1993 37' Lagoon TPI Damage Claim Sample Survey

Suenos Azules Marine Surveying and Consulting
REPORT OF MARINE SURVEY

Vessel Damage Inspection
of the sailing vessel
"Cat Man Do"

1993 Lagoon 37 TPI
PREPARED EXCLUSIVELY FOR:

Peter Jackson and Carly Jackson
106 Pinewood Court
Jupiter, Florida 33458
CONDUCTED BY:
Capt. John Banister, SA
on
June 3, 2011
Suenos Azules Marine Surveying and Consulting
9910 Alternate A1A, Suite 702-214
Palm Beach Gardens, Florida 33410
(561) 255-4139
Surveyed for: Peter Jackson and Carly Jackson - 1993 Lagoon 37 TPI
Surveyed by: Suenos Azules Marine Surveying and Consulting, Palm Beach Gardens, Florida
Report file #: 11-000121.

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SURVEY REPORT TABLE OF CONTENTS
Major Systems Surveyed
Page No.
INTRODUCTION
DEFINITION OF TERMS
GENERAL INFORMATION (SHORT FORM)
GENERAL DAMAGE INFORMATION
HULL INSPECTION
10
LOSS CONCLUSION
13
REPAIR ESTIMATE
14
WITNESS STATEMENT
17
APPRAISAL VALUE / DAMAGE CLAIM CERTIFICATION
19

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INTRODUCTION
REPORT INTRODUCTION COMMENTS:

At the request of Mr. Peter Jackson, the owner of the vessel "Cat Man Do," a 1993 37 foot Lagoon 37 TPI
Sailing Catamaran, I agreed to conduct a damage claim hull inspection. I arrived at the vessel's location on
June 3, 2011 at 10:18 AM and met with the current owner of the vessel, Mr. Peter Jackson (who in this
survey will be referred to as "the vessel's owner") and his wife, Carly Jackson. The vessel was first sighted
in the water at the Gold Coast Boat Yard located at 101 Bay Avenue, Palm Beach, Florida 33480. The
survey was conducted from 11:07 AM - 2:55 PM.
The weather on the day of the survey was sunny, warm, and dry with partly cloudy skies. Moisture
readings were taken of the vessel with a calibrated Model GRP 33 Marine Moisture Meter. Hull thickness
readings were taken of the hull and keels with a calibrated Positector UTG Ultrasonic Thickness Gauge.
The scope of this survey pertained to stress damage to the hull and keels only. The vessel was hauled out of
the water while I was present on the day of the survey and hung in the travel lift sling for approximately
one hour before being placed on blocks and stands in the boat yard. Vessel documentation revealed that
Mr. Jackson and his wife were the current owners of the vessel. Mr. Jackson and his wife were on board
the vessel and available on the day of the survey. Also present in the first hour of the survey was Michael
Franklin from "The Yacht Keeper" who was there to inspect and photograph the vessel for the purposes of
making an estimate for repairs on the stressed areas of the hull that are mentioned in this report.
During a vessel's survey the mandatory standards promulgated by the United States Coast Guard (USCG),
under the authority of title 46 United States Code (USC), Title 33, and Title 46, Code of Federal
Regulations (CFR), and the voluntary standards and recommended practices developed by the American
Boat and Yacht Council (ABYC), and the National Fire Protection Association (NFPA) have been used as
guidelines in the conduct of this survey. Findings in this report reflect conditions observed at the time of
survey.

