Resolution No. 21-14

RESOLUTION NO. 21-14

A RESOLUTION OF KITSAP TRANSIT BOARD OF COMMISSIONERS AUTHORIZING STAFF TO ADVERTISE AND SEEK BIDS FOR A MARINE ENGINEERING FIRM TO DEVELOP A SCOPE OF WORK (SOW) FOR THE MN SOLANO SHIPYARD PERIOD

WHEREAS, on January 5, 2021 the Board of Commissioners adopted Resolution

No. 21-09 authorizing staff to purchase the MN Solano; and

WHEREAS, Kitsap Transit secured the services of Elliot Bay Design Group (EBDG) to conduct a site visit for the purpose of inspecting the MN Solano and providing Kitsap

Transit with a Prepurchase Inspection Report; and

WHEREAS, the Prepurchase Inspection Report provided by EBDG concluded that there is preventative maintenance work that needs to be performed, as well as, additional work to bring the vessel up to Kitsap Transit fleet standards; and

WHEREAS, the Prepurchase Inspection Report is attached as Exhibit A; and

WHEREAS, this procurement was presented after the 2021 Capital Ferry Budget was approved, and therefore, is not contained in the 2021 Capital Ferry Budget approved through Resolution No. 20-52; and

WHEREAS, it is anticipated that this procurement will be added to the amended

2021 Capital Budget that will be brought to the Board of Commissioners for approval later this year; and

WHEREAS, authorization to award bid will subsequently be brought forward to the

Board of Commissioners for final approval in accordance with Kitsap Transit's procurement policies and procedures; and

NOW THEREFORE, BE IT RESOLVED the Board of Commissioners hereby authorizes staff to advertise and seek bids for a marine engineering firm to develop a SOW for the MN Solano shipyard period.

Resolution 21-74

ADOPTED by the Kitsap Transit Board of Commissioners at a regular meeting

held on the 2nd day of February, 2021.

~ I Robe; Putae . chairperson ATTEST: ~------Clerk of the Board

Resolution 2 7- 74 2

~ Elliott Bay $~ Design Group

1/6/2021

M/VSOLANO (O.N. 155022)

Prepurchase Inspection

Prepared for: Kitsap Transit Bremerton, WA

Ref: 20078-070-0 Rev.- January 6, 2021

better to build • better to operate Kitsap Transit M/VSOLANO 1/6/21

PREPARED BY

ELLIOTI BAY DESIGN GROUP 5305 SHILSHOLE AVE . NW, STE. 100 SEA TILE, WA 98107

REVISIONS

REV DESCRIPTION DATE APPROVED

0 Preliminary issue 01/04/21 JAT

Initial Issue 01/06/21 36582 JAT

ELLIOTI BAY DESIGN GROUP By: JAT 20078-070-0 Rev. - Page : Kitsap Transit M/VSOLANO 1/6/21

TABLE OF CONTENTS

PAGE

1. Purpose 1 2. Procedure 1 3. Current Vessel Condition 2 3.1 Vessel Exterior 2 3.2 Vessel Interior 4 3.3 Vessel Propulsion System 6 3.4 Vessel Electrical System 7 3.5 Vessel Piping Systems 8 3.6 Vessel Heating and Ventilation Systems 9 3.7 Vessel Outfit 10 3.8 Sea Trial Data 13 4. Suitability for Kitsap Transit Service 13 5. Preliminary Work List After Arrival in Puget Sound 14 Appendix A 17

ELLIOTI BAY DESIGN GROUP By: JAT 20078-070-0 Rev. - Page: ii Kitsap Transit M/V SOLANO 1/6/21

1. PURPOSE

The M/V SOLANO is a high-speed aluminum passenger ferry built in 2004 by Dakota Creek Industries (DCI), Anacortes, WA to designs prepared by Advanced Multihull Designs (AMD} of Sydney, Australia. Vessel details are as follows.

Length Overall 155.4 Ft

Length Waterline 118.8 Ft

Beam Overall 39.36 Ft

Beam Molded 37.72 Ft

Demi Hull Beam 9.48 Ft

Draft (maximum) 4.92 Ft

Displacement 141.53 metric tonnes

Vessel Design Speed 32.5 knots with full load

Capacity Passengers 320, crew, 4 plus one supernumerary

Fuel Capacity 6,600 US Gallons

Potable Water Capacity 500 US Gallons

Sewage Capacity 500 US Gallons

The purpose of the inspection was to:

1. Evaluate the vessel's current condition.

2. Evaluate the vessel suitability for service on the Kitsap Transit (KT} routes from Kingston and Southworth to Seattle.

3. Prepare an initial list of work required to prepare the vessel for service on arrival in Puget Sound.

2. PROCEDURE

The vessel was inspected, afloat at the Water Emergency Transportation Authority (WETA) maintenance facility in Vallejo, CA commencing on December 16-17, 2020. The vessel has not been in service since January 1, 2020 at which time the California Air Quality Resources Board (CARB) required the vessel be upgraded to Tier 4 engines to continue in service in the Bay area. Since then, the vessel has been laid up

ELLIOTT BAY DESIGN GROUP By: JAT 20078-070-0 Rev.- Page: 1 Kitsap Transit M/V SOLANO 1/6/21

afloat. WETA staff opened and checked all hull compartments and certified safe for entry. During the afternoon of December 16, 2020 WETA staff supplied a skiff and crew member to assist with the inspection of the hull and tunnel areas. WETA provided a Captain and four deck hands for a sea trial in San Pablo Bay on the morning of December 17, 2020. WETA also provided a staff member to tour the vessel 's spares facility. The M/V SOLANO's spares (approximately $2 million value) are stored separately from the other vessels.

