Report Writing for Marine Surveyors 9781908663139, 9780954809775

Citation preview

Mike Wall

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REPORT WRITING FOR MARINE SURVEYORS

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REPORT WRITING FOR MARINE SURVEYORS

Dedication

This book is dedicated to Captain Gordon Kenworthy-Neale ADC, RD, Ph.D, MA, BD, FRINA, RNR Rt.

Mike Wall

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REPORT WRITING FOR MARINE SURVEYORS by

Mike Wall BSc, MSc, FIMarEST, CMarTech, MIIMS, NAMS-CMS, AFNI, QDR

First Edition

Foreword by Captain Barry Thompson FNI. Hon. IIMS Published by Petrospot Limited England 2011

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REPORT WRITING FOR MARINE SURVEYORS

Published in the United Kingdom by Petrospot Limited Petrospot House, Somerville Court, Trinity Way, Adderbury, Oxfordshire OX17 3SN, England www.petrospot.com Tel: +44 1295 814455 Fax: +44 1295 814466

© Mike Wall 2011 First published 2011 British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library

ISBN 978-0-9548097-7-5 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means electronic, mechanical, photographic, recorded or otherwise, without the prior written permission of the publisher, Petrospot Limited. This publication is designed to provide accurate and authoritative information in regard to the subject matter covered. It is sold with the understanding that the publisher is not engaged in rendering legal, accounting, or other professional service. If legal advice or other expert assistance is required, the services of a competent professional person should be sought.

Petrospot books are available at special quantity discounts for use in corporate training programmes or onboard ships Petrospot Limited (www.petrospot.com) Designed by Alison Design and Marketing Limited (www.alison.co.uk) Printed in England by Advent Print Group

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Foreword While it is necessary for surveyors to possess sound technical knowledge it is certain that without an ability to adequately convey their findings in their reports, and sometimes also opinions, they will never become competent and respected surveyors. Fortunately, it is not too difficult to acquire this further essential skill and Mike Wall has made a valuable contribution to the profession with this book on report writing. Mike is an experienced surveyor in many fields. Unusually, he is also experienced in teaching and mentoring. His book bears this out, helpfully explaining the essentials of good report writing which must commence with an adequate understanding of the use of English. He also explains the need to prepare reports in a format readers can follow logically, presenting all the relevant facts and simplifying assimilation of the report with a summary and conclusions. As he explains, assisted by a valuable set of typical reports in the book as appendices, there are many reports which can be compiled to an industry accepted format. However, he also points out the need to observe a principal’s instructions which, while they may relate only to the survey, may also clearly cover the type of report required. While no surveyors with integrity will write simply what they know a principal would wish to hear (often a surveyor’s real value lies in resisting doing so), it is incumbent on them to give heed to any ethical requirements of their principals. Both surveyors to whom English is a native tongue and those to whom it is their second language will learn a great deal from Mike Wall’s book. I wish it every success and with it a raising of the professional standard of surveying and report writing worldwide. Captain Barry Thompson FNI. Hon. IIMS Past Lloyd’s Agent and consultant surveyor to the Salvage Association and to the New Zealand shipping and insurance industries Auckland, January 2011

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Preface I have dedicated this book to Gordon Kenworthy-Neale (21 October 1924 - 9 November 2009). Gordon began his career in shipping in a naval drawing office in Liverpool, quickly becoming a member of the Royal Institution of Naval Architects. He served at sea in the Royal Navy during World War II and later in peace time as a marine engineer with Elder Dempsters, being the youngest chief engineer to be appointed in the company. He then decided to become a marine engineering lecturer and attained his teaching diploma in 1955. He moved to Riversdale Technical College where he set up the marine engineering department. He and his family left Liverpool to go to Cardiff, South Wales in 1971 where he became Head of Maritime Studies at Llandaff Technical College. He was responsible for deck, engineer and radio cadet /officer training. Gordon was a long serving officer in the Royal Naval Reserve (RNR) and in 1973 was promoted to Captain (E) RNR. As a consequence, he served as aide-de-camp to Queen Elizabeth II during her jubilee year in 1977. In 1985, he took early retirement from Llandaff and moved to the Australian Maritime College (AMC) in Launceston, Tasmania to help set up the marine engineering department. During his time at AMC, he also wrote an engineering course for the Royal Australian Navy whilst still writing for the Federation of Greek Ship Owners. Whilst at Launceston he also submitted his thesis for his Ph.D and was awarded his doctorate. Gordon completed three years with the maritime college in Launceston and then retired again, remaining in Tasmania. Gordon had served many years as a lay reader, both in Melling Parish Church in Lancashire and Cowbridge in South Wales, so it was not surprising when Gordon completed a theology degree and was ordained into the traditional Anglican community in 1995. He served his community until his death. Above are the facts of Gordon’s life but I would like to add my own words as he was a major force in my career. Gordon taught me heat engines whilst at Riversdale Technical College during 1963 to 1965. When, in the summer of 1965, it was time for me to go to sea with Cunard Line he was instrumental in my getting a combined grant and loan from the Marine Society so that I could buy my uniform, without which my seagoing career would have come to an abrupt end. The only thing he asked in return was that I do well in my elected profession. vii

REPORT WRITING FOR MARINE SURVEYORS

It is hard to say exactly how many young men became marine engineers as a consequence of his hard work and dedication. I am only one of many who made it to chief engineer because of him. I hope that I have lived up to his expectations and that this book will help to improve report writing in our chosen profession. He will be sadly missed by many. Mike Wall January 2011

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About the author Mike Wall is a rare example of a hard-working individual who has put in the effort to succeed in every job he has chosen while gladly passing on his deep knowledge and experience to others. During his long service to the maritime industry, he has been a chief engineer, a student, a lecturer, a marine surveyor and a successful author. Mike has accumulated a vast amount of experience in most areas of shipping. He was born in Liverpool and joined Cunard Line as a marine engineer apprentice at the age of 17, eventually reaching the rank of Chief Engineer with service aboard many types of vessel. He obtained a First Class marine engineer’s certificate of competency, a Bachelor of Science degree in Nautical Studies and a Master of Science degree in Shipping and Maritime Studies. Mike spent eight years as a lecturer in Maritime Studies, culminating in five years as Senior Lecturer at Warsash College of Maritime Studies in Southampton, England. Since leaving full time education, he has continued to be a visiting lecturer around the world and regularly carries out training seminars for various shipping organisations. He has also accumulated 25 years of experience in hull, machinery, cargo and condition surveys in the United States, New Zealand, Fiji and South East Asia, most of it as Managing Director and Principal Consultant for Kiwi Marine Consultants Ltd in Hong Kong. Here, he provided a wide range of marine consultancy and surveying services to P&I Clubs, shipowners, ship managers, underwriters, admiralty lawyers and other principals. Mike is also a qualified mediator, being registered both in the UK and Hong Kong. Mike is a regular contributor of technical shipping articles to various publications and is editor of FLASHLIGHT, a monthly electronic newsletter distributed to over 4,000 marine surveyors around the world. He is also the author of Hatch Covers – Operation, Testing and Maintenance, published by Witherby Seamanship International. Llewellyn Bankes-Hughes Managing Director Petrospot Limited January 2011

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Acknowledgements The author wishes to acknowledge the assistance of the following persons and organisations: John Guy of Merlin Corporate Communications, for allowing the author to quote from his book, Marine Surveying and Consultancy, published by Fairplay Publications. Jimmy Watt of Siam Surveyors, Phuket, Thailand, for his input on pleasure craft condition survey reports. Nick Vass, MIIMS, YBDSA, Marine Surveyor of Omega Yacht Services, United Kingdom, for his input on pleasure craft condition survey reports. Captain Barry Thompson and his wife Tessa, for proof reading and their invaluable input with respect to the use of English and the principles of surveying and layout. Colin Brown, for proof reading and his suggestions on layout. Paul Thomas, for proof reading. RightShip, Australia, for information on its vetting system. The author also extends his thanks to Llewellyn Bankes-Hughes and his team at Petrospot for bringing this book to life. And finally, to my wife for her patience and understanding during the writing of this book.

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Contents Foreword

v

Preface

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About the author

ix

Acknowledgements

xi

List of Tables and Figures

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Chapter 1 - Introduction 1.1 1.1.1. 1.1.2. 1.1.3. 1.1.4. 1.1.5. 1.1.6. 1.1.7. 1.2 1.3 1.4 1.5

1

The many types of report................................................................................................2 Hull and machinery surveys............................................................................................2 Cargo surveys.................................................................................................................2 Pleasure craft surveys.....................................................................................................3 Protection & Indemnity (P&I) surveys.............................................................................3 On hire and off hire surveys............................................................................................3 Charterers’ surveys.........................................................................................................3 Other/specialist surveys..................................................................................................3 Receiving your assignment.............................................................................................4 The purpose of a report...................................................................................................4 Information required and sources...................................................................................6 Preparing for the survey..................................................................................................8

Chapter 2 - The basis of reports

9

2.1 The report as a legal document......................................................................................9 2.2 Discovery......................................................................................................................10 2.3 Evidence.......................................................................................................................10 2.4 Protocols.......................................................................................................................11 2.5 Terms and Conditions of service...................................................................................14 2.5.1. Legal guideline..............................................................................................................15 2.5.2. Survey requirements.....................................................................................................15 2.6 Caveats and disclaimers...............................................................................................16 2.7 Professional indemnity insurance.................................................................................22 2.8 Limiting liability..............................................................................................................22 2.9 Copyright issues............................................................................................................23

Chapter 3 - Preparing for the report 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8

25

Interviewing skills..........................................................................................................25 Facts and opinions........................................................................................................27 Aide mémoires and laptops...........................................................................................27 File management..........................................................................................................28 Good written and spoken communication.....................................................................29 Tone of the report..........................................................................................................30 Terminology versus jargon............................................................................................30 Multiple surveyors.........................................................................................................32

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REPORT WRITING FOR MARINE SURVEYORS 3.9 Delegating.....................................................................................................................32 3.10 Signing the report..........................................................................................................32 3.10.1. Legal guideline..............................................................................................................33 3.10.2. Lawyer’s comments......................................................................................................33 3.11 References....................................................................................................................34

Chapter 4 - Report types

35

4.1 Specific requests...........................................................................................................35 4.2 Pro forma reports..........................................................................................................35 4.3 Pre-purchase condition surveys (PPCS).......................................................................35 4.3.1. Pleasure craft surveys...................................................................................................37 4.4 P&I Club surveys...........................................................................................................38 4.4.1. Hatch cover surveys......................................................................................................39 4.5 Machinery damage surveys..........................................................................................44 4.6 Hull damage surveys.....................................................................................................44 4.7 Charterers’ surveys.......................................................................................................46 4.7.1. RightShip inspections....................................................................................................46 4.7.2. Cargill inspections.........................................................................................................48 4.8 Cargo surveys...............................................................................................................48 4.9 Container damage surveys...........................................................................................49 4.10 Collision damage reports..............................................................................................51 4.10.1. Speed and angle of blow assessment..........................................................................51 4.11 Specialised reports (heavy lift, tow approvals, etc).......................................................52 4.11.1. Tow approvals (known as ‘Trip in Tow’ surveys in the United States)...........................52 4.11.2. Heavy lift surveys..........................................................................................................53 4.12 Expert opinions.............................................................................................................54

Chapter 5 - Writing the report

57

5.1 Structure........................................................................................................................57 5.2 Abstracts and executive summaries.............................................................................59 5.3 Spelling and grammar...................................................................................................62 5.4 Some simple rules to follow..........................................................................................64 5.5 Active and passive writing.............................................................................................65 5.6 Voice recognition software............................................................................................69 5.7 Report writing software.................................................................................................69 5.8 Typing............................................................................................................................70 5.9 Typography ..................................................................................................................71 5.10 Typeface terminology....................................................................................................71 5.11 Tracking and kerning.....................................................................................................72 5.12 The style sheet..............................................................................................................73 5.13 Headlines......................................................................................................................74 5.14 Numbering.....................................................................................................................74 5.15 Units of measurement...................................................................................................76 5.16 Use of brackets.............................................................................................................78 5.16.1. Brackets ( )...................................................................................................................78 5.16.2. Square brackets [ ].......................................................................................................78 5.16.3. Curly brackets { }..........................................................................................................78 5.16.4. Angle brackets < >.......................................................................................................78 5.17 Use of i.e. and e.g.........................................................................................................79 5.18 Lists...............................................................................................................................79 5.19 Presentation and layout................................................................................................81 5.20 Balance.........................................................................................................................83 5.21 Numerals and words.....................................................................................................84 5.22 Date and time formats...................................................................................................86

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 5.23 Hooks............................................................................................................................87 5.24 Colon and semicolon.....................................................................................................87 5.25 Lack of colour................................................................................................................89 5.26 Widows and orphans.....................................................................................................89 5.27 Paragraph spacing and indentation..............................................................................89 5.28 Diagrams.......................................................................................................................90 5.29 Photographs................................................................................................................104 5.30 Accurate descriptions..................................................................................................108 5.31 Use of spreadsheets................................................................................................... 111 5.32 Notes...........................................................................................................................115 5.33 Appendices and annexes............................................................................................116 5.34 Binding the report........................................................................................................116 5.35 Touch typing................................................................................................................117

Appendices

119

Appendix 1: Specimen Pre-purchase Condition Survey Reports

121

Specimen Pre-purchase Condition Survey Report for a Merchant Vessel.................................123 Specimen Pre-purchase Condition Survey Report for a Pleasure Craft....................................153

Appendix 2: Specimen Machinery Damage Survey Report

165

Appendix 3: Specimen Hull Damage Survey Report

181

Appendix 4: Specimen Off Hire Survey Report

195

Appendix 5: Specimen Cargo Survey Reports

209

Specimen Tanker Quantity Dispute Report................................................................................211 Specimen Cargo Discharge Survey Report...............................................................................223

Appendix 6: Specimen Container Damage Survey Report

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Appendix 7: Specimen Collision Damage Survey Report

253

Appendix 8: Specimen Speed and Angle of Blow Assessment Report

263

Appendix 9: Specimen Tow Approval (Trip in Tow) Report

287

Appendix 10: Specimen Heavy Lift Survey Report

301

List of abbreviations

309

Glossary of terms

313

Index

317

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REPORT WRITING FOR MARINE SURVEYORS NOTES: When referring to surveyors the author has used the word 'he' on all occasions. This is purely for convenience and is not intended to offend female readers. The contents of this publication are purely the opinion of the author. References to the English language are based on the English as used by the author, who does not profess to be an authority on the subject. Other publications are available on the subject matter dealt with in the text and readers are encouraged to read others to gain a cross section of opinions. The names used for people, companies and ships in the sample documents shown in this book have been included for illustrative purposes only and any references to actual people, companies or ships are unintentional.

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List of Tables and Figures Figure 1

Suggested hatch cover inspection check list table....................................................41

Figure 2.

A sample pro forma report form.................................................................................42

Figure 3.

A sample completed report form...............................................................................43

Figure 4.

Sample container damage pro forma........................................................................50

Figure 5.

Basic units of measurement......................................................................................77

Figure 6.

General arrangement of tanks and holds..................................................................91

Figure 7.

General arrangement of pleasure craft main deck....................................................92

Figure 8.

Line thicknesses and uses........................................................................................93

Figure 9.

Coupling configuration...............................................................................................95

Figure 10. First angle projection of an object.............................................................................96 Figure 11. First angle projection of an object on paper..............................................................96 Figure 12. Difference between isometric and oblique projections..............................................97 Figure 13. Use of shading to show propeller damage repairs....................................................98 Figure 14. Diagram showing configuration of hydraulic actuator cam follower..........................99 Figure 15. Turboblower rotor illustration...................................................................................100 Figure 16. Schematic diagram of turboblower..........................................................................101 Figure 17. Diagram showing location of crack..........................................................................102 Figure 18. Diagram showing engine timing gear arrangement.................................................103 Figure 19. Found and recommended table.............................................................................. 111 Figure 20. Found and recommended table with steelweight calculations................................113 Figure 21. Tonnage measurement calculations........................................................................113

All figures are copyright of the author. xvii

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Introduction

Chapter 1 - Introduction The role of the marine surveyor is to carry out an inspection/survey and to issue a report which records his findings to the client. Ideally, the client should be able to see what the surveyor has seen by reading his words alone, without any diagrams or photographs. Most surveyors agree that 50% of the work is carrying out the inspection and 50% is compiling the report. It is therefore not sufficient only to be technically capable – the surveyor must also have good report writing skills. This publication will demonstrate best practice to help you improve your report writing skills. The report is the survey company’s product and, as such, reflects the quality of the surveyor and the company. In the same way, a quality report for a large assignment can often establish a surveyor’s reputation. A poor quality report can ruin a surveyor’s career. The surveyor should always bear in mind that another surveyor may follow in his footsteps to do a similar survey on the same vessel or consignment. Likewise, your report, when issued, may be passed to other parties after your client. No matter the amount of money involved with respect to any of the issues covered by the report, it should be accurate. To quote John Guy in his book Marine Surveying and Consultancy: ‘The main qualifications for a surveyor are physical stamina, keen observation, scrupulous honesty, attention to detail, an open mind and ears, a closed mouth and common sense.’

You are the eyes and ears of your client and your duty is to convey a true picture of what you found during your inspection. When the client reads your report he should see exactly what you have seen without having to refer to photographs or diagrams. Just as there are many skills required to complete a survey, there are many factors which contribute to a report. A good report is dependent on the evidence gathering process. The quality of the evidence, together with a well written and presented report, will ensure the right results. Each report will be tackled in its own way. If you start with a certain presentation style and layout you must stick with it throughout the report, i.e. you must be consistent. Many marine survey companies have their own report formats to be used by their surveyors. Some use type specific software which almost automates the process. 1

REPORT WRITING FOR MARINE SURVEYORS

In the same way as surveyors use their technical skills to obtain information pertaining to the report, there are numerous skills required to compile a readable report. Remember that you are only as good as your last survey and report. It takes years to establish a good reputation and only seconds to destroy it.

1.1 The many types of report There are many types of report which may be required by your client. They can be broadly split into the following groups: • Hull and machinery. • Cargo. • Pleasure craft. • P&I surveys. • On hire and off hire surveys. • Charterers’ surveys. • Others, e.g. specialised surveys, expert opinions. Each of these groups can be sub-divided further. 1.1.1. Hull and machinery surveys

• Hull damage surveys as a consequence of contact with fixed or floating objects. • Machinery damage surveys. • Speed and angle of blow surveys. • Pre-purchase condition surveys (PPCS). • Commissioning surveys. 1.1.2. Cargo surveys

• Pre-loading surveys. • Loading surveys. • Outturn surveys. • Cargo damage surveys. • Draft and bunker surveys. • Heavy lift surveys. • Project cargo surveys. 2

Introduction

1.1.3. Pleasure craft surveys

• • • • • •

Construction surveys. Pre-purchase condition surveys. Pre-sale surveys. Condition and valuation surveys. Damage surveys. Loading and lashing surveys (pleasure craft being loaded onto merchant ships for transport).

1.1.4. Protection & Indemnity (P&I) surveys

• • • • •

Entry condition surveys (sometimes known as ‘vetting’ inspections). Periodic condition surveys. Follow-up condition surveys. Hatch cover surveys. Hull, machinery and cargo damage surveys.

1.1.5. On hire and off hire surveys

• On hire surveys. • Off hire surveys. • Draft and bunker surveys. 1.1.6. Charterers’ surveys

• RightShip inspections. • Cargill inspections. • Tanker vetting inspections. 1.1.7. Other/specialist surveys

• • • • •

Specific requests by principals. Trip and tow surveys (also known as tow approval inspections). Heavy lift surveys. Barge loading surveys. Expert opinions (which can be on any of the above topics).

The client may require a preliminary report to give an update on your preliminary findings. This form of report can apply to any of the above report types. Prior to digital photography, the preliminary report often needed sketches or diagrams to give the client a clear picture of the subject matter. Nowadays, digital photos can be transmitted by email with the preliminary report. The above list is not exhaustive; there may be other surveys of which the reader may be aware which may not be covered in this text. 3

REPORT WRITING FOR MARINE SURVEYORS

There are an infinite number of reports as every surveyor will have a different format and report writing style. For each of the many types of survey there is also a different report type and format. Examples of some of these are given in the appendices. A narrative type of report is generally used when carrying out hull and machinery damage survey reports, whilst a report containing tabular information may be used for a condition survey, whether it be a pre-purchase or a P&I condition survey. Whilst most cargo surveys are of the narrative type, many cargo damage reports for underwriters use the Lloyd’s Schedule ‘C’ form which uses a question and answer format. This form is specific to those appointed by Lloyd’s Agents and has Lloyd’s copyright. Charterers’ inspection reports may also follow a question and answer format. Some surveyors and survey companies have a standard format for each type of survey which ensures that layout and reporting techniques are uniform throughout the company. The different types and formats of report will be discussed later.

1.2 Receiving your assignment There are many different methods by which you will receive your instructions. If the assignment is given by telephone or word of mouth, the surveyor should ask for it to be supplied in writing for the company’s records. Whichever method is used, the surveyor should always confirm (or otherwise) acceptance of the assignment in writing, preferably in the form of a letter in pdf format transmitted by email. It is also advisable to repeat the client’s instructions in the acknowledgement document to ensure that there is no confusion concerning the surveyor’s brief.

1.3 The purpose of a report You are writing your report for your client. It should reflect your findings in accordance with his instructions. When you receive your job assignment it should state the purpose of your survey and to whom you will report. If it does not do so then you must go back to the client and ask him to clarify the instructions. You should not attempt to carry out the survey until such time as you completely understand the purpose of the survey and to whom you are reporting.

The first major paragraph of your report should state: ‘In accordance with instructions received from , our surveyor attended on board (or ‘at the premises of’ in the case of shoreside cargo inspections) on in order to carry out a survey.’

4

Introduction

Alternatively, the first paragraph could state: ‘In accordance with instructions received from , our surveyor attended on board on in order to investigate the cause, nature and extent of damage sustained to the vessel/cargo as a consequence of .’

The key words here indicate by whom you were appointed to carry out the survey and the type of assignment. By stating the name of the instructing party and type of survey, you are restricting the report from being used for any purposes other than those for whom it was commissioned. At some place in the report it should state that: ‘This report has been prepared specifically for on , and is for their use only. Copies in whole or in part should not be released to, or consulted by, other parties without the express prior permission of .’

However, most survey companies issue terms and conditions of service (T&Cs) before carrying out an assignment, and the above may be included in the T&Cs rather than in the report (see subsection 2.6 ‘Caveats and disclaimers’). A report is only relevant to the particular date and/or time at which it was carried out. There may be times when a client will try to accuse you of not doing your job when he finds a defect at a later date. As to whether his claim is justified depends on various factors and this will be covered in a later section. However, it is advisable to also include a statement that covers this, using one of the following statements: ‘This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel/cargo as seen at the time of the survey.’

or ‘This report is issued without prejudice. or / In our opinion, the report constitutes a statement of the condition of the vessel and her equipment at the time that the survey was carried out.’

or ‘This report is issued without prejudice. or / In our opinion, the report constitutes a statement of the condition of the cargo at the time that the survey was carried out.’

Occasionally, a broker or client may try to use your report for other purposes or at a later date without consulting you. The inclusion of such clauses will reduce the risk and embarrassment of your report being used against you by a third party at a later date. 5

REPORT WRITING FOR MARINE SURVEYORS

The use of the words ‘without prejudice’. With reference to the above clauses, ‘without prejudice’ offers the protection of privilege to participants. It means that the information exchanged during the process cannot be used in any future proceedings regarding the issue unless this same information can be discovered through other means.