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DEFINITION OF TERMS
The following terms and words have the following meanings as used in this report of survey:
APPEARS - Indicates that a very close inspection of the particular system, component, or item was not
possible due to constraints imposed upon the surveyor (e.g. no power available, inability to remove panels,
or requirements not to conduct destructive tests).
FIT FOR INTENDED SERVICE - Service for which is intended by Survey Purchaser (present or
prospective owner).
ADEQUATE - Sufficient for a specific requirement.
POWERS UP - Power was applied only. This does not refer to the operation of any system or component
unless specifically indicated.
EXCELLENT CONDITION - New or like new.
GOOD CONDITION - Nearly new, with only minor cosmetic or structural discrepancies noted.
AVERAGE CONDITION - Denotes that the system, component, or item is functional as is with minor
repairs.
POOR CONDITION - Unusable as is. Requires the replacement of a system for the component or item to
be considered functional.
USE OF *- Use of * in the body of this report will indicate that a footnote may be listed at the bottom of
the page or a finding will be listed in the "Findings and Recommendations" section pertaining to the *
items or the use of the text colors red, green, and blue.

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GENERAL INFORMATION
(Short Form)
FILE NUMBER: 11-000121
SURVEY PREPARED FOR: Mr. Peter Jackson
_________________________________________________________________________________
NAME OF VESSEL: "Cat Man Do"
TYPE OF SURVEY: Damage Claim Survey (hull inspection)
OVERALL VESSEL RATING: AVERAGE
ESTIMATED MARKET VALUE: $122,345.00
ESTIMATED REPLACEMENT COST: $246,147.00
YEAR/MAKE/MODEL OF VESSEL: 1993 Lagoon 37 TPI
BUILDER: Tillotson-Pearson Incorporated, Rhode Island
YEAR BUILT: 1993
MAKE OF VESSEL: TPI
MODEL OF VESSEL: Lagoon 37
HULL IDENTIFICATION NUMBER: TSPL3728B893
OFFICIAL NUMBER: 1167707
HAILING PORT: Jupiter, Florida
STATE VALIDATION STICKER: N/A
STATE REGISTRATION NUMBER: N/A
OWNER NAME: Peter Jackson and Carly Jackson
OWNER'S ADDRESS: 106 Pinewood Court, Jupiter, Florida 33458
PLACE OF SURVEY: 101 Bay Avenue, Palm Beach, Florida 33480
DATE/TIME OF SURVEY: June 3, 2011 11:07 am to 2:55 pm
HULL MATERIAL: Fiberglass
HULL TYPE: Displacement
LENGTH OVER ALL: 36'9"
BEAM: 20'2"
DEPTH: 6'6"
DRAFT: 4'0"
DISPLACEMENT: 11,883 lbs.
PROPULSION SYSTEM: Two Perkins Perama-M20, 18 horsepower engines
FUEL TYPE: Diesel
FUEL CAPACITY: 52 Gallons
AC POWER: 120 Volts
DC POWER: 12 Volts
FRESH WATER CAPACITY: 100 Gallons
HOLDING TANK: 20 Gallons
INTENDED USE: Recreational
INTENDED CRUISING AREA: Atlantic waters

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GENERAL DAMAGE INFORMATION

SCOPE OF SURVEY
Purpose of survey:
Survey attended by:
Vessel surveyed at:
How survey conducted:
Other comments:
To identify stress related damage on the vessel's hull and keel at the vessel owner's
request.
Capt. John Banister, SA, Mike Franklin, Peter Jackson, and Carly Jackson.
Gold Coast Boat Yard, 101 Bay Avenue, Palm Beach, Florida 33480.
The vessel was surveyed both while afloat and while hauled out of the water.
The attending surveyor is a member of SAMS (Society of Accredited Marine
Surveyors), ABYC (American Boat and Yacht Council), IAMI (International
Association of Marine Investigators), and the NFPA (National Fire and Protection
Association). The surveyor is also ABYC Standards Accredited and is a U.S. Coast
Guard Licensed Master Captain with towing and sailing endorsements.
VESSEL INFORMATION
Vessel Yr/Make/Model:
Vessel description:
Vessel name:
Hailing port:
1993 Lagoon 37 TPI.