3. CURRENT VESSEL CONDITION

M/V SOLANO was constructed by Dakota Creek Industries, Inc., Anacortes, WA and delivered to WETA in 2004. The vessel was in operation on the Vallejo to downtown San Francisco run until December 31, 2019 when it was withdrawn from service. The CARB mandated that the vessel be repowered with Tier 4 propulsion systems at that time. The initial plan was that the vessel would be lengthened and repowered. However, this was deemed uneconomic and it was decided to put the vessel on the market. M/V SOLANO has not had a mid-life refit (WETA generally refits their vessels at approximately 15 years old). Maintenance was generally deferred from early 2017 onwards, provided that it did not impact serviceability. The vessel will require a program to update the maintenance, alternatively, KT could complete a reduced scope mid life refit to modernize the vessel.

Since December 31, 2019, the M/V SOLANO has been warm stacked afloat at the WETA North Bay Maintenance Facility on Mare Island. Shore power has been connected at all times and the vessel's machinery has been operated every two weeks. HVAC has been kept running and the vessel is suitable for return to passenger service at no notice.

The vessel has a current COl which expires on July 31, 2021. There are no outstanding CG-835s .

3.1 VESSEL EXTERIOR

Hull and superstructure plating are fair with no indentations or damage. The upper guard had expected wear and tear with a number of holes punched by the bolts from the terminal Drubber fenders. There are also approximately four cracks that need welding up, but no inserts are required. The waterjet guards were in good condition. The underwater hull has a heavy growth from the layup period and was not inspected. The waterjets were also heavily fouled and the anodes could not be inspected. The vessel is externally painted, including the tunnel area with the exception of deck overhangs and the tunnel cladding. Hull paint system was generally intact with local areas of minor damage. The coatings will need approximately 30% blast with local touch up above and below waterline before painting in KT color scheme. The superstructure paint is beginning to crack, peel and come off in sheets. Exterior door coatings have failed, doors should be removed, blasted and repainted. Hardware should be serviced or replaced, and gaskets renewed. The superstructure paint system will require 40% blasting to remove failed coatings before recoating in KT color scheme.

The exterior decks, including the bridge wings, are painted with mid gray nonskid paint. This is generally is good condition but very faded. The perimeter coatings around the bulwarks and house are peeling in many areas. The aft deck is showing local corrosion in way of the deck drains and paint damage. This will need local blasting and recoating.

Exterior windows across the front of the Main Deck Passenger Compartment have been sealed externally with silicone. These windows should be lifted and reseated. Pilothouse windows, which are

ELLIOTI BAY DESIGN GROUP By: JAT 20078-070-0 Rev.- Page: 2 Kitsap Transit M/V SOLANO 1/6/21

also angled back, could not be inspected but may also need resetting. There is evidence of past leaks in the passenger space windows but not in the Pilothouse.

The vessel has had five inserts in the hull and Main Deck. Four of these are located in the Main Deck in the forward boarding area. These were caused by poorly isolated stainless steel door hold backs. It was noticed that similar hold backs for aft boarding doors may have the same problem. This would require four small inserts in the main engine removal hatches. The fifth insert was to correct an exfoliation problem with the shell plate in the port jet room immediately inboard and aft of the waterjet. The area was inspected, and no further exfoliation could be seen. However, this is a difficult area to access and a watch should be kept on this plate. The remainder of the hull plating is original and was found in good condition. Overboard connections were inspected from a skiff. The ship service generator exhaust overboard spools will probably need replacement. The exhaust overboards appear to be fitted with rubber liner but there is corrosion and salt build up between the liner and the pipe.

The tunnel cladding was complete with no missing sections. This covers a non-tight void in the wet deck which extends from Frame 28 aft to the transom. WETA has not removed this cladding since delivery. The areas in the wet decks have been found to have extensive corrosion at mid life refits of other AMD vessels. This cladding is welded in place but is not watertight, so this area is subject to alternate wet and dry conditions which promotes corrosion. Forward of Frame 28 the wet deck space between the demi hulls cannot be accessed. There are no indications of any structural problems and the center wet deck has not been problematic on other AMD vessels of this vintage.

The names and hailing port are welded aluminum letters and will need to be removed if KT changes name and or hailing port. M/V SOLANO is fitted with mahogany name boards mounted on the bridge wings.

The anchoring gear was intact and functional. The inboard end of the fiberglass box for the anchor rode is cracked. Wear pad on the deck under the anchor stock needs re-attaching to the deck.

The Main Deck is fitted with removal hatches for the main engines and generators. There is a separate hatch for gear removal. All hatches are currently watertight though they have been sealed with silicone. It is recommended that all four hatches be removed, serviced, fitted with new gaskets and resealed to ensure watertight integrity.

Bulwarks and railings are in good condition with no apparent damage. The port aft boarding door is stiff to operate and needs maintenance. The 01 Deck aft railing is fitted with expanded metal panels with flanged plate stanchions and pipe upper and lower rails. The two outboard panels at the aft corners are beginning to break apart and need replacement.

