{"id":"court_ctb_890_1","court":"CTB","case_no":"22-50073","doc_number":890,"sub_number":1,"doc_type":"ORDER","filed_date":null,"title":"EXHIBIT PAX 01 Declaration of Dexter White and Appendix 1","summary_zh":null,"summary_en":null,"body_en":"# **EXHIBIT PAX 01**\n\nDeclaration of Dexter White and Appendix 1\n\n#### **UNITED STATES BANKRUPTCY COURT DISTRICT OF CONNECTICUT BRIDGEPORT DIVISION**\n\nIn re:\n\nChapter 11 Case No.\n\nHO WAN KWOK<sup>1</sup>\n\n22-50073 (JAM)\n\nDebtor.\n\nSeptember 23, 2022\n\n#### **DECLARATION OF DEXTER WHITE IN SUPPORT OF PACIFIC ALLIANCE ASIA OPPORTUNITY FUND L.P.'S LIMITED OBJECTION TO HK INTERNATIONAL FUNDS INVESTMENTS (USA) LIMITED, LLC'S MOTION FOR ORDER ESTABLISHING REPAIR RESERVE FOR THE LADY MAY**\n\nI, Dexter White, declare under penalty of perjury that the following is true and correct:\n\n1. I am the President and CEO of Engineering Operations and Certification Services,\n\nLLC (\"EOCS\"), an engineering and operations consultancy based in Connecticut. In this role, I\n\noversee the provision of EOCS's services, which include engineering, design-build processes,\n\nprogram management, operations performance and assessments, facility assessments,\n\nimprovements and certification, nuclear engineering and compliance, incident investigation, and marine surveys. I have spent the last four decades as a shipbuilder and operating engineer,\n\nleading teams to resolve operational problems, through root-cause analysis, mapping, and\n\ndeveloping design and operational changes. I have participated in and overseen the testing for\n\nseaworthiness, certification, and delivery of hundreds of sea vessels, including 50 U.S. Navy\n\nsubmarines. I hold a bachelor's degree in Business Administration and Shipyard Management\n\nfrom the University of New Haven, and have held a United States Coast Guard Master Captain's\n\nAssociation of Marine Investigators, the Society of Naval Architects & Marine Engineers, and\n\nLicense. I am a member of the Association of Certified Marine Surveyors, the International\n\n 1 The last four digits of the Debtor's taxpayer identification number are 9595.\n\nthe American Society of Naval Engineers.\n\n2. I and my team were retained by counsel for Pacific Alliance Asia Opportunity Fund L.P. (\"PAX\") to assist in performing an inspection to assess the condition of the Lady May. I submit this Declaration in support of PAX's Limited Objection to HK International Funds Investments (USA) Limited, LLC's (\"HK USA\") Motion for Order Establishing Repair Reserve for The Lady May (the \"Repair Reserve Motion\") [ECF No. 728]. I have read the Repair Reserve Motion and the exhibits attached thereto. Unless otherwise indicated below, I have personal knowledge of the matters set forth below, and if called as a witness, I could and would testify competently thereto.\n\n#### **July 13, 2022 Inspection**\n\n3. On July 13, 2022, at Steelpointe Harbor Marina in Bridgeport, Connecticut, I conducted a visual inspection and took notes and photos of the Lady May's engine room, midship hold, anchor locker, tender stowage, galley and crew quarters, owner and guest accommodations, salon, dining room, bar, bridge, decks, and freeboard above the waterline (the \"July Inspection\").