building sea marine

BUILDING SEA MARINE Marine – Surveying, Projects, Services

Box 71017, Mobile: 604-802-8891 (24 hr) 3552 West 41st Avenue, email: [email protected] Vancouver, BC V6N 4J9

_____________________________________________________________________ BSM FILE / Survey Report No: 869 CCG / ER WO#: 0981-2020

MINI FUSION (ex Ocean Lady)

Survey for Condition & Seaworthiness / Preliminary Report

THIS IS TO CERTIFY THAT the undersigned surveyor, at the request of The

Canadian Coast Guard / Fisheries and Oceans Canada, Environmental Response Division, Victoria, BC attended onboard the coastal freighter MINI FUSION, on November 10, 2020 while the vessel lay afloat, moored in Doctor Bay off Waddington Channel in Desolation Sound, BC. The purpose of the survey was to sight the vessel externally & internally, as much as was physically possible and permitted by the state of the vessel, in order to determine the following:

− Current condition in regards seaworthiness of the vessel;

− Identify and approximately quantify pollutants remaining onboard, primarily fuel and oil; and,

− Current condition in regards the vessel moorings. VESSEL:

NAME: MINI FUSION

PREVIOUS NAME: OCEAN LADY O.N.: Unknown HOME PORT: Unknown TYPE: Commercial / Coastal Freighter REGISTERED OWNER: Unknown CURRENT OWNER: Unknown YEAR BUILT: 1990 WHERE BUILT: Japan CONSTRUCTION: Welded Steel, carvel/flush APPROXIMATE DIMENSIONS: 185’ 0” x 35’ 0” x 20’ 0” GROSS TONNAGE: Unknown

MINI FUSION – Condition & Seaworthiness / Preliminary Report BSM FILE NO. 869 CCG / ER WO# 0981-2020 __________________________________________________________________________________

ATTENDING SURVEY: November 10, 2020

Dave Trickett, Building Sea Marine, Surveyor on behalf of CCG / Fisheries & Oceans, Environmental Protection.

Piper Harris, Response Specialist CCG / Fisheries & Oceans, Environmental Protection.

Assessment Specialists CCG / Fisheries & Oceans, Vessels of Concern

PREAMBLE:

History has the vessel entering Canadian waters in 2009 after crossing the Pacific Ocean with a cargo of Tamil refugees. Recent history has the vessel under private ownership and relocated to Doctor Bay, off Waddington Channel in Desolation Sound on the west coast of British Columbia approximately six to eight years ago. GENERAL DESCRIPTION:

MINI FUSION is an ex-commercial coastal freighter, constructed in Japan in 1990 for use in local trade in and around that country. The vessel is of welded steel and carries a flat shearline with bulbous bow and flared bows, plumb slab sides and flat plumb triangular transom. The deckhouse is three-level, located at the aft end of the ship with two accommodation levels and the wheelhouse on top. Below the main deck from forward is the forepeak with void space under, the forward stores with ballast tank under, the cargo hold with port & starboard No.1 – 3 wing ballast tanks and port & starboard No.1 – 3 double bottom ballast tanks under, fuel tanks, the machinery space with fuel tanks under, the steering gear space with fresh water tanks tank under and then an aft peak void/ballast space. Watertight steel bulkheads with watertight access doors separate the forepeak, forward stores, cargo hold, machinery space and steering gear space. Aft peak accessed through hatches. The cargo hold is a single large space with unique segmented hatch cover that is rolled onto a mechanism at the forward deck to open. The vessel built with a 6-cylinder diesel engine by Nigata that is naturally aspirated, heat exchanger cooled and connected to the propeller shaft through a reversing gearbox. There is separate diesel auxiliaries driving gensets for electrical power. Built-in diesel fuel tanks are found below the floor plates in the forward machinery space and then as wing/double bottom tanks at the aftermost end of the cargo hold.