The Main Deck aft is fitted with two-fold up bike ramps with capacity for five bicycles each. These are serviceable but appear to provide provision for only ten bicycles not the 15 shown on the General Arrangement.

The 01 Deck aft is fitted with 20 fabric type, exterior passenger seats. The inboard aft seat frame is missing and will need replacement. The fabric seating is showing signs of weathering and wear and will need replacement within the next year.

The bridge wing stations are fitted with a fold down weathertight cover. Seals need attention.

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3.2 VESSEL INTERIOR

All accessible interior spaces in the hull were inspected. Internally the hull appears in excellent condition with almost no repair work required. Engine and jet room bilges were inspected to the extent possible (Floor plates were generally secured and could not be removed).

Demi Hull Forepeaks (Bow- Frame 27)

Port Side- No noted damage. Some condensation but bilges contained less than one gallon of fresh water. A submersible electric bilge pump has been added to both port and starboard forepeaks. This discharges through plastic hose to a capped and locked aluminum pipe in the bulwarks adjacent to the access hatch.

Starboard Side- No noted damage. Some condensation but bilges contained less than one gallon. A submersible electric bilge pump has been added to both port and starboard forepeaks. This discharges through plastic hose to a capped and locked aluminum pipe in the bulwarks adjacent to the access hatch. Light stiffener corrosion on the outboard side shell stiffeners from leakage from the deck access hatches.

Ballast Tanks (Frames 27-22)

Port Side- No noted damage. Tank was dry. Note that there is a drain that terminates in this tank. Unable to locate the source ofthis drain which extends above the 01 Deck (HVAC or Crew Room floor drain?).

Starboard Side- No noted damage. Inboard side of Bulkhead 28 is water stained from a leak from above this tank. Slight pitting noted in bilge below the six-inch waterline. Tank was dry. Note that there is a drain that terminates in this tank. Unable to locate the source of this drain which extends above the 01 Deck.

WETA has used the ballast tanks in conjunction with ballast in the forepeaks to lift waterjets for maintenance. There is a fill line marked in the forepeaks.

#1 Void (Frames 22-18)

Port Side- No noted damage. Tank dry with no corrosion. Note two Main Deck inserts in way ofthe forward boarding door access.

Starboard Side- No noted damage. Tank had less than one pint of water. No corrosion. Note two Main Deck inserts in way of the forward boarding door access.

#2 Void (Frames 18-14)

Port Side- No noted damage. Tank dry with no corrosion.

Starboard Side- No noted damage with no corrosion. Tank had less than one pint of water. There are water stains indicating ingress through the tank vents at some time.

Tank Void (Frames 14-10)

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The tank voids contain the fuel tanks, potable water tank(S} and sewage tank(P} along with the potable water system on the starboard side and the sewage discharge pump on the port side . The fixed gas engine room fire suppression system is also fitted on the port side. The fuel tanks are half height integral tanks (capacity 3,300 gallons each}. The bottom and sides ofthe fuel tanks are integral with the shell plate. Both appeared in good condition. The sewage and potable water tanks are both fabricated independent aluminum tanks. Careful inspection of the lower tanks revealed local pin holes of aluminum oxide. This is often a precursor of pitting penetration from the inside of the tank. These tanks should be emptied, gas freed and inspected on arrival in Puget Sound. WETA has reportedly replated part of the bottom of the sewage tank but no records were found. It is anticipated the tanks will need to have plating renewal and will need blasting and painting before the vessel is placed in service. The C02 fixed gas fire extinguishing system had current inspection tags and appeared serviceable. The potable water system was operated and appeared functional. The sewage discharge pump is a submersible pump installed in the tank. The sewage discharge pump could not be demonstrated.

Port Side Tank Void- No noted damage. No corrosion. Tank dry.

Starboard Side Tank Void - No noted damage. No corrosion . Tank dry.

Main Engine Room Spaces (Frames 10-3-1/2}

Most of the engine room structure is covered with structural fire protection and was not visible. Bilges were partially accessible from perimeters, but floor plates were not removed.

Port Engine Room- Compartment dry. No apparent pitting. Area around both sea chests showed minimal corrosion.

Starboard Engine Room- Compartment had approximately five gallons of water in the bilges with approximately half gallon of oil. No apparent pitting. Areas around both sea chests showed minimal corrosion .

Jet Rooms -(Frame 3-1/2 to Transom)

Port Jet Room - No noted damage- Five gallons of water in bilge. Heavy salt deposits around waterjets, sea chest, fire pump and below hatch. Minimal corrosion .

Starboard Jet Room- Insert immediately inboard and aft ofthe waterjet. This was completed in 2020. See Section 3.1 Vessel Exterior. Heavy salt deposits around jet, fire pump and sea chest. Minimal corrosion.

Internal Areas above Main Deck

Main Deck Passenger Compartment Forward Bulkhead (Frame 28-26}.

This space is below the forward Main Deck windows and extends from the centerline door space outboard to the superstructure sides. This provides access to the ballast tank hatches. On the port side it contains the bosun's locker which is accessed from the weather deck and provides life jacket storage. The starboard side contains the shore power isolation transformer. The space is lined with thermal insulation with a foil vapor barrier. Rat traps were found behind the side linings, though no current

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indications of infestation. The foil vapor barrier needs local repairs where it has been damaged. The starboard side shows water stains from the forward window leaks though the space was found dry.

