OIPV vrs. OUPV

[isaac51]

I am interested to know if any one has a 1st. hand experience obtaining the required license as OIPV and what were the difficulties experienced. I will attempt to obtain the license on 48'HATT YF. How many passengers approved?
Isaac51

 

[Bill Allen]

The ticket is based on what you have run in the past and when you turn in your sea time form the C.G. will review it and determine what you get. The boat will determine how many people it will be liscensed for. The specs for being inspected and carrying more then 6 paying customers can be quite involved and I don't know whether your 48 will meet them as the first thing that comes to mind is collision bulkheads and the type of resins in the construction of the boat. Six pack easy, inspected, not. Bill

 

[Pascal]

I ve never heard the term OIPV, I assume you are referring to operator of INSPECTED vessel? If so it s called a Master which comes in different flavors (25, 50, 100 GT) indeed based on your actual experienced listed on the sea time form. It will be determined by the size of the boat you have the most time on x 1.5 rounded up to the next level... Ex if most of your sea time is on a 36GT boat x1.5 is 54gt you will get the next level which is 100GT master. If your time is on a 30GT vessel you will get a 50 GT master

The primary difference between a OUPV and master is the the OUPV is limited to 6 passengers and 100GT whereas the master allows you to carry over 6 pax and up to the limit stated on the vessel certificate of inspection (And obviously limited in tonnage by yr license)

As Bill said converting a vessel to inspected is very costly including higher railings, ER fireproofing, annual haul outs and inspections, and much more

 

[isaac51]

Thanks, appreciate your input!

 

[jim rosenthal]

Virtually all inspected vessels are built that way to begin with. The cost and difficulty of retrofitting boats to meet CG certification as inspected vessels is prohibitive in most cases. In some instances, if you can find that a similar vessel was CG certified for the uses you intend, it may give you a path to follow as to how to get the boat ready for inspection, but if one of the issues is (for example) the kind of resin the hull was built with, you are SOL- you can't very well go back and replace the resin, now, can you?

If you look in B&H, you will find a lot of inspected vessels for sale. If you have to have one for what you want to do, your best bet may be to buy one that is already certified or was previously in certification and can be returned to certification without huge expense. Not many Hatteras yachts are CG certified, I think- not because they wouldn't have been certifiable at the time they were built, but because the intended uses didn't require it. And since the rules have been updated, getting an older boat into compliance and passing certification isn't going to be easy, if it's even possible.

 

[Angela]

My 58' Hatteras was a 49-passenger inspected vessel at some point not long before I bought her. At first, I thought of it as an improvement, but as I got comfortable in the shoes of being the owner and caretaker, I quickly realized how bad it really was to have something that was refitted in that regard, post-manufacture. I would NEVER buy another one like that again, unless it had been built to be an inspected vessel from the get go.

The worst feature of the whole ordeal was what had to be done to the engine rooms for fire suppression purposes. An additional 4" was consumed from the space on every wall, including the ceiling, making access around the 92 Series Detroits in an already tight engine room (the 58 was originally designed for 71 Series and the 92s don't fit well in there) even less appealing and very difficult to access certain things. I don’t even have room to pass my knee through the doorway without having lift my leg over one of the cooling pipes. Anyway, inside that 4" space was rockwool insulation, and over that, they laid sheet metal. The sheet metal was laid in such a fashion that it was screwed and rivited in an overlapping fashion, beginning on one side of the ER, and wrapping around to the other. And guess what??? All of the hoses (and hose clamps!), electrical, plumbing, etc. was behind all that making routine maintenance impossible without disassembling the entire room. We couldn’t even get to the shaft hose clamps without hours of disassembling, and they were leaking badly. And all of this was done in the name of “safety.” Yeah right - I disagree right there! I found myself the nearest dumpster and loaded it up. And then I stopped the seawater from pouring in through the broken hose clamps at the shaft once I could get to them from behind all the rockwool and sheet metal. The unwanted byproduct of the certification is that the yacht had to be renovated in such a manner that critical maintenance could not be performed and critical elements could not monitored, but the USCG inspector got to check all the boxes on the list, and I suppose that was more important.

Five years later....I’m still pulling that crap out.

 

[Boatsb]

My 58' Hatteras was a 49-passenger inspected vessel at some point not long before I bought her. At first, I thought of it as an improvement, but as I got comfortable in the shoes of being the owner and caretaker, I quickly realized how bad it really was to have something that was refitted in that regard, post-manufacture. I would NEVER buy another one like that again, unless it had been built to be an inspected vessel from the get go.

The worst feature of the whole ordeal was what had to be done to the engine rooms for fire suppression purposes. An additional 4" was consumed from the space on every wall, including the ceiling, making access around the 92 Series Detroits in an already tight engine room (the 58 was originally designed for 71 Series and the 92s don't fit well in there) even less appealing and very difficult to access certain things. I don’t even have room to pass my knee through the doorway without having lift my leg over one of the cooling pipes. Anyway, inside that 4" space was rockwool insulation, and over that, they laid sheet metal. The sheet metal was laid in such a fashion that it was screwed and rivited in an overlapping fashion, beginning on one side of the ER, and wrapping around to the other. And guess what??? All of the hoses (and hose clamps!), electrical, plumbing, etc. was behind all that making routine maintenance impossible without disassembling the entire room. We couldn’t even get to the shaft hose clamps without hours of disassembling, and they were leaking badly. And all of this was done in the name of “safety.” Yeah right - I disagree right there! I found myself the nearest dumpster and loaded it up. And then I stopped the seawater from pouring in through the broken hose clamps at the shaft once I could get to them from behind all the rockwool and sheet metal. The unwanted byproduct of the certification is that the yacht had to be renovated in such a manner that critical maintenance could not be performed and critical elements could not monitored, but the USCG inspector got to check all the boxes on the list, and I suppose that was more important.

Five years later....I’m still pulling that crap out.

Hey Ang It sounds like you got a real bad version of an inspected vessel. Not all of the retrofits are that bad. I have done a few that were not any harder to maintain than before the refit and never would have done anything that prevented maintenance.

I guess no one showed the inspector that the fireproofing prevented the maintenance of important systems or he would not have been able to check off the boxes.