\n\n4. The July Inspection revealed deficiencies that could incur a significant expense of restoring systems to satisfactory operational standards, including, for example:\n\n> a. A failed starboard diesel engine fuel pump. The fuel pump supplies diesel fuel to the injectors to run the engine. Once replaced, a post-installation test will be needed to confirm the operational status of the engine. Based on this deficiency, issues with the port diesel engine are also possible and will likely require an inspection of the port diesel fuel pump to rule out. The inspection of the starboard engine fuel pump (once removed from the engine) found (i) damage to the gears and (ii) metal shards contaminating the engine's internal parts. Extensive repairs are required to restore the starboard engine before a sea trial can be conducted.\n\n- b. The starboard stabilizer exhibited a hydraulic noise during operation due to a faulty check valve. A replacement check valve is on order, but a test must be done to verify (i) the noise no longer exists, and (ii) suitable operation of the stabilizer.\n- c. The bow thruster brakes in \"bypass\" mode. The bow thruster is used to maneuver the ship sideways near piers. The condition requires troubleshooting to determine the root cause and repairs if necessary.\n- d. A damaged paint area (about 3' x 3') at the starboard bow near the anchor, requiring a much larger paint repair area to refinish the hull. Moreover, a structural inspection is necessary to verify the damage is to the paint only.\n- 5. In addition, 26 valves require testing (i.e., the \"Valve Service\" described in the\n\nRepair Reserve Motion). The Valve Service will require technicians to remove, test, and, reinstall each valve. This testing may reveal the need for additional work (such as removal of interferences or installation of replacement parts) and subsequent retesting.\n\n#### **August 25, 2022 Dive Inspection**\n\n6. I also oversaw an August 25, 2022 dive inspection, which was conducted by Harrington Diving & Marine Services (the \"Dive Inspection\"). The Dive Inspection involved a close visual and physical examination of the entire submerged components of the vessel.\n\n7. The Dive Inspection found a loose anode bolt at the bow thruster, which caused the anode to rattle. Anodes are metal coupons that are designed to preserve the hull and propeller from corrosion. If the loose bolt is left unaddressed, extended bow-thruster operation could cause the anode to break free, which could in turn damage the bow thruster.\n\n8. The Dive Inspection also found that the hull of the vessel was covered in sea growth. To fully understand the Lady May's condition, a more detailed inspection is necessary after the vessel is hauled out and the bottom is power washed to clear away the sea growth.\n\n#### **Costs Unaccounted for in Repair Reserve Motion**\n\n9. I have reviewed the Repair Reserve Motion and the exhibits filed therewith [ECF\n\nNos. 728-1 through 728-16]. It is my view that the Repair Reserve Motion omits certain items and factors that render insufficient the proposed \\$759,836.41 repair reserve (the \"Proposed Repair Reserve Amount\").\n\n10. **Risk.