GENERAL DESCRIPTION, cont’d

Ancillary tanks, all constructed from steel are located in the machinery space for lube oil, gear oil, dirty oil, kerosene, fuel day tank and blackwater system. The hydraulics are handled by separate power packs adjacent the equipment they run. Built-in water tanks are located below the steering gear space. The vessel constructed with a ballast system that is operated from a control manifold in the machinery space. Anchor winches are fitted at the bow and stern, driven hydraulically, and a cargo handling crane is located amidships, also hydraulic. The vessel’s identification number and registered tonnage, as normally welded onto a majour structural component, could not be found. GENERAL CONDITION NOTES:

The vessel has been moored at Doctor Bay for approximately six to eight years and over that time it is reported the Owner’s presence or attendance to the vessel has been somewhat sporadic. More recently it is reported the vessel’s attitude has apparently changed with a notable port side list developing and no apparent response from the vessel owners to address the change. CCG have loosely monitored the vessel over the past year and noted the generally degrading aspect to the vessel and moorings, the lack of maintenance to bilges & mooring lines and the listing aspect to the vessel’s attitude. Owners attendance reported approximately 10 – 12 months ago with apparent work undertaken to prepare the vessel for tow. EXTERNAL CONDITION:

On first sighting MINI FUSION, while approaching from the water in a CCG launch, it can be seen the vessel floats with a notable port list and slight aft rake relative to the painted boot-top. Waterline markings around the hull indicate the vessel has been floating with this attitude for quite a long time. A large white ‘V’ painted by hand-bomb noted at the port bow flare, and this is known to have been applied by CCG in the previous couple of months, with the tip of the ‘V’ located right at the waterline. The attitude does not appear to have changed since the ‘V’ was applied. Vessel aligned bow south and moored such that the orientation remains fixed, without swinging due wind or currents. Moorings noted as a bow anchor and several heavy rope hawsers strung from port side and the stern deck to mooring connections along the shore.


HULL & DECKHOUSE:

The vessel’s exterior hull coatings are oxidized and worn but mostly intact across the upper areas with the coatings generally cracked, flaking &/or failed for large portions along the wind / waterline band all the way around the ship. Rusting is active on the exposed areas of shell plating at the wind / waterline. From what can be seen from the launch, the underwater hull carries heavy mature sea growth with the rudder and propeller also carrying heavy growth. No protective coatings appear to remain across the underwater hull plating with significant heavy corrosion occurring globally all over the underwater hull. Condition of the anodes is unknown. It is apparent the underwater hull has not seen any recent maintenance, to indicate a very long interval since last dry docking. The exterior weather decks show general corrosion all over with areas of heavier ingrained scale and rust. Most of the sounding and vent piping for interior spaces are heavily corroded where they penetrate through the deck plate and many of these pipes and vents are critically corroded or have previously failed (broken off at the deck), to expose the open pipe stubs at deck level to water ingress from the deck. The cargo hatch securing mechanisms are heavily corroded and severely affected by corrosion, rust and scale with many components already failed. The cargo hatch itself appears to remain sound & weather tight and sits fair on the hatch coaming but the operational system to open & close the hatch is affected by corrosion in similar fashion as the securing mechanisms. It could be seen that additional cable and chain hatch cover securing devices have been installed relatively recently along both sides of the hatch cover. These devices are arranged to hold the cover in place but do not really secure the cover tight to the coaming. The deck equipment components, to include the cargo crane, anchor and mooring winches, are all heavily corroded and likely non-functional. All of the structures are corroded and heavily scaling rust with the mounting bolts & connections to the deck corroded & weakened and the hydraulic lines for the control and power systems heavily corroded. Even if the hydraulic power packs could be started, it is very unlikely the exposed hydraulic lines on the exterior decks could safely hold pressure. The plate bulwarks and support stanchions at the bow and across the stern appear reasonably sound and secure, similarly for the pipe safety railings along the main deck edges. There are scattered sections where corrosion has weakened stanchions and supporting structures and security of the bulwarks and safety railings around the vessel is inconsistent. Generally, the exterior finishes along the deckhouse remains in satisfactory condition, with typical weathering. All of the doors, glass and portholes remain in place, intact and apparently operational.


