MARINE INSURANCE SURVEY REPORT #07- XXXXXXX XXXXXXX2007. CONDUCTED BY Merrill Hall SAMS-AMS PREPARED FOR:

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1 HATHAWAY MARINE SURVEYORS A Division of Hathaway Services, Inc. 25 Carriage Road, C-F, Portland, Maine TEL: ; FAX: brian@hathawaysurveyors.com MARINE INSURANCE SURVEY REPORT #07- XXXXXXX S/V XXXXXXXXXXXXXXXX XXXXXXX2007 CONDUCTED BY Merrill Hall SAMS-AMS PREPARED FOR: XXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXXXXXX XXXXXXXXXXXXXXX Page 1 of 20

2 Scope of the Marine Insurance Survey The following is presented to give the survey client a clear perspective on what can and cannot be expected from a marine insurance survey. Although a particular vessel may have a well-documented history of use and maintenance, it is in the best interests of the client and the insurance underwriters that the findings of the surveyor result specifically from its current state of condition and value. Focus: The insurance survey s primary focus is on the vessel s structure, machinery, internal and external systems, and equipment that directly or indirectly affects the safety of the vessel and its passengers. Secondarily, the surveyor s assessment of the vessel s overall condition is used, in conjunction with database information, to prepare an estimate of its market value and replacement value. Limitations: Certain elements of the hull, deck, equipment, machinery, plumbing, electrical systems, can only be inspected by removal of bulkheads, headliners, tanks, joiner work, etc. This would be destructive in nature, prohibitively time consuming and expensive to restore. Components requiring access of this nature and/or disassembly will not be inspected, since no destructive/invasive methods are used in the survey process. It must also be understood that ships' systems and components have a limited useful life in the marine environment and often give no visible or other indication of deterioration or impending failure. Hull and Deck: The major structures of the vessel are inspected using non-destructive methods. Hull penetrations, sea valves, rudder attachments, internal structural members, lifelines and deck hardware are some areas of concentration. On fiberglass vessels of cored construction, a combination of mechanical sounding and electronic moisture detection may be used to indicate the condition of laminates or the presence of active osmotic blistering. It must be understood that this is a non-exact science and that the data so produced is only an indication of what may be reality. Where questionable conditions exist, that affect the safety and market value of the vessel, it will be recommended that invasive methods be used for a more exact assessment. Spars and rigging: When in place, these components can only be inspected from deck level and, unless otherwise noted, are considered to be original equipment. Rigging and spar inspection is visual only and, when questionable conditions are found, it will be recommended that a qualified marine rigger be employed for an in-depth evaluation. Electronics and electrical equipment: Inspection is limited to the external condition of wiring, panels, and connections and their appropriateness for service and compliance with accepted codes. Testing is done on safety items such as navigation lighting, signaling devices, VHF radio, depth sounder, etc. Safety Equipment: Inspection is directed at the condition and appropriateness of PFDs, life rings, signaling devices, flares, radar reflectors, life rafts, fire fighting devices, etc. and their compliance to current codes and USCG/CFR requirements. Galley Stoves & Cabin Heating: LPG, CNG, petroleum, alcohol, and solid fueled appliances are closely inspected for installation, condition and compliance to NFPA & ABYC standards. Machinery: The visual inspection focuses on the installation and external condition of machinery and accessories. Fuel and exhaust systems are inspected for soundness and code compliance, but the inspection is limited to the external condition and appropriateness of their components. Special attention is given to wear items such as engine hoses, cutless bearings, stuffing boxes, and shaft log components. Sails & Canvas work: All are considered to be in average condition for age with normal wear and tear. Sails are generally inspected at the major points of wear but are not commonly laid out. This is best done in a sail maker s loft for a proper evaluation of condition and suitability for service. Standards: Where applicable, the surveyor will employ the current standards of the American Boat and Yacht Council (ABYC) July 2007, and the National Fire Protection Association (NFPA) section 302 (2004). Note: It should be understood that Insurance underwriting standards vary among insurers and may or may not be known to the surveyor. It is the duty of the vessel owner to obtain a clear definition of expectations from the insurance underwriter. Page 2 of 20