** The Proposed Repair Reserve Amount does not adequately factor in the risk associated with (i) not having a fully defined scope of repairs, or (ii) prolonged time out of water awaiting repairs. Based on my experience in the marine industry, I am aware there is an accepted risk classification system that provides for risk-factor multipliers to be added to cost estimates, and I consistently rely on this classification system when advising on potential project costs.<sup>2</sup> For example, for a repair project with the lowest level of risk—Class 1—project-cost estimates should be increased by up to 15%. Class 1 repair projects are characterized by (i) a full and detailed understanding of the necessary repairs and deliverables based on a thorough inspection onboard ship, and review of drawings and material lists, and (ii) a low likelihood that new repairs or issues will arise as the repair project progresses. At the other end of the spectrum are Class 5 repair projects, for which project-cost estimates should be increased by up to 100%. Class 5 repair projects are characterized by (i) an incomplete and generalized understanding of the necessary repair projects, and (ii) a high likelihood that new repairs or issues will arise as the repair project progresses. Projects move through the intervening risk classifications based on the level of project detail and the likelihood of discovering new issues. The Lady May repair project represents a Class 5 risk (for which a 100% risk adjustment is appropriate), because (i) the vendor estimates are based on brief, high-level descriptions of the currently identified repairs not a thorough inspection<sup>3</sup>—and (ii) potential high-risk and -cost issues (e.g., total engine\n\n<sup>2</sup> *See* AACE INT'L, COST ESTIMATE CLASSIFICATION SYSTEM – AS APPLIED IN ENGINEERING, PROCUREMENT, AND CONSTRUCTION FOR THE PROCESS INDUSTRIES 3 (Aug. 7, 2020).\n\n<sup>3</sup> Only one vendor (Precision Power) provided a somewhat detailed estimate, but still included a disclaimer excluding the cost of any additional damage found during the repair period.\n\nreplacement) that have not yet been ruled out.\n\n11. Based on my knowledge and experience, there is currently an unreliable supply chain in the marine industry. Any delay in obtaining necessary parts could extend the time it takes to repair the Lady May, running up costs and increasing risk. Due to these external factors, it is reasonable to assume that the Lady May could be out of the water for repairs for 45 to 150 days or longer, which increases risk of greater expenses. Any lack of available technicians (to remove old parts and install new ones) would increase the risks and costs discussed above. The Proposed Repair Reserve Amount does not adequately account for these risk- and cost-increasing possibilities.\n\n12. **Repairs**. The Repair Reserve Motion lists four \"required\" repairs: (i) servicing valves in the hull; (ii) painting a portion of the hull; (iii) replacing the bilge boards; and (iv) repairing the starboard main engine (the \"Known Repairs\"). (¶ 1.) The Known Repairs are necessary to bring the Lady May to good working order, but they are not sufficient. Critically, the Repair Reserve Motion omits several costly potential repair items/tasks, for example:\n\n- a. Starboard engine replacement parts. Until technicians are able to go into the engine itself and determine the extent of any repairs needed, it is impossible to rule out repairs and/or replacements of other parts of the starboard engine.