Without prejudice - when used in a document or letter, these words mean that what follows: • Is intended to be without detriment to the existing rights of the parties. • Does not affect any legal interests. • Cannot be used as evidence in a court case. • Cannot be taken as the signatory’s last word on the subject matter. • Cannot be used as a precedent. The contents of such documents normally cannot be disclosed to the courts but, when a party proposes to settle a dispute out of court, it is the genuineness of the effort that determines whether the proposal can be disclosed or not, and not if the words ‘without prejudice’ were used. When a court case is dismissed or a court order is issued ‘without prejudice,’ it means that a new case may be brought or a new order issued on the same basis as the dismissed case or the original order. There are two circumstances in which ‘without prejudice’ statements may be admissible in later court proceedings: • Where protection is waived with the express or implied consent of both parties. • Where a settlement is reached following ‘without prejudice’ negotiations, but one of the parties subsequently fails to honour the terms of the settlement, and the matter therefore goes back to court.

1.4 Information required and sources An efficient surveyor tries to find out as much information as possible before carrying out the survey. This will reduce the amount of time spent gathering information on site. This will also allow more time to carry out the inspection or investigation where there is only limited time available, e.g. during daylight hours. Very often, your client will supply relevant identification information on the vessel. However, it is also good practice to communicate your information requirements to the vessel (probably via local agents or directly from the owner) before you attend so that they can have it ready for you. Waiting for the officers to find certificates or files 6

Introduction

can double the time needed on site. This tends to happen when there are language difficulties. Information on merchant ships is available from many sources, e.g. Lloyd’s Register of Shipping, Lloyd’s Maritime Directory, World Shipping Directory. These are also available on CD and accessible on the internet. Whilst these may be considered to be expensive, the information is invaluable and costs can be offset in larger companies. Limited information is also available from the Equasis website (www.equasis.org). Registration is free and basic information can be accessed directly by inputting the ship’s name, call sign or International Maritime Organization (IMO) number. Apart from the vessel’s particulars, if you are going to use such information in a report or opinion you will need to refer to, and acknowledge, the source somewhere in the document, usually in the references section at the end of the report. Whilst carrying out the survey or inspection, at the forefront of the surveyor’s mind should be how he will produce his final product, the report. There is, therefore, a clear need to remember all the information which will be required to complete the report. Even the most experienced surveyors cannot remember every piece of information required so there is no shame in having a list to help you. This could be on a clipboard or pre-printed and glued into your notebook. Just as there are many survey types, there will be different checklists for various purposes. The surveyor will need to be adaptable to compile such checklists. For example, gross and nett tonnage will be required for a merchant vessel whereas there may be no tonnage given for smaller pleasure craft. It should be noted that certain information will be common to every survey, e.g. for merchant vessels: • Client name (appointed by?). • Name of vessel. • Date of appointment. • Date of survey. • Where surveyed. • Type of survey/inspection. • Company reference number. • Client reference number. • Official number. • Type of vessel. • Tonnages. • Where/when built. • Length overall (LOA). 7

REPORT WRITING FOR MARINE SURVEYORS

• • • • •

Length between perpendiculars (LBP). Breadth extreme. Depth. Summer draft. Main engine (type, power, revolutions per minute).

So where do you find the information? Very often your client will supply you with relevant information on the vessel or cargo to ensure that you inspect the right vessel or cargo. This information will generally include the common information shown above. The surveyor must be careful to ensure he is examining the right cargo which may be identified by checking the Bill of Lading (B/L), invoice details and markings. In the case of machinery and cargo damage, information may be supplied including identifying marks or numbers. This information is essential. Lawyers will often ask why we include so much information on the vessel; the information is given to show that the surveyor has inspected the correct vessel.

1.5 Preparing for the survey Having received the appointment, a surveyor having been allocated to the assignment and the purpose of the survey clarified, the surveyor may then begin to organise his affairs in order to carry out an efficient and effective survey, i.e. spending the optimum amount of time on site, keeping the job hours to a minimum whilst fulfilling the client’s survey requirements. Preparing for the survey is extremely important. Once on site you may be a long way from the office so cannot go back for any forgotten item, e.g. flashlight, notebook, ultrasound equipment, moisture content meter, etc. Even experienced surveyors have checklists to help them prepare for surveys. Those surveyors who cannot touch type or are unable to use computer technology due to space restrictions often print out a pro forma survey form which they complete by hand whilst on site. Those who are computer literate usually take a laptop computer with them and complete the pro forma on screen when in the accommodation. Some surveyors have moved on to using electronic tablets which hold the pro forma and can be completed using a touch screen. Others use a hand-held personal digital assistant (PDA) which fits in the pocket and allows fast input of data which can be later downloaded to a computer for use in the report.

8

The basis of reports

Chapter 2 - The basis of reports 2.1 The report as a legal document Just as the surveyor’s notebook is a legal document which can be used as evidence in a court of law, so the surveyor’s report can be used in court. However, if the report is supplied to the client’s lawyer, it is not discoverable and is treated as confidential. For this reason, it is critical in such cases that the surveyor is clear to whom the report must be delivered. The law in most countries stipulates that there should be no surprises in court. This means that both sides must disclose to each other information relating to their case, i.e. all information is discoverable.

As the report is a legal document, it is also imperative that it should be correct in every detail otherwise the opposition counsel will take the report author apart in the witness box with the result that you may lose the case for your client and lose your credibility as a marine surveyor. In the same way, surveyors should be very careful what they write in their notebook, especially if the information is to be used in the final report. Unprompted comments and opinions, whether joking or not, should be avoided, e.g. ‘this ship is a disaster!’, as these could be used against you and your client at a later date. Stick to the facts and only your findings. If such records would be detrimental to your client’s case, avoid writing anything in your notebook. A separate phone call, an ‘in confidence’ email or a fax to the lawyer will be more appropriate. To ensure accuracy and to avoid possible legal problems, it is advisable to have somebody else review your report prior to it being issued. For this reason, some companies have lawyers on call to review reports. No matter what type or size of report is being prepared, the above recommendations must always be borne in mind. The surveyor should always be asking: • Have I stated the facts in a clear and accurate manner? • What are the legal consequences of what I am saying in the report? • Have I identified where I am giving my personal opinion? • Have I fulfilled my client’s requirements? 9

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2.2 Discovery The term ‘discovery’ identifies the process by which a party to civil proceedings is obliged to disclose to the other parties all documents relevant to the issues in the litigation. The definition of documents is extremely wide-ranging and includes information stored electronically. The rules of discovery in court proceedings are intended to ensure that each party is in a position to evaluate the strengths and weaknesses of its case in advance of trial. The process of discovery involves the disclosure of one party’s documents to the other. Either party can seek documents from the other which they believe may strengthen their case. If the other party in a dispute is aware of a report having been issued by a surveyor to his client which might strengthen their case, they are entitled to request discovery of the report and the court will support such a request. Hence, a report issued as a consequence of a survey carried out in a surveyor’s normal duties to a client will come under the rules of discovery. However, in the law of evidence a client’s privilege to refuse to disclose, and to prevent any other person from disclosing, confidential communications between the client and his attorney is termed ‘attorney-client privilege’. This protects the client from having to disclose confidential communications and/or evidence. Whatever is communicated professedly by a client to his counsel, solicitor or attorney is considered as a confidential communication. A means of circumventing the rules of discovery is for the client’s lawyers to instruct the surveyor to carry out the investigation and report to them, not the client. The reader may thus see that it is imperative that the surveyor’s report must be accurate in all details. The surveyor should also be aware of the rules of discovery when issuing his report. If in doubt, check with the client. The above is an introduction to discovery for the marine surveyor. It is a wide and deep subject about which much has been written. There are more authoritative and comprehensive writings on the subject which the surveyor may wish to reference.

2.3 Evidence You are the eyes and ears of your client. The reason for your survey, inspection or investigation is to gather evidence to be given in a report to your principal(s). The surveyor should never lose sight of this fact when carrying out an assignment, and he should be continuously asking: • What information do I need for the report? • Is this information relevant? • In what form is it going to be presented, and therefore gathered? 10

The basis of reports

Evidence takes many forms. It can be in documentary or paper form, such as certificates and records, or physical in nature, e.g. damaged cargo, flooded holds, damaged container lashing gear, hull damage. It may be less tangible, such as verbal evidence. It is the surveyor’s responsibility to find the best way to gather this evidence. A good surveyor will keep his eyes and ears open and use his nose on occasion. A dictaphone or personal voice recorder can be a useful addition to the surveyor’s equipment when it is difficult to record items in his notebook. Some examples of sources of evidence are: • Deck and engine room log books. • Deck and engine room maintenance records. • Machinery records, e.g. lubricating oil sample analysis. • Voyage data recorders. • Vessel Traffic Control authorities. • Course recorder. • Emails, faxes, etc. • Physical evidence. • Witnesses. If you will be including such evidence in your report you will need to acknowledge the source and attach it under the appendices (see later). In the case of witness statements, these should be signed by the witness at the end of the document but must be initialled at the bottom of each page to show that it is an original document.

2.4 Protocols Protocols are defined as ‘the rules of behaviour for formal occasions’ or ‘a set of conventional principles and expectations that are considered binding on any person who is a member of a particular group’. Protocols generally cover the behaviour of parties in a particular situation. Observing the correct protocols can be critical to the interests of those you are representing. A failure to observe protocols can prejudice your client’s position. As a general guideline, and as per John Guy’s suggestion, just keep your mouth shut! In that way you can be sure that you are not revealing any sensitive information to the wrong person. Where there has been a collision between two merchant ships several parties may attend on board each vessel, e.g. • Owner’s representative. • Charterer’s representative. • Lawyer representing owner. 11

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• • • • • • • • •

Owner’s surveyor. Charterer’s surveyor. Hull & machinery underwriters’ surveyor. Class surveyor. P&I Club surveyor. Cargo underwriters’ surveyor. Cargo interests surveyor, i.e. consignees and/or shippers. Speed and angle of blow surveyor. Salvage interests.

This list is for one vessel only, the list being duplicated for the other vessel. Several of the above may also attend on board the other vessel to carry out a ‘without prejudice’ survey, i.e. the surveyor of each vessel will agree to obtain permission for each to inspect the other’s vessel. This means that the other vessel will also have a long list of representatives and surveyors attending on board, and a surveyor may be confronted by many parties attending simultaneously. Chaos can result if the master of the vessel and the surveyor acting on the owner’s behalf are not organised. This situation can be daunting for an inexperienced surveyor. Whilst you are acting independently, you should identify those parties acting in the interests of your vessel and those acting on behalf of the other vessel and her owner. In the absence of a lawyer on board acting on behalf of your owner, you will be able to advise the master as to who he can and cannot communicate with. However, it is often good practice to have only one conduit for communications and this is usually the owner’s lawyer or, in his absence, the owner’s surveyor. It is usual in such cases for the surveyors carrying out the speed and angle of blow assessment to agree that each may carry out a survey of the other’s vessel, i.e. each will carry out a ‘without prejudice’ survey of the other’s vessel. It is recommended that you obtain the business cards of each of the parties and write on the back of the card who they are representing. Parties attending a survey are always included in the report. A suggested format is given below: Attending during our survey(s) were: Captain Alan Devon

Master of the vessel.

Mr Brian Somerset

Marine Superintendent, Taunton Ship Management Ltd, on behalf of owner.

Mr Christopher Norfolk

Surveyor, Alton Marine Consultants Ltd, on behalf of charterer.

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The basis of reports

Mr Donald Cornwall

Appointed on behalf of hull & machinery underwriters of the vessel.

Mr Eric Cheshire

Surveyor, Cannock Classification Society, on behalf of the vessel’s classification society.

Mr Francis Grampian

Surveyor, Spalding Marine Surveyors, on behalf of owner of the ARIZONA (other vessel).

Mr Gavin Sussex

Surveyor, Wells & Associates Ltd, on behalf of the vessel’s P&I Club.

Mr Henry Norfolk

Surveyor, Wrexham & Associates Ltd, on behalf of cargo underwriters.

Mr Ian Gwent

Surveyor, Denbigh Marine Surveyors, on behalf of consignees.

The undersigned

Appointed on behalf of owner of the vessel.

By including the above information, the intended recipient of your report will be fully aware of who was on board at the time of the survey. The other parties could be important witnesses during possible future litigation. It is also common to mention if you were accompanied during your inspection, e.g: ‘The Chief Officer/Chief Engineer/Warehouse Manager/Vessel’s Owner was present during all stages of our inspection.’

The following is an example for a cargo survey: Attending during our survey were: Mr John Suffolk

General Manager, Tiverton, representing consignees.

Mr Keith Dorset

Marine Surveyor, Keswick Consultants Ltd, on behalf of the vessel’s owner.

Mr Lewis Highland

Surveyor, York Marine Consultants Ltd, on behalf of shipper.

Mr Martin Powys

Appointed on behalf of cargo underwriters of the consignment.

The undersigned

Appointed on behalf of the vessel’s P&I Club.

The above lists are compiled using a Microsoft Excel spreadsheet imported into the document. Using a spreadsheet allows the faster input of information by means of ‘tabbing’ between cells. We will be looking at this again later. 13

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2.5 Terms and Conditions of service The following is an example of Terms and Conditions of service which might be sent to a client before accepting the assignment: It is to be clearly understood that the condition/state of items reported upon are strictly the opinion of the attending surveyor(s) and that opinion reflects the condition/state found on the date of survey, taking into consideration the vessel’s age and that items reported upon are described in comparison with vessels of similar age and type. The report will be prepared specifically for the client(s), and is for his (their) use only but remains the copyright of Newark Marine Consultants Ltd (Newark). Copies in whole or in part should not be released to, or consulted by, other parties without the express prior permission of Newark. Whilst all due care and diligence will be exercised in the collection of data and the preparation of the report, Newark purports to provide an advisory service only, based on the opinion and experience of the individual consultant responsible for its compilation. Newark issues such advice in good faith and without prejudice nor guarantee. Anyone wishing to rely on such opinion should first satisfy themselves as to its accuracy and feasibility. Newark shall not be liable for any loss (including indirect and consequential loss), damage, delay, loss of market, costs, expenses of whatsoever nature or kind and however sustained or occasioned. Notwithstanding the aforementioned, notice of a claim or suit must be made to Newark in writing within 90 days of the date the services were first performed or the date the damages were first discovered, whichever is the latter, failing which lack of notice shall constitute an absolute bar to the claim or suit against Newark. The survey will be a factual report on the inspection carried out, and the opinions expressed will be given in good faith as to the condition of the vessel as seen at the time of the survey. It will imply no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of non-removable linings, panels and internal structures, etc. The survey will be visual in nature only. Newark accepts no responsibility or liability in relation to any part of the vessel which cannot be accessed or viewed. Newark cannot comment in relation to any patent or latent damage, including termite infestation, relating to areas not examined. This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgage, charge or other debt there may be on the vessel. The survey is personal and confidential to our client and has no

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extended warranty if disposed of to a third party for any purpose without the permission of Newark. The report will not address stability, vessel performance or overall design, and no warranty is conveyed under these headings. Machinery will not be opened up for inspection or compression tests carried out. No chemical tests will be carried out on fuel or water. For sailing vessels, rigging at deck level only will be commented on. An expert should be appointed if a full rigging survey is required. We recommend that a pest control expert be appointed to assess whether termites or cockroaches are present. Liability will be limited to five times the surveyor’s fees for the inspection of the surveyed vessel. Our invoice is payable prior to delivery of our report. Please note that our reports are the copyright of Newark Marine Consultants Ltd, Hong Kong. If payment for our services is not forthcoming you are advised that copyright is withheld. You may not use, copy, disseminate or action the advice and recommendations given in the report until payment has been received, at which time a release will be issued. These standard trading terms, all agreements and disputes relating thereto, shall be governed by and interpreted in accordance with Law.

2.5.1. Legal guideline

The issue of vesting of copyright, and any other intellectual property right (IPR) which may arise in the report, needs to be dealt with up front in the survey company’s letter of instructions/standard terms and conditions. Under English law, the commissioning of and payment for the report by the client will not necessarily vest copyright in the client; in fact, the default position is the opposite, i.e. the surveying company retains the copyright and the client only gets an implied licence to use it. 2.5.2. Survey requirements

The surveyor should not rely on the statement that he could not survey something because it was inaccessible if he does not give the client a chance to open it up for survey. Many pleasure craft owners are ignorant of the survey requirements so they should be specified when making arrangements for survey. The surveyor should clearly define their requirements for the survey to ensure, as far as possible, that spaces are available for inspection. A suggested format is: To ensure that an efficient survey is carried out, when a surveyor from Newark Marine Consultants Ltd (Newark) is to carry out a survey on a pleasure craft he will need the following:

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1. Either the vessel’s Certificate of Ownership or Operator’s Licence, or a copy, on board showing the vessel’s principal particulars and the vessel’s owner. 2. The name of the seller, buyer and any finance company involved, if appropriate. 3. All personal items stored in the underdeck storage area, forward rope locker and engine room to be removed to enable inspection of these spaces. If these are not removed we will not inspect the spaces unless we have a waiver of liability from the owners. 4. Newark is not responsible for arranging the coxwain for sea trials or the slipway. This should be agreed between the owner and buyer. 5. If the vessel is to be sailed by the surveyor to the slipway or to undergo engine trials during the survey: a. The fuel tank to have sufficient fuel for the return voyage. b. The batteries to be fully charged to enable operation of the engine and toilets. c. The engine cooling system to be filled. d. All engine instruments to be operational. e. All shore connections to be disconnected, i.e. fresh water supply, electricity and telephone lines. f. Steering gear to be fully operational. g. All loose items to be secured. The above requirements are intended to reduce the possibility of unforeseen accidents. Please note that Newark cannot be held liable for any loss or damage during the survey.

Having the above proviso included in your quotation for the job should ensure that you are able to fully inspect the vessel and have all information available to complete a fully comprehensive report.

2.6 Caveats and disclaimers As a marine surveyor you cannot escape liability for your negligence. You have a responsibility to survey with customary care and, if unable to do so for good reason, you need to state in your report that you could not complete the survey and recommend that it be completed by you or someone else when such areas are made accessible. You should be aware that your client will sue you if you have provided an unsatisfactory service which has resulted in additional costs to him. Caveats and disclaimers are used to protect the surveyor from ‘frivolous’ actions. 16

The basis of reports

A caveat is defined as: ‘A warning; a note of caution.’ It is used to make the client aware of particular problems which might arise. A disclaimer is generally any statement intended to specify or delimit the scope of rights and obligations that may be exercised and enforced by parties in a legally recognised relationship. In contrast to other terms for legally operative language, the term ‘disclaimer’ usually implies situations that involve some level of uncertainty, waiver or risk. A disclaimer may specify mutually agreed and privately arranged terms and conditions as part of a contract. It may also specify warnings or expectations in order to fulfil a duty of care owed to prevent unreasonable risk of harm or injury. Some disclaimers are intended to limit exposure to damages after a harm or injury has already been suffered. Additionally, some kinds of disclaimers may represent a voluntary waiver of a right or obligation. To rely on either, you will need to be able to demonstrate that they were incorporated into your contract at the time of your appointment. It is advisable to send these to your client before the service is carried out, together with your job cost estimate or quote. The client should be asked to confirm that they accept both before you take on the assignment otherwise they could claim that they did not agree to your terms and conditions of service in the event of dispute. Listing the conditions on the reverse of an invoice, which will end up in someone’s accounts department, is certainly not adequate. Furthermore, your report should refer to the conditions governing it. The reference should be at the front of the report and not in print so small that you would need a magnifying glass to read it. Here are some guidelines: • Specify time, place and what was surveyed, e.g. QUEEN ELIZABETH II, 66,000 gross registered tonnes (GRT), and perhaps even the amount of time you spent surveying which can be useful in ‘putting things into perspective’ should a claim be made. • Specify the party for whom the survey was prepared and that no liability is accepted by any other party. • Limit your own liability, e.g. to the cost of re-issuing the report or five times your fee. You will have a good idea what each client will accept. • Disclaimers should come at the beginning of the report, rather than the end. You should then avoid any claims for inadequately incorporating the conditions. • Refer specifically to any surveying methods/ tests and equipment used to record such results (this may or may not be relevant, depending on the survey you performed). 17

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Some examples: ‘This report has been prepared specifically for Taunton Shipmanagement Ltd on and is for its use only. Copies in whole or in part should not be released to, or consulted by, other parties without the express prior written permission of Newark Marine Consultants Ltd (Newark). Whilst all due care and diligence has been exercised in the collection of data for, and of the preparation of, this report, Newark purports to provide an advisory service only, based on the opinion and experience of the individual consultant responsible for its compilation. Newark issues such advice in good faith and without prejudice nor guarantee. Anyone wishing to rely on such opinion should first satisfy themselves as to its accuracy and feasibility. Newark shall not be liable for any loss (including indirect and consequential loss), damage, delay, loss of market, costs, expenses of whatsoever nature or kind and however sustained or occasioned. Notwithstanding the aforementioned, notice of a claim or suit must be made to Newark in writing within 90 days of the date the services were first performed or the date the damages were first discovered, whichever is the later, failing which lack of notice shall constitute an absolute bar to the claim or suit against Newark.’ ‘This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. It implies no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of nonremovable linings, panels and internal structures etc., or agreement and permission and instructions not being given to the surveyor to gain access to closed off areas.’ Note: The surveyor should state precisely which areas he was unable to inspect.

‘This survey is personal and confidential to my client(s) and has no extended warranty if disposed of to a third party for any purpose.’ ‘Copyright remains with the surveyor.’ ‘These vessel particulars were recorded as disclosed to me by the broker/owner/client, have not been checked by me and no guarantee of accuracy can be given.’ ‘This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgage, charge or other debt there may be on the vessel.’

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‘This report does not address stability, vessel performance or overall design, and no warranty is conveyed under these headings.’

A note should be made, if relevant, that: ‘No machinery was run or opened up for inspection’ or, if the reverse, which items were so surveyed and inspected and tested.

Any estimates of cost of repair given in a report should either be backed up by written quotation from the repair agency, or the following note inserted so that the client: ‘Should be aware that costs vary substantially from agency to agency and written quotations should be obtained before decisions are made.’

Any normal vessel valuation for any purpose, other than the current cost of building a new identical vessel or a forced sale valuation, should be followed by: ‘In the current open market conditions between willing buyer and seller.’

A ‘forced sale’ situation is quite different and a ‘bare bones’ approach should be taken. In this case, a suitable caveat explaining the basis of the forced valuation should be clearly stated. Any valuation, certificate or report which is not part of a full condition survey should make it absolutely clear that: ‘A full condition survey did not take place, and no warranty regarding fitness for purpose can be given.’ Note: ‘On the spot’ verbal valuations should never be made in advance of the written report.

‘These standard trading terms, all agreements and disputes relating thereto shall be governed by and interpreted in accordance with law.

The following example appears to incorporate most of the above conditions with respect to pleasure craft: ‘It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on , taking into consideration the vessel’s age and that items reported upon are described in comparison with vessels of similar age and type. ‘This report has been prepared specifically for , on , and is for its use only but remains the copyright of Newark Marine Consultants Ltd (Newark). Copies in whole or in part should not be released to, or consulted by, other parties without the express prior permission of Newark. Whilst all due care and diligence has been exercised in the collection of data for,

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and the preparation of, this report, Newark purports to provide an advisory service only, based on the opinion and experience of the individual consultant responsible for its compilation. Newark issues such advice in good faith and without prejudice or guarantee. Anyone wishing to rely on such opinion should first satisfy themselves as to its accuracy and feasibility. Newark shall not be liable for any loss (including indirect and consequential loss), damage, delay, and loss of market, costs, expenses of whatsoever nature or kind and however sustained or occasioned. Notwithstanding the aforementioned, notice of a claim or suit must be made to Newark in writing within 90 days of the date the services were first performed or the date the damages were first discovered, whichever is the later, failing which lack of notice shall constitute an absolute bar to the claim or suit against Newark. ‘This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. It implies no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of nonremovable linings, panels and internal structures, etc. This is a visual survey only, being non-invasive and non-destructive. Newark accepts no responsibility or liability in relation to any part of the vessel which cannot be accessed or viewed. Parts of the vessel were not accessed or viewed and therefore we cannot comment on this in relation to any patent or latent damage, including termite or other insect infestation. ‘This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgage, charge or other debt there may be on the vessel. This survey is personal and confidential to our client and has no extended warranty if disposed of to a third party for any purpose without the permission of Newark. ‘This report does not address stability, vessel performance or overall design, and no warranty is conveyed under these headings. ‘Machinery was not opened up for inspection or compression tests carried out. No chemical tests were carried out on fuel or water. Rigging at deck level only has been commented on. An expert should be appointed if a full rigging survey is required. Whilst we did not sight any pest infestation during the inspection, we recommend that a pest control expert be appointed to assess whether termites or cockroaches are present. ‘Liability is limited to five times the surveyor’s fees for the inspection of this vessel.

