arine uUKVveys surveyors an ships’ officers by C F Durham The author is indebted to numerous colleagues for advice and suggestions as to the content of this book. In addition, some of the content has been taken from Marine Surveys by C F Durham, published by Fairplay Publications 1982Index Sectio@ne INTRODUCTION 5 Sectio wo MEASUREMENT SURVEYS 6 Section hree CONDITION SURVEYS 52 Sectidhour SAMPLING Sectidfiiwe . CARGO SURVEYS:Marine urveyor General Inorderto satisfy Admiralty lawyers, amarine surveyor should be a qualified officer and a young man with many years of experience inall phases of marine activity, both ashore and at sea Personality A marine surveyor must be gentlemanly, yet rough, tough and hardy, diplomatic, patient, a good talker, a better listener, 2 bargainer, a psychologist, quick-witted, affable and a teetotaller who can manage the usual number of drinks at a gathering; while remaining at all times a jolly good fellow. Family ties are secondary: - A marine surveyor works any hour of the day or night, and must be ready to travel to the ends of the earth ata moment’s notice, and when he arrives, be prepared to find the ship has been delayed due to some unavoidable occurrence, thus extending the stay beyond that which could be reasonably expected. e .-- Beasic qualifications ‘A marine surveyor must be a practical commercial man, a tech- nician, a statistician, a mathematician, a chemist, a salesman, an auctioneer, a merchant, a seaman, a navigator, an appraiser, a detective, a metallurgist, a refrigeration expert, a refiner, an oil expert, an advertiser, arag picker, a furrier, a tanner, a banker, a manufacturer, a ship builder, a charterer, a clerk, a checker, a cabinet maker, a stevedore, a correspondent, a chauffeur, a traf- fic expert, a machinist, a mechanic, a yachtsman, a traveller, an accountant, a translator, a linguist, an importer, an explorer, a customs agent, a cooper, a meteorologist, an exporter, a fireman and an authority on explosives, dangerous goods and ali classes of merchandise. “These basic qualifications are a must and this book will help with the finer points of survey work.” From the National Association of Marine Surveyors Inc. Journal ‘June 988° Volume xxvi Number 2Sec Purpose of a survey A survey is generally requested and made to protect the client’s interests, and more specifically to provide an independent certifi- cate statement of the quantity, quality, or condition of cargo loaded or discharged, or the damage to the ship or surrounds, or the condition of the ship. A surveyor’s responsibilities ‘The surveyor should be qualified to undertake the particular sur- vey on which he is engaged. This may mean that, although he does not have the particular qualification required, he is accept- able to both parties. The surveyor must make himself available in sufficient time to carry out or witness all stages of the relevant survey, so that delays to the operation are kept to a minimum. In order to achieve this, more than one surveyor may be required to be in attendance at any one time. If instructions regarding the procedures to be followed, and certi- fication required, are not specifically given by the client, the sur- veyor should follow recognised industry standards and proce- dures for the survey. If these procedures cannot be carried out due to operational or other restrictions, or if conditions of the charter party are not met, the surveyor should issue a formal letter Of protest to the offending party, before the vessel sails. Before any cargo work is started, the surveyor should discuss with all key personnel the loading or discharge plans and proce- dures relating to the measurement of cargo. Any procedure car- ried out should have the master and/or terminal operator's accept- ance and must follow accepted safety standards at all times. The surveyor should assist as far as possible in maximising the cargo loaded or in minimising the quantity remaining on board after dis- charge. He should record each occasion that he is required to take Measurements in conditions which are not conducive to an ac- ceptable degree of accuracy and note protest at the time. The report must be made as soon as possible after completion of the operation and in accordance with the instructions received. It is often beneficial to fax a summary of the pertinent facts of the operation to the client immediately on completion of a survey, following up with the report as soon as possible. Liability of a surveyor Marine surveyors are employed as skilled professionals (although there is no universally accepted qualification for surveyors), to give an independent assessment of a situation or to attest the quality and/or quantity of a cargo at various stages of transporta- tion. Consequently, those who employ surveyors are entitled to expect that, as surveyors, the surveyors will fulfil their duties with reasonable diligence, skill and ability. til All too often though, a surveyor is pushed for time (don’t delay the ship), receives alow fee for the service requested (making itimprac- tical to put in the time some inspections warrant), and is given only minimal details regarding the purpose of the inspection. Should a surveyor make an error or miss a particular point, and a loss arise from this error, he could find himself defending a lawsuit for damages, which could be in millions of dollars. Even if the extreme case does not eventuate, a surveyor is only as good as, his/her last job and suffers accordingly. A surveyor’s report (including any certificate issued) is therefore critical and should contain only statements of fact, and any opin- ions expressed should be substantiated by factual information. The report must be written dispassionately and in such a way that the complete picture is given. It should detail what was done and, possibly more importantly, anything that was not done or inspected and why: the latter allows the person requesting the report to take corrective action should he consider it necessary. Pictures speak louder than words, and photographs, drawings or sketches are a definite asset to any report. Should a surveyor find himself in the position where, because of the nature of any condi- tion or the type of damage, or because of his unfamiliarity with any commodity, he is not qualified to express an authoritative opinion, he should immediately consult someone who has the necessary knowledge. The person consulted must be independ- ent and of such standing that he can be considered an expert witness, The employment of such an expert in no way reflects on the ability of a surveyor and usually the inclusion of an expert's findings in a surveyor’s report enhances the value of such a report, ‘The report belongs to the person commissioning the report and the surveyor is not at liberty to show or give a copy of the report to another party without the express approval, preferably in writ- ing, of the person commissioning the report. A surveyor will use the words ‘without prejudice’ in a lot of the reports he writes, under the impression that what is written in the documents is then privileged and is only between the parties con- cerned. This is not necessarily true and the Court of Appeal in London has said that the words are used to enable parties in a dispute to engage in discussion for the purpose of arriving at a settlement, thus allowing a compromise proposal to be reached, and protecting this and the preceding negotiations from disclo- sure in court. Unless the report is used in this way, the words ‘without preju- dice’ will not prevent the document from disclosure in court. Should there be any doubt the Court of Appeal has decided that the court, can look at the document to determine whether the document is privileged or not. Although the phrase ‘Without prejudice’ should still be used, bet- ter protection is afforded if in the letter accompanying the report, the surveyor uses the sentence, ‘the attached si id fons from Xand resulting report was made under instructSect NYY Measuremen 9... Bh ovccvscs. |: es | GO} vosners-sunesons essen 19 $$$ $_$__-__ 2 a DD ovvcecies-oncsncors — EZ... CAPACITY & ADMIXTURE GUIDE. __39 | OTHER LIQUID CARGOES 47 [ eee nn et eeSecti Meéasuremen urveys MeyS General remarks Draft surveys, utilising the difference of the light and loaded dis- placement, are a convenient and economical way of determining the quantity of bulk cargo loaded or discharged from a ship. Des- pite having the advantage of having the same yardstick at both the loading and discharge port, itis necessary, in order to achieve comparable or better accuracy than other weighing systems that are available, to meticulously follow set procedures, and the draft survey work sheets are suggested as a good way of doing this. The surveyor should bear in mind that when measuring small quantities of cargo (Jess than 10,000 tonnes) in the average ship, other weighing methods are usually more accurate, though the draft survey will still serve as a useful check. As the quantity of cargo increases, so does the accuracy of the draft survey In order to reduce the size and number of corrections involved, it is preferable to have the ship upright, a trim of not more than one metre by the stern, with the ballast tanks not quite full or empty. ‘Although conventional wisdom states that the ballast tanks should be full (pressed up) for the survey, a better result is usually ob- tained if the tank is filled to a height where no air pockets can exist and a good ullage/innage can be obtained. Ballast, bunkers, fresh water or stores must not be moved during the survey and therefore it is essential to have the co-operation of the ship’s officers. On completion of the survey, a certificate of weight and a draft survey report should be issued. Reading the draft ‘The draft must be read on both sides of the ship (at the forward, aft and midships positions), from a position as close to the waterline as is practical so as to reduce the errot of parallax to negligible proportions. Where possible the drafts should be read from a boat, as this provides a more stable platform than a ladder. ‘The normal degree of accuracy to which the draft can be read in ‘g00d conditions is in the order of +/- 1 om. Note: In all surveys, an assessment of the accuracy of the draft reading and a brief description of the sea conditions should be recorded. Provided the lee side draft can be read with reasonable accuracy, the draft can be calculated on the weather side using a specially constructed clinometer graduated in minutes of arc. The weather side draft is then calculated from the formula:- D,=D#B/2tan® where D, is the Draft on the weather side Dis the Draft lee side B is the transverse distance between the draft marks at the water line @is the angle of heel Should the sea conditions be such that an accurate reading of the draft is difficult to obtain, it may be advisable to use a draft tube. Tt must be used with caution, for if tis not set up vertically, errors in the reading will be builtin, and under certain circumstances the natural period of the system can give a false reading. Remote reading draft gauges should not be used for the draft survey work as generally they are not accurate enough for the purpose. ‘Natural phenomena can create appreciable errors in the draft read: 1. If the ship is in an appreciable tideway, errors will be in- duced by :- a. the apparent movement of the ship through the water, and. b. the build-up of water against the leading edge of a station- ary object standing in moving water. 