Description

The Grima was originally a RORO ferry, constructed in North Devon at Bideford Shipyard Ltd for the Shetland Islands Council in Scotland before working as a general cargo vessel in the Channel Islands and France. The Grima has since been completely overhauled and is in excellent condition.

Gross / Net tonnage: 97.55. Can take an additional 70.00 tonnes depending on survey classification and port of registry. Currently registered in Lerwick.


The vessel will be sold free of VAT.

Vessel has not been in use since passing the last survey with flying colours and has been moored in fresh water.



Detailed description

MV Grima is an excellent vessel. In very good condition. Built to Lloyds A1 spec. High quality steel hull. No corrosion. Dry docked and everything above the waterline blasted and then anti fouling primer added. Engines and electrics and Navionics upgraded and refurbished and in A1 condition and much better than vessels that are a lot younger.

MV Grima can work in many roles including deck cargo, survey, diving, ROV support, Tug, Offshore Support Vessel, Cargo Carrier, people carrier, supply boat etc. No problem. She used to be a Scottish Ferry and then became a general cargo vessel in the English Channel Islands and France. Built to a very high standard. Could also be an excellent conversion project for someone wanting to live on the water.

Detailed breakdown of work done available on request

MV Grima - layout.

1. Lower deck starting at the bow:

• Anchor chain locker followed by:
• Galley and mess which is the full width of the vessel, with fixed full width table and seating, catering facilities are commensurate with crew accommodation.
• Six 2 berth cabins expandable to 14 crew. A toilet and shower room is also provided at this level.
• Next is the engine room followed by the aft store/workshop and finally the aft steering compartment. This compartment houses steering gear, auto pilot feedback transducer and 2 cylinder Lister auxiliary bilge/fire pump.
• All the manned areas are accessed by steps from the alley on the starboard side, steering and chain locker are accessed from fore and aft deck hatches.

2. Main deck:

• The vessel was built as a car ferry and therefore the deck is uncluttered.
• The main superstructure is narrow and confined to the starboard side, and consists of the starboard alley, wheelhouse and boat deck and starboard funnel.
• The starboard structure also houses the CO2 cylinders for the engine room firefighting system.

3. On the port side the minimal deck obstruction caters for:

• Engine room emergency exit and ventilation,
• Port side funnel,
• Stern tube oil tanks,
• 3 tonne telescopic hydraulic crane mounted midships
• Accommodation emergency exit hatch.

• At the stern, the original hydraulically operated car loading ramp is retained and is fully functional.
• At the bow, the hydraulically operated visor has been removed to improve stability and cargo capacity.
• The main deck is essentially totally available for cargo and is fully floodlit.


4. The starboard alley houses:

• Two toilets
• Accesses to the lower decks
• Access to the boat deck and wheelhouse.

5. Boat deck consists of:

• Life jacket stowage,
• Access to the life raft
• Access to the wheelhouse.

6. The wheelhouse is fitted with modern Navionics and communications, and houses the following:
• Fire alarm panel
• Bilge alarm panel
• Engine room alarm mimic panel
• Port and starboard engine room telegraph control quadrants for VPP
• Electrical switch panels for dual voltage navigation lighting
• Chart table
• Battery charger for main 24Vdc supply batteries
• 2 Captain’s seats
• Auto pilot controls
• Removable ship’s wheel.

7. Batteries, mast and antennas are fitted to the wheelhouse roof.

8. All external metalwork on Grima has been shot blasted to bare metal and primed with 2 pack paint without rain or dew wetting.

Specifications

Accommodation

12 Berths of cabin accommodation which can be easily extended to 14.

Shower room, toilet and basin in the accommodation deck plus two toilets on the main deck level in the alleyway in the superstructure.

Construction

The main deck is open space because the superstructure is offset to the starboard side and is designed to be as narrow as possible.

The superstructure at the top carries the mast, antennas and 24 volt reserve batteries. Below that you have the life raft on the boat deck and access to the wheelhouse together with the life belt locker.

Below that you have the Co2 Drench fire fighting system.

The alleyway at the main deck level gives access to the lower deck

On the lower deck you have the forward chain locker for the anchor. Behind that is the mess room which is the full width of the vessel and incorporates the galley which is an adequate size for the number of cabins.

Accommodation is on the lower deck with another bulkhead beyond which is a stores room / workshop.

Beyond the next bulkhead you have the aft steering compartment which controls the rudders and contain the feedback for the autopilot. It also contains the hand cranked diesel general service pump for bilge or fire.