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‘These standard trading terms, all agreements and disputes relating thereto, shall be governed by and interpreted in accordance with law. Please note that copyright remains with Newark. No part of our report may be disseminated until such time as our invoice is paid in full.©’

The above disclaimer can be fitted onto one page if Times 12 point font is used. There is also enough space below it for the surveyor(s) to add his (their) signature(s). Note that there is reference to copyright of the report in the above disclaimer. If your standard terms and conditions state that the report will not be issued until payment has been received then this phrase is redundant. You will note that there is a reference to areas which were unable to be accessed. It is also advisable, where appropriate, to state in your report if, and why, you were unable to access a particular area or piece of equipment. Some other typical clauses which surveyors may use include: • Asia is noted for its termite problems aboard vessels. As a result, great care is taken during the survey to determine whether the vessel has an infestation. Since these creatures reside inside wooden components aboard, it is, in many cases, impossible to detect their presence without becoming invasive. It is strongly recommended that the vessel be treated for termites as a precaution. • No evaluation of the internal condition of the engines and gears and the propulsion system’s operating capacity has been checked. It is recommended that the internal condition of engines be determined by a qualified engineer. • All systems and components inspected and described herein are considered serviceable and/or functional except where indicated in the body of the report. Electronic and electrical devices and instruments were checked for power up only. Components not mentioned in this report were not inspected. • Blisters are an unknown factor on all boats and, if not currently present, there is no guarantee that they will not appear in the future. Blisters have a tendency to dry out over winter storage unless severe or large. Blisters (if any) best appear after a vessel has been in water for an entire season. In addition, the symptomatic evidence of blistering can be obscured by bottom coatings, a dry storage period during which blisters spontaneously depressurise, bottom laminate sanding, and other conditions or actions. Recommend full inspection for blisters immediately after haulout and power wash. Surveyor has no first hand knowledge of the history of bottom maintenance, blistering, repairs or prophylactic coatings on this vessel.

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REPORT WRITING FOR MARINE SURVEYORS • It is in the nature of marine vessels for deterioration, wear and accidents to occur and, as such, this report represents the condition of the vessel only at the time of this survey. • This vessel was surveyed without removal of any parts, including fittings, screwed or nailed boards, anchors and chain, fixed partitions, instruments, clothing, spare parts and miscellaneous materials in the bilges and lockers, or other fixed or semi-fixed items, locked compartments or otherwise inaccessible areas. Further, no determination of stability characteristics or inherent structural integrity has been made and no opinion is expressed with respect thereto. This survey report represents the condition of the vessel on the above date, and is the unbiased opinion of the undersigned, but it is not to be considered an inventory or a warranty, either specified or implied. • Some parts of the survey were limited by not being invasive.

The term ‘satisfactory where sighted’ is often used by surveyors. When used, the surveyor should state which specific areas were not sighted to reduce the possibility of confusion and later claims.

2.7 Professional indemnity insurance There are a number of insurance companies and underwriters who provide professional indemnity (PI) insurance. This can be expensive for smaller companies, although some of the professional surveyors’ organisations also carry PI insurance so that you get the benefits of membership and insurance against frivolous claims. All of the PI insurance providers advise that you do not inform your clients that you have this type of insurance cover as it is akin to painting a bullseye on your back. They also advise that any conflict with a client should be settled as quickly and amicably as possible to avoid expensive, time-consuming claims and in the interests of good client relations.

2.8 Limiting liability Marine surveyors have other options open to them to limit liability. One way is to set up your company as a limited liability company. The nomenclature for such companies varies around the world but the operating and legal principles adopted in establishing this type of company are generally very similar. A limited company is a corporation with shareholders whose liability is limited by shares (Ltd), which is the most common form of privately held company. Setting up as a limited company is an attractive option for many people as, unlike sole traders, personal assets are completely separate from company finances. Some countries insist on there being two or more shareholders whereas others allow single shareholders. 22

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If your company is a limited liability company, it should be shown on all company documents, including your reports, e.g. Company Name Ltd, Company Name LLC, etc. Examples are given in the appendices.

2.9 Copyright issues Copyright is a form of intellectual property that gives the author of an original work exclusive rights for a certain time period in relation to that work, including its publication, distribution and adaptation, after which time the work is said to enter the public domain. Copyright applies to any expressible form of an idea or information that is substantive and discrete and fixed in a medium. Some jurisdictions also recognise the ‘moral rights’ of the creator of a work, such as the right to be credited for the work. Copyright is described under the umbrella term ‘intellectual property’ along with patents and trademarks. If somebody uses your work for profit without your permission they can be sued for damages. If they use your work with your approval they will also need your permission to make any changes. By writing technical articles you show whether or not you know your subject. If you are writing articles for general publication it is often advisable to include a proviso when you send your work in to the editor. Very often he will take your piece and change it to suit his purposes. In some cases, it will make your article unrecognisable from the original. You should also insist that he acknowledges your work by adding your name. If you wish to use your writing to advertise your company then you should add your company name at the bottom of the article when submitting it and insist that it is included. If he refuses to do so, you have the choice to withdraw the article from publication. If you work for somebody else, you will often need to get his permission to have an article published or you will need to add a disclaimer such as: ‘The views expressed in this article are those of the author and not necessarily those of Newark Marine Consultants Ltd.’

Layout and format are not subject to copyright laws, only the report content. Consequently, any of the layouts you see in this document may be used by the reader without the need for the author’s permission. You will note in the last section on ‘Caveats and disclaimers’ the sentence: These standard trading terms, all agreements and disputes relating thereto, shall be governed by and interpreted in accordance with law. Please note that copyright remains with Newark. No part of our report may be disseminated until such time as our invoice is paid in full.©’

Note the © copyright mark. Whilst copyright is implied, if you wish to advertise the copyright for a specific purpose it is advisable to use the appropriate mark. In the 23

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above case it is used as a tool to get the client to pay the invoice. He will be unable to use the contents of the report until he has done so. On payment of the invoice the copyright is transferred to the client. As this book is published in the United Kingdom, the author’s statements are subject to United Kingdom copyright law.

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Preparing for the report

Chapter 3 - Preparing for the report Surveyors are often reminded to keep an open mind when tackling a new assignment and to avoid preconceived ideas. This is because every survey is different. No two surveys are ever the same, even when it is a repeated condition survey of the same vessel. The same applies to reports, no two are ever the same. Consequently, each one must be tackled in its own way. However, there is one important point about all reports: if you start with a certain style and layout you must stick with it throughout the report, i.e. you must be consistent. This does not mean that you cannot start to put the report outline together before leaving your office. As you do so, you will start to see areas which will need investigation and questions that will need to be asked. By having the outline report set up you will be able to concentrate on inputting the relevant information from the investigation much quicker. Many surveyors find it useful to write down reminders in their notebooks. These often come from drafting the report before carrying out the inspection.

3.1 Interviewing skills One of the prime requirements for a surveyor is to be able to communicate well with people from different ranks and nationalities when gathering information. To be able to get the maximum from your contact with other people you will need to establish a rapport, i.e. put them at ease so that they will be responsive to your questions. For those who survey vessels with international crews it is often helpful to learn how to say ‘hello’, ‘goodbye’, ‘excuse me’, ‘please’ and ‘thank you’ in the languages of the major seafaring nations. Making the effort to learn only one word is often the key to getting foreign crews to co-operate. Interviewing skills are normally only necessary when carrying out investigations where evidential information must be obtained from witnesses to an incident or accident. They are also essential when carrying out International Safety Management (ISM) and International Ship and Port Facility Security (ISPS) Code audits. There are many techniques used in interviewing. Scientists and psychologists have theorised for many years on efficient and effective methods, e.g. cognitive interviewing techniques. The reader may wish to explore the different techniques in his own time. Below are some simple rules to follow. It is important to note that you will find it very difficult to get information out of an interviewee if you are confrontational. You should always start with a spirit of cooperation, and this is where establishing a rapport is essential. 25

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Body language and seating arrangements can also give the interviewee the wrong impression. Sitting with your arms folded on the opposite side of a table signals to the subject that you are going to be confrontational or defensive. By sitting alongside the subject you are telling him that you are there as a friend and prepared to listen. Psychologists suggest that using the same body language as your subject will also help him to relax. Use the technique at key moments during questioning as this is when it will have maximum effect. Always start with the easier and less contentious questions and build up to the more difficult ones later. It is often advisable to have a break after a particularly difficult set of questions so that the subject is not intimidated or stressed. Always be polite and respectful to the interviewee. Remember that you are seeking facts and not opinions from the interviewee. However, it is often acceptable to allow him to offer opinions to build the necessary rapport. He may also give you some indication of where you should be looking. Lawyers will often welcome a word for word statement to get a feel for the interview and the witness’s involvement. You should learn how to ask efficient questions. The way that questions are phrased is important. You can save a lot of time and energy by asking questions correctly. Try to avoid questions which can have a ‘yes’ or ‘no’ answer, e.g. Did you…? Have you…? Were you…? These will be long questions for a single word answer and, therefore, time consuming. Use the prefixes ‘who’, ‘what’, ‘when’, ‘why’, ‘how’ and ‘where’ as these will always evoke narrative type answers and the information for which you are looking. Listening is an essential part of interviewing. What are you there for? You are there to learn from the interviewee and the only way of doing that is to listen to his answers. As long as you are talking you are learning nothing. Interrupting other people is also disrespectful. You should not interrupt the interviewee when he is in full flow as this may distract him and move him off the subject. If his answers are raising more questions, write them down on a note pad so that you can come back to them at the end of his current answer. One of the problems of interviewing is maintaining eye contact whilst listening to answers and writing them down. Dictaphones are often used to record statements which are later transcribed by audio typists. However, the permission of the interviewee is required. Shorthand is an advantage but is a dying technique with the advent of computers and word processors. Experienced interviewers have their own methods for writing down information in a shortened form. If you touch type, you can be listening, maintaining eye contact and recording the answer on your computer. This is where both accuracy and speed are essential. You will need to be able to type at 80-100 words per minute to be able to do this. 26

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However, in more contentious cases, a lawyer will generally be used to interview witnesses. Where this is not possible, the surveyor may be asked to carry out the interviews. In these situations there may be members of the crew who do not wish to incriminate themselves or have something to hide. Whilst a lawyer with sound maritime knowledge can be good at getting the necessary information, an experienced surveyor with good interviewing skills can be just as effective, if not better. Often, witnesses can be intimidated by a lawyer but not by a surveyor who speaks the same shipboard language.

3.2 Facts and opinions Some believe that a surveyor should only be concerned with gathering facts, supporting them with photographs and documentary evidence. They also suggest that opinions should only be offered by consultants and that the two are distinctly separate. However, there are occasions when the dividing line between the two can become blurred, particularly in the case of cargo surveys using the Lloyd’s Schedule ‘C’ report format which clearly calls for the surveyor’s opinion as to the cause of damage. Underwriters’ surveyors are not specifically required to give an opinion in their reports. They are asked only to agree or disagree with the owner’s allegation as to the cause of damage. When instructed by underwriters, a surveyor must not express an opinion on liability under a policy unless he is requested to do so. If a surveyor is unsure as to whether to offer an opinion, he should clarify his instructions with the client.

3.3 Aide mémoires and laptops There is no shame in carrying a clipboard or notebook which contains a checklist. Even the most experienced surveyors will forget one or two items of information and will have reminders in their notebooks, especially as they get older! Many clients have a standard report format which can be completed on a laptop during the survey. This is also a form of aide mémoire which ensures that the surveyor inspects those areas listed by the client. However, some surveyors will often print out the client’s form and complete it in ink so that it can be typed out later. Other clients may have a report format which can only be completed on a laptop or computer, e.g. RightShip, International Group of P&I Clubs. RightShip uses a Microsoft Word template where some of the cells have a choice of answers, e.g. ‘good’, ‘fair’, ‘poor’, etc. Other cells may only be completed in a certain format, e.g. dates. Some P&I Clubs use Adobe Acrobat software for the completion of their forms, again with choices of answers, e.g. ‘yes’, ‘no’, ‘not applicable’ and ‘not inspected’. For any item marked ‘no’ the surveyor is required to explain why the item is unsatisfactory. 27

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Whatever the format of the aide mémoire, the client is relying upon the surveyor’s ability and experience to assess an item and describe any deficiency in that item. If you have inexperienced surveyors in your company it can help if relevant questions are included in the form but these should promote accurate descriptions which we will deal with later. Some pleasure craft insurers also have set formats for their reports but many do not, relying on the survey company to compile an appropriate report. The advantage of having this on a laptop is that the report can be started or, in some cases, completed, when travelling back to the office from the survey.

3.4 File management The surveyor may need to store a lot of information with respect to various jobs. Whether on paper or on computer, files must be organised and in order so that the information can be easily found and readily accessed when compiling your report. To this end, survey companies establish logical numbering systems for their job files. These reference numbers should allow staff to readily identify a job from its reference number. For example, ALT235/AJ/02 would be the reference number for Alton Marine Consultants Ltd, Job No 235, carried out by Alan Jones, and the 02 possibly representing the second item of correspondence transmitted or received. An R or T after the 02 could indicate received or transmitted. Some companies start new job numbers from the beginning of each calendar or financial year so that a job number may be XMC235/11/AJ/02, the 11 representing the year. Some companies deliberately make their job numbers unrecognisable to anybody else, e.g. ‘A J’ could be replaced by a company employee number. Whatever the system used, it should allow for the logical storage of documents relating to a job, i.e. in chronological order. If the last number of the above number refers to a file in chronological order it will be relatively simple to file and to find. If you are to have a good and efficient system in place you should keep a correspondence record such as the job correspondence sheet on the following page. This correspondence sheet layout, which can be stored in the job file, includes references to incoming and outgoing correspondence, their dates, to and from whom and with details of the correspondence and where it is stored. It lends itself to storage in both the soft and hard job files. Whilst this might appear laborious, it is particularly useful with long and involved cases when your client may ask why a job took so much time. You can show that you have acted diligently, responding to correspondence immediately whilst waiting weeks for responses. 28

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File No: ALT133 Ref No IN ALT 1 ALT 2 ALT 3 ALT 4 ALT 5 ALT 6 ALT

7

ALT ALT ALT ALT ALT

8 9 10 11 12

ALT

13

ALT ALT

13

X

X

X

Job Correspondence Sheet Name of Job: OUT DATE From/To Details Location X 3-Apr-2010 Client Acknowledgement of appt HD X 2-May-2010 Surveyor Update, request for info. HD X 2-May-2010 Client Copy HD X 3-May-2010 Surveyor Request for interview HD X 3-May-2010 Client Copy HD X 16-May-2010 Surveyor Request for information HD Copies to Client & Surveyor X 29-May-2010 Surveyor Request for information HD Copies to Client & Surveyor X 29-May-2010 Surveyor Request of assistance HD 15-Jun-2010 Client Copy of fax to CS Cheung File X 2-Aug-2010 Surveyor Update HD X 15-Sep-2010 Client Faxed further instructions File 5-Oct-2010 Client Faxed req for prelim report & File invoice X 6-Oct-2010 Client Delivered preliminary report & HD invoice 26-Oct-2010 Client Request for final report File X 26-Oct-2010 Client Final report HD & File

3.5 Good written and spoken communication Miscommunication and ambiguity are the worst enemies of understanding. In terms of a surveyor carrying out a survey and issuing a report it can happen in both directions, i.e. between him and the ship’s crew and between him and his client. Miscommunication is more prevalent when two people speak completely different languages. Ambiguity is common where the speaker does not think about what he is going to say before doing so. It is also common where reports are not accurate and understandable. When asking a stranger questions, it is essential that you are clear, concise and precise, speaking more slowly than normal to reduce the possibility of misunderstandings, particularly if his first language is not the same as yours. Good verbal and written communication are also essential when delegating (see later). It may be necessary to reinforce your question by getting feedback from the interviewee as to whether he has understood the question. However, the subject will often respond with a ‘yes’ even when he has not. It is thus advisable to ask him to repeat your question back to you. A classic example of this is in good restaurants where the waiter will often repeat your order to ensure that he has understood you so that in turn he can pass the written order to the chef. 29

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Where there is a language barrier with communication problems it may be advisable to write down your questions and explanations. Some people can understand written English better than spoken English, particularly when the interviewer speaks with an accent or dialect. It is also often helpful to use sketches and diagrams to help explain the subject in hand – a picture being worth a thousand words. Your notebook is not just for recording evidence!

3.6 Tone of the report There is a saying that ‘he who pays the piper calls the tune’. Basically, this means that you should report what your client wants you to report and in the way he wants it reported. Whilst the client will issue instructions providing some form of direction as to the nature of the survey or investigation, the surveyor must not be muzzled from reporting his findings in an honest and objective manner. It is very easy to be either over complimentary or too negative in a report. Reports can be easily coloured by favourable or unfavourable descriptions and the selection of photographs presented. Complimentary photos can be included with negative ones omitted, and vice versa. Surveyors who have done so have been criticised in court by judges and their evidence excluded. A surveyor must give a fair and balanced view. A surveyor should report his findings honestly and without bias. When writing a report, the surveyor must continually ask: ‘Is this the truth?’ The truth is always more beneficial to all concerned as everybody is then aware of the true situation. This may not appear so to some of the parties involved, and your report findings will not be popular with those for whom additional cost is incurred. This is one of the downsides to being a marine surveyor. You are the person in the middle and you can never please all of the parties all of the time. If you are in doubt about the purpose of your assignment and what you are to report take another look at your instructions. This is why it is essential that you are clear about your role before you take on the job.

3.7 Terminology versus jargon Every profession has its own terminology specific to its operations. Shipping terminology or nomenclature has evolved over thousands of years with many of the terms having existed from the times when ‘ships were made of wood and men were made of steel’. For example, port and starboard are shipboard terms for left and right, respectively, and confusing these two could cause a shipwreck. In Old England, the starboard was the steering paddle or rudder, and ships were always steered from the right side at the back of the vessel. Larboard referred to the left side (the side on which the ship was loaded). Shouted over the noise of the wind and the waves, larboard and starboard sounded too much alike and so larboard eventually became port. The word 30

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‘port’ means the opening in the ‘left’ side of the ship from which cargo was unloaded. Sailors eventually started using the term to refer to that side of the ship. Use of the term ‘port’ was thus officially adopted. Jargon is defined as the language used by people who work in a particular area or who have a common interest: lawyers, computer programmers, accountants, etc. All have specialised terms and expressions that they use, many of which may not be comprehensible to the outsider. They may also use familiar words with different meanings as well as abbreviations and acronyms, etc. Terminology is defined as the vocabulary of technical terms used in a particular field, subject, science, or art. Nomenclature is defined as a system of words used to name things in a particular discipline. Jargon may also be considered as unnecessary words which may not be comprehensible to the outsider, whereas terminology and nomenclature are necessary and unavoidable words. For example, ‘port’ and ‘starboard’ have specific meanings which cannot be replaced by any other words. Imagine if we had to say ‘on the left when looking towards the front of the ship/boat’ every time we needed to refer to the port side of a vessel. Clearly this is unmanageable so a specific technical term is used. As previously stated, you should always remember for whom you are writing your report. It is often difficult to know the technical knowledge of your client so it is advisable to write your report as if for somebody who has no shipping or technical knowledge. Whilst your client may have such knowledge, you do not know who else will be reading the report. Those who have the appropriate shipping knowledge can then discount any unnecessary information. Some surveyors believe that they should write their reports in a legal form of language, sometimes known as ‘legalese’, i.e. the specialised language of the legal fraternity. Reports should be compiled in plain, simple and understandable English. Leave the legalese to the lawyers even if you are writing a report for a client which is to be sent to a lawyer. Remember, others, who are not lawyers, may need to read your report. Try to avoid ‘trendy’ phrases such as: At this moment in time… At this time…

Which really mean ‘now’ or ‘today’. As you will see from the section on active and passive writing (5.5), the above examples fall into the passive writing mode. Try to avoid redundant words in sentences, e.g. Outside of Inside of

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and the use of ‘off of ’. Remember that spelling checkers will not highlight your mistake in using ‘of ’ when you really meant ‘off ’, and vice versa. It is always advisable to have a dictionary and thesaurus on your bookshelves for reference when you are not sure about a spelling or the meaning of a word. Many can also be found online.

3.8 Multiple surveyors Marine surveyors in the past traditionally came from the seagoing ranks having served as chief engineers or masters. With a lack of cadet training in the 1980s and 1990s, there is now a shortage of these ranks so surveyors are coming from other sources. Many new surveyors are taken on by larger companies to undergo a form of apprenticeship, eventually leaving to start their own companies. Others will have taken the giant leap to start up on their own immediately upon leaving the sea. If you are a good surveyor, there will come a time when you will have so much work that it becomes more cost effective to take on staff to carry out some of your work. This means that you will need to delegate work to them.

3.9 Delegating Delegating is a very important activity and process. The aim is to ensure that the person to whom you are delegating a task can do the job. The employee can only do this when provided with all relevant information which must be fully understood. This means that clear and concise instructions must be given verbally and also, preferably, in writing. It may help to sit down in a quiet area to discuss the client’s instructions in a face to face meeting with no distractions. Eye to eye contact is important. Such meetings should cover all aspects of the job, including any special requirements, e.g. equipment, specific client requests. The proof of whether you are good at delegating will be the results of the assignment, although this could also be down to you having a good surveyor who uses his initiative! It is also advisable to have the surveyor repeat your instructions to you so that you can correct any misconceptions or misunderstandings. Even better if the instructions can be confirmed in writing. Fortunately, mobile telephones can enable your surveyors to call for clarification. The higher your phone bills, the less successful you are at delegating.

3.10 Signing the report Most large survey companies prefer to sign their reports with the company name so that the surveyor cannot be identified. This may be in the false belief that by doing 32

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so they can protect their surveyor. However, most clients prefer to know who carried out the survey. A surveyor should always be ready to take responsibility for his product and be prepared to sign his name at the bottom of the report. By adding ‘on behalf of Newark Marine Consultants Ltd’, the company becomes responsible for the consequences and not the individual surveyor. An example of the final sentence is: ‘It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on this date .

Captain William Bligh Attending Surveyor For and on behalf of Newark Marine Consultants Ltd’

3.10.1. Legal guideline

If the company is the party engaged to undertake the survey rather than the individual, then the above would be the correct way to sign the report. However, the issue is to make sure that the company is engaged by the client correctly at the beginning. This would need to be made clear up front in the company’s standard terms and conditions or whatever is used to instruct the survey company to undertake the survey in the first place. It should be noted that the protection of the company may not be forthcoming in the event of the surveyor being negligent or acting maliciously. 3.10.2. Lawyer’s comments

If you have academic or vocational qualifications, or are a member of a professional institute or society, you should add the appropriate letters after your name. This will show that you are a professional and add weight to your report. Many years ago, wax seals were used to formalise documents and some survey companies also used them. Whilst adding a seal is time consuming, it adds a certain amount of flair and authenticity to the document. In some countries, such as China, a seal is still used today, locally referred to as a ‘chop’. The seal is comprised of solid wax, usually red in colour. Using a flame, the wax is melted onto the appropriate place on the paper and, whilst still hot, the wood or stone seal is pressed down into the wax to leave an imprint. Several professional institutes also use a similar system to endorse membership certificates. This consists of a red circular sticker placed in the appropriate place on the paper. A hand press which has the seal fitted is then positioned over the red sticker and squeezed shut to leave an embossed imprint. Some organisations also have their own rubber stamps or chops, such as the International Institute of Marine Surveying (IIMS) and the National Association of 33

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Marine Surveyors (NAMSGlobal). As a member of the IIMS you are entitled to use its logo in your report. You should use it adjacent to your signature and not next to the company heading, unless your company is an associate member. The NAMS issues a specific and individual rubber stamp to each member having the member’s name and individual membership number. This is generally used next to the surveyor’s signature at the end of the report.