2. Drafts read at different times of the day can differ, due to the ship's deck expanding or contracting (due to the rise and fall in temperature during the day or night) more than the ship's bottom (which is in seawater at virtually a constant temperature), thus causing the ship to bend (hog or sag). Notes: 1. As there is no means of correcting for these errors, it may sometimes be necessary to delay the survey until these errors are at a minimum. 2. These errors can occasionally cause problems if the ship is sailing some time after the loading is completed. Corrections to draft readings In calculating the displacement tables, itis assumed thatthe ship's draft is marked on the fore and after perpendiculass, and LPP/2. As this rarely is the case, a correction to the draft reading be- comes necessary, if the ship is not on an even keel. “oewhere LPP is the distance between perpendiculars Pe is the forward perpendicular AP isthe after perpendicular Di. isthe draft at forward marks DF _is the draft at forward perpendicular Da _is the draft at aft marks DA _ is the draft at aft perpendicular Dm __ is the draft at midship marks DM isthe draft at LPP/2 4\d,d, _are thedistances between draft marks and perpendiculars WL _ isthe water line Stem correction Let the correction=x_ then x: d, = (Df~Da+x):(LPP-d,) thus x =, (Df~Da+x) LPP-d, which can be simplified without losing much accuracy into = 4,(DE=Da) LPP Stern correction Let the correction = y theny : d, =(Df~Da+y):(LPP-4)) thus y = d, (Df ~Da+y) LPP-d_ which can be simplified without losing much accuracy into y= d,(Df~Da) LPP Midship correction Let the correction = 2 then z: d= (Df ~ Da+z): LPP. (4,+4,) thus z=d, (Df~Da+z) LPP- (4, +d,) _o= DRAFT MARKS which can be simplified without losing much accuracy into z= d,Di=Da) LPP all of which can be written as Correction = Distance between draft marks and perpendicular x Trim LPP Notes: 1. The distance between the draft marks and the appropriate perpendicular is obtained from the scale drawing of the ship, if itis not stated in the foreword to the displacement tables. 2. The corrections are sometimes available in tabular or graphic form, but usually it is necessary to calculate the correction. 3. The sign of the correction depends on the relationship of the draft mark in respect to the perpendicular. In most ships, when trimmed by the stern it is minus to the forward draft and plus to the aft draft. Ifthe ship is trimmed by the head, the signs are reversed. Establishing the mean draft corrected for deformation Quarter mean draft A ship will not normally be ‘straight’ in the water but will be bent longitudinally and, depending on the disposition of the weights on board, will be in a hogged or sagged condition. This deforma- tion can be observed as the difference between the mean of the corrected fore and aft drafts, and the corrected mean midship draft. As the ship is not box-shaped, it is necessary to apply a correc- tion to the mean of the drafts so obtained, in order to get a draft with which to enter the displacement tables. There are various ways of obtaining the ‘quarter mean’ draft. The best method, however, is not to calculate the correction but to calculate the quarter mean draft directly. (In all cases the assump- tion is that a ship bends in a smooth parabolic curve, and though this does not happen it is the only assumption that can be made while the drafts are read in three positions only. It is perhaps fortui- tous that in most cases the assumption is reasonably accurate.)‘The quarter mean draft is calculated as follows: 1, Corrected forward draft Corrected after draft Mean fore and aft draft 2. Corrected port midship draft Corrected starboard midship draft Mean midship draft 3. Mean midship draft Mean fore and aft draft Mean of mean drafts 4, Mean of mean drafts Mean midship draft Quarter mean draft (draft corrected for deformation) which can be expressed by the formula: Quarter mean draft= dF +dA +6dM 8 where AF is the corrected forward draft dA is the corrected after draft dM is the corrected mean midship draft ‘The correction for deformation can be obtained from the formula: 2) d=%{dM-dFA} Where dis the correction in units of the draft mark and is applied to the mean of mean drafts dM is the mean midship draft FA is the mean fore and aft draft b) dD=TPC-4xMTC LP where AD is the correction in tonnes and is applied to the dis- placement obtained from the mean of mean drafts ‘TPCis the tonnes/centimetre immersion for the mean draft in question MTC is the moment to change trim one centimetre LPP is the distance between perpendiculars ‘The correction in both cases is positive for hog and negative for sag. Note: It is important to remember that the International Load Line Convention does not permit this correction to be taken into account when loading a ship to her marks. A hog will there fore increase and a sag reduce the cargo on board a ship when loaded to the appropriate load line. (or the weightvolume relationship) Definitions Density | Density is the mass per unit volume (the density of seawater var- ies with temperature and salinity). Specific gravity (relative density) Specific gravity is the ratio between the mass of liquid at a given temperature and that of an equal volume of fresh water at a stand- ard temperature, usually 60°/60°F or 15°/4°C. Mass Mass is the weight of an object in vacuo, and the basic intemna- tional unit is the kilogram. General For scientific purposes, both density and specific gravity are given in vacuo, and any weight calculations based on them will also be in vacuo. Care must be taken not to confuse density and specific gravity, for their values are not the same and though the difference is small, a correction is necessary to convert one to the other. For commercial purposes the surveyor is required to calculate the weight inthe air; therefore, if density in vacuo is obtained, a correc- tion must be applied. This, from ASTMAP tables, is-0,0011 over the range of densities involved. In order 10 avoid confusion, it is better for the surveyor to use an hydrometer graduated for density in air, at standard temperature, usually g/l at 15°C, for the draft survey work. (These are sold as draft survey hydrometers.) Note: ‘When assessing whether a ship is overloaded under the terms of the international convention on draft surveys, a draft survey hydrometer is not permitted. An hydrometer graduated to read specific gravity in vacuo at 15° 4°, must be used. Displacement tables Most displacement tables are tabulated in weight of water dis- placed by the ship, and equals the volume displaced multiplied by the density of the water, and is given in tonnes. Only rarely do ship builders give the density used in the calculations, but it generally assumed ta be 1025 g/ml @ 15°C. In practice the tables are usually made by multiplying the calcu- lated underwater volume of the ship at various drafts (on an even keel) in fresh water of SG 1.000 and multiplying by 1.025. At 15°C, the specific gravity of fresh water is not 1.000, but 0.99913. The underwater Water volume should therefore be multiplied by 1.025 x 0.99013 instead of 1.025. ‘This error makes a difference of about 100 tonnes in a displace- ment of 100,000 tonnes. It would thus be preferable if ship builders were to give the fresh, water displacement (SG 1.000 at 4°C), leaving the surveyor or ship's officers to calculate the corresponding salt water displacement and tonnage. oeTrim correction ‘The displacement is tabulated for the ship on an even keel, so that if the ship is notin that condition a correction is necessary. This correc- tion is applied to the displacement obtained for the quarter mean draft. Note: For a given mean draft, the displacement will vary to some extent with trim, as a ship trims about its centre of flotation, and not its midpoint. The trim correction is occasionally found tabulated but much more frequently ithas to be calculated, and is obtained using Nemoto’s formula, consisting of two pasts, the first and second corrections. Nemoto’s formula is a simplified Taylor’s progression, in which the third and subsequent terms have been ignored. ‘The progression is a+ xu@ 2 -ydZ=2y ytan@+ 2(y tan OP dy + 2(y tan OY d’y + .. a a ar dz w Zz le + ! e t 8 Y ca 52 ot a Rae f aa ‘The difference of volume made by WL and WoLo is obtained by the integration over the ship's length, and the formula becomes’ +h! PROP +... V=Ab(D +H a(t MD war wey Za) which can be written as Nemoto’s formula Nemoto’s formula TiimConecion=TPCxaCofFx Trims 00 +50x an «Tein dz LPP where TPCis tonnes per centimetre immersion AC of Fis the distance of the centre of flotation from midship ‘$2 isthe change in trimming movement per metre (foot) of draft. LPP is the distance between perpendiculars ‘The normally accepted convention regards :- 1) tcim by the stem as positive and by the head negative, and | 2) the distance of the centre of flotation aft of midship as positive and forward negative, in which case the sign of the first correction becomes: Trimby stem (+) CofFabafto (+) correction (+) Trimby stem (4) CofFforward® (conection ©) | Trimbyhead () CofFabafto (4) correction ) Trimbyhead (-) CofF forward} €) correction (+) A surveyor needs to take care, however, for the builders of some ships appear to have reversed the second part of the convention, which gives a different sign to the first correction. The sign of the second correction is always positive. The second correction is not always used, though it should be, especially when the trim exceeds LPP/100. Note: ‘The formuta requires the change in trimming movement pet metre of draft, which is obtained by subtracting the value obtained from the tables of the centimetre trim movement (MTC) 50 cen- timetres below the required draft, from the MTC 50 centimetres above the required draft. It is usually easier to enter the tables to obtain the MTC 5 centimetres above and below the required draft, but it is then necessary to multiply the resulting dM/aZ by 500 instead of 50 as in the formula. There is no appreciable loss of accuracy in doing this. ‘An approximate 4M/4Z.can be obtained, ifrequired, fromthe formula dM/dZ = =(TPC?