3 S/V XXXXXXXXXXXXX Survey Date: XXXXXXXXXXX 2007 Year built & model: 1977 Tartan 30 Vessel type: FRP Auxiliary Sloop Vessel manufacturer: Tartan Marine Co. Manufacturer location: Grand River, OH USA Designer: Sparkman & Stephens Hull identification number: TAR3XXXXM77K Vessel hailing port: None State registration number: ME 3890 T Vessel Specifications: LOA: DRAFT: 4 11 MAST HT: N/A LWL: 24 3 DISP: 8750# SAIL AREA: 449 sq ft BEAM: 10 0 BALLAST: 3700# RIG: Sloop Note: The above vessel specifications are taken from manufacturer s published data or have been supplied by others. No measurements or calculations were made by the surveyor, unless otherwise noted. Construction: Hull: Deck: Coach Roof: Ballast: Spars: Rigging: Fiberglass Reinforced Plastic (FRP) Partially Cored FRP Partially Cored FRP External Cast Lead Extruded Aluminum Stainless Steel Standing - Dacron Running Auxiliary Engine: Type: Inboard Fuel: Gasoline (Petrol) On 23 sep 2007, the undersigned surveyor attended upon the subject sailing vessel, while ashore in layup at South Freeport, Maine, for the purpose of conducting a condition and value survey for Insurance Underwriting purposes. The weather conditions at the time of survey and for the previous four days were dry with temperatures ranging from a low of 47 degrees to a high of 73 degrees. Note: It must be understood that this type of survey is limited in scope to those elements of the vessel that directly or indirectly affect the safety of the vessel and its passengers, and its general market value. It is not of sufficient depth to be considered as a Pre-Purchase Survey. Page 3 of 20

4 Note: The symbol is used, in the text of the survey, to indicate a condition that is covered under the RECOMMENDATIONS/ SUGGESTIONS/DEFFICIENCIES section. The symbol is used to indicate a photo is available in the PHOTOGRAPHS section of the survey. DESIGN/CONSTRUCTION/STRUCTURES: General: The hull is of the round bilge displacement form with fin keel and inboard skegged rudder. The keel ballast is attached to the hull using keel bolts. Notes Sideshells: Average-for-age condition w/some minor scratches Underwaterbody: Generally smooth without excessive paint build-up Osmotic Blisters (Note#1): None visible Decks & Cabin top: Recently painted/refinished very good cosmetic condition. Tabbing & Bulkheads: Acceptable Bilges: Wet & fouled Hatches: Acceptable Keel Bolts: Generally acceptable some rusted nuts/washers Keel to Hull Joint: Acceptable some missing fairing aft Keel: Acceptable no indications of grounding Sea Valves: Mostly satisfactory some require minor service Obvious Repairs: None visible Damaged Areas: Port side toe rail amidships Lifeline System: One bent stanchion at portside toe rail damage Mooring Cleats/Chocks: Satisfactory Hull/Deck Joint: Acceptable Strength of Hull: Original no repairs or damage noted Note #1: Due to the presence of bottom paint, close examination of the underwaterbody was not possible. Our inspection for osmotic blisters is limited to those that would be in an active state only. Inactive blisters or areas of blister repairs can only be determined by removing the bottom paint to expose the underwaterbody gelcoat surfaces. Certain areas of the exterior underwater body and exposed exterior portions of the deck structure were sounded by means of steel and phenolic hammers, inspected visually and with a portable non-destructive electronic moisture meter. Major deficiencies in these areas could adversely affect the vessel s structural integrity and/or it s Fair Market Value. Note #2: The meter commonly used by HMS is a TRAMEX Skipper set on Scale #1 with readings taken on the relative scale. We consider readings of less than 30 to be generally acceptable in most cases while readings in the range are cause for concern. Moisture content of the laminate was found to be within acceptable limits except as noted below : Page 4 of 20

5 1. All areas of the foredeck with no clear indications of non-lamination. 2. The weather decks, from the forward edge of the cabin aft to the companionway bulkhead with large areas of non-lamination on the starboard side. 3. At the lower area of the rudder skeg with non-lamination. PROPULSION MACHINERY: Type: Inboard Gasoline fired Make: UNIVERSAL Model: Atomic 4 Serial #: XXXXXX #Cylinders: 4 HP: 30 (rated) Cooling: Fresh water Seacock: Yes Ext. Strainer: Yes Int. Strainer: Yes (adrift) Drive Type: Direct via reverse gear Shaft: 1 Stainless steel Stuffing Box: Bronze Flax type Propeller: 3 blade bronze Cutless Brg: Satisfactory Center Brg: Acceptable Shaft Log: Satisfactory Engine Space: Clean Fuel Hoses: Good (USCG Type A/B) Wet Exhaust: Yes Fuel Filter: Yes Exh. Hoses: Satisfactory Tank Mat l: Not totally observed Riser: Acceptable Fuel Cap: 20 USG (reported) ABYC/NFPA: Acceptable Ventilation: Not Acceptable Controls: Satisfactory Engine Hrs: 388 Instruments: Tach w/hour meter, water temp, oil pressure & volt meter Page 5 of 20