MOORINGS:

Anchor chain moderately to heavily corroded across the above water portion and the visible underwater portions with wear apparent at the link connections. Anchor winch previously noted for heavy corrosion and scale across the winch structures, brake bands, operating mechanisms and mountings to the deck. The anchor winch considered inoperable. Mooring ropes showing chafe where passing over the edges of the ship or through chocks and lines generally showing amounts of degradation due exposure to weather and UV. BALLAST CONDITION:

Vessel is empty of cargo but considered to sit low in the water for an ‘empty’ ship, so it is likely ballasted to estimated 75% capacity, as is common with cargo ships. INTERNAL SURVEY:

No drawings available for the vessel with none found onboard and so initial efforts were directed to establish the layout of the internal watertight spaces and watertight control points. Efforts then directed to establish the layout of the fuel, oil, ballast and water tanks and to identify sounding tubes & sight glasses, looking for any means through which soundings of these tanks could be noted or measured. WATERTIGHT SPACES (Below the Main Deck):

As best could be determined at the time, the layout of the watertight spaces and void spaces below the main deck as follow: FOREPEAK – with Void under

FORWARD STORES – with Void/Ballast under

CARGO HOLD – with P & S No.1 – 3 Wing Void/Ballast under P & S No.1 – 3 Double Bottom Void/Ballast under P & S No.1 (Fwd) Fuel Tanks under

MACHINERY SPACE – with P & S No.2 (Aft) Fuel Tanks under Center Aft Oil Tank under

STEERING GEAR SPACE – with P & S Freshwater Tanks under

AFT PEAK / AFT BALLAST A ballast control manifold is located in the forward machinery space with labelled valves connecting to the various ballast spaces. The piping and valves all appear connected.


WATERTIGHT SPACES, cont’d

It could not be confirmed at the time, but it is believed the P & S No.1 – 3 Wing Void/Ballast Tanks are separate from the P & S No.1 – 3 Double Bottom Void/Ballast Tanks. The number and layout of the piping & valves at the ballast manifold support this conclusion as well as the number of sounding tubes along the side decks. The cargo hold is one very large space that extends from the forward stores all the way aft to the machinery space and is sealed by one continuous segmented hatch cover. The cargo hold was designed to open by the cover rolling forward along the hatch coaming and wrapping up onto a storage drum at the forward deck. The cargo hatch opening and securing system is not considered operational. All of the access hatches for the P & S No.1 – 3 Wing Tanks and Double Bottom Tanks open into the cargo hold. The inner bulkhead plating along the lower edges of the wing tanks and the tank top plating around the double bottom hatches appeared moderately corroded and the condition suspect. It was considered these hatches had not been opened for a long time with heavy corrosion present and the fasteners appearing seized. These areas were not disturbed during the current survey. The access hatches for the wing void/ballast tanks are located on top plating for the tanks, within the cargo hold. The covers for these spaces and the top plating in way appeared sound, it appeared that many of these hatches had been opened in the relatively recent past and the fasteners looked to not be seized. By the nature of their design, these hatches are also located above the normal loaded waterline of the hull. In efforts to explain the port side list to the ship, the following tanks were opened and inspected from the hatches:

• Port No.2 Wing Void/Ballast;

• Port No.3 Wing Void/Ballast; and,

• Port No.4 Wing Void/Ballast.

− Port No.2 Wing Void/Ballast Tank found with water to a high level (low freeboard relative to the tank top at the hatch).

− Port No.3 Wing Void/Ballast Tank found with water to a medium freeboard level, the strong smell of fuel and a heavy fuel sheen to the water surface.

− Port No.4 Wing Void/Ballast Tank found with straight diesel fuel at a moderate to low freeboard level.