-TPC,2) or 30 (TPI,2 ~' PPL 2) B where M No.8 M Me 7 M vy ‘Supply Boats ‘Open deck area MF Length M Width, M ‘Towing WinchON/OFF HIRE WORKSHEET~2 Certificates Date Certificate of Registry Certificate of Class Date issued Loadline Safety Construction Safety Equipment Radiotelegraphy Deratting Exemption Oil Poltution Financial Responsibility Minimum Manning Life-saving appliances Lifeboats Issued by Date expires LifeRafts Make Number of persons 1 Certificate expires when Fire-fighting equipment ‘Cargo gear Cranes/ Derticks SWL Winches Mooringequipment ‘Number of Ropes/Wires each end Condition ‘General condition ‘damage on deck and in holds. Note general condition of steef work, paintwork, packing to w/t doors, hatch covers, hatch opening mecha- nism, holds, deck houses, cranes/derricks, decks, rails/bulwarks, fairleads, accommodation, Any specificDELIVERY “fica ‘This is to certify that the M.V... nneenennnmmnnnny Official NUMbET .. under the command of Capi .was delivered to the Charterers/Owners under the terms of the charter party, at... Bunkers on board at that time were calculated to be:~ Fuel Oil, Diese! Oi... based on a bunker survey made at .. with the vessel berthed at and fuel consumption based on ship's records... On/Off hire survey carried out between. hours and ... ves HOUFS ON... Surveyor3 Ship vetting Ship vetting is a comparatively new type of survey and is in fact “a aUdit, using a company’s specified questionnaire. Its designed vey, which decides if the ship meets its requirements Ship vetting is well established in oil companies, which rarely use a tanker which does not meet their requirements. The question- naires used vary slightly between companies, but all are usually based on the OCIMF inspection for the various class of tanker. The larger oil companies now have a data bank of suitable ships which is updated annually. ‘Vetting is not nearly so common in bulk carriers, though itis slowly being introduced. There is no generally accepted generic ques- tionnaire, though some companies have developed their own, based onthe OCIMF inspection. A surveyor must provide more detailed information regarding holds, tanks and decks than is required for an owoff hire inspection, When doing this type of inspection, the surveyor must be ex- tremely careful for he is usually acting for a third party and though he will have the owners’ approval to do the vetting (audit), he has no authority and therefore must at all times have a ship's officer, representing the Master, with him at all times. (Photographs, if they are permitted, should be taken to illustrate any point the surveyor wishes to emphasise.) On completion of the vetting (audit), the Master is not generally given a written copy of the completed questionnaire but should be given a verbal précis of what has been found, including the defects, if any. ‘Most companies will require the surveyor to fax a summary of is findings to them as soon after the vetting as is possible, follow. by the written report, the contents and format of which vary cor siderably. 4 Areas to pay special attention to, when inspecting a bulk carrier Check 1.Deck a. the toes of all brackets. b. around the welds of all deck fittings (including stanchion sock: ets and crane posts). c. in the vicinity of manhole covers, the corners of deckhouses and hatch coamings, for cracks in the plating. the foundations of deck machinery. ¢.all standing pipes on deck (air escape, sounding and ventile- tors). f. all watertight doors and closing devices. g.areas where water may lie for long periods (the junction of the forecastle, after bulkhead and bulwark). the access hatches. i the crossdeck strips between the hatches for any signs of| buckling and that the frames and brackets have not become| detached. Weather Deck Deck Longitudinals: ( | Site Longtucnale : ana Saddle or Topside ; “ian Hatchend Coaming 7 Cross Deck Beams Sy ‘Shell Bulkhead } Plain or Corrugated [ Lower Stool \ J Frade Tank Top (Inner Bottom) Hopper { — oe 090 n0 | 10, 0,000 7 / \ iN sucidere —/ Canthe Grder | ORM Longue rmnoverse He Double Bottom Tank Solid Floor Cross section diagram of a typical bulk carrierThe shell and deck plating 2. for distortion of the plating. | befor cracks and/or leaks in welds or plates. c.the frames and brackets in any area of heavy distortion, and in the area diagonally opposite, as these could have become fractured, buckled or detached. 4.for corrosion, wastage or deformity in the plates, frames or ‘brackets, at all connections or changes of direction of the plates, (such as the bulkhead plating to the shell plating, frames or brackets to the shell plating, stools, saddle or hopper tanks, tank top plating to hopper tanks). e.any area to which a doubler plate has been welded, as the surrounding areas could have been weakened, 3Ballast/fuel tanks, void spaces or cofferdams aany area where there is a deterioration or breakdown of the protective coating, especially in areas adjacent to heated tanks, where the corrosion is likely to be more severe. bathe areas under bell mouth suctions and sounding pipes for corrosion or wastage. «.for corrosion and wastage in the steel work of any connecting trunks fitted between hopper and saddle (topside) tanks. Notes: 1. These spaces should only be entered in calm conditions, after being gas freed. Safety precautions must be taken while the tanks are examined. 2. The surveyor should take care of his footing on ladders (steps and rungs may be corroded). Holds a. for cracks at the intersections of longitudinal and trans- ‘verse members, 'b. the corners of slots cut for longitudinals and at any struc- tural discontinuity. c. any area that has been buckled for fractures or for detach- ment of frames, longitudinals or brackets. d. the underside of all hatch covers. ¢. the welded areas in the hatch coamings, to the holds or areas adjacent to any steam pipes, for corrosion. f. the hatch covers for any signs of buckling, @. any area where a leak is found or where a doubler plate has been fitted, as the surrounding area could have been weak- ened. ' all pipping passing through the hold for corrosion or wastage. i the welded joints of manhole covers for cracking, J. any very heavy indentations in the tank tops for cracks or fractures, k. Grab damage to the tank top plating, hopper and lower stool plating.HOLD AND HATCHES ~1 Hold Number... ‘Areas ‘Condition Forward bulkhead After bulkhead Side/Shell plating (Port) Side/Shell plating (Stbd) Frames, brackets and bracket connections Hopper tank plating Saddle (Topside) tank plating [ Tanktop plating Manholes and covers Underdeck plating and beams Bilges, suctions, extended spindles Air vents, sounding pipes Hold access spaces Ladders (stanchions, rungs, platforms) ‘Ventilation, void spaces The condition should be assessed as follows (together with other comments a8 necessary): Good : No defects, minor corrosion, wastage or scaling only Satisfactory: Minor defects, some corrosion, wastage or scaling but not at critical points Poor : Some defects, moderate corrosion or scaling Unsatisfactory : Critical defects, heavy corrosion, wastage or scaling Comments regarding the following Corrosion Distortion Dents/Inserts/Doubler Plates Leakages Previous cargo residues Protective coatings OtherHOLD AND HATCHES ~2 Hatch Number ‘Areas ‘Condition Hatch coaming (forward, aft) Hatch coaming (port, starboard) Coaming connection to deck plates Coaming stays (Vertical, horizontal) Hatch covers (Slabs/leaves) Internal stays/stiffeners Scaling rubber and channels Compression bars Securing cleats Trackways and rollers Drains Cover opening system (type ) Associated gear ( ) | The condition should be assessed as follows (together with other comments as necessary): Good : No defects, minor corrosion, wastage or scaling only Satisfactory: Minor defects, some corrosion, wastage or scaling but not at critical points Poor : Some defects, moderate corrosion or scaling Unsatisfactory. : Critical defects, heavy corrosion, wastage or scaling ‘Comments regarding the following : ae Corrosion Dents/Inserts/Doubler Plates Leakages Stays/Stiffeners Protective coatings OtherWEATHER DECKS ‘Areas Condition Forecastle deck and rails/bulwask Forecastle after bulkhead Poop deck and rails Port deck and rails/bulwark Starboard deck and rails/bulwark Crossdecks Tank access hatches/manhole covers [ Holds/void spaces access hatches Deckhouses/masts/posts Cranes/derricks Air/filling pipes Fairleads/freeing ports/scuppers Pipes and protective coverings Athwartship walkways Watertight doors Accommodation ladders ‘The condition should be assessed as follows (together with other comments as necessary): Good No defects, minor corrosion, wastage or scaling only Satisfactory: Minor defects, some corrosion, wastage or scaling but not at critical points Poor : Some defects, moderate corrosion or scaling Unsatisfactory : Critical defects, heavy corrosion, wastage or scaling Comments regarding the following = Corrosion Distortion Dents Inserts/Doubler Plates Leakages Protective coatings Windlass/winchesBALLAST TANKS Peak/Double Bottom/Saddle (Topside) Tank No. ‘Areas Condition Ladders (stanchions, rungs, platforms) Side/Shell plating Bottom plating | me plating Frames/longitudinals/brackets Girders/webs/floors L Bulkheads Connecting trunks |e Sounding/air pipes L Sounding pipe pads/under suctions ‘The condition should be assessed as follows (together with other comments a8 necessary): Good : No defects, minor corrosion, wastage or scaling only Satisfactory: Minor defects, some corrosion, wastage or scaling but not at critical points Poor : Some defects, moderate corrosion of scaling ‘Unsatisfactory : Critical defects, heavy corrosion, wastage or scaling ‘Comments regarding the following Corrosion Distortion Dents/Inserts/Doubler Plates Leakages Protective coatings [ Sludge OtherSecti Condition Boyan 1 General General remarks An independent surveyor will usually only survey hulls for insur- ance, sale or damage purposes or those that do no come under the jurisdiction of a government authority or classification society, though he may occasionally be asked to do a survey for these bodies. In order to do these surveys properly, it is essential that the surveyor has a working knowledge of ship construction and the type of boat he is required to survey. The surveyor cannot rely on the owner and/or skipper to point out known defects, and to overcome this partly, it is advanta- ‘geous if the surveyor is aware of any waterfront gossip, for quite often a chance remark will provide a clue to some defect, or point to some weakness in a boat or class of boats. ‘The surveyor would be wrong to assume that unless a boat is falling to pieces itis in good condition. There will always be some defects, and a number of boats will have some inbuilt problems, either present or potential. The only effective way to examine any boat is to take it apart so that each section can be fully examined, but this is clearly impractical. The surveyor must therefore find a middle course between doing unnecessary damage to ascertain the condition