Main Engine Ventilation Inlet ducts {Frames 9-8)

This space contains the louvers and main engine room supply fans. This area is accessed from the engine room fiddley by a bolted manhole. Inspection from the bottom ofthe inlet duct shows heavy encrustations of salts. This area should be opened, cleaned and inspected on arrival in Puget Sound. There is a possibility of corrosion and may require aluminum repairs.

Pilot House Plenum {Frames 25-20)

This is accessed from the Pilothouse through a deck hatch in the floor. The space contains the air condition air handlers for the Main Deck and Pilothouse. The external structure is fitted with thermal insulation with a foil vapor barrier. The area was dry and in good condition.

Pilothouse Console

The underside of the Pilothouse console is accessed from the back of the console port and starboard. The forward and end surfaces are insulated with thermal insulation with foil vapor barrier. The area was dry, showed no prior water stains and is in good condition.

3.3 VESSEL PROPULSION SYSTEM

The vessel is propelled by two 16-cylinder MTU 4000 MDEC engines rated at 3100 kW at 2300 rpm driving Hamilton 811 waterjets through ZF gearboxes. The main engine operates at 2,000 rpm at full load and 2150 rpm at no load. The main engines are fitted with a Geislinger F-56-50 torsionally soft couplings and a GWB 390.65 cardan shaft. The gearbox drives the waterjet through a Centalink shaft CL 75-FF2. Gearboxes are ZF 7550 (2.028:1). The gearboxes are mounted in the jet room and the shaft is sealed with a contactless shaft seal.

The main engines are sea water cooled with two independent conventional sea chests serving each main engine. Each sea chest is fitted with a bronze strainer which can be isolated so strainers can be cleaned while underway without shutting down a main engine. The sea water is used to cool the reduction gear and is partially routed overboard through an aluminum annulus fitted around the exhaust penetration through the transom. These annuluses did not show any signs of leakage. The sea water piping is a mix of cupro-nickel and aluminum piping. The aluminum piping has been partially replaced and the remainder should be replaced before the vessel is placed back in service.

The main engine exhaust extends aft from the A and B banks of the main engines to a transversely mounted collector. The piping is routed back into the jet room where there is a muffler and then extends aft through the transom and exits at the aft end of the water jet guards. The tail pipe is 316L stainless steel. The internal piping is steel. The lagging on both port and starboard exhausts is thermo blankets. These have started to disintegrate and should be replaced before the vessel goes back into service. The collector and the muffler are supported from the overhead. Originally the mounts were fitted with rubber isolators and were adjustable using turnbuckles. The rubber mounts have disintegrated, and the steel parts of the hangers have been welded together. These should be cropped and replaced.

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The main engine lubrication oil system is self-contained on the main engine with the exception of the main engine extended service oil tank which is fitted on the outboard side of the engine room next to the main engine. Lubricating oil change intervals are 500 hours. The vessel is fitted with dirty lubricating oil pumps that are piped to the engine room outside of the engine room fiddley where the fluid connections are grouped along the outboard side.

The main engine control system is by Hamilton and is a joystick system controlling both waterjets. Back up control systems are fitted.

The engines are currently on a 21,000 hour time between overhaul cycle based on engine hours and fuel burn. This will probably decrease in service on the Kingston to Seattle run. The vessel is restricted in service speed on the current route from the time of the entry to the Vallejo Channel to the terminal.

Main engine hours are:

Port Main Engine- 34,593 hours total run time 19,302 hours since last overhaul.

Starboard Main Engine- 32,844 hours total run time 17,858 hours since last overhaul.

Spare Main Engine - 18,280 hours total run time, 0 hours since last overhaul.

The engines showed no indications of leaks and were at the correct operating level before the sea trial on December 17, 2020. The MDEC panels are mounted on spring hangers at the front of the main engines. These hangers should be inspected on arrival in Puget Sound and replaced if recommended.

3.4 VESSEL ELECTRICAL SYSTEM

M/V SOLANO is fitted with two diesel powered ship service generators, one located in each engine room. The generators are each fitted with a control panel in their respective engine room and feed a distribution panel located in the Main Deck Machinery Room. The generators are 125 KW, John Deere powered, and are not arranged for parallel operation. The vessel is fitted with an auto transfer system so there is automatic starting of the second generator in the event of failure. Generator load can be transferred from the Pilothouse.

A shore power connection is provided on the foredeck. This is a 208-volt 3 phase 60 Hz 200-amp connection. The shore power rating allows the HVAC system to be run at the dock maintaining temperature in the accommodation spaces for the early morning passenger trips. The shore power isolation transformer is located forward in the Main Deck Passenger Compartment with the switchgear located in the cleaning gear locker on the Main Deck. Distribution panels are located in each engine room.

Both Electroguard corrosion meters are reading in the slightly under protected range. The port side meter has a broken casing and needs replacement. Starboard meter appears in good condition.

C02 alarms are fitted in both tank spaces and the engine rooms. Two alarms need repair.

The lighting throughout the ship is either incandescent or fluorescent and the majority is from 2004. This could be upgraded to LED lighting in the future.

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Navigation lights are double stacked incandescent Perko fixtures with monitor panel in the Pilothouse.

The generators hours are as follows.