The multi zone fire alarm has been renewed and a multi zone bilge alarm has also been installed.

Equipment

Modern communications and modern avionics. Everything recently updated.

Galley equipped to feed 14-15 people

Cooker, fridge.

Vessel in good shape and in full working order.

Original design drawings and manuals available with the vessel.

Navigation Equipment

Modern communications and modern avionics. Everything recently updated.

Engine(s)

2 x English Electric Kelvin TA6 (very easy to maintain).

Twin normally aspirated diesels driving twin Ulstein gearboxes with variable pitch propellors, controlled by ERT (Engine Room Telegraph) from wheelhouse

Speed 9.5 -10.0 knots

Variable pitch propulsion


MV Grima Engine Room

The engine room is very clean and recently painted with 2 pack primer and topcoat marine paint. Any corroded pipework has been renewed.

Two engines are fitted, these are English Electric Kelvin normally aspirated diesels type TA6 developing 188HP each(140Kw) at approx. 1000 RPM. Both engines have been well maintained and start readily. Starting is by air motors from 2 large air receivers of approx. 1000l capacity each. Compressed air is provided by a new V twin 2 stage Broomwade compressor with automatic pressure control. As the vessel was constructed to Lloyds A1, sufficient air pressure is stored to execute 4 starts of each engine without use of the compressor. The air system has 2 smaller downstream receivers to cater for engine room telegraphs and the horn mounted on the mast.

The engines are close coupled to Ulstein single ratio non-reversing gearboxes giving opposite rotation to port and starboard shafts. The gearboxes drive Ulstein Variable Pitch Propellers, manufactured from phosphor-bronze.

At recent refit the following work was carried out:

• Both gearboxes and lubricants were examined.
• Port box VPP mechanism checked and adjusted with no further action required.
• The starboard box was dismantled and a new 1st motion shaft bearing fitted together with new seals to the VPP hydraulic cylinder.
• Linkage was adjusted and the box filled with new lubricant.
• Both shafts were removed, metal sprayed and machined to correct journal diameters.
• New bronze bushes were fitted to both stern tubes together with new bronze mechanical seals, lapped by hand and blued, prior to filling stern tubes with biodegradable lubricant.
• Props were re metalled ground and polished Variable pitch components were removed, checked and rebuilt prior to refilling the hubs with the correct grade of biodegradable grease. Operation was verified in dry dock and deflections measured for survey.
• New gearbox flange bolts and coupling retaining nuts were fitted throughout.
• Variable pitch is made by use of port and starboard engine room telegraph control quadrants mounted in the bridge console.
• Power is generated by two 37kVA EEC brushless generators at 230V 50 Hz 3 phase each is driven by an economical 4 cylinder Perkins diesel.
• Switchgear is provided in the engine room by a comprehensive electrical panel.
• Each generator has provision for automatic trip in the event of overheat or loss of oil pressure. No1 machine is cooled by radiator and fan and can therefore be used when the hull is dry.
• No2 machine uses sea water for cooling through a Bowman heat exchanger.
• Incoming shore power at 400V 50Hz 3 phase is metered and fed to the primary of a stepdown transformer with secondary voltage 230V 3 phase. The rating is 11kVA.

The following ancillary equipment is also installed in the engine room:

• CO2 drench for fire control.
• Two 5.5kW GS pumps configurable for multi purposes, backed up by a 2-cylinder hand start Petter for firefighting duty.
• Two1.5 HP emergency lube oil pumps.
• Two 1.33kW emergency gearbox hydraulic pumps.
• Steering gear hydraulic power pack.
• Main hydraulic pump at 5.5kW for anchor winch and stern ramp.
• 1.5 HP fuel transfer pump
• HP fresh water pressure set complete with bulk fresh water tank.
• One fuel day tank of 750 litres.
• One 3kW calorifier for hot water supply.
• Two engine room telegraph repeaters and controls.
• The engine room is configured as one zone of a 5 zone self-testing bilge alarm, (recently fitted)
• A common alarm gong is fitted and sounds when any individual bridge alarm is activated.

Further information including a work done and electrical report available on request

Sails & Spars

NOT APPLICABLE

Safety Equipment

Life raft rack and life belt locker on the boat deck

Double and triple safety redundancy throughout the whole vessel which is standard for Lloyds A1 passenger carrying vessels (Grima was built as a car ferry).

Location Map