of the scantlings and doing only a superficial exami- nation that will not find hidden defects. ‘Small, possibly insignificant details in themselves should not be overlooked, for it is often from these that a surveyor can deduce ‘what has gone wrong or what may yet fail. All machinery should be run in the presence of the surveyor and if any large of sophisticated machinery is involved, the inspection should be done by a competent engineer. The certificate The survey certificate is only a statement of the condition of the boat at the time of survey. Notes: 1. Seaworthiness should not be mentioned or implied, as this ‘a combination of both boat (condition, gear, cargo/store stowage, stability) and crew. 2. The longer itis since the survey was done, the more likely that there has been some change which could alter the condition of the boat. The survey certificate should be accompanied by copies of all statutory certificates and permits, alist of outstanding damage, if any, and a note of whether the boat is subject to any operational orloading limitation. Preparing the boat for survey In order to allow the surveyor to inspect the boat properly, itis -_o== hree necessary for acertain amount of preparation to have been carr ‘out prior to the survey. This includes having: All the loose gear taken off All centre floor boards removed All floorboards and semi-portable panels removed All flotation tanks lifted out ‘All portable panels removed The main hatch and any manhole covers unbolted so they can be lifted 7. The anchor cables ranged 8 The bilges clean and dry 9, Adequate lighting in all compartments 10. All permanent ballast removed 11. Alll hatches discharged 12, Some nominated keel bolts removed Should the boat be apparently in poor condition, or if during survey any item which is amiss or of some age is found, addition preparative work may be required. Avaene Note: A full survey cannot be done with the boat afloat, thou; once the surveyor has completed the exterior of the hull, survey may be completed with the boat in the water. The survey Before boarding a boat in a cradle, the surveyor should examine the cradle and check to see that the boat is secure and unlikely: tip over due to movement on the boat. If the boat has a gloss glass fibre hull, special care should be taken, as chocks and wed; do not grip well. useful mnemonic for the survey is the word FACES — Fain Abrupt Changes, Edges and Scantlings — and before commene ing a detailed inspection, the surveyor should have a general I at the hull, which will set the tone of the survey and indicate whe closer examination may be necessary. This can only be learned experience but the following pointers may serve as a guide Gouges on the bottom of the boat that would suggest that the vessel may have been aground, and further signs of trouble such as cracked or broken frames and beam knees could be found, Bow damage may have been caused by an impact severe enough} to damage the main engine mounts or over stress the backstay. Bilges that show a well-defined high water mark or paint whichis overlaid with mud, suggest the possibility of a leak, which could be confirmed if areas of loose paint or small areas of rust are found, ‘The floor boards may have an aura of sogginess about them or the bilge pumps could show signs of being well used.Leaks in the bilge area may be difficult to find but leaks from a hatch corner or bolt are usually indicated by runnels where the water has dripped through. Odd small leaks which are difficult to explain may be the first sign of woodworm and must be carefully examined. Other areas which always require careful examination are seacocks, the propeller shaft glands, the transducer and all fittings. Hull and deck stiffeners, including frames, knees and bulkheads should be carefully examined; over stressed stiffeners will show cracks in the top flange or have delaminated bonding angles. Cut-out areas around auxiliary piping and cable should be carefully examined for cracks. ‘The main and auxiliary engine mountings require careful examina- tion, paying attention to the bolts, bolt holes and washers. Elon- gated bolt holes usually indicate some form of over stressing, Any damage or repairs to the boat require close inspection, not only in this area but due to the racking effect in the area diagonally opposite in both the horizontal and vertical planes, Should the vessel have internal ballast, which is not being moved for survey, special attention should be paid to the area around the edge of the top layer, as any water which collects and lies in a hollow in this area could ultimately cause trouble. The surveyor should develop a routine, which is rarely varied, for the inspection, so that no part of the boat is missed. Distortion of the hull Occasionally distortion will be found in a boat, especially after grounding or sometimes faulty building procedures, and as a gen- eral rule, the maximum distortion that should be allowed is in the order of: a)Variations in half beam 15mm per metre of half breadth 9mm per metre of length 9mm per metre of depth (at the point of measurement) 15mm per metre of half breadth before repairs are undertaken, byt keel line ©)Lack of plumb from centre line to keel d)Lack of level at sheer The remainder of the survey Although the hull forms a major part of any ship survey, there are other areas, just as important, which are occasionally neglected, sometimes with tragic results. Steering gear ‘The rudder should be examined, paying particular attention to the gudgeons, pintles and the rudder alignment. Ideally the rudder should be put hard over each way during the examination and the rudder angle checked against the wheel. The steering gear itself should be examined, paying particular attention to the cable or wire from the wheel. Ail boats with a remote steering position should have an emergency tiller and a portable compass, which the surveyor should see fitted and tested. Deck fittings and riggings All deck fittings should be examined and particular attention paid if the fitting passes through the hull. If the fitting appears sound and yet leaks around the base, it is possible that the attaching bolts may be corroded or the seal broken. If the fitting is found pulling away from the deck, it is possible that the bolts are inad- ‘equate for the job or that the fitting is over stressed. Areas which can be highly stressed, such as chain plates, must be carefully examined, paying particular attention to the bolt holes. These will elongate upward if there has been any over stressing. Note: Chain plates which have been over stressed cannot be re- paired and must be replaced. If numerous small cracks around the mast are found, indicating inadequate support, the doubling pad under the mast and the framework distributing the loads to the bulkheads or shell must be carefully examined, The lower section of the mast and any locking device, if fitted, should be examined for corrosion of distortion, but unless the surveyor has doubts about the condition of the mast, it is usually not necessary to lower it for a close examination of its entire length. ‘The winches should be run or worked, paying particular attention to any ratchet device or pawls. Any hatch should be hose-tested for watertightness. Shackles, turnbuckles, ropes and wires should be examined for wear and if necessary replaced. Note: Stainless steel wire corrodes from the inside out, becomes brittle with age and does not have the visible telltale whiskers found with galvanised wire. Means of propulsion Engines If the engine is the main means of propulsion, this and the associ- ated auxiliaries should be surveyed by a qualified marine engi- ner. If the engine is only the auxiliary means of propulsion or the lighting plant, it should at least be checked by a qualified me- chanic. In both cases the surveyor should check the maintenance records and note whether the maintenance and inspection have. been done regularly and the last time they were carried out. If the survey is not done in conjunction with an engineer, the surveyor should witness the machinery running. The necessary manuals, recommended spares and tools should be on board and this should be checked. The surveyor should also note whether the vessel has any machinery or equipment for which spare parts may be difficult to obtain and which may be uneconomical to repair. Switchboard The electrical wiring and switchboard should be checked by a qualified electrician or engineer. Sails The sails and the associated running and standing rigging should be checked, paying particular attention to any chafing of the sail ropes, the condition of the stitching, thimbles, bolt ropes and any distortion. Any alteration (o the sail, usually shown by pleats in the sail or a row of empty stitch holes, should be noted. Notes: 1, Mildew will affect cotton and canvas sails but has littles effect on synthetic fibres, while rust will affect all sail materials. oOo2, Sails and ropes made from vegetable fibres can rot, while ropes made of synthetic fibres will lose strength with age, mainly due to ultra violet degradation, (The percentage strength loss is inversely proportional to the diameter of the rope.) 3, There is also some loss of strength due to prolonged expo- sure to seawater, Stability ‘The surveyor is not generally required to calculate the vessel's stability, but should check that relevant stability data is on board and reflects the existing condition on the boat. The surveyor should also note whether the boat is subject to operational or loading limitations. Anchors All boats should in addition to the main or bower anchor carry a kedge anchor. This anchor should have a short Iength of chain between the anchor and warp, which should be attached so that it is readily available for use. ‘The surveyor should examine the bower anchor chain, which should be laid out for survey, paying particular attention to the shackles and pins. In commercial craft the size of the anchor is regulatory, but in pleasure craft it should be sufficient to safely hold the boat at anchor in a gale, while at the same time not being too big to handle comfortably. Miscellaneous items General These items are mandatory in commercial craft, with the requisite details covered in various regulations. Pleasure craft are not com- pelled to carry them but a prudent owner would ensure that most of them are carried, Any that are on board should be listed and where necessary tested by the surveyor. Lights and shapes 1)All boats must carry the mandatory light and shapes applica- ble to their size under the international regulations for preven- tion of collision at sea and should carry sound apparatus, such as a foghorn and bell 2) All boats should carry a radar reflector. N ‘Some sailing clubs have their own regulations, specifically for use in the club’s intemal racing events in protected waters involving club members. Life-saving appliances ‘There must be sufficient life jackets on board for ali persons that the boat is licensed or likely to carry, and in addition a number of smaller ones for children, All jackets should be of an approved type, and checked that the fabric is sound, In addition, there should be a safety harness, also complying with the appropriate standard, for each member of the working crew of a sailing yacht. It is a good idea to have one or two on board a motor cruiser. A life buoy with 30 metres of buoyant line and a smoke/light sig- nal attached should be kept near the helmsmen and its condition and the brackets supporting the life buoy should be checked. eo Any craft over 15 metres in length should carry an approved t Of inflatable life raft which should be serviced annually. The veyor should sight the relevant certificate. Distress flares and signals Any craft leaving the immediate port area, which is not subject stalutory regulations, should carry two red hand flares and t ‘orange smoke floats and, in addition, larger craft should carry f two-star red signals, If itis likely that the boat will be used off-shore, by which is more than seven nautical miles off the coast, the two-star signals should be replaced with red parachute rockets. The date of manufacture on all flares should be checked and flares should be in good condition. All flares should be rep three years after the date of manufacture. In addition, all boats should have on board the small boat dis signal for identification froma the air. Fire-fighting equipment Fire is the most frightening and possibly the most dangerous ard faced at sea and it is for this reason that most authori recommend that motor yachts over 10 metres in length should fitted with a fixed fire-fighting installation. If one is fitted it sh be checked during the survey. All boats not subject to statutory regulations should have board a minimum of two fire extinguishers of an approved typet kg. dry powder extinguishers are probably the most suitable) if the boats fitted with an engine, a4 kg. dry powder extinguis should be on board in addition to the smaller extinguishers. Notes: 1. The extinguishers should be checked every year by a ponent technician. 2. Care should be taken when using dry powder to extingui an oil blaze which has reached a high temperature as gases given off are liable to re-ignite. A 9-litre bucket with a lanyard attached should be kept for fighting in an emergency. This could also be used for bailing necessary. In addition, a small axe and a waterproof torch with spare bat should be kept in a locker near the helmsmen. Navigation equipment All boats leaving the immediate port area should have a st compass, which should be clear of any undue magnetic influer It is advisable, in addition, to have a hand bearing compass board, not only for navigational purposes but also as an e1 gency steering compass. ‘The surveyor should check the deviation card, noting the last ti the compass was swung and if a deviation check book is kept. All yachts should be fitted with a clock and a barometer and ifitf intended to do longer voyages, a deck watch or chronometer curate enough for navigational purposes should also be carrie Radio All boats in which it is intended to leave harbour limits should! equipped with a single side band radio, with at least 2182 fitted and a VHF radio fitted with channel 16 and other cha appropriate to the area. The mandatory distress card should displaced near the radio.Notes The radios should be checked annually by a radio technician and the surveyor should note that this has been done. First aid kit A boats should carry a first aid kit corresponding to the amount xf people on board and the longest anticipated voyage. All out- dated items should be thrown away and replaced. Emergency bags Ail boats should have an emergency bag containing, as a mini- ‘num, a ball of sailing twine, seizing wire, a selection of shackles ind bulldog grips, a short length of canvas, a knife, a marline spike and a waterproof torch with spare batteries and bulbs. This bag should be kept in a locker near the helmsman, Inamotor cruiser, another bag should contain a full tool kit, an engine manual and for a petrol engine spare spark plugs. Boat hooks and fenders Ail boats should be equipped with a boat hook and at least one coir fender, Valuation For insurance purposes, the valuation is an important part of the surveyor’s report and insurers often require the value to be di- vided into sections, viz. hull, machinery, navigation and other equip- nent and furniture. The value stated by the surveyor for the hull and machinery should be the market value of the vessel and he may need to refer toshipbrokers and other market information to arrive at the appro- priate value, but he must take care to ensure that he is comparing like with like inorder to get some idea of the value of the hull, a rough rule of thumb for the construction cost of a small hull is in the order of New replacement value will normally be used for electronic and other equipment where loss or damage would require replacement and replacement with second hand equipment is impractical. These iems should be listed, On occasions, the surveyor may find there is a Valued Policy, where the interested parties have agreed the valuation, which is binding between ther, 2 Wooden hulls Smell is usually the first indication that something is amiss, for rotten wood has a distinctive smell which is easily recognisable. Wood is tested by spiking or tapping. When spiking, the spike used should be of small diameter and very sharp so as to damage ihe wood as little as possible, It requires some experience to differ- entiate between deteriorating and soft wood, so that itis advanta~ geous for an inexperienced surveyor to spike different types of wood in known varying conditions to get the feel. Sound wood will produce a ringing sound when tapped, whereas waterlogged or rotten wood will give a dull sound. The difference s stil there, even when the wood is stiffened locally by a frame or nulkhead. Ideally a light wooden or plastic mallet or small ballpein nammer should be used to minimise any damage to the wood, f rot is found, the ventilation of that particular compartment is suspect and should be carefully examined, for rot thrives on mois- ure and lack of ventilation. Rot (both wet and dry) grows quickly and if found should be cul out well beyond the signs of the rot. All the wood removed and all the shavings should be burnt immediately. Once the rot has been cut out, the whole area must be treated with a chemical, such as Cuprinol, to inhibit rot. ‘The wood used to repair the damage should also be treated and the area inspected evesy few’ months to check the rot is not returning. ‘Wood can be damaged by electro-chemical processes caused by the interaction of two dissimilar metals. The wood first discolours, then softens and finally perishes, so that areas around metal fit- tings require particular attention. Deck seams, especially if open to the sea, require close examina- tion and it may be advantageous to remove a small section of the caulking material for a closer look Caulking is usually done with one of three materials: a)A white fluffy string which grows darker as it ages. It should not be soggy, hard, brittle or easily broken. b)Oakum (teased rope) is brown and whiskery. As it ages, it loses its springiness and becomes brittle. ©) Synthetic materials. Have an oily or greasy feel when new as they age they become water-saturated and lose the oily or greasy feel. 3 Glass fibre hulls Ina sound glass fibre hull, the whole surface area is even without any changes in the surface appearance. White hulls tend to turn yellow with age, while cofoured hulls tend to fade or bleach. Yel- lowing along the wind and waterline is usually caused by oily scum discolouring the glass fibre shell. The hull should be tested for any discontinuity, such as delamination or water-saturated areas, by light tapping at inter- vals with a plastic mallet. The sound produced is similar to that of wood, a ringing sound for good laminate and a dull thud for lami- nate that is damaged. Scratches or cracks ‘Any scratch or crack found on the surface requires further exami- nation, Scratches may just be scratches but could include cracks and require examination with a feeler gauge or magnifying glassto ascertain if this is so or not. Cracks on the surface may indicate a)the gel coat is too thick and is cracking with the normal flexi- ing of the hull b)there is a stress point o)the edge of a delamination d)a crack in the laminate and require further examination to determine the cause \ Cracks witt get worse with time and should be cleaned and fillec when found, particularly if they are large or below the waterline. Cracks deeper than 1 mm may have penetrated the gel coat anc allowed water ingress to the laminate where it will cause delamination or bubbies.Blisters Blisters in the gel coat indicate that water has penetrated the gel coat, usually through osmosis, and occur 4) If there is air underneath the surface of the laminate. b) If the laminating surface was not correctly mixed or applied. ©) If the gel coatis too thin or was incorrectly mixed or applied. 4) If the gel coat cannot cope with the pollutants in the water. ‘Small blisters, those less than 1.5 mm diameter, which are widely scattered and covering less than 4% of the hull surface are not serious and may be ignored, though they should be mentioned in the surveyor’s report. A large number of blisters or those larger than 1.5 mm in diameter, especially if found near high stress areas such as the rudder, will require further investigation and usually some form of repair. Blisters will dry out if the hull is left out of the water and in the sun. for some while. The hull should therefore be examined shortly after the hull has come out of the water and the blisters can still be easily seen, Unfairness Unfairness can be an indentation or a bulge. An indentation is usually the result of a collision and a large dent indicates the possibility of damage to frames and knees or even delamination, and due to the racking effect can also occur diago- nally opposite. ‘A bulge usually indicates an excessive load from the inside the boat, possibly caused by a) allowing the boat to sit in a cradle without adequate support b) inadequate support under machinery or the mast step ©) concentrating loads in too small an area though it can sometimes be caused by a heavy blow from the inside of the boat. Glass fibre generally dislikes metal fastenings, so that the area around these must be carefully examined. Should a keel bolt or other fastening be removed, itis as important to examine the area around the bolt hole as it is to examine the bolt itself. Other areas which require close examination, are those which are difficult to mould, such as a narrow skeg or hollow fin. Experience has shown that trouble is most likely to develop in these places. Careful note should be made of frames and stringers, which in well constructed boats taper out, and not as is sometimes found, abruptly stop. If widespread defects are found or confirmation of quality and condition is required, a section should be cut out and tested. 