The Port No.2 and No.3 Wing Void/Ballast Tanks noted with moderate corrosion over all internal surfaces, as far as could be seen from the hatch. The freeboard, from the main deck plate to the water level, within the Port No.2 Wing Void/Ballast Tank was measured and compared to the freeboard of the external waterline on the hull and found to match, indicating the Port No.2 Wing Void/Ballast to possibly have a hole in the underwater shell plate and the tank to be tidal. In this case ‘tidal’ means the water level inside the tank will always remain at the same level as the waterline outside the tank at the external hull.


WATERTIGHT SPACES, cont’d

It also means this tank can no longer provide any positive floatation to the vessel, it is open to the sea, albeit likely through a relatively small hole. This condition can explain the port side list if it (the hole) has spontaneously developed from when the vessel was last attended by the owners and (assumed to be) left in a level (zero list) condition. To confirm the possible existence of a hole in the shell plate within the Port No.2 Wing Void/Ballast Tank, the water level was pumped down approximately 24” during the survey and the level recorded. CCG then arranged to revisit the vessel the next day and check the water level within this tank. Upon return approximately 20 hours later CCG found the water level had returned to the original level, as noted when the tank first opened during the survey. This confirms the existence of a hole in the underwater shell plate and the tank to be tidal. The Port & Starboard No.3 Wing Void/Ballast Tanks noted with newer vent pipes and the Port tank, when opened for survey, found with strong fuel smell and a heavy fuel sheen. It is considered very likely these two tanks had been converted to carry fuel for the long Pacific Ocean crossing with the Tamil refugees. HULL:

Internal survey of the upper portions of the hull plating and structures, where accessible through the forepeak, forward stores, upper cargo hold, machinery space & lazarette, generally show components that are mostly coated and apparently sound. The hull shows no significant damages or areas of significant deflection to the shell plating or internals across the areas it could be sighted internally and externally. Watertight access doors between the main interior spaces (forepeak, forward stores, cargo hold, machinery space and steering gear room) could not be confirmed for security and watertight closure, but the doors with noted varying degrees of corrosion, frozen latches, missing components and hard or missing gaskets. Anchor chain lockers in the forepeak noted with heavy corrosion around the vertical walls and some holes apparent in the enclosures. The lockers are not watertight. Double bottom tank top plating through the forward stores appears moderately corroded. The cargo hold is mostly lined internally with timber and plywood along the vertical wing tank bulkheads and across the double bottom tank tops (hold floor) but there are areas where the lining is missing and the plating in way can be sighted directly.


HULL, cont’d

Internal bulkhead plating within the cargo hold for the P & S No.1 – 3 Wing Void/Ballast Tanks, the P & S No.1 – 3 Double Bottom Void/Ballast Tanks and the P & S No.1 (Fwd) Fuel Tanks appears moderately corroded, notably along the lower bulkheads and across the cargo hold floor plates (double bottom tank tops). Sump wells noted at the forward, middle and aft end of the cargo hold on both sides. These carry heavy corrosion on all surfaces and are noted to be, by design, inset into the double bottom tanks tops hence could have ballast water against their plating. The bilges through the machinery space carry a moderate amount of slack water that appears very oily and the hull structures within the lower bilge areas of the machinery space, up to the floor plates to include the shell plating, frames and floors and all of the piping below the floor plates, appear to be heavily coated in oil. MACHINERY & EQUIPMENT:

The main engine & gear, primary genset and secondary genset appear operable. All units appear complete and in good condition with all hoses, belts, pumps and piping connections intact and the cooling system connected to the thru-hulls. The main engine cooling, gear oil cooling and auxiliary cooling are all heat exchanger systems. The remaining ancillary equipment within the machinery space appears complete and all fully connected, just somewhat dilapidated and run-down from lack of use and maintenance. There is a ‘start-up’ auxiliary in the machinery space that is intended as the first engine to start on a cold ship, with this unit then providing initial power to start the main auxiliary and so on to the main engine. The start-up auxiliary is hand start and appears functional. The ship’s electrical distribution system is well organized with several large and well laid out main distribution panels. There appear to be no automatic bilge pumps fitted into any of the ship’s bilge spaces. The machinery space does not have an automatic fire suppression system fitted. There are fire extinguishers noted about the ship but all certifications are out of date. The were indications around the machinery space that the equipment had at least been attempted to start in the recent past but unclear if anything actually ran. It was noted the propeller shaft has been secured from rotation with the use of chains around the coupling and chain blocks tensioning to the ship’s internal structure. Similarly, the rudder has been secured on centerline from movement with chains around the rudder head fitting and chain blocks tensioning to the ship’s structure.