The 1993 Lagoon 37 TPI is a fractional sloop rigged sailing catamaran. The
catamaran was designed by Marc Van Peteghem and Vincent Lauriot-Prevost and
was built by Tillotson-Person in Rhode Island on a joint venture with Jeanneau
Yachts of France. The 1994 Lagoon 37 TPI was a catamaran that was designed as a
downsized version of the original 1991 Lagoon 42 TPI catamaran and was intended
for extended cruising by private owners and charters. The vessel was constructed
of baltek end-grain balsa wood coring sandwiched between triaxial layered FRP
(fiber reinforced plastic). The glass fiber was hand laid with vinylester resin and
protected by a thin outer layer of gelcoat.
The vessel was put together by a series of three molds. One mold for the keels,
another for the lower hull and bridge deck, and another for the cabin top and decks.
The vessel's hull to deck joint was an internal (or inward) flanged joint near the
gunnel of the vessel and was held together by a chemical bonding agent.
Reinforcement was provided by stainless steel fasteners at the hull to deck joint at
stanchion bases, horn cleat bases, and other main deck hardware. The main mast of
the vessel was deck stepped at the cabin top onto a stainless steel compression post
and was held in place by the vessel's standing rigging. The forward head stay was
held in place by an aluminum cross member that was secured in place by fasteners
at the inboard sections of the port and starboard bows. The vessel was powered by
two inboard Perkins model Perama-M20, 18 horsepower, three cylinder diesel
engines and turned on a twin rudder steering system powered by a chain and cable
pulley system. The vessel's interior was a contemporary designed accommodation
space with teak decks and adequate overhead spacing. This vessel was a "galley
down" design where the galley was built into the port side hull. The owner's suite
was on the port side of the vessel with two other berthing compartments in the fore
and aft sections of the starboard side hull. The vessel was well lit and well
ventilated throughout the accommodation spaces and included two escape hatches
on the inboard sides of the two hulls with underside stainless steel grab rails.
"Cat Man Do"
Jupiter, Florida.

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Hull ID number:
Registered owner:
Manufacturer/Builder:
Year built:
U.S.C.G. Official
Documentation No:
Propulsion System:
Engine Make / Model:
Engine(s) hours:
Hull Material:
L.O.A.
Beam:
Draft:
Displacement:
TSPL3728B893.
Peter Jackson and Carly Jackson.
Tillotson-Pearson Incorporated, Rhode Island.
1993.
1167707.
Two inboard engines sighted in the port and starboard aft hulls.
Two "Perkins" brand "Perama-M20" model, 18 horsepower, three cylinder diesel
engines.
Approximately 7000 hours.
FRP over a balsa wood core.
36'9"
20'2"
4'0"
11,883 lbs.
VESSEL PRE-DAMAGE CONDITION & VALUE

Condition rating:
Estimated fair market
value:
Estimated replacement
cost:
NOTE:
Average condition.
$122,345.00.
$246,147.00.
Estimated fair market value was determined by cross referencing data from
Soldboats.com, BUC, NADA, Yachtworld.com, and other brokerage listings or
local dealers. Adjustments are then made for condition or equipment as necessary.
The fair market value is for the vessel in its pre-damage condition prior to any
other repairs or maintenance.
Estimated replacement cost was determined using information obtained from BUC,
NADA, ABOS or local dealer prices using the same or similar make and model
with similar equipment options.
The overall vessel condition and value was further based on a general inspection of