4 Metal hulls ‘Metal hulls will usually deteriorate to a well-established pattern and itisnormal to find the bottom of compartments in a worse condition than the top and floors more seriously corroded than the frames. Areas which are difficult to get at fend to be neglected and it is important that these areas are very carefully examined. Seacocks and areas where dissimilar metals are in close proximity and the propeller bass should also be carefully examined, as electrolytic action can cause metal to waste away. o_ ‘The condition of the cathodic protection anodes should be not and particular attention paid to the hull if the anodes are very wor or have little or no wear. Should the deck feel ‘springy’, the cause should be investiga for itis possible that the beams are badly corroded or inadequ: Allcracks, especially any found near high stress point areas s as hatch coamings, require careful examination. If any section of plate is badly pitted or if the surveyor has doubts as to the thickness of the plate, that section should be dei tested or a the least ultrasonically tested, to determine the thic ‘The surveyor should check when the last plate thickness dete nation was carried out and whether at that time the plate thickn was determined to be within reasonable limits. The surveyor shot also note if these records are maintained. If the boat has any rivets, especially if the hull is aluminium, should be inspected, by tapping, as the rivets have a tendency’ become loose, partly through stress and partly corrosion. Any loose rivets found should be replaced, ‘Welds should be examined as fine cracks are common, partict in aluminium boats. On occasions, a light powdery substance will be found on surface of unpainted aluminium plates and though the pow. aluminium oxide, is a sign of corrosion, it is not serious as it formation tends to inhibit further corrosion. 5 Ferro cement hulls Ferro cement, because of its high bulk density, is usually found in hulls over 10 metres in length. ‘The hull should be examined for small pores and cracks or a du surface, caused in the first instance by too wet 2 mix and in second by too dry a mix. Both conditions wii allow water to get the wire mesh, causing rusting. Special care should be taken underhung areas and on curves. External rust marks or areas where the mesh can be seen, shoul bbe noted and given a closer examination, for they usually indic: inadequate cover, or sometimes a faulty mix. ‘The hull should ring clear when tapped with a hammer, which wil bounce elastically from a sound hull, Where the render is too or the adhesion poor, tapping with a hammer will cause the mor to flake or powder from the mesh. If the mesh is inadequate damaged, the hammer may go through the hull, Probably the most important aspect of surveying a ferro ceme hull is checking the thickness of the render. As a rough guide cover over the mesh should not exceed 3 mm, for though great cover adds to the compression strength, it detracts from the flex and tensile strengths which are important to a boat in a seaway. The thickness of the render should be measured at any accessible Point, such as portholes and say some six specially selected areas, where a hole of 6 mm wide x 50 mm long has been scraped back to the mesh and compared with the correct thickness taken from the plans. ‘The cusps of mortar, especially around the frames and edges of the cement by way of skin fittings or fastenings, should he solid If the deck and houses are of different materials, there should be protection against electrolysis, and a check should be made that this is not taking place.6 Rust and steel preparation grades Itis often advantageous to be able to identify clearly the degree of rust and/or the degree of preparation required. Rust grade A. Steel surface covered completely with adherent mill scale and with little or no rust. B. Steel surface which has begun to rust and from which the mill scale has begun to flake. . Steel surface on which the mill scale has rusted away, or from which itcan be scraped but with little pitting available to the naked eye. D. Steel surface on which the mill scale has rusted away and on which considerable pitting is visible to the naked eye. Preparation grades (Scraping and wire brushing) It is assumed that prior to treatment the steel surface has been cleaned of dirt and grease and that heavier layers of rust have been removed by scaling. St.2 Thorough scraping and wire brushing, machine brushing, grinding etc. The treatment shall remove loose mill scale, rust and for- eign matter, Finally, the surface is cleaned with a vacuum, cleaner, clean dry compressed air or a clean brush. Itshould have a faint metallic sheen. Very thorough scraping and wire brushing, machine brush- ing, grinding etc. The surface preparation as for St. 2 but much more thorough. After removal of dust, the surface shall have a pronounced metallic sheen. St.3 Preparation grades (Blast cleaning with various abrasives) It is assumed that prior to treatment the steel surface has been cleaned of dirt and grease and that heavier layers of rust fave been removed by chipping. Sal Light blast cleaning. Loose mill scale, rust and foreign matter shall be removed. Sa2_ Thorough blast cleaning. Almost all mill scale, rust and foreign matter shall be removed. Finally the surface is cleaned with a vacuum cleaner, clean dry compressed air or aclean brush. The surface shall then be greyish in colour. Sa.2% Very thorough blast cleaning. Mill scale, rust and foreign ‘matter shall be removed to the extent that the only traces remaining are slight stains in the form of spots or strips Finally the surface is cleaned with a vacuum cleaner, clean dry compressed air or a clean brush. The surface shall have auniform metallic colour. Blast clean to pure metal. Mill scale, rust and foreign matter shall be completely cemoved. Finally the surface is cleaned with a vacuum cleaner, clean dry compressed air or aclean brush. The surface shall then have a uniform metallic colour. Once a steel surface has been prepared, it is referred to by its initial rust grade and the degree of preparation that has been applied. Eg,CSa.2 Sa3Condition Surveys Gamage surveys-sa, EQUIPMENT & These surveys can be done either for the P&I Club, lawyers or commercial insurance companies and are basically similar. The surveyor tends to get more co-operation from the Master when representing the owner's Pél Club than the other insurance com- panies as he has been appointed, either by the Master himself or the ship’s owner or his agent. ‘The surveys usually involve damage to the vessel, its equipment or machinery, shore installations (wharves, cranes, loaders), dam- age to the cargo, the general condition of the vessel, spills or injury to the crew. Liability The surveyor’s role is to ascertain the damage and to comment on whether he considers it was caused in the manner claimed. The surveyor is not authorised to commit the insurers or owners in any way and should not express opinions to third parties. The surveyor should realise the limits of his experience and quali- fications and should not act beyond this without consulting his principals. If additional expertise is required, the surveyor should obtain permission from his principals before obtaining the expert's services. He should also be able to show that the additional cost would be beneficial to his principals’ cause. ‘Marine surveyors are considered skilled professionals, and prin- cipals are entitled to rely on that knowledge and could sue the surveyor for damages if they suffer a loss due to surveyors not fulfilling their duty with due diligence. Permission to survey On boarding a vessel the surveyor must explain the reason for his visit and obtain permission from the Master before commencing the survey. The surveyor should be accompanied by a ship’s of- ficer appointed by the Master. Inspection of damage The surveyor should inspect the damage, preferably in conjunc- tion with the other interested parties, so that he is able to give a detailed description. Photographs and/or sketches may assist to clarify certain points and should, where permitted, always be in- Cluded in the report. If the surveyor is unsure of the cause of damage, he should re- quest additional information from the Master/Owner’s representa tive or investigations/tests be done to remove the uncertainty. If the requests are not complied with, the surveyor must report the facts to his principal and include the matter in his final report. oe If the owner's representative presents a list of ‘claimed damages the items should be treated in one of two ways and reported un these headings: 1.a) Complete agreement between the surveyor and the owner's representative +) Complete agreement after the owner’s representative has with drawn any items that the surveyor disputed in the original claim 2) Disagreement on certain items in the claim In the latter case, the surveyor should state the details, explaining the reason for the disagreement, and ensure that the owner’s rep resentative is aware that a disagreement exists. If the owner’s representative makes an allegation about how the| damage was caused, the surveyor must state the allegation in his report and state whether he agrees that the damage was caused in the alleged manner of not. If he disagrees with the alleged cause, he should not give opinion in his report as to the cause of damage, but should for ward separate advice to the principals, giving the reasons for his disagreement on the matter, so that they can give their reasons f the allegation, if they wish. Documents required The surveyor investigating any damage incurred by the ship should, if applicable to the investigation, ensure that he obtains copies of the relevant pages of the following documents: a) Deck log book b) Engine room log book ©) Bridge bell book 4) Engine room movement book ©) The original course recorder roll ) The original printout of the bridge engine control 8) The original chart in use at the time of the casualty, from which the workings must not be erased. hh) Any plots made of the movement of other vessels in the time leading to acollision ) Position recording logs (Decca, Loran ete) Details of the vessel's turning circle and stopping distance 1%) General arrangement plan and stability data D Loading plan and the status at the time of the occurrence rm) The ship’s safety construction and equipment certificates n) The loadline line certificate ©) The ship’s certificate of registry p) SWL or inspection certificates of blocks, hooks, ropes and wires q) Tonnage certificate 1). Oilrecord book s) Oil pollution