INTERIOR and NAVIGATIONAL:

The deckhouse interior remains essentially intact, just dirty, damp and moldy. Most of the built-in furniture remains along with fixtures, the galley equipment and domestic equipment. The wheelhouse appears to remain intact with the machinery operational systems and the navigational systems apparently complete, in place and undamaged. The navigational systems are very dated. All of the windows and port holes throughout the interior and exterior of the wheelhouse and deckhouse remain intact as are the interior and exterior doors. FUEL & OIL TANKS and FLUID VOLUMES:

Fuel and various oil tanks identified during survey and listed as follows:

Tank Location

P & S No.1 (Fwd) Fuel Tanks Aft Cargo Hold – Wing & Double Bottom P & S No.2 (Aft) Fuel Tanks Forward Mach Space – Below Floor Hydraulic Power Pack Fwd Forward Stores – Fwd Deck Machinery Hydraulic Power Pack Aft Steering Gear – Steering system Hydraulic Power Pack Aft Steering Gear – Aft Deck Machinery M/E Lube Oil Mach Space, Strbd – Separate Tank Gear Oil Mach Space, Strbd – Separate Tank Kerosene Mach Space, Strbd – Separate Tank Aux Lube Oil Mach Space, Port – Separate Tank Fuel Day Tank Mach Space, Port – Separate Tank Dirty Oil? Mach Space, CL Keel – Built-in Tank Most fuel tanks could be dipped or sighted through the hatch or sounding tube in order to determine very approximate amounts remaining.

Most of the oil tanks in the machinery space had sight glasses.

All of the hydraulic power packs assumed full. Miscellaneous oil sources identified during survey and listed as follows:

Source Location

Main Engine Sump Machinery Space Marine Gearbox Machinery Space Primary Aux Sump Machinery Space Secondary Aux Sump Machinery Space Machinery Space Bilge Below Machinery Space Floor All engines and gearbox checked and sumps found with oil present.


FUEL & OIL TANKS and FLUID VOLUMES, cont’d

Miscellaneous pollution sources identified during survey and listed as follows:

Source Location

Main Engine Cooling Machinery Space Aux Engine Cooling Machinery Space All engine cooling systems assumed full.

Several 12 VDC batteries noted in the machinery space.

Deck equipment with self-contained power (cargo crane, compressor, welder) possibly with fuel in local tanks and engine sumps. Volume of fuel, oil and miscellaneous pollutants identified during survey, estimated as follows:

Tank / Source Fluid Volume (litres)

P & S No.1 (Fwd) Fuel Tanks Diesel Fuel 5000 P & S No.2 (Aft) Fuel Tanks Diesel Fuel 2000 Hydraulic Power Pack Fwd Hydraulic 500 Hydraulic Power Pack Aft Hydraulic 500 Hydraulic Power Pack Aft Hydraulic 300 M/E Lube Oil Oil 250 Gear Oil Oil 250 Kerosene Fuel 500 Aux Lube Oil Oil 250 Fuel Day Tank Oil 500 Dirty Oil? Oil 1000 Main Engine Sump Oil 500 Marine Gearbox Oil 250 Primary Aux Sump Oil 75 Secondary Aux Sump Oil 25 Main Engine Cooling Coolant 500 Aux Engine Cooling Coolant 200 All volumes conservatively estimated.


SIGNIFICANT ASPECTS to CONDITION and SEAWORTHINESS:

1. The underwater hull plating corroding externally and internally to a degree that perforations appear to have begun to spontaneously occur, as evidenced with conditions found within the Port No.2 Wing Void/Ballast Tank. It is very probable this same condition could spontaneously occur within the any of the other ballast tanks along the underwater hull at any time.