\n- b. Engine-to-shaft alignment. To lift out the engine for repair, the shaft must be disconnected. When the engine is lowered into place on mounts, the shaft is reconnected and checked for proper alignment, including the clearance outboard at the steady bearings near the propeller. If the shaft is not aligned correctly, it creates vibrations that will wear the engine and bearings and may damage the propeller if it contacts the hull.\n- c. Unforeseen hull-valve replacement parts. Some valves removed from the ship may not pass testing. When the valve is opened to inspect the cause of failure, some internal parts will likely need replacement (e.g., ball, stem, seats, o-rings, or gaskets). Which parts will need replacement cannot be\n\nknown until the valve is opened up and inspected.<sup>4</sup>\n\n- d. A fuel pump inspection for the port engine. An inspection of the port fuel pump has not been conducted yet, and could reveal similar wear as the starboard fuel pump. If there is wear, but it is not as severe as the starboard pump, it may only require a new pump, alignment, and changing the lube oil. But if the wear is more severe, then work similar to the starboard engine repairs will be required.\n- e. Repairs to the port engine if damage to the fuel pump is found. Given the extent of known damages to the starboard engine, it is possible that the port engine will also require repairs. The extent to which the port engine will need repairs is thus far unknown and will only be assessable if/when the engine is opened up and examined by technicians.\n- f. The need for an entirely new engine or set of engines. It is possible that, over the course of conducting repairs, the technicians will determine that, due to extensive manhours and/or repair time and lack of available parts, a whole new set of engines is needed. This option may be a \"last resort,\" but could become the best choice. At this stage, it is too early to rule out the possibility that a new set of engines will be required.\n- 13. **Ancillary Costs**. The Proposed Repair Reserve Amount omits ancillary costs\n\nassociated with bringing the Lady May to good working order, such as the cost of retaining a crew for the duration of repairs and the cost of certifying the hull and shaft (by Lloyd's Register of Shipping or the American Bureau of Shipping). These certifications attest to the seaworthiness of the vessel and are prerequisites to obtaining insurance. Certification costs vary, but in my experience, they can range from \\$2,000 to \\$10,000 per certification.\n\n14. Taking into account (i) industry-accepted risk factors related to delay in sourcing parts, securing technicians, and/or making repairs (i.e., up to 150 days), (ii) unaccounted-for repairs, and (iii) the associated ancillary costs, it is my view that an appropriate amount to put in the repair reserve would be **\\$3,761,080**. 5\n\n<sup>4</sup> A number of hull valves were scheduled for inspection during the last dry-dock period, but were deferred and not removed for inspection. The valves should be removed, inspected, tested, and repaired as necessary.\n\n<sup>5</sup> A breakdown of the costs and risks underlying this number is attached hereto as Appendix 1.