certificates { | | i qin addition, statements giving factual reports should be obtained fom the Master, duty deck and engineering officers, lookouts, felmsman and any other witness of fact. Note Iflawyers are involved, they usually prefer to take these state- ments themselves. Verification from other sources ‘The surveyor should endeavour to obtain verification from other sources of statements made by the Master/Owner’s representative. This is particularly important where protest has been noted to weather encountered during the voyage. ; Repairs The necessary repairs should be agreed between the surveyor and owner’s representative, but where only part of the repairs are ‘considered necessary in relation to the damage the repairs should be considered under the following headings: a)Repairs effected and considered connected with the alleged cause b)Repairs effected (owner's) but not considered connected with the alleged cause Where repairs are deferred, a list of temporary repairs effected must be included in the report and the reason why permanent repairs, where not done, stated, The surveyor does not have the authority to issue orders for repairs to be carried out, or to say how they should be done, though he may give advice to the owner's representative/Master, if requested. Where the damage is such that a classification or statutory sur- veyor is involved, the surveyor must remember that these officials ae bound by the rules of their society or statute and should limit himself to ascertaining that the repairs requested are reasonable and in line with the appropriate regulations. If he disagrees, he should inform the other surveyor, and differentiate in his report ‘what is reasonable and what was requested to be carried out. Inhis report the surveyor should divide the schedule of damages into two sections I)A description of the exact damage noted 2)The repairs recommended that would restore the damaged unit to as nearly as possible the same condition as it was before the damage occurred. Costs The cost of repairs should be separated for each unit and should be shown in the report, and the surveyor should where possible certify that he approves them as being fair and reasonable for the | work described, If the surveyor considers the repair costs excessive, this reserva- tion should be included in the cost appendix and the principal informed of the costs and what the surveyor considers fair and reasonable, together with any explanations he may have for the difference. Repair costs should be noted as ‘without prejudice to liability’, Legitimate additional costs The following items are usually considered ‘legitimate costs’ and should be included separately in a cost appendix. 1) Tank cleaning ‘The cost of cleaning tanks, including sludge removal and the Gas Free Certificate (if hot work is required), where it is neces- sary for repairs. The surveyor should obtain the date on which the tanks were last cleaned. 2) Equipment or material removal The cost of equipment or material removal (and replacement) where itis necessary for repairs, access or to reduce the possi- bility of fire, while repairs are taking place. 3) Painting The cost of painting new and disturbed work in all areas, other than the underwater area, is usually charged directly to the cost of repair of the individual ur Note: ‘The cost of cleaning, sand blasting and painting the area below the light loadline may or may not be recoverable, though the cost of one priming coat on new and repaired work below the load water line is usually allowed, If the item is claimed, the surveyor should list it with the other costs as a separate item 4) New parts If the cost of new parts used in the repairs are included in the cost of repairs the surveyor should state this in his report. Note: If separate accounts are to be presented, they are included in the appendix. Where the owner uses the ship's spare parts for repairs, separate accounts will almost certainly be presented. 5) Temporary repairs ‘Where permanent repairs are deferred and temporary repairs done the surveyor must include in his report the details of these repairs together with the reason for doing temporary instead of permanent repairs. Note: ‘The costs of the temporary repairs, together with the costs of removing any temporary repair so that permanent repairs can be done, are included in cost appendix. 6 , - 6) ‘Excess’ overtime cost Excess overtime cost is defined as the additional cost of work- ing overtime, over the cost that would have been incurred if the work had been done during ordinary working hours. Note: This cost is normally shown in the cost appendix as follows: a, Total amount of the repair bill b. Excess overtime cost c. Total time saved by working the overtime7) Improvements Improvements or alteration work carried out concurrently with damage repairs should be listed. If the costs are inseparable, the fair cost of the damage repair over and above the cost of the actual damage repair should be stated. Record of time under repair ‘The surveyor should include the following times in his report: a) The time/date repairs were commenced The time/date repairs were completed fit is necessary that the ship dry-docks for the repairs, he should also note: ©)The time/date the ship dry-docked )The time/date the ship undocked ©) The date the ship had previously been dry-docked, Incomplete survey Where for any reason a surveyor is unable to complete a survey, (usually as a ship is going elsewhere for repair) he should advise his principal and forward his report, together with all the informa- tion he has, as soon as possible. A surveyor who is appointed to complete a survey, should re- ceive from his principals a copy of the incomplete report and the details noted by the previous surveyor in relation to the damage. The report a) Preliminary reports Immediately after the initial survey, the surveyor should f telex or email his principals a summary of the damage fo the owner’s representative's allegation of the cause, the st veyor’s comments and where possible an indication of cost of repairs b) Intermediate reports Depending on the length of time the repairs take, further ports to the principal may be needed to ensure that he is fully informed as to what is happening. c)The final report The surveyor must keep in mind when writing the report the document may be used as evidence in a court of law it has to be read and understood by people of all discipli So that explanations of some, if not all, technical terms may! needed. (This can be achieved by attaching an appendix the report, defining the technical terms used.) The report should be completed as soon as possible after survey/repairs done are completed. The surveyor should not w for the repair invoices, if they are delayed. These invoices can dealt with when they are received as an addendum to the repor The report should be kept clear and concise and contain of facts. Private opinions and heresay which cannot be sup by fact must not be written into the report. As the surveyor does not, nor is expected to, know the details the insurance cover, he should not mention or discuss liability.Secti Cargo surveys AWN veSecti Cargo surveys Cargo surveys are usually conducted to ascertain the condition of cargo at some finite point. This provides a reference to the condition of the cargo at that specific point and if necessary records the amount of damage. Generally, surveys fall into three distinct categories. 1 Preloading/after discharge This survey is to determine the preloading/postdischarging con- dition of the cargo. This survey usually takes place on the wharf but may take place in the plant warehouse. Whether the cargo is surveyed prior to loading or after discharge, any damage sustained during loading/discharging does not form part of this survey, as the theoretical line of demarcation is the ship's rail Damage that occurs during the loading/discharging operation must, be noted separately. 2a In stow/breakbulk This survey is to determine the condition of the cargo when ithas been stowed and on the opening of the hatches prior to discharge. ive Any visible damage should be noted and any deficiencies in the loading/stowage or tomming arrangements reported. If the survey occurs after loading, the deficiencies must be reported immediately, so that appropriate remedial action may be taken. 2bMonitor loading/ discharge Surveyors are sometimes required to monitor stowage/loading or discharge of cargo. In this case they may be required to advise on the stowage and handling the cargo requires, to witness or super- vise the stowage/discharge or the securing of the cargo. 3 Specific damage These surveys are to report fairly and dispassionately on any cargo damage found. These surveys can be very expensive, depending on the informa- tion required, and generally the degree of investigation depends on the probable value of the claim. It is important therefore that the surveyor obtains a good briefing on what his principal requires.Sec Cargo Bpeciiic cargoes 1 STEEL canoes Generally there are two important considerations for a surveyor when inspecting steel cargoes. ‘These are: 1 Correctly and specifically to describe any damage and/or rust that is found to/on the cargo, so as o ensure that the descrip- tion that appears on the Bill of Lading is as accurate as possible. Notes: i) The surveyor should describe specific damage and not use general terms in his report. The condition of any pro- tective cover should also be described, noting whether the cover is torn, and if so whether it has been repaired or the contents are exposed. ii) Clauses to be used in a surveyor’s report are contained in booklets published by P&I clubs and cover the surface condition of the steel and any mechanical damage. 2. To check that the cargo has been adequately lashed and tommed. Notes: i) This is particularly important if steel coils are loaded in containers, as itis unlikely that the coils will fit snugly and therefore movement becomes possible ii) Depending on its position in the stack, the longitudinal and lateral movements of a container can be considerable and the latent energy which can be transferred to the cargo is enormous, especially if the cargo is heavy and does not occupy the full floor area of the container. 2 TIMBER DECK CARGO Basically the surveyor must ensure that the cargo is stowed in accordance with the timber deck regulations, but he must pay particular attention to the following aspects: 1. That there has not been excessive loading of the deck and that the ship has adequate stability at all stages of the voyage. 2. That the timber is stowed over the full available length and does not interfere with the navigation or safe working of the ship. 3. That access is not prevented to the accommodation, escape hatches, work places or steering gear and that ventilation is not impaired, 4, That the stow is solid, and in a winter zone the maximum height of the timber is no more than one third the extreme breadth of the ship. 5. That the cargo is lashed, using as lashings chain of a minimum size of 19 mm or FSWR of equivalent strength. The sliphook and turnbuckles are to be accessible at all times. 