Port Generator- 27,805 total hours- 11,849 hours since last overhaul

Starboard Generator 16,928 total hours- no hours provided since last overhaul

Spare Generator 18,280 total hours- 0 hours since last overhaul

3.5 VESSEL PIPING SYSTEMS

The vessel is fitted with the following piping systems.

1. Sea water circulating for main engine-90/10 cupro nickel piping with aluminum discharge piping from main engine to overboard. Gear box cooler is circulated from the discharge piping and is 90/10 cupro nickel.

2. Sea water circulating for ship service generators. 90/10 cupro nickel piping.

3. Sea water circulation for HVAC condenser. This system has two sea water pumps located in the starboard engine room (one running/one standby}. Piping is 90/10 cupronickel with CPVC piping on the discharge side in the engine room.

4. Fuel fill and vent- aluminum piping, largely run in the wet deck above cladding.

5. Fuel service system - aluminum and 304 stainless steel.

6. Sewage vent and discharge piping- aluminum, largely run-in wet deck above cladding.

7. Sewage piping - mixture of aluminum and CPVC. Gray water drains are common with sewage piping.

8. Lube oil piping (Clean and dirty} - aluminum and stainless steel.

9. Main Engine Exhaust- see Section 3.3 Vessel Propulsion System.

10. Generator exhaust- mild steel.

11. Potable Water- The potable water system is supplied by two pumps and an accumulator tank located in the starboard tank void immediately aft of and above the potable water tank. The hot water heater is located in the Main Deck Machinery Room. Piping is copper. The system serves the five washrooms, the Snack Bar, both engine rooms, the Pilothouse, the Crew Room and deck connections. Deck connections are fitted on the Main Deck exterior forward and both bridge wings for washing the Pilothouse windows.

12. Bilge System- Each demi hull is fitted with an independent bilge system with the bilge pump located in the main engine room. The forepeaks are served by an independent pump fitted in the space that discha rges to a connection on the foredeck. The ballast tank, voids 1 and 2, the

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tank void, the engine room and the jet room are served by a bilge pump mounted in the engine room which discharges overboard. The bilge manifold is galvanized steel and is fitted with ball valves and check valves to prevent back flooding. The bilge system is cross connected to the fire pump in the same hull for backup. The bilge piping is aluminum and WETA has started to replace sections of the piping. The balance of the piping will probably require replacement.

13. Fire Main -The vessel is fitted with two fire pumps, one in each jet room. These serve as fire pumps but are also back up bilge system for their respective hulls. They are each served by a dedicated sea chest located in the jet room. The suction piping is 90/10 cupro nickel with bronze strainers. Discharge is threaded galvanized piping. The system appears in serviceable condition. There are five fire stations, two in the Main Deck Passenger Compartment, one on the Main Deck aft and two in the 01 Deck Passenger Compartment. The fiberglass box at the #5 fire station on the aft deck requires replacement.

The piping is generally neatly run with appropriate take downs. The systems are well hangered (with the exception of the main engine exhaust -see Section 3.3. Propulsion Systems}. WETA has been replacing sections of the sewage and gray water piping during the last three years and the remainder of the aluminum piping should be replaced in the near future.

3.6 VESSEL HEATING AND VENTILATION SYSTEMS

The main engine rooms and jet rooms are fitted with supply fans with natural exhaust ventilation. Systems are all in working order.

The Main Deck Machinery Space was originally fitted with a supply fan and natural exhaust. WETA has added an exhaust fan. This fan is located immediately adjacent to the supply fan and the ventilation short circuits in the space. The exhaust fan is extremely noisy and can be heard throughout the aft end of the vessel. This fan should be replaced with a more appropriately sized and located fan to serve this space.

The accommodation spaces are heated/cooled using a Flackt single duct system. The condenser and two compressors are located in the Main Deck Machinery Space. The air handlers for the Main Deck and the Pilothouse are located in the space below and forward ofthe Pilothouse (Frames 25-20}. The 01 Deck Passenger Space air handler is located in the HVAC room (01 Deck Frames 6-5}.

The three Main Deck restrooms and the two 01 Deck restrooms are each served by exhaust fans. The Snack Bar is also fitted with and exhaust fan that discharges into the tunnel. This latter fan was designed in part to ensure there are sufficient air changes with a full passenger load. This should continue to be operated even if the Snack Bar is not used.

All HVAC machinery was run during the sea trial and performed satisfactorily. The design criteria for the heating season was 30 degrees F which is low for service in Puget Sound. It may prove necessary to add resistance heat to augment the existing system for winter service.

The HVAC controls for all spaces are in the Crew Day Room.

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3.7 VESSEL OUTFIT

The vessel was originally designed to carry 300 passengers with relatively generous passenger seating spaces. Seat width is 24 inches and pitch 42 inch. Interior spaces include: Pilothouse, Crew Day Room, 01 Deck Passenger Space, 01 Deck Washrooms(2), Main Deck Passenger Space, Emergency Squad Locker, Cleaning Gear Locker, Main Deck Washrooms(3) and Main Deck Machinery Space.