\n\nI declare under penalty of perjury under the laws of the United States of America that the\n\nforegoing is true and correct.\n\nExecuted this 23rd day of September, 2022, at Mystic, Connecticut.\n\n\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_\\_ Dexter White\n\n## **APPENDIX 1**\n\n### Key\n\n#### COLUMN LABEL - DESCRIPTION\n\nThe original estimates collectively forecast a work period after haul-out of 45 with the best effort and a Class 5 Risk factor of 100% due to lack of details ORIGINAL\n\nAssumes delays due to additional parts needed up to 90 days EXTENDED 1\n\nAssumes delays and additional parts needed and new work on the Port Diesel Engine up to 135 days EXTENDED 2\n\nAssumes delays and additional parts needed and new work to replace both Diesel Engines up to 150 days EXTENDED 3\n\n| ITEM | DESCRIPTION                                             | ITEM COST |         | ORIGINAL      | 45<br>DAYS |  |    | EXTENDED 1   | 90<br>DAYS | EXTENDED 2 |    | 135<br>DAYS  | EXTENDED 3 | 150<br>DAYS |     |\n|------|---------------------------------------------------------|-----------|---------|---------------|------------|--|----|--------------|------------|------------|----|--------------|------------|-------------|-----|\n| 1    | DRY DOCK OR HAUL-OUT FOR REPAIRS                        | \\$        | 25,000  | \\$<br>25,000  | 2          |  | \\$ | 25,000       | 2          |            | \\$ | 25,000       | 2          | \\$ 25,000   | 2   |\n| 2    | LAYDAYS ON LAND STORAGE                                 | \\$        | 20,385  | \\$<br>20,385  | 45         |  | \\$ | 40,770       | 90         |            | \\$ | 61,155       | 135        | \\$ 81,540   | 150 |\n| 3    | ENGINE ROOM RIPOUT OF INTERFERENCES FOR<br>ACCESS       | \\$        | 129,000 | \\$<br>129,000 | 14         |  | \\$ | 129,000      | 14         |            | \\$ | 258,000      | 14         | \\$ 258,000  | 14  |\n| 4    | ENGINE TAKE DOWN                                        | \\$        | 72,000  | \\$<br>72,000  | 7          |  | \\$ | 72,000       | 7          |            | \\$ | 72,000       | 7          | \\$ 72,000   | 7   |\n| 5    | ENGINE UNFORESEEN REPLACEMENT PARTS                     | \\$        | 30,000  | NA            |            |  | \\$ | 30,000       | 7          |            | \\$ | 30,000       | 7          | \\$<br>3,000 | 7   |\n| 6    | ENGINE REASSEMBLY                                       | \\$        | 77,000  | \\$<br>77,000  | 7          |  | \\$ | 77,000       | 7          |            | \\$ | 77,000       | 7          | \\$ 77,000   | 7   |\n| 7    | ENGINE TO SHAFT ALIGNMENT                               | \\$        | 10,000  | \\$<br>10,000  | 3          |  | \\$ | 10,000       | 3          |            | \\$ | 10,000       | 3          | \\$ 10,000   | 3   |\n| 8    | ENGINE ROOM INSTALLATION OF INTERFERENCES               | \\$        | 129,000 | \\$<br>129,000 | 14         |  | \\$ | 129,000      | 14         |            | \\$ | 258,000      | 14         | \\$ 258,000  | 14  |\n| 9    | HULL VALVE REMOVAL                                      | \\$        | 50,000  | \\$<br>50,000  | 14         |  | \\$ | 50,000       | 14         |            | \\$ | 50,000       | 14         | \\$ 50,000   | 14  |\n| 10   | HULL VALVE TEST                                         | \\$        | 50,000  | \\$<br>50,000  | 14         |  | \\$ | 50,000       | 14         |            | \\$ | 50,000       | 14         | \\$ 50,000   | 14  |\n| 11   | HULL VALVE UNFORESEEN REPLACEMENT PARTS                 | \\$        | 20,000  | NA            |            |  | \\$ | 20,000       | 14         |            | \\$ | 20,000       | 14         | \\$ 20,000   | 14  |\n| 12   | HULL VALVE REINSTALLATION                               | \\$        | 60,000  | \\$<br>60,000  | 14         |  | \\$ | 60,000       | 14         |            | \\$ | 60,000       | 14         | \\$ 60,000   | 14  |\n| 13   | HULL PAINTING                                           | \\$        | 9,000   | \\$<br>9,000   | 7          |  | \\$ | 9,000        | 7          |            | \\$ | 9,000        | 7          | \\$<br>9,000 | 7   |\n| 14   | DECK REPAIR                                             | \\$        | 3,000   | \\$<br>3,000   | 7          |  | \\$ | 3,000        | 7          |            | \\$ | 3,000        | 7          | \\$<br>3,000 | 7   |\n| 16   | PORT ENGINE FUEL PUMP INSPECTION                        | \\$        | 9,000   | NA            |            |  | \\$ | 9,000        | 7          |            | \\$ | 9,000        | 7          | \\$<br>9,000 | 7   |\n| 17   | PORT ENGINE REPAIR                                      | \\$        | 447,000 | NA            |            |  |    | NA           |            |            | \\$ | 447,000      | 30         | \\$ 140,000  | 30  |\n| 18   | ABS OR LLOYDS SOCIETY HULL AND SHAFT CERT               | \\$        | 5,000   | \\$<br>5,000   | 3          |  | \\$ | 5,000        | 3          |            | \\$ | 5,000        | 3          | \\$<br>5,000 | 3   |\n| 19   | CREW RETENTION                                          | \\$        | 50,000  | \\$<br>50,000  | 45         |  | \\$ | 100,000      | 90         |            | \\$ | 150,000      | 135        | \\$ 200,000  | 150 |\n| 20   | NEW DIESEL ENGINES                                      | \\$        | 550,000 | NA            |            |  |    | NA           |            |            |    | NA           |            | \\$ 550,000  |     |\n| 21   | SUBTOTAL                                                |           |         | \\$<br>689,385 |            |  | \\$ | 818,770      |            |            |    | \\$ 1,594,155 |            | \\$1,880,540 |     |\n| 22   | RISK OF DELAY OF NEW PARTS AND AVAILABLE<br>TECHNICIANS |           |         | \\$<br>689,385 |            |  | \\$ | 818,770      |            |            |    | \\$ 1,594,155 |            | \\$1,880,540 |     |\n| 23   | GRAND TOTAL                                             |           |         | \\$ 1,378,770  |            |  |    | \\$ 1,637,540 |            |            |    | \\$ 3,188,310 |            | \\$3,761,080 |     |","body_zh":"证据 PAX 01\n\nDexter White（德克斯特·怀特）的声明及附录 1\nUNITED STATES BANKRUPTCY COURT DISTRICT OF CONNECTICUT BRIDGEPORT DIVISION（美国康涅狄格区破产法院布里奇波特分院）\n\n关于：\n\n第 11 章案件编号：\n\nHO WAN KWOK（郭文贵）1\n\n22-50073 (JAM)\n\n债务人。\n\n2022年9月23日\nDEXTER WHITE 支持 PACIFIC ALLIANCE ASIA OPPORTUNITY FUND L.P. 