6. That the maximum distance apart of the lashings is 3 metres and the eyeplate for the lashings is attached to the sheer strake and, if necessary, uprights are arranged along the ship’s side. The first lashing must not be more than 2 metres from the adjacent ive urveys bulkhead and, where there is no bulkhead; there must be lashings at0.6 and 1.5 metres from the end of the stow. 7. Where a walkway is built to give access to spaces used in working the ship, it must be at least a metre wide with stanchions at a maximum spacing of 1.5 metres connected by wires. The lowest wire must not be more than 230 mm above the platform and the higher wires should be no more than 380 mm apart. 3 GRAIN CARGOES Alll ships loading a grain cargo, which is defined as a cargo of ‘wheat, barley, oats and sorghum and may be extended to include other edible grains and seeds, must comply with a number of statu- tory regulations which require basically: 1. That the holds and storage rooms are clean and free of infestation. 2 That the vessel's stability is adequate for the intended voyage. In addition to the statutory requirements, most charter parties con- tain a clause concerning surveys. The one in the Australian Grain Charter reads as follows: “ Before loading is commenced the vessel shall pass the custom- ary survey of a Commonwealth Department of Shipping and Trans- port Marine Surveyor, a Marine Underwriters Association Sur- veyor, a Lloyd’s Register Surveyor or other certified Surveyor ap- proved by the Charterers.” Infestation ‘The inspection of the holds and storage compartments for infesta- tionis the responsibility of an officer of the Department of Primary Industries. Inspections may only be made from half an hour after sunrise to half an hour before sunset, except in such areas as storerooms, which are wholly ot partially litby artificial light, where some relaxation to the time limit is permitted Basically, holds and storerooms must be free of live insects and rodents and all parts of the hold must be substantially free of any cargo residue or loose rust. The hold must be clean, dry and free of any odour or taint. Holds which are not loaded, deck houses and storerooms must not present a risk of cross infestation or contamination. If such a risk exists the Graia Loading Permit must be withheld until the risk isremoved. Should a hold or other storeroom require fumigation, the inspec- tion must be repeated Document of authorisation Before grain can be loaded in bulk, the Master of a vessel must| have a document of authorisation issued in accordance with: Marine Orders Part 33 and the International Grain Code and 1. have been inspected and passed free of infestation of any 2.the holds passed clean and fit for the loading of grain.Before sailing, the Master must have a certificate of loading, which is prima facie evidence of compliance with the grain regulations. This certificate can not be issued if the ship has a list in excess of one degree, and becomes null and void if at any stage of the voyage the vessel is loaded over her seasonal marks. No allowance may be made for residual ballast (even though it, may be pumped out after the vessel’s departure), or for hog/sag. The vessel should have sufficient fuel and water to stay within a seasonal zone should a deviation become necessary. If the vessel is trimmed by the head on completion of loading, the Master must furnish a written statement to the effect that he con- siders it safe for the vessel to proceed to its destination in this condition. Where the stowage plan indicates slack or empty holds, it is the ‘Master's responsibility to ensure that longitudina) strength is not impaired. Exemptions If the ship has been exempted from any part of the International Grain Code, a brief statement to this effect must be made on the first page of the stability calculation form and documentary proof shown to the surveyor at the port of loading. Hf the distance from the edge of the coaming to either bulkhead is more than 2.4 metres, the ends must be trimmed unless dispensa- tion has been granted by the state registering the ship, in which case an entry of heeling moments for ‘filled’ holds with untrimmed ends are included in the Grain Loading stability booklet and taken into account in the calculation of the vesset’s stability, Where the saddle (topside) tanks have a slope of more than 30, under the provisions of Part B, Section 1A, (a) (ii) of the 1969 equivalent arrangement, trimming is not required in the hatch wings. Tf, however, the slope of saddle tanks is less than 30° and the distance from the coaming is greater than 2.4 metres, trimming will be required. Precautions when loading All compartments must be well trimmed and loaded as fully as possible, In order to ensure this, the surveyor should towards the completion of loading of the compartment frequently sight the cargo through trimming hatches and access manholes. It may sometimes be necessary to stop the loading and allow the dust to settle, in order to make a thorough check. Angles of repose Barley 4 Soya Bean D> Rye 3 Com 2 Sorghum 3r° Linseed 20 Sunflower seed 2 Oats ae Wheat a Rice or Forms Each ship must fill in forms showing the cafculation of stabili required by the regutations it is intended to load under. The f are reasonably straightforward but the calculations must checked, normally by a government surveyor. ‘The forms required to be filled in depend on whether the doc mentation supplied to the ship is approved under IMCO res tions 184/264/Solas 1974 Part A (angle of hee! less than 12%), 1960 regulation 12/Sofas 1974 Part B vb (angle of heel less than ‘or has no approved scheme of loading. Copies of the Australian forms are included as examples,CALCULATION OF STABILITY FOR SHIPS LOADING BULK GRAIN ‘Name of Ship Portof Registry Official Number ‘Type of Ship COBulk Canrier (TweenDecker Tanker Cl Other-Specify Summer Draft Summer Freeboard. ‘Summer Displacement tonnes/tons ‘Summer Deadweight EWA. TPC. tonnes/tons mm/n. -| TPL Loading Ports. Discharging Port/s. Grain stability information, approval authority and date. Cargo Plan: Indicate holds, tween decks, coamings/trunks, type of grain, secured and unsecured surface and ballast. Departure Condition Crews and Stores (Constant) Ballast Bunkers Cargo Fresh Water Total deadweight Draft tonnes/tons F A M. I certify that the calculations shown on this document indicate the worst stability condition that will be experienced during the voyage and that the information given in this document is correct. Date... Pott .ssote Master ... Examined AMSA Surveyor ... Date ..TABLE 2 CALCULATION OF KG This table is to be completed for the worst condition that can occur during the voyage - table 4 must be filled in to show movements of liquids during the voyage. For full compartments, indicate whether cargo centres “C” or volumetric centres “V" are used. If your grain stability information does not describe which are used, presume “V” values are used and use VCG given for the total volume of compartments. Compartment Weight Corv | Moments Number Factor | tonnes/tons| centres | m tonnes fi tons Lightship Crew/store Cargo ‘Sub-total (1)® [ Sub-total(2) » LIQUID’S WORST CONDITION Tank Content | Capacity | SG] Weight Moments] Free Number tomes | wh | meones! Surface(FS) tons fitons_| Moments Sub-Total (S-T) O)+ y Total Sub-Total (S-T) (1) ’ FS Moments DISPLACEMENT ’ Total Moments =TABLE 3 UPSETTING MOMENTS NOTE: Use of correction factor in column 5. (Altemative methods of correction should be shown in table 5) Filled compartments: @ _If“V" centres have been used in Table 2 - no correction is needed Gi) If “C” centres have been used in Table 2 - correction factor is 1.06p Partly-filled compartments: Correction factor of 1.12 is to be used except - (@ Where “V" centre of full compartment has been used in Table 2 Gi) Where table or curve of heeling moments has been adjusted for this correction 1 2 a 4 5 6 Grain VolumetricHeeling | Stowage Uncorrected | Correction Factor Corrected Depth/ Moment m'/fté Factor | HeelingMoment| — toallowfor —_| Heeling Moments Ullage m’fonne or | m tonnes/ft tons | vertical shiftof | M tonnes/ft tons m/ft Trimmed __Untrimmed (4) x(5) fe/ton = +) “grain surface E { f= | TABLE 4 ==—= Total Uncorrected Heeling Moments MOVEMENT OF LIQUIDS ‘Total Corrected Heeling Moments 9} TABLE 5 ALTERNATIVE METHOD OF CORRECTING HEELING MOMENTS TO ALLOW FOR VERTICAL SHIFT OF GRAIN SUREACE Table 2 has been completed for the worst condition that will be experienced during the voyage. The programme of use, transfer and addition or discharge of liquids during the voyage is expected to be as follows: Estimatedlength of voyage .. Daily consumption of a) Fuel b) Water days -tonnes/tons tonnes/tons TABLE 6 CALCULATION OF KG ¢& KM Uncorrected KG from: Total Moments (Table 2) Displacement (Table 2) Liquid F.S. gain from: Total ES. Moments (Table 2) Displacement (Table 2) Corrected KG KM (from ship's hydrostatic particulars) for Displacement shown in Table 2 Least GM (must not be less than 0.3 m/12 inches)TABLE 7 MAXIMUM ALLOWABLE HEELING MOMENTS Corrected KGor GM (Table 6) Displacement (from Table 2) (A)Maximum Allowable Heeling Moment (from Ship's Stability book) A (B) Actual corrected value of heeling Moments (from Table 3) B Tf (A) exceeds (B) ship complies. NOTE: Where the ship's data uses other short methods of presentation of compliance with the stability criteria, the space below Table 12 may be used. ‘TABLE 8, ANGLE OF HEEL CALCULATION (FOR 12 CRITERION, NatTan Angle ofheel = rected H mer le f Displacement (Table 2) x GM (Table 6) ! Angle of Heel if angle is not greater than 12°, ship complies TABLE 9 CORRECTED RIGHTING ARM AT 40° HEEL USING CROSS, CURVES KN or GZ for 40" from Cross Curves (ship's stability information)= mft Where KN given Actual GZ at 40’= KN - [Corrected KG (table 6) x Sin 40°] = 4 x06428] =A or or Where GZ is given for Assumed KG: KG on which GZ curves are base (Ship's stability information) = Actual Corrected KG (Table 6) = KG difference eee Actual GZ at 40° = GZ from curves [KG difference x Sin 40'] +f 0.6428] =A Heeling Arm Comrecton =! Comrected Heeling Moments (Table 3) x 0.8 Displacement (Table 2) = x08 0 (A-B) Corrected GZ at 40°heel = ‘If Corrected GZ exceeds 0.307 m or 1,008 ft, ship complies (see Note below) If GZ curve in the nearest typical loaded condition shown in stability booklet is of normal form and maximum GZ occurs at not less than 40, or the Angle of Flooding occurs at not less than 40°, then the completion of Table 9 is sufficient to demonstrate compliance with requirements for residual area. If any of these conditions are not met, zable 10 is to be completed. ae