3.11 References With some types of report, such as cargo and opinions, it may be necessary to include and refer to information from other sources. You may be referring to technical information from an equipment handbook or data sheet on a particular cargo. The source of such information should be stated in the report in the form of references. They are usually given some form of numbering or letter identification system (as shown after this sentence). 1 If you are using a computer to write a report, your word processor will do this automatically for you as and when directed. References may be at the bottom of the page or at the end of the document. If there are only a few references, they tend to be at the bottom of the relevant page. If there are many references, they tend to be left to the end of the document as they may take up too much space at the bottom of individual pages. 2 They may also interfere with report footers. If your company uses a footer on every page, references should be left to the end of the document. If you prefer not to use the software facilities and write references yourself, you should follow a standard format, e.g. British Standards Institution (2001) Recommendations for Bulk Cargo Stowage (BS XXXX). London: BSI.

(The above is a fictitious reference.) Note that the second line of the reference is indented.

1

This is to show you how a reference is included in the text.

2

You will also find this reference at the bottom of the page.

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Chapter 4 - Report types 4.1 Specific requests From time to time, clients will request a survey with specific requests for items to be inspected or operational aspects to be checked. In this event, the surveyor’s report will need to include a specific section relating to the information requested, e.g. We were appointed to carry out: • An off hire condition survey. • A bunker survey. • A damage survey of hatch covers. • An investigation of the cause, nature and extent of water damage to the vessel’s cargo. The report itself should then be broken down into sections covering each of the above specific requests (see in the appendices). It is common for the photographic appendix relating to each of the specific requests to be attached after each of the relevant sections.

4.2 Pro forma reports Some surveys, such as container damage surveys, motor vehicle surveys, heavy lift and lay-up warranty surveys, do not command significant fees. Consequently, the time spent doing such a survey should be as short as possible. Pro formas help in reducing time spent on site, and container surveys particularly lend themselves to this methodology (see 4.9 – Container damage surveys).

4.3 Pre-purchase condition surveys (PPCS) A pre-purchase condition survey is basically an information gathering exercise on behalf of a prospective buyer of the vessel. The aim is to obtain full information on the vessel’s machinery and equipment and, where possible, to test the equipment. Whether for merchant vessels or pleasure craft, PPCS survey report formats can be standardised but can also be modified where required. Many brokers and other companies who deal mainly in PPCS have their own report formats which require the surveyor to gather certain information. These tend to be comprehensive so that little is left to chance. All that remains is for the surveyor to give his own assessment of the vessel in the key areas. 35

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It is to be remembered that this is a condition survey and, as such, the surveyor should report on the condition of the vessel and its equipment, e.g. ‘operational’, ‘good’, ‘satisfactory’, ‘fair’, ‘unsatisfactory’, ‘poor’. The meanings of these terms should be defined near the front of the report so that the client will be given a clear idea of the condition of the relevant equipment. The vessel’s buyer will also need information on the make, type and model of much of her equipment, particularly navigation equipment, deck equipment and engine room machinery. Just as there are many surveyors there are many different PPCS report formats. The two report formats given for merchant vessels and pleasure craft give examples of the information required by clients and different formats. Sample reports can be found in Appendix I. It will be noted that in the first example much of the information must be entered into tables. The report is made up of two column spreadsheets which have been pasted into the word processor document. The reason for this is that it is far easier to ‘tab’ between cells, or boxes, than to use the mouse or touch pad to relocate the cursor for the next text input. The tabular format also allows the company to enter aide mémoires in the form of questions into the information cells so as to remind less experienced surveyors what they should be looking for. This format is also far easier for the client to follow. However, it does not allow for the placing of photographs in the text. Whilst the given report format gives extensive coverage of the vessel’s condition, it is not exhaustive. Additional information and tables can be added where required for specialised and unusual areas. Some clients request extensive information on the vessel’s equipment and other specific additional information. Additional sections can be added for such purposes. It may not be possible to access all the information listed in the form as some owners will deny the PPCS surveyor access to some areas of the vessel. They may also refuse to allow the testing of equipment. If this is the case, it should be reported in the relevant cell and in the general remarks at the end of the form. The reader will note the disclaimer section which is included in both types of PPCS report. The disclaimer used for pleasure craft is more comprehensive as there tend to be more cases of claims against surveyors in this field. As previously mentioned, once terminology has been defined and clarified, words such as ‘good’, ‘fair’, ‘satisfactory’, ‘poor’ and ‘unsatisfactory’ may be used to report the condition of the vessel and her equipment. It should be reported if it has not been possible to access an area for inspection, together with the reason. The phrase ‘satisfactory where sighted’ may be used but areas not specifically sighted should also be mentioned. ‘Not sighted’ can be used but should be accompanied with the reason 36

Report types

why it has not been sighted, e.g. ‘not sighted as not yet issued’, or ‘reported to be unavailable by owner’, etc. Defects found during the survey should be listed. Some P&I Clubs ask for recommendations to accompany the defects whilst others do not as they believe that the owner should know what remedial action is required. Some pleasure craft surveyors include ‘defects found’ in the body text of the report together with recommendations. Some prefer to list all defects together at the end of the report and not to make recommendations unless asked to do so by the client. The same principles apply to defects as to the rest of the report. The nature and location of the defects should be unambiguous, accurate and concise. A good practice is to add the defect photographs in the body text adjacent to the listed defect. However, the tabular report layout does not lend itself to this practice. 4.3.1. Pleasure craft surveys

In the case of a pleasure craft PPCS, the buyer may ask for a valuation for the purposes of obtaining finance for the purchase. Giving a valuation on something is like estimating the length of a piece of string. The value of a boat is dependent on many factors, not least what somebody is willing to pay for it. Estimating the value of a boat is not in the realm of this text. However, the survey report should include some form of proviso relating to market conditions, e.g. ‘We believe that, in the current open market conditions between willing buyer and seller, the vessel’s value is approximately subject to the defects below being rectified.’

Note the last part of the sentence: ‘subject to the defects below being rectified.’ The surveyor is saying that this is the value of the boat in a good condition. If the last part of the sentence is omitted, he would be giving a valuation based on the value of the boat in good condition less the cost of repairs. Which of the two forms of proviso is used will depend on the relationship between the seller and buyer. If the sale and purchase agreement (S&P) stipulates ‘as is, where is’ then the valuation will be the value in good condition less the cost of rectifying the defects. Pleasure craft surveyors should be aware that the S&P agreement will often include a clause that the deposit will only be refunded to the buyer in the event of the surveyor finding defects of a structural nature. Such defects should be clearly and accurately stated to prevent any confusion. Osmosis is a frequent problem on glass-reinforced plastic (GRP) boats and the subject is not within the remit of this book. Clients are often unfamiliar with the phenomenon. Some suggested clauses relating to the problem are: • Higher moisture content readings are generally to be expected immediately after the vessel has been taken out of the water.

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REPORT WRITING FOR MARINE SURVEYORS • It is also recommended that GRP hulls be allowed to dry out for a minimum of seven days before readings will give a realistic indication of the true moisture content of the hull laminate. • The moisture content meter is used only as a barometer of moisture content, i.e. indicating trends, not an absolute reading. • It should be borne in mind that GRP boats in South East Asia tend to remain in the water almost all year, as opposed to those in cooler climates where such vessels are generally removed from the water during winter months. • Blisters are an unknown factor on all boats and, if not currently present, there is no guarantee that they will not appear in the future. Blisters have a tendency to dry out over winter storage unless severe or large. Blisters (if any) best appear after a vessel has been in water for an entire season. In addition, the symptomatic evidence of blistering can be obscured by bottom coatings, a dry storage period during which blisters spontaneously depressurise, bottom laminate sanding, and other conditions or actions. We recommend a full inspection for blisters immediately after haulout and a power wash. • Our surveyor has no firsthand knowledge of the history of bottom maintenance, blistering, repairs or prophylactic coatings for this vessel.

The above clauses should cover the surveyor in the event that osmosis is found at a later date. Pleasure craft damage surveys tend to take a similar form to merchant vessel hull damage surveys (see 4.6) in that they are narrative in nature. They will include the usual ‘found and recommended’ sections detailing the damage and remedial work required.

4.4 P&I Club surveys Marine insurance is in the nature of two forms: hull and machinery (H&M) and protection and indemnity insurance (P&I). H&M surveys are usually carried out by a classification society on behalf of the owner. P&I insurance is a little more complex. P&I Clubs were formed by several owners coming together to mutually insure each other’s vessels for those risks not covered by H&M insurance, e.g. cargo damage, crew injury and pollution. Each owner annually contributes a monetary amount relating to the gross tonnage owned, known as the ‘call’. The fund is supervised by a management company, e.g. Thomas Miller is the manager for the UK P&I Club, Charles Taylor for the Standard P&I Club. Some P&I Clubs also offer H&M cover to their members, e.g. the Swedish Club. Just as the better classification societies have formed themselves into an industry association called The International Association of Classification Societies (IACS), so the better P&I Clubs have formed themselves 38

Report types

into the International Group (IG) and they provide mutual risk assurance to each other in the event of a very large claim, such as pollution. Whilst some clubs use their own inspectors to carry out visits to the club’s vessels, independent surveyors are usually appointed to carry out full entry, periodic, followup and damage surveys on their behalf to identify the club, and underwriter’s, risk exposure. This puts the surveyor in a difficult position as he is appointed by the managers to carry out a survey on a member’s vessel, i.e. he is ‘piggy in the middle’ and, as such, should have a good ‘bedside manner’, be approachable and professional. Such condition surveys are wide ranging and comprehensive in nature, covering the vessel’s structure and operations. This means that the surveyor must have a good all-round knowledge of ships. Unfortunately, due to the very vertical management and training structure on board ships, seafarers are restricted to being navigating or engineer officers, radio officers generally having been phased out of ship operations. This means that H&M surveyors are generally either ex-navigating or engineer officers, usually the latter. Whilst there is some familiarisation with marine engineering in the Class 1 deck officer’s course, there is no navigational familiarisation in an engineer’s course. This means that neither is an expert in both areas. In larger survey companies, each will pass information and advice to the other so that both become capable of carrying out comprehensive P&I condition surveys. Each of the P&I Clubs has its own report format. GARD, the North of England, SKULD, the American Club, the London Club and the Swedish Club all use the same form which is based on Adobe Acrobat 7.0 software and later versions. The fields to be completed by the surveyor are preset. The form is broken down into sections covering the various areas of the vessel. These are in turn broken down further with the surveyor answering a question by checking a box for ‘yes’, ‘no’, ‘not applicable’ and ‘not inspected’. For the latter three answers, the surveyor must enter reasons for his selection under the remarks area. There is space for additional descriptive input under each section, the conditions for the survey and the overall summary of the vessel’s condition. Other P&I Clubs have their own formats which are usually in Microsoft Word. Many of these are generally in tabular form to facilitate easier completion. The surveyor is required to list defects found during the inspection. The surveyor should not make recommendations as to how defects should be rectified unless the client requires this information. 4.4.1. Hatch cover surveys

Hatch covers are generally required to be ‘weathertight’ and not necessarily watertight. The statutory requirement contained in Regulation 3(12) of the International Convention on Load Lines, 1966, states that: 39

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‘“Weathertight” in relation to any part of a ship other than a door in a bulkhead means that the part is such that water will not penetrate it and so enter the hull of the ship in the worst sea and weather conditions likely to be encountered by the ship in service.’

Hatch cover surveys are normally a part of P&I Club surveys. As experienced as a surveyor may be, there is always the possibility of missing an item or area when carrying out inspections. There is no shame in carrying a clipboard with a check list as an aide mémoire. A suggested check list which should suffice for most surveys (and which does not include weathertightness testing) is shown in Figure 1. This table is in the form of an Excel spreadsheet which may be printed out or stored on a laptop and used on site to record the information. During the P&I Club survey, the surveyor will be required to carry out weathertightness testing of all hatch covers. Most P&I Clubs prefer ultrasound testing as this has been found to be the most accurate form of hatch cover testing. However, a surveyor may be requested to carry out a specific and individual hatch cover survey. Such requests may happen when there have been previous problems with the subject hatch covers, i.e. they have been found to be leaking with possible consequential cargo damage. Each P&I Club has its own pro forma report form to be used when carrying out hatch cover test reporting. This may be used in association with the form shown in Figure 1. Trying to explain the findings with words alone can become cumbersome and open to misinterpretation. It is therefore advisable to use a simple diagram to show results. Further information on hatch cover testing can be found in Hatch Covers – Operation, Testing and Maintenance by Mike Wall. ISBN 13: 978 1 85609 344 6. Published by Witherby Seamanship International, 4 Dunlop Square, Deans Estate, Livingston EH54 8SB, United Kingdom. www.witherbyseamanship.com.

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HATCHCOVER INSPECTION CHECK LIST Ship: Port: Hatch No: Date: Item Condition 1 Hatch cover panels: Side plates Top plates Stiffeners Alignment 2 Coaming structure: Side and end plates Stays Coaming bar and drain channels Wheel trackways Bearing pads 3 Sealing arrangements: Seals Channels Cross joints Compression bars Non return valves Cleats 4 Opening / closing mechanism: Hydraulic jacks Hydraulic pipes Hydraulic rams Hydraulic windlass Chains Rollers Guide rails Track wheels Stoppers Wires Tensioners Gypsies Safety devices and interlocks Hinges, pins, stools 5 Additional remarks: (e.g. condition of hold, evidence of leakage, etc) Signed

Signed

Signed

Master

Superintendent

Surveyor

Figure 1.  Suggested hatch cover inspection check list table

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Figure 2.  A sample pro forma report form

42

Report types

Figure 3.  A sample completed report form

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4.5 Machinery damage surveys Machinery damage survey reports are usually of the narrative type, describing the surveyor’s findings. Being of a highly technical nature, they will necessarily have lots of technical terminology with descriptions possibly being long and detailed. Diagrams showing the terminology which will be used in the report will be of great assistance to readers, particularly those who are unfamiliar with the terminology. Being of the narrative type, the report should follow a logical sequence. A table of contents will help the surveyor to check if the layout can be easily followed. Tables and diagrams should be included in the table of contents. Readers will often go to the diagrams and photographs first to obtain an initial idea of the findings. Underwriters will need to know the full particulars of the vessel and that her certificates are up to date as any expired or invalid certificates could render the vessel as being unseaworthy. They will need to know the cause of the damage so that they can confirm that it was insured under the policy of insurance. They will also need to have an estimate of the cost of repairs as they will need to set aside funds to compensate the owner in the event that the claim is justified. Documents which have been obtained during the investigation, which are relevant to the claim and report, should be listed and appended. It should be stated whether the repairs required the vessel to be drydocked. Underwriters will also need to know if the owner’s work has been carried out during the repair and drydocking periods. In the event that the vessel was drydocked and the owner’s work carried out, the cost of the docking may be divided equally between the underwriters and the owner. Occasionally, the surveyor may be required to retain samples, specimens or damaged parts for possible later analysis. The retaining of such samples, etc. should also be reported. Surveyors should be aware that they may be asked to approve repair invoices at a later date. For this reason, the details of the damage and repairs should be accurate and detailed.

4.6 Hull damage surveys Hull damage surveys tend to be carried out on behalf of H&M underwriters. Several of the P&I Clubs also write H&M cover. Such organisations will often have their own report format which may be downloaded from their web page, e.g. the Swedish Club. 44

Report types

The report format generally takes the following layout: 1. Particulars. 2.

Parties attending.

3.

Narrative (background).

4.

Survey findings.

5.

Cause of damage. 5.1 Owner’s allegation. 5.2 Surveyor’s comments.

6.

Class status.

7.

Damage repairs. 7.1 Tender procedures. 7.2 Average repairs. 7.3 Temporary repairs/voyage repairs/deferred repairs. 7.4 Owner’s work.

8. Conclusions. 9. Enclosures.

There may also be a requirement for certain other pertinent information: • Vessel arrived/from. • Sailed/to. • Average repairs commenced/completed. • Owner’s work commenced/completed. • Vessel drydocked/undocked. • Time for discharging/reloading while affecting average repairs. • The call at the yard was/was not solely caused by a casualty. • Overtime worked, the rate and reasons for same. Underwriters will also need to know if any owner’s work was carried out during the drydocking period. In the event that owner’s work has been carried out, the drydocking fees may be split evenly between owners and underwriters. They will also need to know if other vessels were in the drydock at the same time, as the cost of drydocking may have been further apportioned between the vessels. Whilst not a liability for underwriters, any cargo damage should also be reported. It is often advisable also to report if general average has been declared by the owner as this will also have a direct bearing on the underwriters’ liability and their need to make a financial provision. 45

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4.7 Charterers’ surveys The organisations which hire ships to carry cargoes are known as charterers. There are a number of different types of charter available to charterers: • Time charters. • Voyage charters. • Bareboat charters. More information can be obtained from other sources on the differences between the types of charter, the main point being that charterers may require an on hire survey at the start and an off hire survey at the end of a charter. These are basically condition surveys before and after the charter, the aim being to find out if the vessel has been returned to the owner in the same condition as when it commenced the charter. The surveyor is advised to take plenty of photographs which can be used for comparison after the off hire survey. In the event of any dispute over the condition of the vessel, the  owner of the vessel may also ask for a condition survey by an independent surveyor. As charterers are generally required to pay for the vessel’s fuel for main engines and generators, a bunker survey will need to be carried out at the start and end of the charter. Any damage to the vessel will also need to be recorded in the same manner as other damage surveys with a section on ‘found and recommended’. A specimen report is given in the appendices. 4.7.1. RightShip inspections

RightShip is a ship vetting specialist, promoting safety and efficiency in the global maritime industry. Formed in 2001, in Melbourne, Australia, RightShip offers the commercial shipping industry a ship vetting information system that is the most comprehensive on-line risk management system in the world. Owners and charterers can access the company web page to discover how a vessel has faired with respect to a RightShip inspection. Vessels are given a one to five star rating, with five stars given for a vessel considered to be in excellent condition with no risks for charterers. The number of charters and rates earned by the vessel tend to be reflected in the RightShip star rating attained. Eighty five percent of the inspection consists of a shoreside paper-based analysis of the vessel’s class and port state records together with the vessel’s ownership, P&I Club and flag state history. A thorough physical inspection is carried out over a twoday period which actually contributes only 15% to the total vetting process. The inspection is a snap shot of the vessel at the time of inspection and is not intended as a definitive identifier of all matters requiring attention, rather as an indicator of the overall operation of the vessel. 46

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The surveyor’s RightShip inspection documentation is divided into four documents: • FO D06 Inspection report. • FO D04 List of deficiencies. • FO D05 Preliminary inspection report. • Photographic appendix. Sample report forms are supplied by RightShip when a surveyor is appointed. The first three documents cited are provided by RightShip in Microsoft Word format and are computer based in that the surveyor is expected to complete them on site. The inspection report is the main document and first to be completed on board. The layout is fixed, comprising of fields requiring either information or specific questions with answers such as ‘yes’, ‘no’ or ‘not applicable’. Space is provided after each main section for comments and additional information. Deficiencies which may be found around the vessel are entered into the list of defects. The list of defects is left with the master and/or owner’s representative before the surveyor leaves the vessel. The defects are grouped into a number of different areas: • Certificates, ship and crew. • Accommodation, food and catering. • Working spaces, accident prevention. • LSA. • FFA. • Stab, structure equipment. • Alarms. • Cargo, dangerous goods. • Loadlines. • Mooring. • Machinery. • Safety of navigation. • Radio communications. • MARPOL I - Oil. • MARPOL II - Noxious liquid substances in bulk. • SOLAS - Maritime safety and security. • MARPOL III - Harmful substances in package form. • MARPOL IV - Sewage. • ISM. • ISPS. 47

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• Bulk carriers - additional safety. • MARPOL V- Garbage. • MARPOL VI - Air pollution. Provision is made for the master or owner’s representative to add comments if required. The preliminary report is a two page summary of the inspection. The surveyor is asked to give an assessment of each area in terms of ‘unsatisfactory’, ‘satisfactory’ or ‘good’. An overall assessment of the vessel and operational performance is requested in terms of ‘below average’, ‘average’ and ‘above average’, together with any inspector’s comments. This report and list of defects are expected to be sent to principals within 24 hours. These are aimed at providing RightShip with a snap shot of the vessel on which it will be possible to make a decision in the event of a pending vetting request. The full inspection report and photographs are intended to be a more comprehensive overview with a view to the longer term acceptability of the vessel. The final document is a photographic appendix of up to 50 photographs in Powerpoint  form which is forwarded to the principals with the completed inspection form. The advantage of this type of system for surveyors is that they don’t have to be concerned with report format but only reporting skills when inputting additional information. The combined findings are used to complement the inspector’s overall assessment of the operational capability of management and ship’s staff, together with the general condition of the vessel. All this is then reviewed in light of all the other data held on the database (history of the vessel’s flag, class, owner, operator and any changes, plus incidents, casualties and port state control). The end result is a rating which is the base of any vetting request which in itself requires a review of all data. 4.7.2. Cargill inspections

Cargill is an international producer and marketer of food, agricultural, financial and industrial products and services. Its subsidiary, Cargill Investor Services Inc., is also one of the largest charterers of merchant vessels for the shipping of the company’s commodities around the world.

4.8 Cargo surveys From primary, dry bulk and bulk oil cargoes to manufactured products, 95% of the world’s cargoes are carried by sea. Cargo survey reports can range from loading/ outturn surveys to significant damage claim surveys, and may be carried out on board ship, on the wharf, in the port hinterland or at the consignee’s premises. 48

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Some cargo claims may be defined as high volume, low margin work for survey companies. Consequently, the survey methodology and reporting systems must be streamlined to make the process cost effective. These types of cargo survey lend themselves to a tabular format and many specialised cargo survey companies have adopted such formats. Some cargo underwriters also have standard formats. However, cargo damage investigation reports tend to be of the narrative type. Two specimen report formats are given under the appendices (see Appendix 5), one tanker outturn survey and one dry cargo discharge survey.

4.9 Container damage surveys The majority of manufactured products and some bulk commodities are carried in containerised form. The sizes and types of containers vary considerably from the original 20-foot (ft) x 8 ft x 8 ft dry cargo container to gas tank containers and HiCu 45 ft integrated refrigerated containers. Containers tend to be stowed in cell guides below decks, although there are still vessels in service which do not have a permanent cell guide structure. Containers stowed on the hatch covers tend to have the lower two tiers held in place with the upper tiers lashed to the lower ones by twist locks. An homogenous container stow will have all containers of the same size so that they can be tied at their tops by bridge pieces. In this way, the whole stow is held together as one unit. However, in the event that containers of different heights are stowed in different stacks, the tops of the containers will be misaligned and bridge pieces cannot be used. Occasionally, shippers will need to stow 20 ft containers adjacent to 40 ft containers. This is known as a ‘Russian Stow’ where the two 20 ft containers are stowed in a 40 ft slot. These must be linked together using double stackers, two cone pieces connected by a plate. The above are just a couple of examples of where there can be shortcomings and weaknesses in a container stow. When conditions are such that the lashings are loaded to, or beyond, their maximum safe working loads, such locations will be the first to fail. This can result in the collapse of stacks with consequential damage to other stacks and container contents. If contents are also not correctly stowed, secured and shored, they can contribute to higher forces on the container structure. The result can be that the contents damage their own container and adjacent containers. Container surveys lend themselves to the use of pro forma reports as shown in Figure 4. Note the use of graphics to illustrate the areas of the container to be reported on. This format is also useful for new surveyors who are not familiar with container terminology. 49

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This form could be printed out and held on a clipboard during the container inspection. Alternatively, the form could be stored on a laptop or computer tablet which can also be completed on site. The completed form can then be pasted into a normal report format for the final report. A specimen container damage investigation report is attached in the appendices (see Appendix 6).