6 Note: The vessel s fuel tankage is over 30 years old and has some surface corrosion with most areas of the tank inaccessible. We therefore recommend pressure testing to demonstrate its soundness for continued use. Testing is to be done in a manner appropriate to the tank s construction and materials. Results should be recorded for future reference. SEA TRIALS: Once fully commissioned, the vessel should be sea-trialed and the propulsion machinery and systems subjected to the following tests: A. 60 minutes at normal cruising engine revolutions. B. Full power trials (maximum engine revolutions). C. Engine exhaust system check D. Emergency stop. E. Propeller shaft stuffing box drip rate. F. Hard over to hard over (steering systems test). G. Steering astern. H. Engine Instrumentation checks. I. Operation of marine electronics and navigation gear. J. Demonstration of electrical system. K. Demonstration of bilge pumping system(s). L. Demonstration of potable water system. M. Demonstration of marine sanitation system. N. Demonstration of engine controls. O. Demonstration of galley equipment. Accommodations: Cabin Spaces: Berth Covers & Fabrics: Galley Area: Galley Stove: Galley Stove Fuel System: Cabin Heater: Cabin Heater Fuel System: Fresh Water System: Fresh Water Tank(s): Hoses & Fittings: Head Area: MSD Type: Sewage Tank: Hoses & Fittings: USCG Approved? Notes 2 generally neat & clean Vee berth cushions good condition; main cabin cushions appear original average-for-age condition. Generally neat & clean GAS SYSTEMS 2 burner w/oven CNG CNG tank in stbd aft cockpit lazarette Acceptable DICKENSON bulkhead mounted Solid fuel wood/charcoal Manual pressure One/plastic under port side settee berth Acceptable where visible Galley sink spigot broken One generally neat & clean Manual with macerator pump One under vee berth recent installation Acceptable Yes Page 6 of 20

7 Bilge Pumping/Dewatering Qty Bilge Pumps 1 12VDC pump with float switch mounted in bilge void 1 Manual diaphragm type fixed pump in cockpit 1 Portable manual pump piston type ELECTRICAL: Qty 12VDC Electrical Components 1 Engine Driven Alternator - 12VDC Storage Batteries (batteries left aboard were not operational) - Acid Proof Battery Boxes (NFPA Suggested) 1 Safety Disconnect Switch 1 Circuit Breaker Panel 1 Fused panel The wiring system appears to be original, with later additions, and, where available for examination, was found to be generally in acceptable condition (See Note Below). Note: The owners and underwriters should understand that the vessel s electrical systems do not, in all respects, meet the current electrical code requirements as set forth in the voluntary National Fire Protection Association code 302 and American Boat & Yacht Council Sections E-8, 9 & 10 as would probably be found on any newly constructed vessel. This condition is understandable given the age of the vessel and many of the electrical underwriting requirements were not in place at the time of the vessel s construction. It is in the best interest of all parties that the systems be made to comply with all aspects of the current voluntary codes/ requirements. We recommend to the owner(s) that these modifications be made. FIRE PROTECTION: Qty 3 Portable Type B:C Fire Extinguishers Note: It is suggested that each of the vessel s compartments (including the cockpit) be provided with a readily accessible approved fire extinguisher. Those fire extinguishers servicing the cabin spaces should include Class A capability. STEERING SYSTEM: Tiller System: Rudder Casting: Rudder Stock Tube: Bushing Clearance: Notes Acceptable Sound but with areas of elevated moisture meter readings Acceptable Acceptable Page 7 of 20

