes in the various systems, i.e., sea water piping components etc. is not known.
Deck Cranes
The deck cranes are all manufactured by Yacht Tec LTD. This is believed to be UK based company which no longer exists. The crew are currently in the process of having the equipment rectified. The outcome of this should be checked once completed. The cranes are located on the forward deck (rescue crane), sun deck crane and main deck beam cranes.
Other Yacht Tec LTD equipment includes the aft gangway, swimming platform steps and the side boarding ladder. It’s highly likely that these pieces of equipment will be troublesome to find parts and service agents for in the future.
A jet ski crane is located in the aft garage. It is an overhead sliding beam crane manufactured by Schoenrock Nautechics. The transom door, tender bulwarks and embarkation platform are also manufactured by this company.
The main deck embarkation ladder is not currently operational. This should be brought back into service and re-certified.
The main rescue crane is in need or recertification and testing by an approved entity. We recommend this is done at the earliest opportunity prior to any sailing.
Anchor Windlass
Manufacturer: Wortelboer
Type: Electrically Driven Single
Power: 15kW
The units were seen operational during testing, no load, limited to rotational testing only. They’re operational with no problems noted. The equipment requires normal equipment servicing as outlined but he manufacturer.
Anchor Chain
Size: 34mm
Grade: Q3
Type: Stud Link with kenter shackles
Length: 2 x 8 shackles
Last inspection was recorded a February 2018. The chain is verified as connected and present in the respective chain bins.
Anchors
The anchors were not examined at this time. They appear from limited external visual inspections seen from the dock, to be in good condition. There is also a stern anchor installed. This was not tested; however, it is worth mentioning that in the current trim state of the vessel, it is almost completely submerged at the swimming platform. When further examination of the stability booklet is done, an assessment should be made of the operational characteristics and use of this stern anchor arrangement.
AFT. Capstans
Manufacturer: Wortelboer
Type: Vertical, Electrical with stainless steel warping drum
Power: 11kW each
We’re seeing operation. No operational problems noted.
Rescue Boat
Manufacturer: Pascoe
Type: SOLAS CE RIB
HIN: GBPILP0066E712
Location: Forward Mooring Deck Port Side
CAT: CE C
Tenders
Manufacturer: Goldfish
Type: RIB
HIN: NOGFS25042K910
Engine: Twin Outboard Stern Drives
Location: Forward Mooring Deck Starboard Side
Manufacturer: Brandt-Mollers
Type: Limousine Tender
HIN: DKBMBDR91K507
Engine: Twin Outboard Stern Drives
Location: Main Deck Port Side
CAT: CE C - 0609
Manufacturer: Brandt-Mollers
Type: Open Top Guest Tender
HIN: DK3MBDR36D708
Engine: Twin Outboard Stern Drives
Location: Main Deck Starboard Side
CAT: CE C - 0609
PWC/Jet Ski(s)
Manufacturer: Yamaha (x3)
Type: FX Series
Location: Garage Aft. LD
None of the tenders were tested or launched at this time. The crew report them to all operational.
Navigation Bridge Equipment
There have been some upgrades of this equipment but they are quite limited. The majority of the installation is from original. Some of the digital displays, such as the engine manufacturers engine dials are not working. Some of the equipment such as the gyrocompass will require a service at the earliest opportunity. The charting software will also require updating, as will any paper charts that will be used for a specific journey as per normal practices.
Electrical
Main Switchboard:
Manufacturer: Humber Electrical
Type: Modular split type with power management system
Data: No unit specific data plate was found
The switchboard in general terms is original from build and as a result is mainly analogue. Many of the instruments, dials, indication lights and alarms.
The power management system is run through the ACMS, with the seamless transfer being carried out from the MSB. Manual synchronizing and load sharing is initially done from the MSB, with the PMS running auto and semi-auto capability, this can be controlled by the ACMS.
Shore Power Transformer:
Manufacturer: Not Known
Rating: 450 kVa, 650A, 400V (x2), 50Hz
The two 400A shore power chord supplies are run through aft end of the transom area and led forward to the port side aft (fwd.) technical space that also contains the aft stabilizers.
We would recommend an electrical survey of the vessel is undertaken.
Power Management System
The alarm and control system are by Servowatch. Simon to check notation for UMS. Not senna this time. The system functionality during this inspection seemed to be lacking proper control as commands and alarms were not always available. The PMS side of the AMS was not properly functioning, probably caused by issues with the port side generator set.
Entertainment Equipment
The backbone of the system is Crestron based with local SMX controllers. There is also a Kaleidoscope system installed in the guest areas. Both of these systems are supported by local amplifiers and switching systems.
Interior
A brief walk around of the interior was conducted. Aside from a few minor stains and damages, the interior is in a good, clean and looked after state of repair. It is understood that the soft furnishings and floors are covered with protective fitted sheets and fabrics when not in use.
Exterior Finish
Manufacturer: AwlGrip International
Type: Hull - Sarafsa Burgundy
Structure - White, designation not known
The hull has extensive problems. The paint and fairing systems have both broken down and have failed. Cracks, mainly vertical in their nature have appeared in the hull, mainly on the port side of the vessel. Corrosion can be seen weeping down the hull sides. From the position of the vessel, it hasn’t been possible to conduct a full examination, the starboard side is not as badly affected as the port side is. That said, the hull is likely to require a full paint and fairing system replacement.
The superstructure is poor condition as well, but the extent of the problem seems generally limited to the paint system. Both internal and external white surfaces will need repainting
Teak Decks
The decks are in reasonable condition, it is obvious that some form of repair/replacement has been done. The deck caulking seems generally to be in good overall condition, with some repairs and replacements needed in only high traffic areas, but none considered essential. This is for future works.
Testing & Preparation for going to Sea
On the morning of Friday, the 28th March, a set of trials were undertaken to reflect the normal test parameters that would proceed going to sea. The main engines were started and their rotational checks completed. The steering system was tested. Control and command stations, ECR, wheelhouse and wing station controls checked. The shore power system was verified and the seamless transfer to the vessels main power generators was completed. All three generators were brought on line and connected to the main switchboard. The bow thruster was tested and the anchor capstans tested. The emergency generator was tested. There were several points noted as to the overall operational performance of the equipment, but in general terms, we can say that the vessel can, as needed, proceed to sea from a technical perspective.
Safety Equipment
The vessel is provided with a fixed firefighting system in all areas of the vessel. It is extensive and also includes FM200 dispersal systems in the secondary machinery areas. The galley also has a dedicated suppression system. This equipment along with other essential safety equipment has been given an extension of service by the flag state authority. This includes the life rafts, immersion suits and other related items. All of these critical safety systems should be proven before proceeding to sea. The Consilium fire detection system was seen operational with no fault codes indicated.