Figure 4.  Sample container damage pro forma

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4.10 Collision damage reports Ships occasionally collide with fixed and floating objects due to failures in navigation and/or equipment. As stated earlier, various parties may have an interest in the consequences of the damage so that several surveyors may attend on board simultaneously. As the hull damage surveyor, your role is to photograph and record the damage to your principal’s vessel. You may also be asked to carry out a ‘without prejudice’ damage survey of the other vessel. A marine surveyor will usually be appointed by either of the parties with interests in the two vessels involved in the collision, e.g. H&M underwriters, P&I Clubs, cargo underwriters, charterers, owners, charterer’s P&I Club, to carry out a damage survey of the vessel they represent. Lawyers will also be appointed for each of the parties involved. The admiralty lawyer, or his representative, will usually take statements from each of the deck officers and crew, particularly those who witnessed the collision, on the vessel they are representing. In this way they will form a picture of the events leading up to, and during, the collision. However, this is not the realm of the damage assessment surveyor. His job is only to photograph and report on the damage with calculations as to the estimated cost of repairs. Marine surveyors would not be able to fulfil their responsibilities to their clients without the co-operation of all of the parties involved and, as such, those carrying out the damage surveys of the two vessels usually have an understanding that each will be allowed to survey the other’s vessel. However, it is generally stipulated that the marine surveyor will not be allowed contact with any of the crew on the vessels they are surveying, even on their own vessel. This type of report lends itself to the use of scanned plans and drawings. A scan of the vessel’s profile can be used to show where side damage has been sustained. A scan of a section of the shell expansion plan can be used to show the extent of the damaged area with the area(s) to be cropped and renewed. Steelweight calculations can be tabulated to further show the extent of damage with areas and weights involved. 4.10.1. Speed and angle of blow assessment

A separate consultant surveyor may be appointed on behalf of either of the parties to complete an independent ‘Speed and Angle of Blow Assessment’ (SABA) survey. Again, this surveyor will not be allowed to communicate with any of the parties involved in the collision. This is because he is carrying out an independent assessment based on his own observations and calculations which should not be affected by any possibly spurious information supplied by the crew. When a marine surveyor is carrying out a survey on the opposing vessel it is known as a ‘without prejudice’ survey. 51

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Both the surveyor carrying out the damage assessment and the surveyor carrying out the SABA surveys will measure the damage to each vessel. The vessel’s plans and scale drawings, e.g. general arrangement, capacity plan, midship sections and shell expansion, will later be obtained by the relevant lawyer and copied. These will then be distributed to the marine surveyors involved to assist with their calculations. This will allow them to draw or develop computer-generated plans of the vessels showing their relative positions during the collision. As the collision angle may give a clue to course alterations made before the collision, and because in many cases speeds may be in dispute, surveyors are appointed to examine the damage and give their opinions on speed and angle of impact. To determine the collision angle, the damage sustained by both vessels must be examined, preferably by the same surveyor, and drawings made to show exact positions at the moment of impact. A specimen SABA assessment report is attached under the appendices (see Appendix 8). The report should include: • Principal particulars of both vessels. • General arrangements of both vessels showing areas of damage. • Details of the damage to each of the vessels. • The angle of blow assessment. • The drafts of the vessels used to calculate the displacements. • Diagrams showing the relative positions of the two vessels at the time of the collision. • Diagram showing the relative sizes of the two vessels which assists in fitting the two vessels together. • Diagrams showing the sequence of events after the collision. • An appendix of photographs of each of the vessels. Very often the subsequent damage caused when the two vessels separate can assist in the calculations. The cause of damage sustained during and after the collision should also be shown.

4.11 Specialised reports (heavy lift, tow approvals, etc) 4.11.1. Tow approvals (known as ‘Trip in Tow’ surveys in the United States)

Vessels of all types and sizes are towed around the world on a daily basis, ranging from ships going to scrap to gigantic oil rigs and platforms. The surveyor is usually appointed on behalf of underwriters to check that the arrangements for the tow are satisfactory to reduce the insurer’s risk. 52

Report types

The surveyor will need to consider and report on a number of factors: • The size of the towed vessel. • The tow routeing. • The time of year. • Expected wind and sea conditions. • Distance of the voyage. • Fuel water and stores capacities of the tug (and tow if manned). • The tug’s power. • Size of wires and other towing equipment. • Contingency plans. A set of standard voyage recommendations for various types of tow is available from various sources. These generally give excellent guidance on what the surveyor should be looking for. A search of the internet using ‘trip in tow surveys’ will bring up more hits than ‘tow approvals’. A specimen tow approval report is attached in the appendices (see Appendix 9). 4.11.2. Heavy lift surveys

A heavy lift is a single commodity exceeding the capacity of normal loading equipment and requiring special equipment and rigging methods for handling. Heavy lifting is a part of the process of transportation, handling and installation of heavy items which are indivisible, and of weights generally accepted to be in the range of 1 tonne (t) to over 1000 t and of widths/heights of more than 100 metres (m) that are too large to fit into normal containers or onto conventional transporters. These oversized items are transported from one place to another on specialised vessels and then lifted or installed in place. Characteristic for heavy lift goods is the absence of standardisation and, therefore, individual transport planning is required. Typical items include generators, turbines, reactors, boilers, towers, casting, heaters, presses, locomotives, boats, satellites, military personnel and equipment. In the offshore industry, parts of oil rigs and production platforms are also lifted; some of these are also removed at the end of an installation’s working life. Surveyors may be called upon by various parties to witness heavy lifts and issue a report on the process. Some more experienced surveyors specialise in supervising heavy lifts of all types, checking the lifting equipment to check that it is adequate and that all parts of the lifting system have the appropriate load test certificates. The surveyor will be required to ensure that all arrangements are appropriate for the lift. This will require a knowledge of lifting techniques and safe working loads of the equipment. A specimen heavy lift report is attached in the appendices (see Appendix 10). 53

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4.12 Expert opinions When there is a dispute over a technical matter, the parties will try to reach agreement by various means, such as mediation, before they go to arbitration or to a court to have the matter decided by a judge. To help clarify the issues involved, a marine surveyor, who may now be considered to be a marine consultant, may be asked to give an expert opinion on the matter. If, after both sides have obtained expert opinions, the parties still cannot reach an agreement, the matter will go to an arbitrator or judge. If you have never given an expert opinion before, you should consider attending one of several courses available on writing an expert opinion and appearing in court as an expert witness. The process can be time consuming and daunting, especially if you are unfamiliar with the procedures. The role of an expert is to help the party instructing him to understand the technical aspects of the matter in dispute, as they are related to his expertise. Whilst generally being appointed and paid by one of the parties to an action, in some cases the consultant may be appointed as the single joint expert witness. Whichever the case, the expert witness is considered to be a servant of the court. His opinion is intended to help the court to reach a decision in the matter. The report should be typed with a minimum of one and a half line spacing and using the decimal numbering system. The layout generally takes the form of: • Cover page. • Introductory page with background and outline of the case, plus your reason for being appointed. • List of documents supplied and reviewed in formulating the opinion. • Summary of opinions supplied. • List of the issues on which you have been asked to comment. • Breakdown of your opinion on each matter with reasoning and any evidence. • Expert’s declaration. Every expert opinion must include the following declaration: ‘I, Francis Grampian, Spalding Marine Surveyors, declare that: a. I understand that my duty in providing a written opinion overrides any obligation to the party who has engaged me. I confirm that I have complied with my duty. b. I believe that the facts I have stated in this opinion are true and that the opinions I have expressed are reasonable, based on the information supplied.

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c. I have endeavoured to include in my opinion those matters, which I have knowledge of, or of which I have been made aware, that might adversely affect the validity of my opinion. d. I have indicated the sources of all information I have used. e. I have not, without forming an independent view, included or excluded anything which has been suggested to me by others (in particular my instructing principals). f. I will notify those instructing me immediately and confirm in writing if for any reason my existing report requires any correction or qualification. g. I understand that: a) My opinion, subject to any corrections before swearing as to their correctness, may form the evidence to be given under oath or affirmation. b) I, Francis Grampian, be cross examined on my opinion by a cross examiner assisted by an expert. c) I am likely to be the subject of public adverse criticism by a judge if a court concludes that I have not taken reasonable care in trying to meet the standards set out above.

There are no formal qualifications for expert witnesses and there are a number of registers around the world listing experts in many different disciplines. However, you are advised only to accept an appointment relevant to your expertise and qualifications. You will end up in hot water if you try to give opinions on matters outside your ability. You are only as good as your last opinion.

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Chapter 5 - Writing the report 5.1 Structure A report should be laid out in a logical manner, i.e. it should have a beginning, a middle and an end. The beginning of the report is basically an introduction to the matter in hand, the middle usually gives the findings whilst the end summarises the situation with any necessary conclusions and recommendations. In the case of a marine survey report it is basically the story of how: • We came. • We saw. • We found. • We reported. • We concluded. • We recommended (where requested). A typical damage investigation report would take the following form: • Title page. • (Abstract or executive summary). • (Table of contents). • Particulars page. • Parties attending the survey. • Descriptions – glossary or definitions of terms used when describing the condition of an item. • Notes. • Disclaimer. • Background to the incident (sometimes called the narrative). • Survey findings (this is where you present your evidence and facts in a logical manner). • Cause of damage. • Damage repairs (including tender procedures, average repairs, temporary repairs/deferred repairs, owners work). • Cost of repairs. • (Owner’s allegation - for H&M underwriters’ reports). • Conclusions. 57

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• Enclosures. • Photographic appendix. • Other appendices. A pleasure craft condition survey might have the following headings: • Title page. • (Abstract). • (Table of contents). • Particulars page. • Parties attending the survey. • Descriptions – definitions of terms used when describing the condition of an item. • Notes. • Disclaimer. • Survey findings, broken down into subheadings covering various areas of the vessel, e.g. structure sub-divided into: ▶▶ Main deck. ▶▶ Lower half deck. ▶▶ Lower deck. ▶▶ Upper deck. ▶▶ Transom deck/swimming platform. ▶▶ Fire fighting equipment and lifesaving appliances. ▶▶ Tank capacities. ▶▶ Navigational equipment. ▶▶ Machinery and equipment. ▶▶ Electrical. ▶▶ Condition of hull. ▶▶ General condition of the vessel/summary. • General remarks. • Defects noted. • Photographic appendix. In the case of a sailing yacht, ‘rigging’ could be added to the list. However, this may only have been inspected from the deck if a bosun’s chair is not available. Some surveyors will not carry out rigging surveys and this should be stipulated in the terms and conditions supplied to the client. 58

Writing the report

Each of the subheadings will include information on aspects of the vessel relating to that section and may be broken down further if required. The amount of information inserted will depend on the amount of detail required, e.g. External hull • Above waterline – coating colour and condition. • Below waterline – antifouling, condition. • Osmotic blistering (for GRP hulls / fibre-reinforced plastic (FRP) hulls). • Planks fixings and caulking (for timber hulls). • Keel and skeg. • ‘A’ bracket(s) and cutlass bearing. • Propeller shaft and propeller. • Rudder. • Grounding damage. • Strainers, scoops, screens. • Seacocks. • Transducers. As previously stated, the layout is not set in stone but should follow a logical sequence.

5.2 Abstracts and executive summaries Some survey companies include an abstract after the title page. Abstracts, like all summaries, cover the main points of a piece of writing. Unlike executive summaries written for non-specialist audiences, abstracts use the same level of technical language and expertise found in the article itself. Unlike general summaries, which can be adapted in many ways to meet various readers’ and writers’ needs, abstracts are typically 150 to 250 words and follow set patterns. They are particularly helpful for larger reports. Their main purposes are to: • Help readers decide if they need to read the entire report. • Help readers and researchers remember key findings on a topic. • Help readers understand a report by acting as a pre-reading outline of the key points. • Index articles for quick recovery and cross-referencing. • Allow the reader to review a technical work without becoming bogged down in details. As stated above, if the report is for a more general audience or those who do not have a similar level of technical expertise, the abstract can be replaced by an executive summary. 59

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An executive summary is usually no longer than 10% of the original document. Executive summaries are written literally for an executive who most likely does not have the time to read the whole document: It is a précis of the report which enables the reader to decide if he needs to read the whole report. Executive summaries include conclusions and recommendations. Accuracy is essential because decisions will be made based on your summary by people who have not read the original. Executive summaries may also summarise more than one document. A table of contents is also a useful tool to help readers find specific sections or topics. Most word processing software has the facility for automatically adding the table of contents at the front of the report. The format can also be specified. A specimen table of contents is given below. You will note that the major sections are numbered with subsections indented. Tables and diagrams are also included. TABLE OF CONTENTS 1.

Vessel particulars.................................................................................... 1



General arrangement.............................................................................. 2

2.

Parties attending the surveys.................................................................. 3

3. Descriptions............................................................................................. 3 4.

Survey findings........................................................................................ 3



14 August 2010....................................................................................... 4



26 August 2010....................................................................................... 4



27 August 2010....................................................................................... 4



28 August 2010....................................................................................... 4



Figure 1. Location of damage.................................................................. 4

5.

Stevedore damage to the vessel............................................................. 5

6.

Steel renewals

7.

Cost of repairs......................................................................................... 6

8.

Notes....................................................................................................... 6

Appendix 1.......................................................................................................... 7 Photographs Appendix 2........................................................................................................ 49 Spreadsheets showing steel diminution

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Appendix 3........................................................................................................ 70 Steelweight calculations Appendix 4........................................................................................................ 77 Copy of original hold frame and bracket thickness gauging measurements Appendix 5........................................................................................................ 92 Copy of original lower coaming thickness gauging measurements Appendix 6...................................................................................................... 100 Copy of agreed repair specification for hatchcoaming and coaming stays Copies of relevant certificates for ultrasonic thickness gauging equipment and personnel

As may be seen above, some software packages give a page number for every item in the table of contents whilst others will list those items with the same page number listed only once. We will deal with layout in more detail later, but the first page, or cover page, of a report usually contains the survey company’s header. This gives the company’s registered name, address and other contact details, e.g. telephone numbers, mobile telephone numbers, fax numbers and email address. Some companies also have a logo included within the header which is a marketing and branding device. The cover page should include: • The title of the report. • Date of survey. • Location of the survey. • Your company’s reference. • The client’s reference. • Date of the report. Some cover pages also have the survey company directors’ details as a footer. Note that the vessel’s name is usually written in capitals. Other vessels’ names included in the report should also be in capitals. Abbreviations and names of organisations such as the International Maritime Organization may be given in capitals. It is usual these days to omit the full stops/periods between the letters, e.g. IMO, and not I.M.O. The date of the survey should be given in the full format, i.e. day, month and year. However, it must be remembered that there are different date formats for different areas of the world. In the United States system, the format is month, day, year, whilst the Chinese use year, month, day. 61

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The second page may also have a company header which is followed by an introduction which should include the reasons for the survey, e.g. ‘In accordance with instructions received from Taunton Shipmanagement Ltd, our surveyor attended on board MINNESOTA on whilst afloat/in drydock at on , in order to investigate the cause, nature and extent of damage sustained to the vessel/ cargo as a consequence of .’

This should be followed by details of the subject at hand, e.g. the vessel or consignment’s particulars. Page 3 of your report should include a list of the parties attending the survey, their positions, company and who they are representing. The next page is an appropriate place to include terms and conditions or disclaimers relating to your services. These are covered in Chapter 2. Apart from the cover page, every page should be numbered. It may also be advisable to have page numbering in the form of ‘Page 6 of 35’, which reduces confusion over the number of pages in the report. However, this may not be necessary if the report includes a table of contents showing page numbering.

5.3 Spelling and grammar English is today’s international language and the majority of English speakers now come from non-native English speaking countries. Just as there are many different English dialects within native English speaking countries, there are different English speaking patterns amongst non-native English speakers. This book is written specifically for those writing reports in English. There appear to be three types of English available in word processor spelling checkers. These are: • UK English. • US English. • International English. UK English is the language of the United Kingdom and a number of the Commonwealth countries, such as Australia and New Zealand. US English is based on the language of the United States and Canada, where the spelling of some words differs from UK English. Wikipedia defines International English as the concept of the English language as a global means of communication in numerous dialects, and also the movement towards an international standard for the language. It is also referred to as Global English, World English, Common English, Continental English or General English. 62

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Sometimes these terms refer simply to the array of types of English spoken throughout the world. Sometimes International English, and the related terms above, refer to a desired standardisation, i.e. Standard English; however, there is no consensus on the path to this goal. Whatever your nationality, your report should be written in the form of English which is written and spoken by your client, e.g. you should make the effort to write in US English for US clients. Word processing software preferences can be set to the specific language spelling and grammar. There are also on-line dictionaries to help the surveyor if he is unsure of the spelling of a word. However, it should be borne in mind that there are often alternative ways of spelling some words so that a word spelled out of context may not be found during a spell check, e.g. ‘there’, ‘their’. A spell checker will also not pick up mistakes in punctuation. However, grammar checks may do so. Grammar checks are particularly useful as they make the writer think about what he is trying to say and what he is actually saying. Using these will also help to prevent ambiguity. Grammar checkers will pick up the punctuation errors, e.g. officer’s dining room which should be written as officers’ dining room (if there is more than one officer on board!). If writing a report for a US client you should remember that the United States uses only Imperial units, i.e. feet, inches, pounds, whilst the rest of the world uses SI Units, e.g. metres, kilometres, kilogrammes. To be safe, some surveyors use both in their ‘Particulars’ section, converting feet and inches to metres. Poor spelling and grammar give your client the impression of sloppiness and a lack of thoroughness in checking your reports. He may then question whether you have taken the same approach to the survey. There is no alternative to a full and complete read through of your report several times with time away from the report between each review. The use of correct grammar is also extremely important. For those whom English is their second language, grammar can be a nightmare. Take the sentence: The quick brown fox jumped quickly over the lazy dog.

• Fox and dog are the nouns (the fox is the subject of the sentence and the dog is the object). • Jumped is the past tense of the verb ‘to jump’ (jumping being an action). • Quick, brown and lazy are adjectives which describe or qualify the nouns. • Note that more than one adjective can be used in front of a noun. • Quickly is the adverb which describes or qualifies ‘jumped’, the verb. 63

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It is often the use of adjectives and adverbs that cause problems for people writing sentences. In some languages the adjective follows the noun. This applies to both European and Asian languages. You will note that in the above sentence the adverb ‘quickly’ is after the verb. It could have been before the verb. In English adverbs may thus be before or after the verb. However, the positioning of the adverb can influence the meaning of the sentence and therefore the location of the adverb must be carefully considered. Very often the adjective or adverb can be very vague so that the reader does not get a true picture from the surveyor’s words.

5.4 Some simple rules to follow Writers often make the mistake of being too ‘wordy’ and get carried away by writing line after line of text. This tends to put the reader to sleep! Reports should be concise so that the reader will obtain the maximum amount of information in the shortest time possible. Try to ensure that your writing is balanced. If your sentences and paragraphs are too long, the reader will soon lose interest. Your paragraphs should also be structured and logical. This is achieved by: • Having no more than 14 words per sentence. • Having no more than 4 sentences per paragraph. • The first sentence of a paragraph should be a summary of the other three, i.e. the other three paragraphs will be describing what has been said in the first. • Start a new paragraph when the subject changes. The above rules are not written in stone and most writers would find it extremely difficult to obey them (19 words). However, try to be as near as possible to the objectives (11 words). Don’t panic if you exceed the sizes (7 words). If you have a sentence which is necessarily over 14 words, follow it with a shorter sentence to give balance (20 words). The same applies to the paragraphs (6 words). The third of the three objectives may also be difficult to attain but, if applied correctly, it helps speed readers to get through a report that much quicker. Speed reading is the quick glossing over of a report, picking up only key words and sentences. It is only necessary to use speed reading if an abstract, executive summary or table of contents has been omitted from the beginning of the report. As there is a need for accuracy, surveyors should not use speed reading when checking their reports! 64

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In the case of a narrative report every opportunity should be taken to break up large amounts of text with sub-paragraph headings. These act as useful signposts and help the writer identify the logical course of the report. No matter how good your reporting skills, grammatical errors will stand out and make your writing look unprofessional, preventing you from getting your message across. For those who may be unfamiliar with English punctuation, here are some simple rules to follow: • A full stop (a ‘period’ in US English) ends a sentence. Two spaces were traditionally left after a full stop, but one space is becoming more common today. • A comma is used where a pause is required in a sentence. A single space is left after a comma. • A semicolon is used to connect two independent clauses within one sentence. It can also be used it as a super-comma. • A colon is used when introducing a list or when introducing an explanation or example. Today, using just one space after a full stop is the rule. Before computers, printing presses and typewriters, letters were all the same width. To help readers see that a new sentence was starting, two spaces were inserted. Today, computers compensate for the varying widths of letters. An ‘m’ no longer takes up the same amount of space as an ‘i’. Thanks to these proportional fonts, we no longer need that extra space.

5.5 Active and passive writing All too often these days writers are guilty of writing passively rather than actively. This happens when a verb is turned into a noun, e.g. action instead of acting, limitation instead of limiting, etc. When we write, we are writing about life and life is about actions, i.e. doing things. Active writing is about keeping verbs as verbs in our sentences. Which of the following two examples shows active writing and which shows passive writing? The report was written by me. I wrote the report.

or The purpose of the governor is to place a limitation on the speed of the engine. The governor’s purpose is to limit the speed of the engine.

In each of these examples, the second sentence is actively written. 65

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Notice that the second (active) sentence is also shorter than the first sentence. This is often the case when writing actively. Notice also that ‘purpose of the governor’ has been abbreviated to ‘governor’s purpose’. The sentence has thus been reduced from 16 words to 11 words. This could be further abbreviated to: The governor limits the speed of the engine.

The sentence has thus been reduced further to 8 words by active writing. Also ‘of the’ can often be replaced by using an apostrophe, e.g. The governor limits the engine’s speed.

Which can be shortened even further to: The governor limits the engine speed.

We can reduce the sentence to 5 words by removing the word ‘the’ so that the sentence reads: The governor limits engine speed.

The sentence has now been reduced to only 5 words from the original sixteen words and has lost none of its meaning or context (context defines the parts of a sentence, paragraph, discourse, etc. immediately next to, or surrounding, a specified word or passage and determining its exact meaning). Consider the next paragraph describing a pleasure craft: ‘The main deck consists of a large main after cabin, extending to the full width of the vessel which incorporates an open plan kitchen area in the port forward end of the cabin. Engine controls and instruments are fitted at the port forward end. On the forward starboard side steps lead down to the lower half deck. At the after end of the lounge sliding wooden/glass doors lead to a balcony which extends the full width of the vessel.’

At first glance this looks as concise as it can be but it can still be shortened and active language can be used: ‘The large main deck after cabin, extending the full width of the vessel, incorporates an open plan kitchen area at the port forward end of the cabin. At the port forward end are the engine controls/instruments and, on the starboard forward side, steps lead down to the lower half deck. At the after end of the lounge sliding wooden/glass doors lead to a full width balcony.’

The paragraph has been reduced from 80 to 68 words. 66

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The use of a slash between controls/instruments can be used when you need to use two words to better describe something. In this case, it is used to qualify the engine console controls and instruments.

Ambiguous statements are those which are open to more than one interpretation. Ambiguity can happen when trying to shorten sentences and using words which have multiple meanings, e.g. ‘I would suggest that you waste no time in making this candidate an offer of employment.’

It appears that the writer is giving an instruction not to make an offer of employment which is completely different from his intent (to make the offer as quickly as possible). Accidental omission of words can also lead to ambiguity and confusion. Consider: ‘We now have dress shirts on sale for men with 16 necks.’

The omission of the word or symbol for inch creates a completely new meaning. Ambiguity is often created when words are incorrectly arranged in a sentence, e.g. ‘John met a woman with a wooden leg named Jane.’

Was the woman or the wooden leg named Jane? The omission of punctuation marks can also change the meaning of a sentence: ‘Elephants please stay in your car.’

Which should have read: ‘Elephants. Please stay in your car.’

It can also happen in instructions from a client: ‘As per our phone conversation, I would like you to survey the boat I intend to purchase on Thursday morning.’