对 HK INTERNATIONAL FUNDS INVESTMENTS (USA) LIMITED, LLC 申请设立 LADY MAY 号维修准备金动议之有限异议的声明\n\n本人，Dexter White（德克斯特·怀特），在受伪证罪处罚的原则下声明以下内容属实且正确：\n\n1. 本人系 Engineering Operations and Certification Services, LLC（工程运营与认证服务有限责任公司，简称“EOCS”）的总裁兼首席执行官，该公司是一家总部位于康涅狄格州的工程与运营咨询公司。在此职位上，本人负责监督 EOCS 服务的提供，包括工程、设计建造流程、项目管理、运营绩效与评估、设施评估、改进与认证、核工程与合规、事故调查以及海事检验。在过去的四十年中，本人一直从事造船与操作工程师工作，通过根本原因分析、流程规划以及制定设计和操作变更，带领团队解决操作问题。本人曾参与并监督数百艘海上船只的适航性测试、认证与交付，其中包括 50 艘美国海军潜艇。本人拥有 University of New Haven（纽黑文大学）的工商管理与船厂管理学士学位，并曾持有 United States Coast Guard（美国海岸警卫队）主船长执照。本人系 Association of Certified Marine Surveyors（注册海事检验师协会）、International Association of Marine Investigators（国际海事调查员协会）、Society of Naval Architects & Marine Engineers（造船师与轮机工程师学会）以及\n\n 1 债务人纳税人识别号的后四位为 9595。\n\nAmerican Society of Naval Engineers（美国海军工程师学会）的会员。\n\n2. 本人及本人的团队受聘于 Pacific Alliance Asia Opportunity Fund L.P.（太盟亚洲机会基金有限公司，简称“PAX”）的法律顾问，协助进行检验以评估 Lady May 号的状况。本人提交本声明，以支持 PAX 对 HK International Funds Investments (USA) Limited, LLC（香港国际基金投资（美国）有限公司，简称“HK USA”）申请设立 Lady May 号维修准备金动议（简称“维修准备金动议”）[ECF No. 728] 的有限异议。本人已阅读该维修准备金动议及其所附证据。除非下文另有说明，本人亲身了解下述事项，如被传唤作证，本人能够且愿意就此作证。\n\n2022年7月13日检验\n\n3. 2022年7月13日，在康涅狄格州布里奇波特的 Steelpointe Harbor Marina（钢角港码头），本人对 Lady May 号的机舱、船中部舱底、锚链舱、附属艇存放区、厨房和船员宿舍、船东与客房区、沙龙、餐厅、酒吧、驾驶台、甲板以及水线以上的干舷进行了目视检验，并做了记录和拍照（简称“7月检验”）。\n\n4. 7月检验发现了一些可能产生巨额费用以将系统恢复至令人满意的运行标准的缺陷，例如包括：\n\na. 右舷柴油机燃油泵故障。燃油泵负责向喷油器输送柴油以驱动发动机运行。更换后，需要进行安装后测试以确认发动机的运行状态。基于该缺陷，左舷柴油机也可能存在问题，并可能需要对左舷柴油燃油泵进行检验以排除隐患。对右舷发动机燃油泵（从发动机上拆下后）的检验发现：(i) 齿轮损坏，以及 (ii) 金属碎片污染了发动机的内部部件。在进行海试前，需要进行大规模维修以恢复右舷发动机。\n\nb. 由于止回阀故障，右舷减摇鳍在运行过程中出现液压噪音。更换的止回阀已订购，但必须进行测试以核实 (i) 噪音不再存在，以及 (ii) 减摇鳍运行良好。\n\nc. 船首推进器制动器处于“旁通”模式。船首推进器用于在靠近码头时进行船舶横向操纵。该状况需要排查故障以确定根本原因，并在必要时进行维修。\n\nd. 右舷船首靠近船锚处有一处油漆受损区域（约 3 英尺 x 3 英尺），需要大得多的油漆修复区域来重新修整船体。此外，有必要进行结构检验以核实受损是否仅限于油漆。\n\n5. 此外，有 26 个阀门需要测试（即维修准备金动议中描述的“阀门检修”）。阀门检修将要求技术人员拆卸、测试并重新安装每个阀门。该测试可能会发现需要进行额外的工作（例如消除干涉或安装替换零件）以及随后的重新测试。\n\n2022年8月25日潜水检验\n\n6. 本人还监督了 2022年8月25日的潜水检验，该检验由 Harrington Diving & Marine Services（哈灵顿潜水与海事服务公司）进行（简称“潜水检验”）。潜水检验包括对该船全部水下部件进行近距离目视和物理检查。\n\n7. 潜水检验发现船首推进器处有一颗阳极螺栓松动，导致阳极发生晃动。阳极是用于保护船体和螺旋桨免受腐蚀的金属试片。如果松动的螺栓不予处理，长时间的船首推进器运行可能导致阳极脱落，从而可能损坏船首推进器。\n\n8. 潜水检验还发现船体表面覆盖有海生物。为了全面了解 Lady May 号的状况，在该船出水起吊并对船底进行高压冲洗以清除海生物后，有必要进行更详细的检验。\n\n维修准备金动议中未计算的成本\n\n9. 本人已审查了维修准备金动议及其提交的证据 [ECF Nos. 728-1 至 728-16]。本人认为，维修准备金动议遗漏了某些项目和因素，使得拟议的 $759,836.41 维修准备金（简称“拟议维修准备金金额”）并不充足。\n\n10. 风险。拟议维修准备金金额未充分考虑与以下各项相关的风险：(i) 未完全确定维修范围，或 (ii) 在水外等待维修的时间延长。根据本人的海事行业经验，本人知道存在一个公认的风险分类系统，规定在成本估算中加入风险因素乘数，并且本人在就潜在项目成本提供咨询时始终依赖该分类系统。2 例如，对于风险等级最低的维修项目（1 级），项目成本估算应增加最多 15%。1 级维修项目的特点是：(i) 基于船上的彻底检验以及对图纸和材料清单的审查，对必要的维修和交付成果有全面详细的了解，以及 (ii) 随着维修项目的推进，出现新的维修或问题的可能性较低。在分类的另一端是 5 级维修项目，其项目成本估算应增加最多 100%。5 级维修项目的特点是：(i) 对必要的维修项目了解不完整且概括，以及 (ii) 随着维修项目的推进，出现新的维修或问题的可能性较高。项目根据项目细节程度和发现新问题的可能性在中间的风险分类中移动。Lady May 号维修项目属于 5 级风险（对其进行 100% 的风险调整是恰当的），因为 (i) 供应商的估算是基于对当前已确定维修的简要、高层次描述，而非彻底检验 3——以及 (ii) 尚未排除潜在的高风险和高成本问题（例如发动机整体更换）。\n\n2 参见 AACE INT'L, COST ESTIMATE CLASSIFICATION SYSTEM – AS APPLIED IN ENGINEERING, PROCUREMENT, AND CONSTRUCTION FOR THE PROCESS INDUSTRIES 3（2020年8月7日）。\n\n3 仅有一家供应商（Precision Power）提供了较为详细的估算，但仍包含一项免责声明，排除了维修期间发现的任何额外损坏的费用。\n\n11. 根据本人的知识和经验，海事行业目前的供应链并不稳定。在获取必要零件方面的任何延误都可能延长维修 Lady May 号所需的时间，从而推高成本并增加风险。由于这些外部因素，合理推测 Lady May 号可能会因维修而出水 45 至 150 天或更长时间，这增加了产生更大费用的风险。缺乏可用的技术人员（用于拆卸旧零件和安装新零件）也会增加上述讨论的风险和成本。拟议维修准备金金额未充分考虑这些增加风险和成本的可能性。