Page no: 7 of 19
the vessel and installed components during the damage inspection.
CIRCUMSTANCES OF LOSS
Incident Report:
NOTE: The scope of this survey report pertains only to the stress related damage
on the port and starboard hull bottom and keels of this vessel. All other unrelated
findings of the vessel, past or present are not a part of this survey and will not be
mentioned here.
On June 3, 2011 at 10:50 AM, I met with the owner of the vessel, Mr. Peter
Jackson at the Gold Coast Boat Yard in Palm Beach, Florida pertaining to the port
keel and bottom damage on his vessel. Mr. Jackson stated that on April 19, 2011
his vessel, "Cat Man Do," (a 37 foot Lagoon TPI Sailing Catamaran) arrived at the
Gold Coast Boat Yard in Palm Beach, Florida for a haul out for routine
maintenance.
Mr. Jackson said during this haul out he witnessed and personally supervised the
vessel being blocked. Mr. Jackson said he wanted to be sure the vessel was even
and flat on the keels with supporting stands on the fore and aft sections of the
vessel on both hulls to ensure the weight of the vessel was distributed evenly. Mr.
Jackson said that on April 25, 2011 he received a call from Mr. Reggie Lopez, the
General Manager at the Gold Coast Boat yard who told Mr. Jackson that his vessel
had excess movement in the rudder bearings and that they would have to be
removed from the vessel and checked. Mr. Jackson said on April 26, 2011 he
arrived early at the Gold Coast Boat Yard. Mr. Jackson said on this date the vessel
was lifted up by the travel lift and moved to another section of the boat yard. Mr.
Jackson said the same men that moved the vessel on April 19, 2011 were the same
men that moved the vessel on April 26, 2011.
Mr. Jackson said when he returned to the vessel after it was re-blocked on April 26,
2011 he noticed the vessel was not flat, but angled upwards at the bow. Mr.
Jackson said the vessel appeared to be resting on the aft end of the keels, but still
supported by the fore and aft jack stands on both hulls. Mr. Jackson said Mr. Lopez
noticed the port keel was cracked in the aft section of the keel and pointed it out to
Mr. Jackson. Mr. Jackson told Mr. Lopez to have their fiberglass technician look at
the damage and to get back to him. Mr. Jackson said that photographs were taken
by the staff at the Gold Coast Boat Yard and sent to him by Mr. Lopez via email on
April 29, 2011 of some of the work being done to the aft end of the keel and the
hull areas just above the keel. Mr. Jackson said he was told by Mr. Lopez on April
26, 2011 that he would make the vessel level again after it was noticed by Mr.
Jackson that the vessel was at an upwards angle at the bow. Mr. Jackson stated the
next day (April 27, 2011) he received an email from Mr. Lopez that said the vessel
was lifted up so the fiberglass technician could work on the keel and hull and that

Page no: 8 of 19
the vessel was once again leveled on blocks. Mr. Jackson said Mr. Lopez also
explained in this email that it was policy at the Gold Coast Boat Yard to block all
vessels at an upwards angle at the bow to allow for rain water drainage to the stern.
Mr. Jackson explained to me that on his vessel the drains are in the forward section
of the vessel and having the vessel on a upward angle would just collect hundreds
of extra pounds of rain water into the stern of the vessel.
Mr. Jackson stated the vessel was launched back into the water on May 6, 2011,
but prior to launch he noticed the bend in the port keel and circular marks in the
bottom paint on the fore and aft sections of the hull where the jack stands
supported the vessel. Mr. Jackson said the fiberglass technician (identified as Chris
Smith, an employee of the Gold Coast Boat Yard) said he noticed the inboard bend
in the port keel and said that this area would need to be replaced by the next haul
out or it could snap off of the boat if an underwater impact were to occur in the
weakened section of the bend in the keel. Mr. Jackson said on May 25, 2011 he
made contact with Mr. Lopez via email and he agreed that the vessel would be
hauled out free of charge to assess the damage to the keel and hull.
On June 3, 2011 at 3:07 PM I made contact with Mr. Chris Smith at the Gold Coast
Boat Yard. Mr. Smith said he conducted the fiberglass work on Mr. Jackson's 37
foot Lagoon Sailing Catamaran in April, 2011. Mr. Smith said the wetted surfaces
of the hull were made of paneled balsa wood coring based on what he saw when
the hull was ground down past the fiberglass. Mr. Smith said the port keel where it
was cracked was simply two sheets of uncored 1/8 inch fiberglass joined together
to make the keel. Mr. Smith said he repaired the port side keel but noticed it was
slightly bent inboard. Mr. Smith said he did not know the cause as to how it
happened, he was just assigned to conduct the repair by his employer. Mr. Smith
said he did see the circular marks on the bottom of the hull (fore and aft of the
keel), but did not do any intrusive inspections on the circular marks. Mr. Smith said
he thought the marks may be superficial from the vessel's weight on the jack stands.
On June 3, 2011 at 12:38 PM, after the vessel was moved to the west side of the
boat yard, I witnessed two yard workers (named Ben O'Leary and Cameron Miller)
have trouble locating areas on the hull (fore and aft of the keel) of Mr. Jackson's
catamaran to set the jack stands. Mr. O'Leary said to me that he could not find solid
areas on the port and starboard hulls he felt comfortable to set the jack stands. Mr.
O'Leary and Mr. Miller decided to call over a yard manager for advice (identified
as Wes Weinstein). After Mr. Weinstein took some soundings with a small hammer
for a few minutes, the three of them decided it would be best to bear the weight of
the vessel on the fore and aft ends of the bridge deck. This is where I witnessed the
jack stands being placed and the weight of the vessel was finally rested at those
points. Mr. Jackson arrived a short time later and asked that the vessel be laid flat
again, as the vessel was first set in an upwards angle with the weight on the stern of
both keels, and four jack stands on the bridge deck. The vessel was re-positioned
level again within a few minutes by Mr. O'Leary and Mr. Miller.
PARTICULARS OF LOSS
DAMAGE SIGHTED:
The following major sections describe damages sighted in detail and is