Pilothouse

The Pilothouse is fitted with panel ceiling system with integral lights. Bulkheads are lined with painted sheet metal. The console is fabricated from aluminum, plywood and sheet metal trimmed with black walnut. The floor is finished in linoleum. Console, bulkheads and ceiling are finished in matte black paint. The finishes are in good condition and suitable for continued service. Navigation equipment is fitted in the main console with radios, wiper controls etc. mounted in the overhead. Navigational equipment appears to be original and is generally in working condition. Two adjustable helm chairs are fitted. The Observer's chair needs reupholstering or replacing. The vessel is fitted with three lcom VHF radios. One radio is not functioning. The AIS is currently not plotting to the Chart Plotter (could be programming issue). All other equipment was functioning during the sea trial. The vessel is fitted with a single Carlisle Finch incandescent searchlight mounted on the Pilothouse top and controlled from the main console and both bridge wing consoles.

The Pilothouse has wing consoles port and starboard. These are fitted with heaters and have weather covers. The weather cover seals need renewal. All equipment in the wing consoles was demonstrated during the sea trial and was found functional.

Crew Day Room

The Crew Day Room is lined with soft core joiner system with metal ceiling and linoleum floor covering. It is fitted with a water closet, lavatory, soap dispenser, toilet paper holder and hand drier. The space contains the HVAC controls for the house and eight half height metal lockers. The paint on the lockers is marred but the lockers are in serviceable condition. This space has really been little used and is in excellent condition.

01 Deck Passenger Space

The 01 Passenger Deck is lined with soft core joiner bulkhead panels, with a perforated metal ceiling system with integrated lighting, air conditioning supply and return louvers, speakers. All are in good condition.

The forward part of the cabin is carpeted. Carpet is clean and in good condition. The aft area from approximately six feet forward of the top of the stairs is finished in linoleum. This is in fair condition with some marks. The plastic cove is generally in good condition. ·

Seating is installed for 122 passengers. There are four six person booths (two per side) at the aft end at the sides of the cabin. These booths have lifejacket lockers under the booth benches. The remainder of the seating is Beurteaux high back seats . Four coffee tables are provided forward for seating groups. The high-backed seats that do not adjoin coffee tables are fitted with fold down tables. Approximately 30 of these tables are missing and the others are in poor condition. Due to the very large seating pitch these tables serve little purpose and it is recommended they not be refitted. The booth seating needs

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repainting and new upholstery. The high back seat upholstery is worn with tears, marks, damaged insulation and while serviceable, are very tired and dated.

There are two large screens at the forward bulkhead for passenger information.

01 Deck Washrooms

The 01 Deck is fitted with two standard washrooms. These are lined with soft core joiner panels. While generally in good condition there was some corrosion noted on the panels behind and to the sides of the water closet. Water closets are Headhunter. The ceilings are perforated metal tiles and each space is fitted with a water closet, lavatory, toilet roll holder, soap dispenser, electric hand dryer. Floors are poured epoxy with no noted defects. The two 01 Deck Washrooms had signs on the doors stating that they were out of service. No explanation could be provided by the maintenance staff.

Main Deck Passenger Space

The space is lined with soft core joiner panels. These panels are generally in good condition with the exception of those adjacent to the main passenger boarding doors. Approximately ten panels are showing corrosion at the lower panel and need to be replaced. Thermal insulation may require local replacement where damaged by salt water (this could not be inspected). WETA has replaced approximately five panels. Plain white panels were used rather than matching the light tan of the original panels. The ceiling is a white perforated metal tile system with integrated lighting, speakers HVAC louvers, cameras, etc. The ceiling system is in good condition and shows little damage.

There is a local area on the port side at Frame 8 where the soft-core joiner panels and corner trim have been set in approximately one inch. The panels and the trim piece should be replaced.

The floor is fitted with carpet with linoleum at the forward boarding doors, foredeck access doors, Snack Bar, and all flooring aft of Frame 9. The carpet is clean and in good condition. The linoleum is marked but serviceable. There is one area of approximately three-square feet aft of the port aft boarding doors where the linoleum has lifted and is showing signs of corrosion under the linoleum. The linoleum in this location should be removed and the corrosion addressed. The plastic cove is showing damage with some missing sections and should be replaced.

Seating was originally installed for 178 passengers. There are six each, six person booths either side between the forward and aft boarding doors. These booths have lifejacket lockers under the booth benches. The bench seats are in serviceable but poor condition and require repainting and re upholstering. Two coffee tables are fitted forward. These are in good condition. The remainder of the seating is Beurteaux high back seats. These were fitted with fold down tray tables. A number of these are missing and the remainder are in poor condition. Due to the very large seating pitch these tables serve little purpose and it is recommended that they not be refitted. The high back seating while serviceable shows considerable wear and the upholstery should be replaced.

The COl passenger account has been increased from 300 to 320. New UES seats have been purchased for the additional passengers. Six have been fitted facing aft at the aft end of the center seating. The remaining 14 seats are lying in the passenger accommodation awaiting installation.

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The vessel is fitted with four wheelchair locations. Three do not have tie downs and the forward port wheelchair station tie downs are broken and the hardware missing. WETA reports they do not use tie downs. These will need to be replaced before entering service in Puget Sound.

The vessel is fitted with a Snack Bar immediately forward of Frame 9. The Snack Bar is fitted with built in fridge, refrigerated display case, bar sink, speed rail, etc. As Kitsap Transit does not supply on board snacks and beverages little time was spent inspecting the bar. The lift counter at the entry has broken hinges and needs repair. Point of service equipment has been removed and holes have not been plugged. The Snack Bar is in generally poor condition and while serviceable, should be removed if this is not required as this will reduce weight.