8 MAST/RIGGING/SAILS: Qty 1 Mast - Extruded aluminum 1 Boom - Extruded Aluminum - Standing Rigging Stainless Steel Acceptable condition 1 Running Rigging Polyester Acceptable condition 4 Winches All operational 3 Sails Polyester (see note #2 below) Most are recent and are in good condition. 1 Jib Furler FURLEX - Mast Step satisfactory - Chain plates (see note #1 below) Welded Chain plate brackets Findings: The base of the mast shows areas of corrosion. The welds of the stainless steel chain plate brackets (at the main bulkhead) exhibit some rust (at the welds) and should be monitored. Note #1: The condition of the chain plates, where covered by fixed joiner work and abutting areas, is excluded from the survey. Note #2: For exact condition, the sails should be laid out in a sail loft and their condition certified by a sail maker. GROUND TACKLE: Qty 1 BRUCE 20# (10kg) anchor w/chain lead & nylon rode ELECTRONIC AND NAVIGATIONAL GEAR EQUIPMENT 2 RITCHIE Compasses bulkhead mounted 1 VHF Radio RAYMARINE 80 1 GPS/Chart Plotter GARMIN Depth Sounder/knotmeter STANDARD Horizon EMERGENCY AND LIFESAVING EQUIPMENT 2 PFDs Type I 4 PFDs Type II (new) 1 LIFESLING Overboard Rescue System 1 Radar reflector & attachments - USCG required Flares (Expiration date: 2008) Page 8 of 20

9 MISCELLANEOUS EQUIPMENT 1 Boat Hook Assorted Fenders 1 Canvas dodger in good condition Assorted Dock lines EQUIPMENT TESTING: Item Tested Notes Navigation Lights: Interior lights OK 12VDC bilge pump Manual bilge pump Portable bilge pump OK Dry operation only Macerator pump OK Dry operation only VHF Radio OK Receive only Stereo system OK Depth Speed Temp OK* GPS/Plotter OK* Wind instruments OK* * = Power Up Test Only = The item Was tested X = The Item was Not tested SECTION A: RECOMMENDATIONS/SUGGESTIONS/DEFFICIENCIES: 1. The proximity of the cabin heater exhaust stack to the cabin top ventilators may constitute a safety hazard under certain circumstances. The heater should not be used unless ventilators are sealed. See also item #3 in Section C below. 2. The auxiliary engine compartment ventilation system constitutes a possible safety hazard and requires immediate attention. See item #1 Section B below. 3. Secure the auxiliary engine raw water supply strainer. 4. Clean the vessel s bilges to prevent fouling of bilge pump(s). 5. Make all navigational lighting operable. Replace the opaque portside (red) lens. The stern light, when powered up, exhibits elevated heat with very low light output. This may indicate an electrical short circuit that requires immediate attention. Make repairs as required. Page 9 of 20

10 6. Install an additional clamp at the auxiliary engine exhaust flexible hose at the hull exit. 7. Replace the broken galley sink water spigot. 8. Verify the operation of the 12VDC automatic bilge pump. 9. Verify the operation of the manual diaphragm bilge pump. 10. Straighten or replace the port side bent lifeline stanchion. 11. Free up/lubricate/overhaul vessel s frozen and/or stiff seacocks so that all demonstrate safe and normal operation. All seacocks require servicing. 12. Mouse the shackles associated with the primary anchor. 13. Double clamp both ends of all flexible hoses that terminate at outboard hull penetrations below the sheer line. Most notably the hoses associated with the cockpit and galley sink drains. SECTION B: The following recommendations are required for the vessel to comply with USCG regulations and the Code of Federal Regulations (CFR) 1. The auxiliary engine compartment ventilation system constitutes a possible safety hazard and requires immediate attention. Make the system comply with the requirements for powered ventilation systems (33CFR ) (NFPA ) prior to engine operation. 2. The following required documents and Warning Placards were not observed aboard the vessel: a. Oil discharge prohibition placard located in the machinery space. (33 CFR ) b. MARPOL Annex V disposal regulations placard (33 CFR ) vessels over 26 LOA. 3. Provide sound signaling appliances consisting of a whistle and a bell, or, as a minimum, some other means of making an effective sound signal (72 COLREGS Rule; 33 CFR 80). 4. Service fire-fighting equipment as required (46 CFR 25.30). No indicated date of service in last 12 months. Page 10 of 20