Does the client want us to survey the boat on Thursday morning or is that when he intends to buy the boat? Compare the following paragraphs and see if you can find the missing word: ‘At 05.20 hrs, 21 December 2010, the main engine stopped due to generator failure. On inspection, the crew found that the diesel oil service tank sounding pipe on the starboard side main deck was missing and they suspected that sea water had entered via the sounding pipe. The weather after leaving Vladivostok was reported as being north easterly Force 8 to 10, with a 5 metre high swell, whilst the vessel was fully loaded with a 3 metre freeboard.’

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It should have read: ‘At 05.20 hrs, 21 December 2010, the main engine was stopped due to generator failure. On inspection, the crew found that the diesel oil service tank sounding pipe cap on the starboard side main deck was missing and they suspected that sea water had entered via the sounding pipe. The weather after leaving Vladivostok was reported as being north easterly Force 8 to 10, with a 5 metre high swell, whilst the vessel was fully loaded with a 3 metre freeboard.’

Instead of a missing sounding pipe cap, the sentence implies that the sounding pipe was missing. Very often it is the order in which things are said that causes confusion. A number of surveyors think that writing what they would normally say out loud will suffice but this may not be the case, e.g. ‘Port and starboard foredeck found soft spots.’

Which implies that the foredeck found the soft spots, not that the soft spots were found on the foredeck. This would be better said: ‘Soft spots found on the port and starboard foredeck.’

The classic cause of confusion is to leave the date or time that something happened to the end of a sentence, e.g. ‘We arrived on board the vessel to find her drydocked at 10.00 hrs on 1 April 2010.’

Did you arrive on board at 10.00 hrs on 1 April 2010 or was the vessel drydocked on that date and time? The reader will see that the positioning of an event’s date and time can cause ambiguity and confusion. The sentence should read: ‘At 10.00 hrs on 1 April 2010, we arrived on board to find the vessel drydocked.’

Also acceptable would be: ‘We arrived on board at 10.00 hrs on 1 April 2010 to find the vessel drydocked.’

Times and dates should preferably precede the action so that there is no confusion or ambiguity. There is a tendency to write too much about a subject which can result in confusion and too many redundant words. For example, in a condition survey report the remarks stated: 68

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‘Ship has had considerable financial investment during the current dry-dock and repair period. This is reflected in the above average condition found during inspection and the drive by the superintendent to achieve a high standard and maintain that standard.’

which could have been written: ‘Significant investment by owners and managers’ superintendent has resulted in an above average condition found during our inspection.’

These examples demonstrate one key factor in report writing. Always read through what you have written before publishing it! Better still, get somebody else to review it. The student should practice by analysing sentences after writing them. It may be initially laborious but with practice the writer will eventually become proficient and produce more ‘readable’ reports. The writing style will also become more efficient, i.e. the minimum number of words will be used to get your message across in a readable, clear and concise manner. However, a word of caution. Do not be tempted to trim back sentences until they become unreadable. Always ask somebody else to read your work before publishing it.

5.6 Voice recognition software The major computer operating systems have software available which will accept voice commands, and Microsoft Word also incorporates voice recognition. However, the software needs to run on computers with faster microprocessors otherwise it can be very slow. Unless the computer’s built-in microphone is of good quality and in close proximity, misinterpretations can frequently occur. It often helps to wear a headset when using the software. It can take a number of hours to train the software to recognise your voice, and there is also the problem of words used in a certain context, e.g. their/there. Accurate proof reading is absolutely necessary. It should also be pointed out that voice recognition software at its fastest will allow you to input up to 60 words per minute. A good touch typist can input 120 words per minute with higher accuracy.

5.7 Report writing software There are a number of products on the market to assist the surveyor in writing reports, e.g. Force 5, Express Report, etc. These tend to be more suitable for condition surveys. Packages usually have standard templates for various types of survey and vessel. The language used for key statements is also standard and rather formal but there is space provided for the surveyor’s descriptions of equipment, etc. There may also be provision for very basic and rudimentary diagrams showing the location of the vessel’s safety equipment. 69

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Such software tends to be country relevant and may not be suitable for other countries and legal jurisdictions. The surveyor is also required to collect specific information to complete the form. If you miss any information in your survey the field in the report will have to be left blank or ‘not sighted’ will have to be entered followed by an explanation as to why it was not seen. The advantage of such software is that it helps a new surveyor to get a grasp of terminology and layout. There is also software on the market which allows the surveyor to include digital photographs in the report text. This is often preferred by clients as they then do not have to refer to a separate photographic appendix.

5.8 Typing All printed reports must be presented in typewritten form and on good quality paper. The keyboard of a computer is the interface between the user and the computer. Being familiar and comfortable with it is critical to using a computer to its maximum potential. Touch typing is the key to speed and accuracy, and a step towards optimising time management. Accuracy, quality of writing, grammar and spelling are essential in a report. It takes a lot of skill to be able to transfer your report straight on to a piece of paper or a computer screen, but the computer allows you to cut and paste to get the right results. Not having to think about which keys you are hitting will allow you to concentrate on content and syntax. Grammar will always be a problem, whether you can type or note, but be warned, your handwriting will deteriorate as a consequence of using the keyboard more! If you are thinking of learning how to touch type you should take a week off work to do it. It is no good trying to learn on a part-time basis and then go back to the computer at work and use four fingers again. You have to do it ‘cold turkey’. Many companies offer crash courses for those who want to learn quickly. The key is not to lose heart; be patient and stick with it. You’ll be pleased you did in the end. The consequences for your company are that your speed of output will increase in many ways. You will not be reliant on others for the quality of your work and you will have total control over your product. Having a laptop will really set you free! In this age of the internet and email, it will also allow you speedier access to information and communications. It will also reduce the amount of time spent on reports and should reduce the size of invoices to clients. 70

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5.9 Typography The following section is intended to give the surveyor some background on typography so as to avoid some pitfalls that the novice may experience. A number of companies use desktop publishing software to produce their reports which enables the writer to use the following principles to maximum effect. Whilst many do not, the information may help the surveyor when dealing with ‘out of the ordinary’ text situations. Typography refers to the reproduction of letters on the page. Most people have heard of different typefaces, e.g. Times Roman or Courier. Those who write for a living should learn how to use them properly. You don’t have to use type styles from 10 different families to make a professionallooking publication, but combining a few different typefaces improves contrast. There are only a few guidelines to keep in mind. First, don’t mix similar typefaces. The whole purpose of combining them is to create contrast, so don’t mix typefaces that are only slightly different.

5.10 Typeface terminology There are two major categories: ‘serif ’ and ‘sans serif ’. Serifs resemble pen strokes and extend from the ends of letter forms: a b c d e f g h. Look at the lines extending at the lower end of the letter a and the top of the letter g. These are called serifs, so this is a serif typeface. Now look at these same letters again: a b c d e f g h, etc. You will notice that there are no serifs. This type face is Helvetica, a popular sans serif font (‘sans’ means ‘without’ in French). Within each family of typeface there are style variations that you can use to improve contrast. For example, if you use Arial Bold for subheads, use Arial Black for headlines. A heavier weight will make the text appear thicker and darker, so that it stands out better. Differences in point size also create contrast. You can improve your understanding of these principles by comparing typefaces in word processing software. Compare the serifs, the thin/thick transitions, and the diagonal or vertical stress. Examples of serif fonts are Times, Times New Roman, Courier and Palatino. Examples of sans serif fonts are Helvetica, Arial and Verdana. Remember the main points: • Don’t mix too many fonts. • If you use more than one serif style, choose them from different categories – old style, modern, or slab serif. 71

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• Don’t combine sans serif typefaces on the same page. Choose one, but use point size and weight to create contrast.

5.11 Tracking and kerning Tracking and kerning refers to the adjustment of space between individual letters. In leading desktop publishing programs, such as PageMaker, you can set tracking anywhere from very loose to very tight. Kerning allows you to manually adjust the space between individual pairs of letters. If you tighten the track, the amount of space between letters will be reduced, and you can fit more characters on every line. The quick brown fox jumped over the lazy dog and the dog was unhappy. The quick brown fox jumped over the lazy dog and the dog was unhappy. The quick brown fox jumped over the lazy dog and the dog was unhappy. The quick brown fox jumped over the lazy dog and the dog was unhappy. If you loosen the track, the amount of space between letters will be increased and you will get fewer characters on each line. The quick brown fox jumped over the lazy dogs and the dogs were very unhappy. The quick brown fox jumped over the lazy dogs and the dogs were very unhappy. The quick brown fox jumped over the lazy dogs and the dogs were very unhappy.

See how single line spacing with shorter tracking makes the text darker and reduces readability. You will be able to see immediately which of the above three paragraphs is the most readable. Fortunately, the third paragraph, (which is the easiest to read) is the format normally used in report writing, i.e. single spacing with normal tracking/ kerning. Leading (pronounced ‘ledding’) refers to the amount of space between the lines of type, and it is an important tool for improving readability. Many lawyers prefer report text to be set at something more than single spacing. The standard appears to be 1.5 line spacing. The space between the lines of text allows those reading it to write notes above or below the text. This paragraph and most others in this document are single spaced. The next paragraph has 1.5 line spacing. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog.

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It is suggested that this spacing should be used if you are writing reports and opinions for lawyers. The next paragraph has 2.0 line spacing, i.e. twice the height of the text between the text. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog. The quick brown fox jumped over the lazy dog.

Leading, or line spacing, is set automatically by your software, but it can be adjusted. The default setting usually makes the leading 20% greater than the point size of the body text. In other words, a 10 point font will have a twelve point leading. The main reason for adjusting leading is to improve readability. Narrow columns should have a smaller typeface and less leading, and wider columns should have a larger typeface and more leading. Newspapers and magazines tend to have more than one column per page whilst reports usually have only one column of text. Bear in mind that by reducing the space between lines of text, the page will become darker, so you should add white space in other areas.

5.12 The style sheet The style sheet is another useful tool in repetitive report writing. Attributes such as typeface, type size, headings, subheadings and leading can be predefined, making the job of formatting your report quicker and easier. Once styles are defined, you can instantly apply different attributes to a single word, several paragraphs, or an entire publication. Defining your style sheet in advance saves you time and effort later. Some companies have this set up on their desktop and laptop computers to help the surveyor conform to the company’s layout requirements. The style sheet has many advantages. If, for example, the body text of your newsletter is laid out in Helvetica, you can change it to Times Roman with a single mouse click. If you hadn’t originally tagged the body text as Helvetica, you would have to change each text block individually. It is in your interest to spend time learning how to define styles in your word processing or publishing program, and then decide how you want your report to look. What typeface and point size will you use for headings, subheadings and body text? Will you use 12-point Times New Roman for the body text? Will you use a different typeface for quotes? Most importantly, pre-defined styles will ensure that 73

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your publication has a consistent look throughout. However, don’t forget the rule of ‘no more than four font types per page’.

5.13 Headlines Because readability of the headline is most important, don’t use upper case for every letter. Readers identify words partly by their shapes, so when all the letters are in upper case, the headline becomes rectangular and hard to read. By contrast, lower case letters have varying shapes, which helps readers identify words more quickly. If you want to create emphasis, use typography. Headlines may also be in sans serif fonts as they often do not span the full page width and because they usually only take up one line.

5.14 Numbering In this publication, the decimal numbering system is used (BS 5848, 1980). Main sections are numbered, 1, 2, 3, etc., with each subsection and sentence given a decimal subdivision. This will help your readers to keep track of where they are within the report, especially if you help them by showing the basic shape by using indentations in the table of contents. Other reports, particularly government reports, use consecutive paragraph numbering. This can be useful, especially in a long report when referring to earlier sections. The numbering system used in this publication is: 1. Section 1.1 Secondary section 1.1.1. Subsection 1.1.2. Subsection 1.1.2.1. Sub-subsection. 1.1.2.2. Sub-subsection. 1.2 Secondary section 1.3 Secondary section 2. Section

2.1 2.2 2.3

Secondary section Secondary section Secondary section

3. Section

3.1 3.2

Secondary section Secondary section

As may be seen, sentences and sub-sentences may be indented to improve presentation and layout. Most word processing packages will do the numbering automatically 74

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if instructed to do so. Further examples of this numbering system are given in the appendices. This type of numbering system is preferred for narrative type reports and by lawyers as each sentence is easily identifiable. Increased line spacing also allows notes to be written between lines. Numbering sections will help to give the report a structure. Different survey companies have their own preferences as to numbering or lettering. Some companies prefer to use upper case letters to label each section, e.g. AAA BBB CCC DDD, etc.

Others prefer single lettering, e.g. A A1 A2 B C, etc.

Others prefer Roman numerals, e.g. I II III IV V, etc.

There is also the alphanumeric system: 1. Section a. Secondary section i Subsection ii Subsection 2. Section a. Secondary section i Subsection ii Subsection

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However, this system does not lend itself to automatic numbering in word processing software packages. Whichever numbering system is used, it must be uniform throughout the document to prevent confusion. Page numbering should also be uniform throughout a report and preferably start on the title page. However, some prefer not to number the title page of a report, starting numbering at the first page of text. This arrangement does not lend itself to automatic page numbering by word processing software. As the title page may have a company header and footer, it will probably not be numbered. Numbering could start on the third page with the number 3.

5.15 Units of measurement In 1971, most of the world converted from Imperial units to the System Internationale de Unites, or SI system. The basic units are shown in Figure 5. These are the units currently used by most countries, except for the United States which still uses the Imperial system. When writing a report for a US client you should consider using Imperial units. However, most surveyors continue to use SI units with Imperial units in parentheses, e.g. 1 m (3.3 ft). Some basic rules relating to units are: • Be sure to use the correct symbol for units, e.g. Nm not nm, i.e. Newton metre and not nautical mile. • Do not use the plural of abbreviated units, e.g. ms, Ns as this may mean something completely different. • Use either the single letter abbreviation or the full name of the unit and nothing in between, e.g. s or second, and not sec Where necessary, refer to SI units with other units in parentheses, e.g. 5 m (16.25 ft). • Do not combine abbreviations with full words, e.g. kilogramme/m3 should be kg/m3. • No full stop or period used after units unless it is at the end of a sentence. • The slash is used for dividing units, e.g. m/s = metres/second whilst the superscript may also be used e.g. ms-1. • Do not drop units, e.g. 35 m x 35 m, not 35 x 35 m. • Always leave a space between the number and the unit, e.g. 25 m diameter circle.

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Figure 5.  Basic units of measurement

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5.16 Use of brackets The term bracket generally refers to all types of brackets, but there are specific types. There are several main types of brackets: • Round brackets, open brackets or brackets, known as parentheses in the United States. Square brackets, closed brackets, known as brackets in the United States. • Curly, squiggly, definite, swirly, birdie, Scottish or squirrelly brackets, known as braces in the United States. • Angle brackets, triangular brackets or inequality signs, known as chevrons in the United States. 5.16.1. Brackets ( )

These contain material that could be omitted without destroying or altering the meaning of a sentence. They may also be used to add supplementary information, e.g. an alternative meaning to a word or set of words. They are also used in a report to refer to photographs, diagrams or tables, e.g. (see Figure 5), (see Photograph 5). They are also used when abbreviating long names which would take up a lot of space when repeated numerous times in a text. The abbreviation is included in brackets after the first mention of the full title so that the abbreviation can be used later, e.g. International Maritime Organization (IMO), International Institute of Marine Surveying (IIMS), National Association of Marine Surveyors (NAMS), Institute of Marine Engineering, Science and Technology (IMarEST). 5.16.2. Square brackets [ ]

Square brackets are mainly used to enclose explanatory or missing material usually added by someone other than the original author, especially in quoted text, e.g. [comments added relating to information in the report which may be disputed]. 5.16.3. Curly brackets { }

Curly brackets are sometimes used in prose to indicate a series of equal choices, e.g. ‘Select your jacket {coat, sweater, pullover} and put it on.’ These are more commonly found in mathematics. 5.16.4. Angle brackets < >

Angle brackets are often used to enclose highlighted material. Some dictionaries use chevrons to enclose short excerpts illustrating the usage of words. Notice that the full stop or period in the examples above is outside the brackets and included with the main text, unless you are bracketing a whole sentence. 78

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5.17 Use of i.e. and e.g. When do you use i.e. and e.g.? The Latin abbreviations ‘i.e.’ and ‘e.g.’ occur very frequently in writing. They stand for: i.e. = ‘that is,’ which written in full in Latin is ‘id est’. ‘i.e’ is used in place of ‘in other words’, or ‘that is’. For example: ‘Each report will be tackled in its own way. If you start with a certain presentation style and layout you must stick with it throughout the report, i.e. you must be consistent.’

The reader will note that a comma has been inserted after the text which precedes the i.e. Some people prefer to use a comma, while others do not as the ‘i.e.’ stands alone as an abbreviation. e.g. = ‘for example’ and come from the Latin expression ‘exempli gratia’. It is often used to replace the words ‘such as’. For example: ‘Information on merchant ships is available from many sources, e.g. Lloyd’s Register of Shipping, Lloyd’s Maritime Directory, World Shipping Directory.’

Again, a comma has been included after the text which precedes the ‘i.e’. Examples of their use are given throughout the text and in the specimen reports contained in the appendices.

5.18 Lists If you are writing a sentence which has more than two items listed within it you will see that the sentence becomes longer than advised, e.g. ‘We have received copies of: the vessel’s certificate list, main engine cylinder liner and piston readings, main engine crankshaft deflections, shipyard record of main engine inspection/calibrations, container stowage plan and stability calculation sheet which will be appended to our formal report.’

(42 words) This is when the use of bullet points or numbering becomes essential. One and a half or double spacing of a list will allow the reader to make notes between the lines. Some writers prefer to keep the format of the bullet points the same as the sentence, i.e. because they are in a sentence they will start with lower case letters and finish with a comma, the last one having a full stop or period, e.g. 79

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We have received copies of: • the vessel’s certificate list, • main engine cylinder liner and piston readings, • main engine crankshaft deflections, • shipyard record of main engine inspection/calibrations, • container stowage plan, • stability calculation sheet.

These will be appended to our formal report.

Others believe that to give more stress to the list each item should be separate and therefore start with an upper case letter and end with a period or semicolon, e.g. We have received copies of: • The vessel’s certificate list; • Main engine cylinder liner and piston readings; • Main engine crankshaft deflections; • Shipyard record of main engine inspection/calibrations; • Container stowage plan; • Stability calculation sheet.

These will be appended to our formal report.

Some consider that the above might also be used when each of the items is being stressed, rather than just a list of items. Others believe that each item should not have a period, comma or semicolon. However, the last item should be followed by a full stop. We have received copies of: • the vessel’s certificate list • main engine cylinder liner and piston readings • main engine crankshaft deflections • shipyard record of main engine inspection/calibrations • container stowage plan • stability calculation sheet.

These will be appended to our formal report.

Whichever format is selected, its use should be consistent. 80

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Alternatively, numbering can be used: We have received copies of: i.

the vessel’s certificate list

ii.

main engine cylinder liner and piston readings

iii.

main engine crankshaft deflections

iv.

shipyard record of main engine inspection/calibrations

v.

container stowage plan

vi.

stability calculation sheet.

These will be appended to our formal report.

or lettering: We have received copies of: a. the vessel’s certificate list b. main engine cylinder liner and piston readings c. main engine crankshaft deflections d. shipyard record of main engine inspection/calibrations e. container stowage plan f. stability calculation sheet. These will be appended to our formal report.

Remember that the lettering or numbering should not contradict the numbering system used for the body of your report. However, this rule can be broken where the writer needs to stress the list of items or separate them from the main text. You will see that it is easier for the reader to identify each individual item, improving readability. Lawyers also like this approach as they can write notes next to the items in the list and refer to the identifying letter or number when responding to your report. It is uncertain which is the absolutely correct version, and both appear to be acceptable to our clients, so it is your choice as to which you use. Word processing software packages have this feature which automates the process.

5.19 Presentation and layout Experienced surveyors will tell you that report presentation is half the battle. The other half is getting the technical aspects correct. Reports may be double spaced although this is not a hard and fast rule. It should be printed on one side of the paper only. Adequate margins must be left on each side of 81

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the paper, preferably 1inch (25 mm) on the left side and no less than ¾ inch (18 mm) elsewhere. Pages should be numbered so that they can be referred to in the table of contents. Report presentation is a combination of layout and graphics. A good layout improves readability by arranging text and graphics in a logical order. Those reading English begin reading at the top left corner and work their way across the page from left to right until they reach the bottom right corner. Any design working against this principle may frustrate readers. For example, if you place the headline in the middle of the page, readers will have to return to the top before they can begin reading the body text, which contradicts natural eye movement. This is confirmed by test subjects who have reported good comprehension on layouts that supported natural eye movement. When writing, organise sentences and paragraphs in a logical sequence so that readers will understand your message. You should approach layout the same way. A good page design balances function with form, consistency with contrast, and places successful communication with the reader above all other considerations. Layout is like a jigsaw puzzle. Every piece fits together to make the whole. In typography, a font is traditionally defined as a complete character set of a single size and style of a particular typeface. For example, the set of all characters for 9-point Times New Roman is a font, and the 10-point size would be a separate font. Bold, italic, outline, etc, are also separate fonts. Here are some simple rules to follow: • Use no more than four fonts on a page and in a report. • Use white space or boxes to separate important information. • Use bold and/or larger font size for headings and subheadings. • Use bullet points or numbering to list more than two items and to call attention to individual points. • For greater effect, quotes may be between inverted commas, in italics and indented at both sides (see below). • Use sans serif fonts for titles and serif fonts for large amounts of text (the serif helps the reader to follow the line of text). • Body text should be left aligned and not justified (justified text is difficult to read on full page width text). • Ships’ names should be in all capitals (most reputable survey companies tend not to use MV or SS before a ship’s name as this information is usually included in the report). 82

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• Keep headlines to a minimum. A quick glance should tell the reader what the subject is. A guideline is a maximum of three lines. • Left justified headlines are easier to read than centred headlines. Note: readers will note that the body text of this book is fully justified. This is generally accepted in book publishing. The reports attached under the appendices are left justified to emphasise the difference from the body text. As a general guideline, shorter quotations of less than one line may be embedded in your text between inverted commas without italics or indenting. However, larger quotations should be indented to give more effect, to act as a ‘hook’ (see later) and to help break up large screeds of text. Credit should be given to the originator of the quotation. With larger quotations this may be on a separate line below the quote. With smaller quotations it may be included in the text, e.g. ‘To quote Mike Wall, “Necessity may be the mother of invention, but an engineer is usually the father”.’

Your author prefers to use single inverted commas for quotes taken from books, papers and magazines whilst using double inverted commas to quote words which have been spoken. Others may have different views on this approach.

5.20 Balance Balance is another word for concerns about symmetry and asymmetry. Symmetry provides stability and rest for the eye, while asymmetry creates tension and visual interest. Finding ways to create balance often depends on the type of report. The appearance of your report should be consistent. This is enhanced by aligning the elements on individual pages and creating strong page-to-page alignments. If you are including photographs in your text, align the tops of the photographs with the x-height (the top of the lower case letters in a line of text) in the adjacent column, and give headlines the same alignment from page to page. Repetition of key elements (logo, box, rules, graphics, etc.) from page to page also standardises the appearance of your report. Some of the larger marine consultancies use a standard format for report headers and footers. An example is given hereafter:

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REPORT WRITING FOR MARINE SURVEYORS XXX MARINE CONSULTANTS LTD

CONTINUATION -1-

JOB NO Text starts here.

SHIP’S NAME

l l l l l l V Text finishes here. /Cont’d ....

Having a continuation page header ensures that your company name, the job number and job title are on every page of the report. This is advisable as others could photocopy your report and use it for other purposes. Copyrighting your report should also be considered. Some companies include their logo at the top or bottom of every page. Member companies of IIMS are allowed to include the IIMS logo in their reports. Individual members may only use the logo with their name, e.g. when signing the report. It should be borne in mind that, if the logo is in colour, reports may have to be printed on a more expensive colour printer. However, repetition without variety becomes monotonous so you may choose to use a photo or graphic to add interest to a page (see later). The repetitive elements create visual coherence, while the occasional incongruous element creates contrast, thus giving visual variety. The above comments relate to the report’s appearance. Balance also refers to the tone of the report. As stated previously, a surveyor must give a fair and balanced view. There is the old adage of ‘sugar before a pill helps the patient take the medicine’. In the same way, it helps the client accept your negative comments if you preface them with complimentary remarks.