The color scheme for the bulkheads and ceilings would not look out of place on a modern vessel. The seating and Snack Bar colors are definitely dated. Seats are olive green mesh with black faux leather seat and head rest.

There are four monitors, two on the forward bulkhead and two at the aft side of the forward boarding door recess for passenger information.

Emergency Gear Locker/Cleaning Gear Locker

This is effectively one space and can be accessed from either side. It is lined with structural fire protection finished with perforated aluminum. Safety gear is stored on the starboard side. There are racks for syrup and liquor bottles and C02 cylinders for the speed rail. This equipment could be removed to reduce weight if the Snack Bar is not going to be reactivated.

Main Deck Washrooms

The Main Deck is fitted with two standard washrooms and one ADA Washroom. These are lined with soft core joiner panels. While generally in good condition there was some corrosion noted on the panels behind and to the sides ofthe water closet. Water closets are Headhunter. The ceilings are perforated metal ceilings, and each space is fitted with a water closet, lavatory, toilet roll holder, soap dispenser, electric hand dryer. Floors are poured epoxy with no noted defects. The ADA Washroom is fitted with an ADA approved lavatory, ADA grab rails and has a fold up baby changing station.

Main Deck Machinery Room

The Main Deck Machinery Room contains the switchboard and distribution panel, the Hamilton Jet back up batteries, the potable water heater and the HVAC compressors and condenser. The space is lined with structural fire protection finished with perforated aluminum. The structural fire protection is in good condition. See Section 3.6 Vessel Heating and Ventilating Systems for the supply/exhaust fans.

Main Engine Rooms

The Main Engine Rooms are lined with structural fire protection covered with perforated metal. This is generally is good condition except for a four foot by one-foot area immediately forward of the engine removal hatch in the starboard engine room, which needs resecuring and new perforated metal. Note that the stainless-steel hatches from the fiddley to the engine room form the engine room fire boundary must be kept closed underway.

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3.8 SEA TRIAL DATA

M/V SOLANO was run for a short sea trial in San Pablo Bay on the morning of December 17, 2020. Jim Towers, of Elliott Bay Design Group attended and started the machinery before the trial. All machinery started successfully at the first try. M/V SOLANO was underway from 1030 until1230. The vessel was minimally loaded with 820 gallons in the port fuel tank, 570 gallons in the starboard fuel tank, 400 gallons of potable water and empty sewage tank. There were six people on board. There was an 18 inch south westerly sea with a 20 knot south westerly wind. Heading south west M/V SOLANO was at 31.8 knots with wide open throttle and heading north east the speed was 33.3 knots, giving an average light ship speed of 32.65 knots. As mentioned previously, the bottom was very dirty, and the Captain reported that light ship speed was approximately 35 knots when the vessel was in service. All control stations were tested and functioned correctly. Both port and starboard fire pumps were operating at the dock prior to departure and functioned correctly.

The original sea trials results were compared with the current speeds. In 2004 M/V SOLANO operated at 33.7 knots at 1950 rpm with full fuel, water and 300 passengers. The corresponding light ship readings were 36.1 knots at 2010 rpm with 10% fuel and water and trials crew on board. The vessel appears to have lost approximately one knot at light ship conditions in the intervening years. This may be due in part to natural weight increase and partly due to underwater paint finish.

While wake wash is not a concern on the Kingston -Seattle run it may be a concern if the vessel is to be serviced in Bremerton overnight. Dakota Creek Industries, Inc. has built six Advanced Multihull Designs vessels for WETA. M/V SOLANO had considerably higher wave heights and wave energy then either the INTINTOLI Class or the PYXIS Class. Maximum wave height was 79 em at 23 knots and 54 em at 33.7 knots. The results from the 2004 wake wash testing are available and the full report is on board. Basing the boat at the Kingston dock may be the best solution if transit through Rich Passage is an issue.

One alarm was noted during the sea trial. At 1133 the port main engine common rail fuel pressure alarm sounded during a hard turn. The alarm cleared and there was no power reduction.

4. SUITABILITY FOR I

The vessel has been in service on the Vallejo to downtown San Francisco run and has proved to be a good sea boat. It has sufficient wet deck clearance to operate on the Kingston to Seattle run in conjunction with Kitsap Transit's FINEST, ENETAI and COMMANDER. The vessel was at 25% fuel, 80% water and empty of sewage during the inspection. Free boards were checked at all four boarding doors. The freeboard at the front of the forward boarding doors were 105 1/2 inches port and 105 1/4 inches starboard. This is too high to match the King County dock forward boarding ramps in Seattle. The freeboard at the aft boarding doors was 96 5/8 inches port and 96 3/4 inches starboard. The aft boarding door can be serviced at the King County Seattle terminal. The aft boarding doors are 78 inches wide as are the sliding gates in the bulwarks. A single bitt is fitted at the aft end of the forward boarding door and there are bitts adjacent to the aft boarding gates, which appear to work with the King County terminal arrangements. Internal passenger flow to the aft boarding gate is excellent. Starboard side Main Deck passengers and 01 Deck passengers approach the boarding door from aft and the port side and center Main Deck passengers approach from forward. Bicycles approach the deck gate along the side deck from aft.