2. Cargo hold is one very large space that is exposed to flooding from minimum ten (10) wing or double bottom tanks and if the inner bulkheads, double bottom tanks tops, hatches or piping, aligned with any one of those spaces, fail to some degree the entire cargo hold is subject to flooding.

3. The vessel’s ballast tanks appear to be nearly full at estimated 75%, meaning the

internal tanks are mostly full of seawater with the attendant internal corrosion as well as the loss of floatation ‘safety’ capacity.

4. Automatic bilge pumps are not fitted and there is no onboard system in place to

power or operate automatic 12VDC submersible pumps.

5. The operational state and security of the divisional watertight doors between the forepeak, forward stores, cargo hold, machinery space and steering gear room is unknown but considered very questionable. All of these doors found open and remain open at the current time.

6. The anchor winch, mooring drums and mooring connection points around the ship

are all moderately corroded, to include mounting bolts & securing weldments and all components of the vessel’s mooring system are weakening due the accumulating effects of corrosion. The mooring lines and anchor chain are aging and weakening due the accumulating effects of corrosion and exposure to weather and UV. It is considered that, conservatively, the capacity of the anchor chain & mooring lines and the winches & connecting components onboard the ship have likely been reduced by 25% - 30% since the vessel was placed at Doctor Bay.

SURVEY NOTES and COMMENTS:

The notable port list can be explained through the loss of floatation within the Port No.2 Wing Void/Ballast Tank. The empty ship appears heavy on her lines and is considered to be 75% full of ballast. Ownership of the vessel has become subject to the vagaries of offshore interests and there appears to be no local active owner or owner’s representative and the vessel is basically unattended.


SURVEY NOTES and COMMENTS, cont’d

The main machinery and ancillary systems appear functional, but likely require the particular expertise of a marine engineer well versed in such engine styles to start and bring back to reliable operation. There is no readily available onboard power source to run bilge pumps. It is considered that the hull was originally very well made from good quality materials. There are indications all around the vessel that preparations were underway within the past year for the ship to be taken under tow. These preparations include: lashings on the hatch cover, lashing of deck equipment, securing of the rudder & propeller, sounding and ballasting of the ballast tanks and installation of a VHF radio and battery in the wheelhouse. While these preparations are noted, it is also commented that none of these preparations have improved the seaworthiness of the vessel as it sits at anchor in Doctor Bay without regular onboard attendance. SURVEYOR’S CONCLUSIONS:

There remains a large total amount of fuel and oil onboard the MINI FUSION, spread amongst a dozen tanks as well as engine sumps, gear boxes and hydraulic power pack reservoirs. It is the opinion of the undersigned that, without the vessel owners providing a plan and schedule to address the Significant Aspects to Condition and Seaworthiness listed above, the MINI FUSION poses an immediate and very present threat to the environment and navigable waters of BC. It is considered a reasonable course of action for CCG / Environmental Response, &/or associated agencies within CCG and Transport Canada, to compel the owners of the vessel to immediately present a plan and schedule to mitigate the threats, as identified within this report. It is strongly suggested the vessel be relocated away from the remote area of Desolation Sound where currently moored, as soon as reasonably possible, and placed to a secure mooring with easy access for personnel from shore to effectively further assess the condition of the vessel and commence removal of onboard fuel and oil if that is considered necessary. This report follows limited external survey and cursory internal survey with the vessel afloat and no comment is implied or intended to the actual condition of the underwater hull or appendages. Inspection made without opening up areas ordinarily concealed, testing for tightness or trying out of machinery.

MlNl FUSION - Condition & Seaworthiness / Preliminary ReportPage {3.

BSM FILE NO. 869ccc / ER WO# 0981-2020

No determination of stability characteristics has been made and no opinion isexpressed thereto.

Examination of the structure was made m thorough as was practical and in good faith,however no liability can be assigned to the Undersigned through oversight, inaccuracyor any other deficiency.