\n\n12. 维修。维修准备金动议列出了四项“必需的”维修：(i) 检修船体阀门；(ii) 给部分船体涂漆；(iii) 更换舱底板；以及 (iv) 维修右舷主机（简称“已知维修”）。（第 1 段。）已知维修对于使 Lady May 号处于良好工作状态是必要的，但并不充分。至关重要的是，维修准备金动议遗漏了若干昂贵的潜在维修项目/任务，例如：\n\na. 右舷发动机更换零件。在技术人员能够进入发动机内部并确定所需的任何维修程度之前，无法排除对右舷发动机其他零件的维修和/或更换。\n\nb. 发动机与轴的对中。为了吊出发动机进行维修，必须断开轴系。当发动机降落到支座上就位时，重新连接轴系并检查是否正确对中，包括检查螺旋桨附近中间轴承外侧的间隙。如果轴系未正确对中，会产生振动从而磨损发动机和轴承，并且如果螺旋桨接触到船体，还可能损坏螺旋桨。\n\nc. 未预见的船体阀门更换零件。从船上拆下的一些阀门可能无法通过测试。当打开阀门检查故障原因时，一些内部零件可能需要更换（例如球体、阀杆、阀座、O 形圈或垫圈）。在打开并检验阀门之前，无法知道哪些零件需要更换。4\n\nd. 左舷发动机燃油泵检验。目前尚未对左舷燃油泵进行检验，检验可能会发现与右舷燃油泵类似的磨损。如果有磨损，但不如右舷泵严重，可能只需要更换新泵、对中并更换润滑油。但如果磨损更严重，则需要进行类似于右舷发动机维修的工作。\n\ne. 若发现燃油泵损坏则对左舷发动机进行维修。鉴于右舷发动机已知损坏的程度，左舷发动机也有可能需要维修。左舷发动机需要维修的程度目前尚属未知，并且只有在技术人员打开并检查发动机时/之后才能进行评估。\n\nf. 需要更换整台新发动机或整套发动机。在进行维修的过程中，技术人员可能会确定，由于耗费大量工时和/或维修时间以及缺乏可用零件，需要整套全新的发动机。该选项可能是“最后手段”，但可能成为最佳选择。在现阶段，排除需要一套新发动机的可能性为时过早。\n\n13. 附带成本。拟议维修准备金金额遗漏了附带成本\n\n与使 Lady May（梅号）恢复良好运行状态相关的费用，例如在维修期间留用船员的费用，以及对船体和轴系进行认证的费用（由 Lloyd's Register of Shipping（英国劳氏船级社）或 American Bureau of Shipping（美国船级社）进行）。这些认证证明了该船的适航性，且是获得保险的前提条件。认证费用各不相同，但依我的经验，每次认证的费用在 $2,000 至 $10,000 不等。\n\n14. 考虑到 (i) 与采购零部件、聘请技术人员和/或进行维修延迟相关的行业认可风险因素（即长达 150 天），(ii) 未计入的维修项目，以及 (iii) 相关的附属费用，我认为计入维修准备金的适当金额应为 $3,761,080。5\n\n4 若干船体阀门原定于上次进坞期间进行检验，但被推迟且未拆下进行检验。应将这些阀门拆下、检验、测试并视需要进行修理。\n\n5 作为该金额基础的各项成本及风险明细见本声明所附附录 1。\n\n我根据美利坚合众国法律声明，如作伪证愿受伪证罪处罚，前述内容均属真实无误。\n\n于 2022 年 9 月 23 日签署于 Connecticut（康涅狄格州）Mystic。\n\n______________________________________ Dexter White（德克斯特·怀特）\n\n附录 1\n说明\n列标签 - 描述\n\n原始估算在尽最大努力的情况下总体预测起吊出水后的工期为 45 天，并且由于缺乏细节，设定 5 级风险系数为 100% 原始方案 (ORIGINAL)\n\n假设施工因需要额外零部件而延期至最多 90 天 延期方案 1 (EXTENDED 1)\n\n假设施工延期、需要额外零部件以及左舷柴油机新增工程至最多 135 天 延期方案 2 (EXTENDED 2)\n\n假设施工延期、需要额外零部件以及更换两台柴油机的新增工程至最多 150 天 延期方案 3 (EXTENDED 3)\n\n项目 描述 项目费用 原始方案 45 天 延期方案 1 90 天 延期方案 2 135 天 延期方案 3 150 天\n\n1 进坞或起吊出水以进行维修 $25,000 $25,000 2 $25,000 2 $25,000 2 $25,000 2\n2 陆上存放停泊期 $20,385 $20,385 45 $40,770 90 $61,155 135 $81,540 150\n3 机舱妨碍物拆除以便进出 $129,000 $129,000 14 $129,000 14 $258,000 14 $258,000 14\n4 发动机拆卸 $72,000 $72,000 7 $72,000 7 $72,000 7 $72,000 7\n5 发动机不可预见更换零部件 $30,000 不适用 $30,000 7 $30,000 7 $3,000 7\n6 发动机重新组装 $77,000 $77,000 7 $77,000 7 $77,000 7 $77,000 7\n7 发动机与轴系对中校准 $10,000 $10,000 3 $10,000 3 $10,000 3 $10,000 3\n8 机舱妨碍物重新安装 $129,000 $129,000 14 $129,000 14 $258,000 14 $258,000 14\n9 船体阀门拆卸 $50,000 $50,000 14 $50,000 14 $50,000 14 $50,000 14\n10 船体阀门测试 $50,000 $50,000 14 $50,000 14 $50,000 14 $50,000 14\n11 船体阀门不可预见更换零部件 $20,000 不适用 $20,000 14 $20,000 14 $20,000 14\n12 船体阀门重新安装 $60,000 $60,000 14 $60,000 14 $60,000 14 $60,000 14\n13 船体喷漆 $9,000 $9,000 7 $9,000 7 $9,000 7 $9,000 7\n14 甲板维修 $3,000 $3,000 7 $3,000 7 $3,000 7 $3,000 7\n16 左舷发动机燃油泵检验 $9,000 不适用 $9,000 7 $9,000 7 $9,000 7\n17 左舷发动机维修 $447,000 不适用 不适用 $447,000 30 $140,000 30\n18 ABS（美国船级社）或劳氏船级社船体及轴系认证 $5,000 $5,000 3 $5,000 3 $5,000 3 $5,000 3\n19 船员留用 $50,000 $50,000 45 $100,000 90 $150,000 135 $200,000 150\n20 新柴油机 $550,000 不适用 不适用 不适用 $550,000\n21 小计 $689,385 $818,770 $1,594,155 $1,880,540\n22 新零部件及可用技术人员延期风险 $689,385 $818,770 $1,594,155 $1,880,540\n23 总计 $1,378,770 $1,637,540 $3,188,310 $3,761,080","key_entities":["Je","Kwok","Ho Wan Kwok","CIPA"],"ecf_references":[{"doc_number":728,"court":"CTB"}],"word_count":2938,"status":"published","published_at":null,"created_at":null,"updated_at":"2026-08-23 13:29:49"}