5.21 Numerals and words When do you use numerals in a sentence and when do you use words? There are, again, rules which must be followed. 84

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i.

It is not good practice to start a sentence with a numeral. A number should be expressed in words at the beginning of a sentence or numbers used somewhere later in the sentence.

ii.

Spell out single digit whole numbers. Use numerals for numbers greater than nine, e.g.

We noted five white sausage fenders around the vessel.



We noted 10 lifebuoys around the vessel.

iii.

Be consistent within a category. For example, if you choose numerals because one of the numbers is greater than nine, use numerals for all numbers in that category. If you choose to spell out numbers because one of the numbers is a single digit, spell out all numbers in that category.

We noted 5 sausage fenders and 10 lifebuoys around the vessel.



We noted five sausage fenders and ten lifebuoys around the vessel.

iv.

If you have numbers in different categories, use numerals for one category and spell out the other, e.g. We noted 5 fire extinguishers on three decks and 2 fire blankets on two decks.

Note that fire extinguishers and fire blankets are represented with figures; decks are represented with words. v.

Always spell out simple fractions and use hyphens with them, e.g.

One-half of the fenders were found deflated.



Two-thirds of the fire extinguishers had not been recently inspected.

vi.

A mixed fraction can be expressed in figures unless it is the first word of a sentence, e.g.

We noted a 5½ inch gap in the cap rail.



We noted a five and one-half inch gap in the cap rail.

vii.

With numbers that have decimal points, use a comma only when the number has five or more digits before the decimal point. Place the comma in front of the third digit to the left of the decimal point. When writing out such numbers, use the comma where it would appear in the figure format. Use the word and where the decimal point appears in the figure format, e.g.

$13,668.15 (thirteen thousand, six hundred sixty-eight dollars and fifteen cents).

$1044.11 (one thousand forty-four dollars and eleven cents).

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Note that this is often the method used for quoting a price for a survey.

viii.

Hyphenate all compound numbers from twenty-one to ninety-nine.

5.22 Date and time formats Marine surveyors regularly need to inspect a medical locker to see if the medicines are in date. They are never easy to find, if there are any. The better medicine producers have the dates embossed into the packaging but then the date is continuous, i.e. 091007, which is the Chinese way of saying 7 October 2009 but could be misunderstood by an Englishman who might interpret it as 9 October 2007 or an American who might see it as 10 September 2007. With current dates at the beginning of the year and month all being in single figures, it is imperative that the date is spelled out in full rather than using numerical abbreviations. Abbreviating the month in text and numbers is acceptable, e.g. 10 Sept 2007. The reader may note that the day is represented by a number only and not followed by ‘th’ or ‘st’, e.g. 10th or 1st. The letters are known as contractions and do not tend to be used in modern writing. However, some word processing software will apply the contraction automatically so that it needs to be turned off in the software preferences Some basic rules to avoid confusion when using dates and times: • Use noon and midnight rather than 12.00 am and 12.00 pm. • Times should be expressed in 24 hour terms, e.g. 0235 hrs. Whilst the latter of the two formats shown above may be considered as an informal way of representing times it appears to reduce the possibility of confusion. It also lends itself to the reporting of times when detailing the chronology of an event, e.g. 27 Feb

1630 hrs. Left company offices, taking taxi to terminal 1700 Arrived on board the COLORADO at berth 13E, Terminal 8 1955 IDAHO 1 moving alongside. Starboard winch snagged 2015 Starboard winch cleared and IDAHO 1 alongside 2025 Barge OKLAHOMA alongside 2045 Lift of rudder horn commenced 2100 Adding additional springs to secure IDAHO 1 to vessel 2125 Starboard mooring wire to IDAHO 1 parted 2155 Load lowered into Bay 38 port side outboard 2240 Barge OKLAHOMA alongside 2300 Lifting rudder cone 2315 Load lowered into Bay 38 port side inboard 2340 IDAHO 1 clear of vessel.

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28 Feb 0020 0030 0045 0145 0200 0205 0300

IDAHO 1 moored alongside port after end of DELAWARE Barge OKLAHOMA alongside and rigging taking place Lifting rudder blade Lift landed on flatracks on top of containers on port side of Bay 82 IDAHO 1 clear of vessel Departed vessel Arrived at company offices.

Note that this is another use for the spreadsheet imported into a report. The border around the spreadsheet cells has been omitted.

5.23 Hooks Use a hook, such as an interesting photo, graph or graphic, to get the reader’s attention. When we speak, we emphasise ideas by changing our tone of voice. In a layout, a hook serves the same purpose. It tells the reader that something is important. Emphasis can be created in different ways. Text in a large point size, for example, shouts at the reader: ‘I’m important! Read me now.’ In the case of marine survey reports, this may be a stunning photograph of the subject vessel or cargo on the cover page.

5.24 Colon and semicolon The colon and semicolon are the most troublesome punctuation marks for writers. Look at the following statement. Example: This could be a complete sentence; this could be another one.

You will see that the colon is being used to introduce an example whilst the semicolon is used to connect the two clauses. You may also see that the two clauses may not be stand alone sentences as they are interrelated and interdependent. You should not use a semicolon to connect two complete sentences if there’s a conjunction between the clauses (and, but, etc.). In this case you should use a comma. You will also see the use of the colon throughout this text to introduce a list. If you are confused about the use of the semicolon, it is advisable to rewrite the sentence into two separate sentences. Another punctuation mark which often creates problems is the apostrophe. It is used to imply possession of something, e.g. Mike’s bicycle, meaning the bicycle which belongs to Mike. However, there are times when its use may be confusing, for example: View of officer’s dining room.

or View of officers’ dining room.

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In the first case, the dining room belongs to one officer, in the second, it belongs to all officers. The apostrophe is also used to abbreviate words, e.g. don’t (replacing ‘do not’), isn’t (replacing ‘is not’), you’re (replacing ‘you are’), she’s (replacing ‘she is’), etc. If the reader is in doubt as to its use in such cases, revert to the original and full version, i.e. ‘it is’ instead of ‘it’s’. It should also be remembered that where a word ends with an ‘s’ there is no need for the use of an additional ‘s’, e.g. ‘Denis’s hat’ may be written as ‘Denis’ hat’. The hyphen is another punctuation mark which is often used in error. It is normally used to: • Make clear the unifying of the sense in compound expressions such as punch-drunk, cost-benefit analysis, or weight-carrying, or compounds in attributive use (that is, in front of the noun), as in an up-to-date list or the well-known performer. • Join a prefix to a proper name (e.g. anti-Darwinian). • Avoid misunderstanding by distinguishing phrases such as twenty-odd people and twenty odd people, or a third-world conflict and a third world conflict. • Clarify the use of a prefix, as in recovering from an illness and re-covering an umbrella. • Clarify compounds with similar adjacent sounds, such as sword-dance, coopt, tool-like. • Represent the use of a common element in a list of compounds, such as four-, six-, and eight-legged animals. • Divide a word across a line-break (most word processing software will move a word to the next line rather than hyphenating it). It is often used in a sentence to include information, e.g. James Burke - leader of the council - recently stated that ...

In the above case, commas would have been more appropriate, i.e. James Burke, leader of the council, recently stated that ...

Adding a hyphen incorrectly looks unprofessional. If you are unsure, don’t use them. Clarity in punctuation will help to avoid ambiguity and confusion when reporting. 88

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5.25 Lack of colour Unless a publication is in colour, white, black and grey are the only tones on the page. Blank areas comprise the white space, graphics the black, and text the grey. The goal is to balance these tones on every page. For instance, too much white space can make it hard for readers to follow the flow of a document, and if you clutter the page with too many graphics, rules and subheads, it will appear dark and busy, while the greying effect of a text-heavy page will discourage even the most interested readers. Although each tone is equally important, they have meaning only in relation to each other. White space is only useful if it is contrasted against the black or grey tones. Black tones only provide contrast if there is blank space and text on the page. Good designs balance the three tones together. Most reports are produced with black text on white paper. It is only where colour logos or photographs are included that there is a requirement for more expensive colour printing.

5.26 Widows and orphans This term is used to describe when a single line of a paragraph is on a previous/ following page. The widow is on the page before the bulk of the paragraph, the orphan is on the following page. To prevent a page break from separating a single line from the rest of the paragraph, the software should give the ability of ‘widow control’. When activated, the paragraph will be completely transferred to the following page.

5.27 Paragraph spacing and indentation The reader may have noticed that the author uses a full line to separate paragraphs with the start of each paragraph adjusted to the left of the page. Before computers and word processing, paragraphs started on the line immediately following the last paragraph. To identify and separate the paragraphs, the first line of each paragraph was indented approximately half an inch (12.5 mm). The latter layout tends not to be used today. For those surveyors establishing themselves for the first time, with little or no experience of report writing and layout, it will take some time to find the correct combination of the above. It is advisable to put your layout ideas on paper, then pass them to someone unfamiliar with marine surveying so that he concentrates only on checking if your report is readable. 89

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5.28 Diagrams There is an old saying that ‘A picture says a thousand words’. For a surveyor this means that a picture or graphic can replace a thousand words in a report. As an example, try to describe a spiral staircase. You will see that it is easier to take a photograph or draw a sketch. Before digital photography, diagrams and sketches were particularly useful in faxed or emailed preliminary reports. The ability to send digital photographs has greatly enhanced the communication of findings to clients, and has reduced the need for diagrams. However, there will be times when the surveyor needs to explain the operation of a piece of equipment or the sequence of events leading up to a casualty. This is when diagrams or sketches come into their own. The surveyor is advised to learn basic technical drawing techniques (see later) as these help to make drawings more understandable. As another example, try to describe a ship that you have recently surveyed in less than one thousand words. Your description should include the number of holds, watertight bulkheads, hatch covers, cranes, water ballast, fuel and fresh water tanks. If the ship has a particularly unusual tank arrangement, the description will be very involved and take some time to write. Figure 6 gives an illustration of how a diagram can save you this time and effort. Figures 6 and 7 were drawn with fairly basic drawing software. There are far more elaborate drawing software packages on the market and available to surveyors. Some of them are also free to download from the internet. When graphics are used, high-quality drawing skills are essential. Drawings must be neat and accurate, and lettering and linework must be precise, dark, and of high quality. Most marine engineers have been trained in the necessary drawing skills for technical drawing. The following notes are intended for those who are unfamiliar with technical drawing principles. All drawings are made of lines. When draftsmen draw plans they use pencils of varying hardness to give different line thicknesses representing various parts of the drawing (as shown in Figure 8).

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Figure 6.  General arrangement of tanks and holds

The same principles can be used for pleasure craft as shown in Figure 7. 91

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Figure 7.  General arrangement of pleasure craft main deck

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Figure 8.  Line thicknesses and uses

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As may be seen in the above figures, the thicker lines are used for outlines or to stress items. Thinner lines are used for lesser details. The thickness of lines when drawing on paper is achieved by the hardness of the pencil. Softer pencils, such as HB, are used for thicker lines, harder pencils, such as ‘2H’, are used for thinner lines. Dotted or dashed lines are used for hidden objects. These can be used for straight lines, boxes, curves and circles. Centre lines show the central axis of an object and are usually thin, comprising alternate long and short dashes which are evenly spaced. These can also help you to ensure that drawings are symmetrical when necessary. Dimension lines are thin lines used to show the extent and the direction of dimensions. In Figure 6, dimension lines are used to show the location of the engine room. Note that the arrows are longer and thinner than normal. The two horizontal lines restricting the dimension line are known as extension lines. A leader line is a continuous straight line that extends at an angle from a note, a dimension or other reference to a feature. An arrowhead touches the feature at that end of the leader. This is represented in Figure 6 by the line leading from the words ‘Duct Keel’ to the duct keel itself. When there are lots of leader lines pointing out features they should not cross each other. Where they coincide in a view, certain lines take precedence. Since the visible features of a part (object lines) are represented by thick solid lines, they take precedence over all other lines. If a centreline and cutting plane coincide, the more important one should take precedence. Normally, the cutting plane line, drawn with a thicker weight, will take precedence. The following list gives the preferred precedence of lines on your drawing: 1.

Visible (object) lines.

2.

Hidden (dashed) lines.

3.

Cutting plane lines.

4. Centrelines. 5.

Break lines.

6.

Dimension and extension lines.

7.

Section lines .

All of the above lines may be drawn using software drawing packages. However, some may not have the ability to draw dotted or dashed circles. These are usually only available in computer aided design (CAD) packages. It may be seen from the previous diagrams that shading or filling is also helpful in identifying features. Crossed diagonal dashed lines are also used to signify tanks. 94

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A variety of lines are shown in Figure 9. Note also the use of ‘sectioning’. A section of the coupling is shown on the right to show the rubber elements. The section has been taken through the axis A-A. This can be done anywhere in a piece of equipment to show important features.

Figure 9.  Coupling configuration

Some drawings will need multiple views or projections. An orthographic projection shows the object as it looks from the front, right, left, top, bottom or back. Each of these views will be positioned relative to each other according to the rules of ‘first angle’ or ‘third angle’ projection. Third angle projection, where the front elevation is situated on the right, is used by the United States. First angle, where the front elevation is situated on the left of the paper, is used by most other countries. Examples are shown in the Figures 10 and 11.

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Figure 10.  First angle projection of an object

The above object would then be represented on paper as shown below.

Figure 11.  First angle projection of an object on paper

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Often, a full projection of an object is not necessary. However, it is often advisable to sketch an object in two dimensions rather than the single dimensions shown in Figures 6 and 7. There are two other types of projection which do this. These are isometric and oblique projections. The diagram below shows the difference between the two.

Figure 12.  Difference between isometric and oblique projections

The isometric projection shows the object from angles in which the scales along each axis of the object are equal. Each of the bottom lines of the drawing are at 30⁰ to the horizontal base line. In the oblique view the front of the diagram is horizontal with the sides at 45⁰ to the horizontal. Those new to sketching often prefer the easier oblique projection method. Having seen the above two diagrams which view has been used in Figure 10? (Answer: It is an isometric projection of the object.) You may also have noted that all the text used in Figures 9, 10 and 11 is sans serif. It may also be in italic form as used in Figure 10. Serif fonts are not used with drawings. Note also the use of shading to give the objects more depth. The artist has to imagine from which direction the light is being shone and shade accordingly. Again, most drawing packages have shading options. Some even have auto-shading. Shading can also be used to represent particular materials such as timber (curved concentric lines) or liquids (dashed lines leading to one solid line at the top) or damaged areas. The use of shading to show damaged areas is demonstrated by Figure 13. The following diagram was drawn by hand. Propeller outlines are available on the internet and are available for scanning. Relevant information can then be added to the diagram to show damage and/or repairs. 97

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Figure 13.  Use of shading to show propeller damage repairs

You will note that there has been no use of perspective in Figure 12. This is where the eye perceives the object as being smaller the further away it is from the eye. In the oblique view in Figure 12, the object actually appears to be getting larger further from the eye. This is because the object has been drawn with absolute 45⁰ angles. Either of the upper lines would need to be drawn at approximately 40⁰ to give the impression of depth and perspective. You may also note that Figures 6 and 7 are stated to be ‘not to scale’. All types of plans are usually ‘scale drawings’, meaning that the plans are drawn at a specific ratio relative to the actual size of the object. Various scales may be used for different drawings, e.g. 1:50, which means that the plan is 1/50th of the size of the original. This means that all dimensions are to that scale, i.e. the length, breadth and depth are all 1/50th of 98

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the original. In Figures 6 and 7, the length and breadth of the vessels may not truly represent the ratios of the actual vessels. Sometimes it might be useful to increase or exaggerate the beam in a ship drawing to be able to include all tanks and other points of interest. Scale drawings are particularly useful when representing hull damage. Most drawing packages also allow for various scales to be set. You can adjust your scale to fit the drawing onto the page. When drawing accurate scale drawings of vessels it is necessary to obtain the frame spacing. These should be marked out on the drawing centre line to be used as reference points, the surveyor having recorded the locations of damage and various objects relative to frame numbers. A major time-saver with respect to drawings is to obtain copies of original drawings from the ship or equipment manufacturer. Using a scanner, this can be copied electronically and used in a drawing package. Figure 14 below shows a scanned image of a camshaft/pushrod arrangement with text added separately.

Figure 14.  Diagram showing configuration of hydraulic actuator cam follower

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Figure 15.  Turboblower rotor illustration

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Figure 16.  Schematic diagram of turboblower

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Figure 17 below shows the location and extent of damage to a turboblower, the text having been added separately.

Figure 17.  Diagram showing location of crack

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Sometimes it is not possible to obtain information on an engine and a sketch must be drawn as shown in Figure 18.

Figure 18.  Diagram showing engine timing gear arrangement

It may also be noted that each of the diagrams has a border. This is intended to frame the picture and helps to give uniformity when the diagram is inserted into the text. The frame should be equidistant from each side of the diagram, again for uniformity. You will also see that the body text of this section is above and below the diagrams. With some software, e.g. Pagemaker, it is possible to ‘wrap’ the text around drawings, sketches and photographs. This is useful where the graphics are small and can be inserted without dominating the page. However, word wrapping should be used sparingly as it may cause your diagrams to be lost in the text when you really need to draw attention to them. To summarise, there is no limit to what can be represented by a sketch or diagram. There is plenty of software out there to assist. The only limit is the surveyor’s inventiveness, ingenuity and skills. 103

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5.29 Photographs Photographs are critical to a report because they act as evidence in support of your findings. Like diagrams and sketches, they can save a thousand words in your report, but only if they are appropriate and of good quality. As they may be used as evidence in court, they will need to be originals and unaltered in any way. Traditional film photographs are usually accepted without question in courts and arbitrations. However, digital photographs can be easily altered and for some time were not accepted in court. As software now allows instances of alteration to be identified, digital photographs are now accepted. However, the surveyor may be asked to swear on oath that they are originals. With digital photography it is now possible to see what you are photographing before you take the photograph. This gives the photographer the ability to frame the photograph and see if the outcome is a success before the images are developed and printed. Most digital cameras are also fully automatic so that the user just points and shoots, usually with excellent results. Their ability to take high quality images is defined by the number of pixels which the electronic chip, the charge couple device (CCD), can capture. This is usually measured in megapixels; the higher the number, the higher the sensitivity and the better the quality. As a comparison, a 3.3 megapixel camera is compatible in quality terms with a traditional 35 mm film camera. The surveyor will need to weigh the quality of the camera with its size. The higher quality digital cameras can be similar in size to a high quality single lens reflex (SLR) film camera, and can be bulky and heavy. There will be times when automatic shooting is not appropriate, e.g. when the subject has a lot of back light behind it. If the picture is taken in auto mode the result will be a dark subject with a bright background. In this case, it is necessary to use the manual flash option to illuminate the subject. Digital cameras have additional functions which allow the user to decide on how he will take the photograph, e.g. close-up, wide angle and telephoto/zoom. As surveyors, we don’t tend to take too many photographs of people so the ‘red eye’ function will probably not be used so often. The ‘macro’ function is used for taking close-up and more detailed photographs. This is useful when photographing damaged engine parts and cargo. The wide angle mode is used when taking a panoramic view, such as harbours, landscapes or other large spaces. The zoom function is used to get closer to your subject and ensure that you do not waste space in the photograph. Another option which may be included on a camera is the ‘document’ function which allows clear photographs of documents, a very useful tool when photographing ship’s log book pages. Date and time imprinting are also useful tools as they are evidence of when you took the photograph. Unfortunately, many digital cameras do not show the date on 104

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the photograph on the camera or computer screens. You can only see it when the photograph is actually developed by a photo shop. One other advantage of digital photography is that the user can experiment with the various settings to gain expertise in the correct use of the camera without the need for printing out the photographs to see the results. As mentioned above, the key to a good photograph is preparation. Here are some basic rules: • Take your time, don’t rush it. Digital cameras need a little time to adjust their settings to suit the conditions. • Get yourself into the correct position to get the right aspect and as much information as possible into the picture. • Frame your subject so that, like diagrams, there is an equal amount of space around the edges. • When taking the photograph you should try to hold the camera with both hands to ensure it is steady. • Control your breathing by taking the photograph after you have exhaled and just before you inhale. In this way, your body will be in a relaxed state and your hands should be steady. Some cameras have an anti-vibration or tremble mode which reduces the effects of trembling hands. However, sensitivity and quality of picture are sacrificed to enable this mode. There are other problems which surveyors face when taking photographs, such as water spray, noise, dust, etc. All of these can cause the camera to go out of focus or for the subject to be obstructed. It is advisable to wait a few minutes before taking your shot if you have just climbed down a rusty topside tank ladder, entered a hold full of grain or in a boatyard with GRP dust in the air. Health and safety issues should take priority in such situations. When taking photos of specific objects, such as machinery or hull damage, first take a general photograph of the area concerned. Then zoom in to get a closer photograph of the piece of equipment. Follow this by a close-up photograph of the damage, where necessary using the ‘macro’ function. It also helps to use another object as a reference to give an idea of size. This could be a ‘T’ square or a 6-inch ruler with inch or mm marks placed next to the object. If you don’t have such a measure, a ball point pen will often suffice. Sometimes it may not be possible to get an appropriate photograph facing the object. You may need to take the picture from a different angle to get the best view of the damage, e.g. along a hull to show how much the strakes have been set in. If you have been unfortunate enough to get images which are too dark or light all is not lost. Software is available to correct them, e.g. Photoshop, Paint Shop Pro. If you 105

REPORT WRITING FOR MARINE SURVEYORS

brighten a dark photograph, don’t forget to increase the contrast to remove the misty appearance. The converse applies to brighter images. Because surveyors work in dirty and hazardous environments, accidents can often happen. It is therefore advisable to take spares with you, such as spare batteries and possibly a spare camera. Your spare camera need not be as elaborate as your main camera, but should be capable of taking reasonable shots. The next problem is how to present the photographs in your printed report. The traditional method, until recently, has been to place the images in a photographic appendix after the main body of the report. If you are using this kind of presentation your photographs should have a gloss finish for clarity. In damage reports many references can be made to relevant photographs in the report text, e.g. ‘We found the anchor windlass base to be heavily corroded, wasted and torn at its connection to the foredeck (see Photographs 36, 37 & 38, page 38).’