11 SECTION C: The following recommendations are based on the voluntary standards of the ABYC (American Boat and Yacht Council) and the NFPA (National Fire Protection Association). Note: The owner(s) and underwriters should understand that the vessel s original systems may not, in all respects, meet the current requirements as set forth in the voluntary codes of the National Fire Protection Association and the American Boat & Yacht Council as would probably be found on a newly constructed vessel or with systems that have been recently added or upgraded. This condition is understandable, given the vessel s age, since many of the ABYC/NFPA requirements were not in place at the time of construction. It is in the best interest of all parties that the systems be made to comply with all aspects of the current voluntary codes/requirements. 1. The following recommended items were not observed aboard the vessel. a. An electronic CNG fume detector (ABYC A-14). b. An electronic gasoline fume detector (ABYC A-14). c. Carbon monoxide (CO) detector(s) (ABYC A-24) (Required on all vessels with inboard gasoline engines and/or gasoline power generators.) d. Smoke/fire detectors in appropriate confined spaces (NFPA ). Required on vessels 26 to 65 LOA that have accommodation spaces. e. A means of unassisted re-boarding of the vessel from the water. Means of unassisted reboarding shall be provided on all boats, and must be accessible to, or deployable by, the person in the water (ABYC ). f. Powered ventilation warning label(s) for gasoline powered vessels in way of the ignition switch (NFPA ). g. Fuel Burning Stoves or Range Warning Placard (NFPA ) h. Carbon Monoxide warning information (ABYC TH-23). 2. Provide approved acid-proof 12VDC battery storage containers (NFPA ). 3. Remove the charcoal fired cabin heater from the vessel OR render it unusable. (NFPA Appliances that burn solid fuels shall not be installed in gasoline-powered boats.). 4. Electrically ground the vessel s fuel supply deck fill fitting to comply with NFPA & NFPA Note: The bonding wire ends shall not be clamped between the fill pipe and the flexible hose. 5. Install a manually or electrically operated CNG shutoff valve in the vicinity of the galley stove (NFPA ). 6. Provide a ventilation opening above the CNG cylinder as required (NFPA ) 7. Permanently mount all fire extinguishers in a manner where they are readily accessible to the compartment that they are intended to serve (NFPA ). Page 11 of 20

12 SECTION D: The Following recommendations, notes and suggestions, are consistent with good marine practice, proper vessel maintenance, and prudent seamanship. 1. Make permanent repairs to the damaged port side toe rail. 2. The mast base corrosion/deterioration requires attention. Make permanent repairs to restore the mast base to original strength and to protect it from further corrosion. 3. Seal the chain plate deck penetrations. 4. Re-bed/re-seal all deck hardware associated with the areas that demonstrated elevated moisture meter readings. Monitor these areas and make permanent repairs when, or if required. 5. Make permanent repairs to the non-laminated areas of the starboard weather deck. 6. Monitor the rudder casting and skeg for moisture and non-lamination. Restore to original if and when required. Check during lay-up periods. 7. Re-torque the vessel s keel bolts to the manufacturer s specifications. At that time, replace any deteriorated nuts and washers. 8. Note: The following generally recommended items were not observed aboard the vessel: a. A radar reflector with provisions made so that it can be carried as high above sea level as is practical. b. Intermediate lifelines on lifeline stanchions. c. Cockpit locker hatch cover hold-open devices. d. A marine first aid kit. 9. Provide labels/placards to indicate the presence of fire extinguishers that are not clearly visible. Provide a permanently mounted fire extinguisher readily available to the helmsman. Provide Class A fire extinguishers for the cabin spaces. 10. Install a strainer on the suction end of the manual bilge pump. 11. Monitor the small areas of rust on the chainplate brackets. Make repairs if and when required. 12. Since this is a sailing vessel and may be subject to operation at severe angles of heel, we recommend that the 12VDC batteries be provided with additional means to prevent their movement under adverse conditions. 13. Note: We strongly recommend that all CNG systems be regularly inspected and tested, and that any testing, repairs, or modifications to the system be done by a qualified technician experienced in marine installations and the NFPA & ABYC codes. Page 12 of 20