organized by vessel system, component or location.

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HULL INSPECTION
HULL EXTERIOR
Condition summary:
Average condition. The vessel had recent bottom paint below the wetted surfaces
of the hull. The boot top appeared to be in good condition with minor cosmetic
nicks and chips in the paint. The exterior of the hull appeared to be sound with no
significant signs of stress damage on the topsides of the vessel on both hulls.
HULL BOTTOM

Page no: 10 of 19
Condition summary:
Average condition. The hull bottom was overall sound with the exception of the
port side keel having a slight inboard bend and a total of four circular pattern marks
(sighted at the fore and aft sections of both hulls) the vessel's owner stated was
from stress marks from the jack stands set on these areas from the Gold Coast Boat
Yard from April 26, 2011 - May 6, 2011.
The circular marks ranged in diameter from five and a half inches to seven inches.
The circular marks were sighted approximately four feet forward of both keels on
the underside of the hull and approximately five feet aft of both keels on the
underside of the hulls. The top coatings of bottom paint showed crazing like
patterns moving around and outward of these circular marks. After the vessel was
lifted out of the water these crazing cracks retained water for over an hour after the
rest of the hull had long since dried suggesting water had found its way somewhere
beyond the outer layer of bottom paint. Ultrasonic readings were taken of these
markings and were compared to the other comparable readings on the hull. The
ultrasonic readings were consistent to 1/8 of an inch thick of FRP within
reasonable differences to account for resins and imperfections in the fiber cloth. On
the port bow section six inches forward of the sounding transducer there was also a
four inch crazing like crack that had a rift in the exterior that may be consistent
with crazing from stress related damage. This mark was just aft of the port side
forward circular mark of the bottom of the hull. Interior inspection of the bottom of
hull at the bilge showed no signs of damage in the fiberglass where those areas
could be sighted.
The port side keel had a slight inboard bend that could be clearly seen from the aft
section of the keel. The keel's dimensions were 10 feet, six inches in length at the
head of the keel, four feet at the base of the keel, and two feet, four inches in
height. the keel's thickness was 1/2 of an inch at the aft end of the keel and angled
outwards to six inches in thickness at the fore end of the keel. The keel was glassed
into the hull with no keel bolts or backing hardware sighted from inside of the hull.
The interior of the port keel had three voids (consistent with the starboard keel)