This report is issued for assessing the current condition & seaworthiness of the MlNlFUSION and quantifying remaining pollutants onboard only and if used for any otherpurpose other than that stated in the foregoing it will be null, void and not binding onanyone.

This report contains a total of thirteen (13) text pages and twenty two (22) photographpages and is considered incomplete & invalid without all pages in their proper orderwith alltext intact.

Survey rnade and comments submitted on behalf of CCG / Fisheries and Oceans,Environmental Response Division, without prejudice.

BULDNG{dW

Dave Trickett, Surveyor

BSM FILE / Survey Report No. 869ccc I ER WO# 0981-2020December 26,2020

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BUILDING SEA MARINE Marine – Surveying, Projects, Services

Box 71017, Mobile: 604-802-8891 (24 hr) 3552 West 41st Avenue, email: [email protected] Vancouver, BC V6N 4J9

_____________________________________________________________________ BSM FILE / Survey Report No: 869 CCG / ER WO#: 0981-2019

PHOTOGRAPHS

“MINI FUSION”

Survey for Condition and Seaworthiness / Preliminary Report All photographs taken by the undersigned surveyor on the day of survey.

No.1 – MINI FUSION float at Doctor Bay, November 10, 2020. Port bow.


No.2 – Looking aft along port side from the bow.

No.3 – Port side, looking forward at the bow.


No.4 – Port side bow.

No.5 – Port side looking aft from near the bow.


No.6 – Port side looking aft from near amidships.

No.7 – Port side aft of amidships.


No.8 – Port side further aft of amidships.

No.9 – Port side aft.


No.10 – Port side main deck at the deckhouse.

No.11 – Main deck at port side aft, looking aft.


No.12 – View across the aft deck and mooring winches.

No.13 – Main deck at starboard side aft, looking aft.


No.14 – Main deck looking forward along starboard from near the stern.

No.15 – Starboard side main deck near the deckhouse.


No.16 –View along starboard side main deck, looking forward from the deckhouse.


No.17 – Main deck at starboard side forward, hatch machinery in foreground.

No.18 – Detail of mooring winch mounting at starboard bow.


No.19 – Mooring machinery at port bow, looking aft.

No.20 – Mooring winches at the bow, looking port to starboard.


No.21 – View into the forepeak.

No.22 – View aft along starboard side within the forward stores.


No.23 – Hydraulic power pack in the forward stores lower level area.

No.24 – Double bottom tank top and sounding tubes at the forward stores lwr level.


No.25 – View through the forward cargo hold, looking aft from the forward stores.

No.26 – Typical wing void/ballast tank hatch, this at port side No.1.


No.27 – View through the cargo hold, looking aft along port side from forward.

No.28 – Typical double bottom void/ballast tank hatches and bulkhead plates in way.


No.29 – Access hatch for the port side No.1 fuel tank within the cargo hold.

No.30 – Main engine, looking aft along starboard side.


No.31 – Auxiliary genset engine at port side, looking aft.

No.32 – Oil tanks at starboard side machinery space.


No.33 – Cooling system heat exchangers at starboard aft machinery space.

No.34 – View forward through the strbd mach space to the hatch into the cargo hold.


No.35 – Aft machinery space and chain block locks on the propeller shaft.

No.36 – Looking into the mach space bilge at the aft end, shaft coupling with shaft chain lashings in foreground.


No.37 – View into the strbd side steering gear room from the mach space doorway and chain block lashings on the rudder head.

No.38 – Another view within the steering gear room at strbd side.


No.39 – Deckhouse, looking aft from the cargo crane.

No.40 – Cargo crane.

MlNl FUSION - Condition & Seaworthiness / Preliminary Report

BSM FILE NO,869ccc / ER WO# 0981-2020

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No.41 - MlNl FUSION, Doctor pay, Desolation Sound BC, November 10, 2A20.

BU]LDING SEA MARINE

Dave Trickett, Surveyor

BSM FILE / Survey Reporl No. 869ccc / ER WO# 0981-2020December 26,202A

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building sea marine

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