13 14. Carry out sea trials as outlined in text of the survey. 15. Pressure test fuel tankage as indicated in the text of the survey. 16. Press-up (fill) all tankage and check for leaks. 17. Provide a current compass deviation card for each compass. 18. Suggestion: Given that weather and sea conditions are not always predictable, a. A qualified marine rigger should be employed to periodically inspect sailing rigs. b. The owner should consider the installation of a companionway sliding hatch holdopen device to secure hatch cover in the open position. c. The owner should provide a portable manually operated non-choke diaphragm bilge pump with a minimum capacity of ten (10) gallons per minute. d. The owner should provide a storm anchor with separate chain lead and rode. 19. Suggestion: Provide a secondary anchor with separate chain lead and rode. 20. For the Record: The auxiliary engine fuel tank could not be inspected due to its location requiring removal of joinery work. Its condition is therefore excluded from the survey. 21. For the Record: The vessel s 12VDC batteries were not operational at the time of survey. A battery not belonging to the vessel provided electrical power for testing. 22. For the Record: There is a small amount of anti-freeze in the forward spark plug recess. This may or may not indicate a leak in the nearby cooling hose. VALUATION: Thirteen Tartan 30s are listed as sold on soldboats.com during the past 30 months (all manufactured between 1975 & 1979) with an average selling price of $14,800 USD with selling prices from $10,000 to $22,000. This is an average of 83% of their asking prices. There are 13 Tartan 30s ( ) for sale on yachtworld.com with asking prices from $11,900 to $23,000. Using the 83% average of the sold boats, the average selling price of the Yacht World boats would be $14,360 USD. The ESTIMATED MARKET VALUE of the vessel is approximately, in the opinion of this office, $12,200 USD to $15,500 USD. Market value is based upon the observed conditions of the vessel as is-where is and without completion of work or correction of deficiencies in the Recommendations/Suggestions/Deficiencies section of this survey. MARKET VALUE is hereby defined as the most probable selling price in a competitive and open market under all conditions requisite to a fair sale, and where the buyer and the seller, is each acting prudently and knowledgeably, and with the assumption that the price is not affected by undue stimulus. Implicit in this definition is the consummation of a sale on a specified date and the passing of title from seller to buyer under conditions whereby: 1. Buyers and sellers are under no duress. Page 13 of 20

14 2. Both parties are well informed and acting in what they consider to be their own best interests. 3. A reasonable time is allowed for exposure in the open market. 4. Payment is made in cash or its equivalent. 5. Financing, if any, is on terms generally available in the community at the specified date and typical for the vessel type in its locale. 6. The price represents a normal consideration for the vessel sold unaffected by special funding amounts and/or terms, services, fees, costs of credits incurred in the transaction. The ESTIMATED REPLACEMENT VALUE of the vessel, as equipped, is approximately $135,000 USD. For the purpose of this survey, replacement value is defined as the cost of replacing the subject vessel with a new equivalent vessel with identical or equivalent capabilities, equipment and gear. SUMMATION: This survey is for Insurance Underwriting purposes only and was performed for the exclusive use of and indicates the condition of the vessel as of,2007. The survey is based on our opinion of the facts presented and discovered with no warranty either specified or implied. Defects not to be found without opening or removal of sheathing, joiner work, tankage, deck covering, plumbing, wiring, or other parts of the vessel are not intended to be covered by this report. If this survey does not discuss a specific item, piece of equipment or machinery, it is not covered by this survey. Limitations: This survey was performed with the vessel ashore and does not contain findings that require evaluation afloat and/or underway. These elements are not known and are therefore beyond the scope of this survey. The undersigned certifies: 1. That the surveyor has personally surveyed the subject vessel. 2. That the surveyor has no past, present, or prospective, direct or indirect interest in the vessel or in the use of this survey. 3. That the surveyor s employment is not in any manner contingent upon returning findings in any specified or implied amount or condition or otherwise contingent upon anything else other than the delivery of this survey. 4. That, to the best of the surveyor s knowledge and belief, all of the statements and opinions contained in this survey is correct. 5. The undersigned surveyor took all photographs submitted with this report, during the course of the survey, unless indicated otherwise. This survey is subject to the following underlying assumptions and qualifying and limiting conditions: 1. Responsible ownership and competent management are assumed. 2. No responsibility is assumed for matters involving legal, warranty, documentation, or title considerations. Page 14 of 20

15 3. The information identified in this survey, as being furnished by others, is believed to be reliable, but no responsibility for its accuracy is assumed. 4. The surveyor is not required to give testimony or attendance in court by reason of this survey, unless written arrangements have been previously made. Confidentiality: This document, in its entirety, is the sole property of the client. Hathaway Marine Surveyors staff will not discuss the specific information contained herein, with third parties, without the written permission of the client. HATHAWAY MARINE SERVICES, INC. SURVEYOR SIGNING WITHOUT PREJUDICE FOR THE CORPORATION Page 15 of 20

16 PHOTOGRAPHS Damaged Toe Rail Bent Lifeline Stanchion Page 16 of 20

17 Mast Base - Corrosion Area of Elevated Moisture Meter Readings & Non-Lamination Rudder Skeg Page 17 of 20

18 Chain Plate Bracket Monitor Welds Showing Rust Cabin Heater Page 18 of 20

19 Proximity of Cabin Heater Stack to Ventilators Anti-Freeze in Forward Sprak Plug Depression Page 19 of 20

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