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that were separated by two thin stronger points spaced evenly in sections that ran
perpendicular from the base to the head of the keel. These stronger points in the
keel were approximately six inches in width and ran the height of the keel near the
middle sections of the keels. It was unknown what the material consisted of that
made up these two stronger points in the keels. Ultrasonic readings could not be
taken of these thicker areas which suggested the thickness of these strong points
were thicker than two inches. The port keel had no obvious stress marks on the
interior or exterior sides of the hull or keel. Moisture readings taken from the
interior of the hull where the keel was glassed were relatively dry (14% or less). No
interior damage in the fiberglass was seen along the bilge where the keel was
glassed in. Ultrasonic readings were taken of both keels (for comparison purposes).
Ultrasonic readings on the keels were consistent to 1/8 of an inch in thickness of
the fiberglass with the exception to readings taken on the bend of the keel on the
inboard side of the vessel. Readings there were almost as low as 1/16th of an inch
indicating a thinner, weakened area of the inboard side of the port keel. The keel
was mostly hollow (with exception to the two thicker perpendicular sections
between the voids in the keel) with no coring or ballast detected when sounding the
keels. The starboard side keel appeared normal with no signs of damage found
there.
Keel pictures:
Findings:
The port side keel was slightly bent to the inboard side
of the hull longitudinally half way up the keel. Four
circular marks were sighted on the hull bottoms on both
hulls (two on each side; fore and aft of the keel) that
was consistent with excess stress placed on these areas.
Water was sighted being retained in these circular areas
on the bottom of the hull.
Recommendations:
Have a qualified technician remove the bottom paint
and gelcoat in these areas to further inspect the extent of
gelcoat or fiberglass damage that may exist under the
bottom paint where the circular crazing exists. The port
side keel appears to have suffered from some kind of
weight related damage. Have a qualified marine
technician take down the outer layers of paint and
gelcoat to inspect the fiberglass of the keel for damage,
delamination or weak areas. This inspection should
include the head of the keel and surrounding hull areas

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where the keel was glassed into the hull. Repair,

replace, or renew as necessary to restore the original
integrity and strength of the hull bottom and keel.
HULL INTERIOR & STRUCTURAL COMPONENTS

Condition summary:
Good condition. No damage or moisture was sighted on the interior of the hull in
the areas of the port and starboard areas of the circular crazing or at the port side
keel. Moisture readings were relatively dry (at 14% or less) in these areas. NOTE:
These areas had some limited visibility due to bulkheads and permanent decks.
Moisture meter readings can not be taken of the hull on the exterior due to metals
in the anti-fouling bottom paint will read as "wet" on a moisture meter.
Ultrasonic test diagram:
LOSS CONCLUSION

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LOSS CONCLUSION
CAUSE OF DAMAGES
SIGHTED:
The cause of damages that were sighted on this vessel are divided into two
sections, the hull bottom and the port keel. The port and starboard hull bottom
circular stress marks (both fore and aft) appeared to be created from pressure from
boat yard jack stands when the boat was hauled out on land. No abrasion marks
were present to suggest the marks were created as the jack stands were turned into
place. The port side keel damage was caused by obvious excess pressure applied to
the keel by the weight of the vessel. Since the keel was thinnest at the stern (1/2
inch in total thickness at the aft end of the port keel), it would be more vulnerable
to bending or breaking from pressure if the vessel was tilted with the bow up and
the center of gravity was transferred to the weaker aft side of the keel versus the
much thicker mid and fore end of the keel if placed level on the ground. Because of
the absence of ballast, coring, or structural support in the aft section of the keel, the
keel could not sustain the weight of the vessel with the majority of pressure placed
on the aft keels. FRP is plyable and will bend before breaking. Once this occurs it
is not possible to restore the original fiberglass back to its original shape and the
integrity of the fiberglass is weakened at the area of deformation.
Based on my findings, testing, statements from Mr. Jackson and Mr. Smith, it is my
conclusion that the above mentioned stress damage was caused by excess weight
from the vessel that was transferred onto the weak weight bearing sections of the
hull and aft section of the port keel (most likely when the vessel was angled up at
the bow) causing the deformations in the fiberglass and bottom paint that was
mentioned above in this survey report.
REPAIR ESTIMATE
DAMAGE REPAIR ESTIMATE
Repair Estimate:
Estimated Reserve:
Repair estimate was written by "The Yacht Keeper" on June 6, 2011 and can be
read on the following page.
Based on full review of the previous defined damages sighted and the below
written estimated cost of repairs, the undersigned surveyor recommends the
following reserve allocation if this claim is paid:
Estimated cost of repairs:
$ 13,136.58
Plus 10% cost contingency:
$ 1,313.68
Surveyor services:
$ 693.75
LESS deductible:
$0
_____________________________________________
ESTIMATED RESERVE
$15,144.01