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The fuel fills, potable water fill and sewage pump discharge are at the front of the Main Deck Passenger Cabin . Shore power connection is 200 A, in the same location on the starboard side of the passenger cabin . Tank alarms are fitted on the foredeck as are communications with the talk back system.

5. PRELIMINARY WORK LIST AFTER ARRIVAL IN PUGET SOUND

The following is a list of repairs that will be required on arrival in Puget Sound. This is based on the time spent aboard and is not totally encompassing.

Exterior

1. Dry dock vessel, pressure wash to remove heavy growth. 2. Open sea chests, clean and paint interior and replace anodes. 3. Underwater paint- not inspected, assuming 30% blast and local touch up of anticorrosive, one full coat anti corrosive and two coats of anti-foul. Note the hull is currently heavily fouled from layup. 4. Topside paint is generally reasonable but is beginning to crack in places. Generally good in the tunnel. Allow 30% blast, sweep, spot coat anti corrosive, full coat anticorrosive and topcoat, plus KT color scheme. Note the tunnel is fully painted with the exception of the wet deck cladding. 5. Superstructure paint is generally starting to fail. Paint is brittle, cracked and starting to peel. Assume 50% blast 100% sweep, one coat anticorrosive, one full topcoat and KT colors. 6. Exterior doors - coatings have failed. Remove doors, blast and repaint. Hardware should be replaced. 7. Deck paint - Foredeck sweep and recoat perimeter, add one coat of non-skid. Aft Deck- local blast at corrosion (approximately 20%) and repaint.

Interior

1. 01 Deck Passenger Compartment- re-upholster seating, paint and refinish booth seating paint.

2. Main Deck: a. Replace approximately ten soft core bulkhead panels. Fix thermal insulation behind panels if damaged by water. b. Re-upholster seating, paint and refinish booth seat frames c. lnstall14 new UES seats if required for service. Current interior seat count is 306 seats. d. Install new hardware for all four ADA wheelchair locations. 3. The Snack Bar is still in place. Currently looks well worn. Point of sale equipment has been removed and the holes have not been patched. The fold down counter at the entrance needs to be repaired. Equipment should be removed if the Snack Bar is not going to be in service. 4. Pilothouse- the Observer's chair needs to be re-upholstered or replaced. 5. Upper deck heads(2 each) are labeled out of service. No one knows the reason but will have some work to complete. Problem is not obvious.

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6. The joiner panels behind and alongside the commodes show some corrosion and will need replacement in the next two years. Alternatively, add stainless steel sheet metal to bottom twenty-four inches of the existing panels. 7. Door hardware needs replacement throughout. 8. Exterior doors will need new gaskets.

Aluminum

1. Hull generally appears in excellent shape. At the last COl there were four small inserts in the forward door boarding areas in way of stainless-steel door hold backs that were not isolated. Four similar inserts may be required, this time in way of the engine removal hatch. 2. The sewage tank is a freestanding aluminum tank. The bottom half of the tank will need replating in the near future and the inside will need to be blasted and recoated. 3. The potable water tank is similar to the sewage tank and also will need the lower tank replated and the coatings replaced. 4. Guards- both port and starboard guards have holes punched by the bolts from the dock D rubber (approximately 7/8-inch diameter). Also there a number of small cracks that need rewelding. 5. Names are welded on and will need to be ground off if KT changes the name. Also will need replacement mahogany name boards if name is changed. 6. Main engine removal hatches should be lifted and reseated with new gaskets and hardware. 7. Gear removal hatches should be lifted and reseated with new gaskets and hardware.

Piping

1. There is a mix of aluminum, cupro-nickel and galvanized with copper in the fresh water and plastic and aluminum in the sewage system. Approximately 30% of the aluminum piping has been replaced in the last few years. The balance should probably be replaced before the boat goes into service. 2. Exhaust system lagging needs replacement soon and hangers need replacement immediately. 3. Generator overboard spool pieces will probably need replacement. 4. Remove sea valves and ship side valves for inspection/replacement. Service flanges and overboard spools if wasted. 5. Service all vent ball checks.

Main Engines

1. Port Main Engine. • A bank exhaust manifold needs overhaul. B bank was completed 7/2019. • Full set of injectors to be replaced.( overdue with some smoking). • Check CAC and turbos WETA believe these should be in good condition.

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2. Starboard Main Engine. • B bank exhaust manifold needs overhaul. A bank was completed 5/2019. • Full set of injectors to be replaced(overdue with some smoking). • Check CAC and turbos but WETA believe these should be in good condition.

Gears

1. Open and inspect- rod out coolers- no anticipated work.

Waterjets

1. Both water jets should have tailpipes replaced.

2. Both are due for three-year Hamilton inspection.

3. Both jets will need new anodes.

4. Hoses, belts etc.

Generators

1. Generators are at 12,000 and 17,000 hours and are both close to needing overhaul. Both appear to be running well. Recommend new injectors and check turbos.

Electronics

1. Starboard VHF radio was neither transmitting nor receiving on sea trials. 2. Two C02 alarms were not functioning correctly.

Miscellaneous

1. The Fire and Safety Plan and Embarkation plan need to be updated.

2. The COl expires July 31, 2021 so it will need to be renewed before then. HVAC

1. Replace/ clean filters.

2. Clean condenser.

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APPENDIX A

Photographs from the survey have been provided separately to Kitsap Transit.

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