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APPRAISAL VALUE / DAMAGE CLAIM CERTIFICATION
CLOSING STATEMENT & SIGNATURE:
SUMMARY:
In accordance with the request for a damage claim survey of the vessel Cat Man Do, for the purpose of
evaluating its present condition and estimating its fair market value and replacement cost on the date of the
survey. I herewith submit my assessment based on the preceding report. The vessel's hull, keel, and basic
observations of equipment was personally inspected by me (the undersigned) on June 3, 2011. Subject to
the correction of the deficiencies listed in the red and green print in this report, the vessel will be
considered to be suitable for its intended use. Other deficiencies listed in the blue findings should be
attended to in a timely fashion.
SURVEYORS CERTIFICATION
I certify that, to the best of my knowledge and belief:
The statements contained in this report are true and correct.
The reported analysis, opinions, and conclusions are limited only by the reported findings, but may also
extend to the statements of the owner, contractor, captain, or representative of the vessel. My report may
also be limited based upon the conditions that the survey may bring. My findings and conclusions are from
my best efforts from professional analysis, opinions, and conclusions which are based upon my experience
and training.
I have no present or prospective interest in the vessel that is the subject of this report, and I have no
personal interest or bias to the parties involved.
My compensation is not contingent upon the reporting of a predetermined value from any party, nor the
direction in value or direction in a value assessment that favors the cause of the client. My compensation is
not contingent upon the amount of the value estimate, repair estimate, the attainment of a desired result, or
the occurrence of a subsequent event.
I have made a personal inspection of the vessel that is the subject of this report.
This appraisal is submitted in confidence for the exclusive use of Mr. Peter Jackson without prejudice to
the rights and / or interests of any other concerned parties and may not be used for any other purpose or
relied upon by any other person.
ATTENDING SURVEYOR __________________________________

Capt. John Banister, SA, Marine Surveyor

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Suenos Azules Marine Surveying and Consulting

REPORT OF MARINE SURVEY

"Cat Man Do"

PREPARED EXCLUSIVELY FOR:

Report file #: 11-000121.

SURVEY REPORT TABLE OF CONTENTS

Major Systems Surveyed

GENERAL INFORMATION (SHORT FORM)

GENERAL DAMAGE INFORMATION

APPRAISAL VALUE / DAMAGE CLAIM CERTIFICATION

Report file #: 11-000121.

REPORT INTRODUCTION COMMENTS:

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

GENERAL DAMAGE INFORMATION

1993 Lagoon 37 TPI.

Report file #: 11-000121.

VESSEL PRE-DAMAGE CONDITION & VALUE

Report file #: 11-000121.

the vessel and installed components during the damage inspection.

Report file #: 11-000121.

The following major sections describe damages sighted in detail and is

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

where the keel was glassed into the hull. Repair,

HULL INTERIOR & STRUCTURAL COMPONENTS

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

Report file #: 11-000121.

APPRAISAL VALUE / DAMAGE CLAIM CERTIFICATION

CLOSING STATEMENT & SIGNATURE:

ATTENDING SURVEYOR __________________________________

Report file #: 11-000121.

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1993 37' Lagoon TPI Damage Claim Sample Survey

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