The reference in parentheses may also be in bold print for accentuation. You may also wish to add the page number to make it easier for the reader to find the photograph. A blank page with ‘Appendix 1 – Photographs’ should be inserted before the photographic appendix. Each of the photographic appendix pages should be of the continuation type, having a header and footer. Most surveyors include two photographs per A4 page; any more looks cramped. With two on a page it is possible to display them either in vertical (portrait) or horizontal (landscape) format, or a combination of the two. This looks far more professional. Each photograph will have a caption below or alongside to describe it. The traditional caption would be: Photograph 26 View of No. 2 port hatch cover panel after seals

Note that the photograph number is underlined and there is a space between the two lines to give a well-spaced layout. Some surveyors prefer not to use the words ‘View of ’. Landscape photographs should be centred on the page and spaced equally. Portrait photographs should be staggered, with the top photograph on the right and lower photograph on the left. Captions will be to the left of the top photograph and to the right of the lower photograph. Some software programs insert the printer’s trim marks to ensure that they are correctly positioned on the page. You may need to add rub on arrows to point out a damaged area in a photograph. These are available in different sizes, arrow designs and colours from stationary shops. If you have used arrows you should make reference to them: 106

Writing the report

Photograph 26 View of No. 2 port hatch cover panel showing damage after seals (arrowed)

With digital photographs the software may allow the user to add arrows or circles to emphasise particular areas of the picture. As with body text, photograph captions can be kept to a minimum number of words. Note the above caption. This can be further shortened: Photograph 26 View of damaged No. 2 port hatch cover panel after seals (arrowed)

Photographic captions should also be accurate and unambiguous. Take this example: Photograph 26 View of port engine room

This implies that there could also be a starboard engine room. Perhaps it would have been better said: Photograph 26 View of engine room port side

To show that the photographs are original and the report is an original report, some companies use their company stamp (or chop) on each photograph. The stamp is placed so that it is roughly half on the photograph and half on the page. In this way, the photograph cannot be replaced by another. With the advent of the internet and email, more clients are asking for their reports in electronic form. With some software packages it is possible to insert digital photographs into the photographic appendix within the document. Word processing documents in this form take up a lot of disk space and can be amended. For this reason they are usually converted to Adobe Acrobat portable document format (pdf) for transmission. This is a secure format which ensures that the document cannot be changed and arrives at the other end as it was intended. Some clients prefer the written report in pdf format with the photographs in a separate file and format. Microsoft Powerpoint and Apple Keypoint are software examples which are often used. When sending reports and photographs by email, the file size should not exceed 5 megabytes (Mb) as most internet service providers restrict file sizes. The average size per page of text sent in MS Word or Adobe Acrobat takes up about 10 kilobytes (kB). With larger file sizes it may be necessary to send the report and photos separately. A photograph is comprised of thousands of pixels, so a photograph occupies a lot of space within a file. The conflict for the surveyor is taking photographs of high quality 107

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whilst still being able to send them by email. A fine quality photograph of 2560 x 1920 pixels will take up more than 1 Mb of space. An ‘economy’ quality photograph of 640 x 480 pixels will probably take up around 50 kB. If you take high quality photographs, but need to paste them into a Powerpoint document to send them by email, you will need to resize them to around 7 inches (17.8 cm) wide in landscape orientation. If you have a lot of photographs to resize you can use the ‘Actions’ option under the ‘Window’ menu to automate the process. This will bring the size of each photo to around 50 kB. It is relatively easy to set up a template for photographs in Powerpoint, so that your photographic appendices are almost automated. Pasting photographs and adding the captions takes time. Compiling the photographic appendix is one of the most labour intensive tasks in marine surveying and report writing. Because it is so onerous, some surveyors leave the task until last. Once done, the report is complete and there is a sense of achievement. PageMaker, QuarkXPress and other similar software now allow desktop publishing where photographs and diagrams can be embedded in the document with the text wrapped around objects. The quality of a digital photograph printed on plain paper is not as good as a developed and glossy photograph. However, the print quality for colour printers is rapidly improving. If you are embedding photographs in your text, align the tops of the photographs with the x-height (the top of the lower case letters in a line of text) in the adjacent column. This helps the reader to view the photograph and easily return to reading the text. It also gives uniformity and a better layout quality. The natural track for the eye when reading a document in English is from top left to bottom right. Layout experts therefore suggest that photographs should be located in the top right and bottom left corners so as not to disrupt the reading pattern. However, with marine surveying reports it is normal to keep a photograph to the right of the page and, where possible, immediately adjacent to the relevant text. With text wrapping, keep the text left aligned rather than justified. If you use justification you will get large areas of white space in your text so that it will not look uniform. Whilst the left aligned text may not butt up to your photographs, this layout is much tidier.

5.30 Accurate descriptions. As previously stated, miscommunication and ambiguity are the worst enemies of understanding. Inaccurate descriptions can be added to these two. The downfall of experienced and knowledgeable marine surveyors has been their inability to describe accurately what they have seen during their survey. Descriptions are usually required under the ‘survey findings’ section of your report. These may relate to pre-purchase condition surveys, damage surveys, etc. 108

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To be accurate you must avoid vague adjectives such as: • Slightly. • Fairly. • Moderately. • Heavily. • Severely. These are very subjective adjectives. To what extent is something slightly corroded? If you are going to use such an adjective you will need to specify exactly the extent intended by the word, e.g. slightly = less than 5% corrosion. Some P&I Clubs have found it useful to define such terms used in their reports: Good

Condition better than average in all respects, original strength/ performance unimpaired, no maintenance or repairs required.

Satisfactory

Condition average, minor deficiencies not in need of correction, wear and tear evident, but original strength performance not significantly affected.

Fair

Condition below average, deficiencies of some consequence and in need of correction in near future.

Unsatisfactory

Condition below average, deficiencies in need of immediate maintenance or repair.

Poor

Condition deteriorated in all respects, beyond practical repair, requires renewal or replacement.

By referring to the above definitions, the reader will understand the condition of the items being described. Some pleasure craft surveyors use the following terminology: Excellent

In new condition or like new.

Good

Nearly new with only minor cosmetic or structural faults.

Fair

A system, component or piece of equipment is functional with only minor repairs necessary.

Poor

Unusable as is. Needs repairs or replacement of the system component or piece of equipment.

Appears

Indicates a very close inspection of the relevant area was not possible due to limitations placed on the surveyor, e.g. inaccessible panels, no lighting, etc. 109

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Fit for intended use Fit for its intended purpose and use by the buyer. Serviceable

Sufficient for a specific requirement.

Powers up

Power was applied only. Does not refer to the operation of any system or equipment unless specifically indicated.

Poor

Condition deteriorated in all respects, beyond practical repair, requires renewal or replacement.

The surveyor may find it difficult to describe something in only a few words but, with practice, he should be able to keep the number of words to a minimum. So often we see descriptions such as: ‘The cargo hold internals were found to be fairly corroded and wasted.’

What does the word ‘fairly’ mean in this context? This should have been broken down into the different areas and described more accurately: ‘Fore and after bulkhead coatings were found generally intact but with small corrosion blisters appearing over approximately 10% of the surface area, mainly on the lower 4 m. Side shell and frame coatings were found to be breaking down with approximately 50% of the surfaces showing large corrosion blisters with sheet corrosion of the hopper plates. Tanktop coating non-existent. Heavily indented to a depth of 75 mm between double bottom internals over 90% of its area.’

This is one occasion when more words are necessary to accurately describe the condition of the hold internals. In some cases there are standards set and defined in publications issued by industry bodies. One such publication is the American Rust Standard Guide – a Guide for Grading Hot Rolled Steel by Surface Condition. (For more information contact the American Institute of Steel Construction, One East Wacker Drive, Suite 3100, Chicago, IL 60601, Phone +1 312-670-2400, Fax +1 312-670-5403, Website: www. aisc.org.) This easy to carry and use booklet has colour photographs against which the steel being surveyed can be compared. When reporting findings, the surveyor can quote the particular colour photograph which has an identifying code, e.g. A2, B1, etc. Some tanker companies also publish comparative standards for corrosion which their vetting inspectors must use. Percentages may be used to give an indication of the extent of corrosion but should be accompanied by the type of corrosion. The surveyor will need to be able to 110

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understand the corrosion process and the stages of coating breakdown. There are also different types of corrosion, e.g. • Blisters. • Sheet. • Flake. • Pitting. • Undercutting, etc. Dimensions should be used where possible to accurately describe the damage: ‘The port side shell plate was found set in approximately 1.5 m over an area of 2.5 m high x 3.5 m long approximately 2.5 m below the main deck between frames 46 and 50.’

Extensive damage is usually reported in the form of a table consisting of ‘Found’ and ‘Recommended’ This can be easily tabulated for readability. FOUND

RECOMMENDED

1. The port sideshell plate was found set in approximately 1.5 m over an area of 2.5 m high x 3.5 m long approximately 2.5 m below the main deck between frames 46 and 50.

Crop and renew port side shell plating 2.5 m high x 3.5 m long approximately 2.5 m below the main deck between frames 46 and 50.

2. Port sideshell frames in way of frames 46 to 50 found heavily set in 1.5 m over a height of 2.5 m.

Port sideshell frames in way of frames 46 to 50 to be cropped and renewed over a height of 3 m.

etc. Figure 19.  Found and recommended table

The above table could be accompanied by a section of the vessel’s shell expansion plan showing the relevant damaged areas.

5.31 Use of spreadsheets The information shown above in the ‘found and recommended table’ has been placed in a spreadsheet which has been pasted into this document. Spreadsheets are a useful tool in presenting complex information and calculations. For example, the ‘found and recommended’ information above could be included in a spreadsheet which also shows the steel weight calculations, as shown in Figure 20. The calculated steelweight could then be multiplied by the shipyard’s steel repair rate per kilogramme to get the cost of steel repairs. However, added to this figure must be a percentage for small items, staging and contingencies to give a more realistic final figure. The estimate should always be approximately 20% over the estimated cost for merchant vessels, with 10% being standard for pleasure craft. All parties will 111

REPORT WRITING FOR MARINE SURVEYORS

be satisfied if the final invoices come in lower than your estimate. Questions will be asked if they come in higher. If you believe that the client will have problems with reading the information along a line or in a column, it may be advisable to include the table lines. These need not be hard lines but could be dotted so that they are unobtrusive. Another example is the use of a spreadsheet for a pleasure craft tonnage calculation (in Hong Kong) shown in Figure 21. No Height Item

Depth

Details

Rec’d

Sheerstrake

Set in/torn

C&R

1

8500

1500

11

Sheerstrake

Set in

FIP

1

5100

150

11

0.77

66.10

Main Deck

Set in/torn

C&R

1

3500

400

7

1.40

76.98

Main Deck

Set in

C&R

1

4500

600

7

2.70

148.46

Handrails

Heavily deformed

C&R

1

21000

200

4

4.20

131.96

Handrails

Deformed/ torn

C&R

2

21000

80

4

1.68

105.57

Stanchions

Set in / deformed

C&R

8

1000

110

10

0.11

69.12

Stanchions

Set in / deformed

C&R

8

1000

200

10

0.20

125.68

Pipe rails

Deformed

C&R

2

1600

350

4

0.56

35.19

Frames

Set in / deformed

C&R

15

1500

420

8

0.63

593.84

No 2/3 bulkhead Set in / deformed

C&R

1

1500

600

10

0.90

70.70

Deck beams

Deformed

C&R

1

8500

125

9

1.06

75.11

Bulwark

Set in / deformed

C&R

1

600

900

8

0.54

33.93

Bulwark stays

Set in / deformed

C&R

2

1200

180

10

0.22

33.93

Off Length Width Thickness Area mm mm mm m2

Weight kg

Starboard side: 12.75 1,101.66

After main deck:

112

Writing the report Stag horns

Torn away

Renew

2

270

150

60

0.04

38.18

Bulwark flange

Torn away

Renew

1

1200

480

8

0.58

36.20

After bulkhead

Deformed

C&R

1

1950

700

8

1.37

85.78

Side shell

Set in

C&R

1

2000

2000

11

4.00

345.62

Stiffeners

Deformed

C&R

3

1950

150

10

0.29

68.93

Deck

Deformed

C&R

1

2000

500

10

1.00

78.55

Vent pipe

Torn away

Renew

1

1950

240

4

0.47

14.70

Vent pipe

Torn away

Renew

1

1950

280

4

0.55

17.16

After handrail

Heavily deformed

C&R

1

3450

150

4

0.52

16.26

Handrails

Deformed

C&R

2

3450

70

3

0.24

11.38

Stanchions

Deformed

C&R

5

1000

130

9

0.13

45.95

Total (kg) = 3,426.94 FIP = Fair in place. C&R = Crop and renew. Figure 20.  Found and recommended table with steelweight calculations TONNAGE MEASUREMENT CALCULATIONS SI Units Item Hull (V184)

Length

Breadth

Depth

Constant

Total Volume

21.36

5.75

1.85

0.50

113.61

Volumes

+

Enclosed Spaces (V2) Main Deck

21.36

5.75

2.13

261.61

Upper Deck

16.97

5.75

2.13

207.84.

Sun Deck

5.96

5.75

2

68.54

Constant K1 (=0.2 + 0.02 x Log10 V1)

0.241

Total =

GT = K1(V1 + V2) Gross Tonnage =

157.105 Figure 21.  Tonnage measurement calculations

113

537.99

651.60

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Spreadsheets can also be used to report bunker survey figures: Heavy Fuel Oil

Date: 14-Feb-10



PORT: Nantong Trim 3.55 m By Stern HFO Tank

Tank Sounding

Time: 1600 hrs

Volume Temp Density °C 15°C in m3

VCF ASTM (T/54B)

Standard Volume

WCF

Weight MT

FOT 1P

0.420

46.090

4

0.9880

1.0076

46.440

0.9869

45.832

FOT 1S

0.420

46.090

4

0.9880

1.0076

46.440

0.9869

45.832

FOT 2P

62.000

98.530

25

0.9880

0.9931

97.850

0.9869

96.568

FOT 2S

93.000 187.020

4

0.9880

1.0076

188.441

0.9869

185.973

FOT 3P

Gauge

0.000

0.9880

1.0103

FOT 3S

Gauge

0.000

0.9880

1.0103

Sett 1

Gauge

38.700

40.4

0.9880

0.9823

38.015

0.9869

37.517

Sett 2

Gauge

34.400

65.7

0.9880

0.9646

33.182

0.9869

32.748

Serv1

Gauge

20.600

55.8

0.9880

0.9716

20.015

0.9869

19.753

Serv 2

Gauge

37.200

88.8

0.9880

0.9484

35.280

0.9869

34.818

O/Flow

0.100

2.170

4

0.9880

1.0076

2.186

0.9869

2.158

Total Less consumption from berth to Departure Pilot

501.198 6.378

TOTAL

494.820

Diesel Oil

Date: 14-Feb-10



PORT: Nantong Trim 3.55 m By Stern MDO Tank

Tank Sounding

Time: 1600 hrs

Volume Temp Density °C 15°C in m3

VCF ASTM

Standard Volume

WCF

Weight MT

DO Storage

Gauge

56.500

20

0.8534

0.9959

56.268

0.8523

47.958

DO Service

Gauge

22.400

20

0.8500

0.9959

22.308

0.8489

18.937

Total

66.895

Less consumption from berth to Departure Pilot TOTAL

4.205 62.690

All calculations can be carried out in the spreadsheet before it is copied and pasted into the report. 114

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5.32 Notes This is a section left at the end of the report for any special notes relating to the survey or the report. It is often advisable to have one clause relating to the issuing of the report, e.g. ‘This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel at the time that the survey was carried out.’

Other paragraphs may be included giving additional information, e.g. ‘As the vessel sailed at on , we were unable to complete our investigation.’

In the case of cargo surveys, there could be a specific paragraph relating to exceptions, e.g. ‘This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the consignment at the time that the survey was carried out. ‘The Consignee’s representative issued no exceptions or comments relating to the discharge operations. No claim or exception has been received from the Consignee’s representative to date.’

In the case of a hull and machinery damage investigation: ‘As the vessel is awaiting the arrival of the new propeller, the sterntube was blanked off and the vessel was refloated on 11 February 2010. ‘The new propeller is expected to arrive at the shipyard on or about 15 March 2010. ‘This report is issued without prejudice. in our opinion, the report constitutes a statement of the condition of the vessel and her machinery at the time that the survey was carried out.’

This is also the location for adding information on any additional documents which have been attached to the report, e.g. ‘We have received the following documents which are appended to this report: • Master’s statement of facts (2). • Ship’s particulars. • Crew list. • List of surveys and certificate status. • DnV Certificate for propeller. • Propeller manufacturer’s certificate and information.

115

REPORT WRITING FOR MARINE SURVEYORS • Propeller marking rubbing. • Details of taper. • DnV and owner’s communications relating to approval of the propeller. • Mitsubishi original propeller drawings.

It may be noticed that some of the above exceptions may already be included in the terms and conditions of survey stated at the beginning of the report. If so, they would not be duplicated at the end of the report.

5.33 Appendices and annexes An annex should be used where information (which would normally make sense in the main body of the document) is placed at the end of the document for reasons of clarity. An appendix is a document to be used to supplement the main text. If the annex/appendix can be read in its own right as a stand-alone document, then it is classed as an appendix, if not, then it is classed as an annex. A supplementary report to a previous report may be considered to be an annex to that report. An appendix is a collection of supplementary material appended at the back of a report. It may also be a collection of supplementary material added to a report. It is usually related to the material in the main part of the report, but not so closely related to it that it should be put into the main text. Appendices may also include background information and supporting facts. The appendix is also the location for additional documents requested by the client which can be any item not able to be included in the body text. The first appendix usually contains the photographs. Each appendix is preceded by a plain page with the appendix number and title centred vertically and horizontally. It is not necessary for this page to be numbered or have the continuation page header, e.g. APPENDIX 1 Photographs

The labelling system for appendices may vary. Some companies use capital letters. If you are including a computer-generated table of contents in your report you will need to add a number of blank pages after the title page to allow for the pages to be included in the appropriate appendix. These can be removed later when printing out the report.

5.34 Binding the report Bound reports are less popular these days as most clients prefer to receive their reports by email as this saves a lot of time, paper and money. However, should your 116

Writing the report

client wish to receive a bound copy it is necessary for you to ensure that the bound report has a hard front and rear cover, preferably with a 0.3 mm thickness clear plastic cover front and back to protect the cardboard cover. Printing companies usually have a selection of thin cardboard in various colours and textures which you can consider for your report covers. They will usually emboss your company name and logo in gold or silver print onto the cardboard for a fee. Ring bound or spiral bound reports are more durable than the glued clip bound reports. It is also advisable to have a binding system which allows the replacement, or addition, of extra pages. Some errors may be found after it has been bound. Done properly, a bound report looks more professional. There is also a lot of satisfaction in seeing your final product bound and ready for delivery.

5.35 Touch typing The keyboard of a computer is the interface between the user and the computer. Being familiar and comfortable with it is critical in using a computer to its maximum potential. Touch typing is the key to speed and accuracy, and a step towards optimising time management. The keyboard is based on the QWERTY system, i.e. the six top left keys on the keyboard. The keyboard layout made its first appearance on a rickety, clumsy device marketed as the ‘Type-Writer’ in 1872 built by C L Sholes. The keys were arranged in this way to prevent the type bars from clashing with each other when typing combinations which were close together. For many years, the traditional way of preparing a report for a client was to hand write the report and pass it to a secretary for typing. This often ensured the accuracy of the report with quality of writing, grammar and spelling. This was followed later by the surveyor using a Dictaphone, which the touch typist would then type out. Both methods required a certain amount of correction such that a report would be passed back and forth several times with red ink being prevalent. In some larger companies, where secretaries were shared between surveyors, it could take days to get back the typed document from the typing pool and, again, waiting for the corrections, due mainly to the number of surveyors and a shortage of copy/dictaphone typists. It was only with the advent of computers that people started to take an interest in learning to touch type. Those who were frustrated by the delay in getting typing done decided to learn using a touch typing text book and electric typewriter. The lessons start by teaching you the home keys on the QWERTY keyboard. The home keys, on the middle row of letters, are ASDF and JKL; . You start very slowly on these keys, making sure that you are accurate rather than fast. Three letter sequences are used to familiarise the student with the keys such as AAA, SSS, DDD, FFF, then 117

REPORT WRITING FOR MARINE SURVEYORS

ASA, SAS, ADA, DAD, FAF, AFA, etc. Once competent on these keys, you progress to the upper and lower keys, then the numbers. It is the conscious process of looking at a letter on a piece of paper, your eye seeing it, brain registering it, then instructing the appropriate finger to hit the key which controls the speed at which you type. Eventually, when you have mastered all the letter keys, with practice you can build up accuracy and speed. Eventually, one day you will sit down to copy type a couple of paragraphs, placing your hands on the home keys and going for it, without realising that the conscious process mentioned above has gone completely. Some may be able to type fast with four fingers, but they don’t get to look at what they are typing on the screen. Four-finger typists will never have the speed and accuracy, needing endless corrections. Some surveyors just hit the ‘Caps Lock’ key and type away to their hearts’ content, choosing to ignore syntax, particularly if they employ non-native English speakers/writers. You can always tell when a document has been typed by a two fingered typist. The number of spaces after a full stop (period) vary from one to three! Sentences may also start with lower case letters. Accuracy, quality of writing, grammar and spelling are essential in a report. It takes a lot of skill to be able to transfer your report straight on to a piece of paper or computer screen, but the computer allows you to cut and paste to get the right results. Not having to think about which keys you are hitting, allows you to concentrate on content and syntax. Grammar will always be a problem, whether you can type or not, but be warned, your handwriting will deteriorate as a consequence of using the keyboard more! If you are thinking of learning how to touch type you should take a week off work to do it. It is no good trying to learn part-time and then go back to the computer at work and use four fingers again. You have to do it ‘cold turkey’. Many companies offer crash courses for those who want to learn quickly. The key is not to lose heart, be patient and stick with it. You’ll be pleased you did in the end.

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Appendices

Appendices The specimen report formats hereunder have been used by the author over many years, having been readily accepted by clients. They are intended only as guidelines for the reader who may reproduce and modify these formats as required. Some sections have been abbreviated to prevent repetition.

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Appendix 1: Specimen Pre-purchase Condition Survey Reports

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Specimen Pre-purchase Condition Survey Report for a Merchant Vessel

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

Tel: Fax: Mobile: Email: Your Ref : Our Ref Date

: XMC*** :

Survey

Directors: Name, degrees, membership of professional organisations, etc.

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TABLE OF CONTENTS 1. Vessel particulars................................................................................................................................1 2. Parties attending the survey.............................................................................................................2 3. Survey findings...................................................................................................................................2 4. Notes....................................................................................................................................................2 Documentation.......................................................................................................................................4 Certificates................................................................................................................................................4 Other information..................................................................................................................................5 Port State Control...................................................................................................................................5 Conditions of Class................................................................................................................................5 Review of thickness gauging report.....................................................................................................5 Review of deck and ER log books........................................................................................................6 Last 15 ports of call.................................................................................................................................6 Vessel performance.................................................................................................................................6 Fuel consumptions.................................................................................................................................7 Safe manning certificate.........................................................................................................................7 Essential documents...............................................................................................................................8 Loadline details.......................................................................................................................................8 Cargo capacities ..................................................................................9 Cargo capacities ...............................................................................................................9 Lashing gear inventory.........................................................................................................................10 Hatch dimensions.................................................................................................................................10 Ballast capacities....................................................................................................................................11 Tank capacities.......................................................................................................................................11 Condition of hull...................................................................................................................................12 General arrangement of holds and tanks.........................................................................................13 General cargo vessels: Hatch covers........................................................................................................................................14 Holds....................................................................................................................................................14 Cargo / stores handling machinery and mooring equipment...................................................15 Bulk carriers: Hatch covers........................................................................................................................................15 Holds....................................................................................................................................................15 Cargo / stores handling machinery and mooring equipment...................................................16 Engine room and machinery..............................................................................................................17 Main engine............................................................................................................................................18 126

Generators..............................................................................................................................................19 Steam plant.............................................................................................................................................20 Major spare parts...................................................................................................................................20 Navigation..............................................................................................................................................20 Communications..................................................................................................................................21 General condition of vessel.................................................................................................................22 Fire fighting equipment and life saving appliances........................................................................22 Items included in the sale....................................................................................................................23 Items not included in the sale.............................................................................................................23 Overall assessment................................................................................................................................23 General remarks....................................................................................................................................24 List of defects noted.............................................................................................................................24

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

Tel: Fax: Mobile: Email: Your Ref : Our Ref Date

: XMC*** :

Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board whilst alongside at , on , for the purpose of carrying out a . 1. Vessel particulars is an all steel, single screw, bulk carrier, having seven cargo holds with ten hatch covers, the accommodation and engine room being abaft . Name: Type: Registered: IMO No: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine: Speed: The vessel has hatch covers with no cargo gear on board. There are stores derricks aft of the accommodation.

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CONTINUATION VESSEL NAME

2. Parties attending the survey Attending during our survey were: Captain Master of the vessel. Technical Superintendent, , representing . The Undersigned Appointed on behalf of prospective buyers of the vessel. No other surveyors attended on board during the inspection. However, the Master or Chief Officer was present during most stages of the survey. We were informed that other surveys had been carried out previously at . 3. Survey findings Descriptions In order to achieve consistency of reporting, the following descriptions are to be used: Good

Condition better than average in all respects, original strength/ performance unimpaired, no maintenance or repairs required.

Satisfactory

Condition average, minor deficiencies not in need of correction, wear and tear evident, but original strength/performance not significantly affected.

Fair

Condition below average, deficiencies of some consequence and in need of correction in near future.

Unsatisfactory

Condition below average, deficiencies in need of immediate maintenance or repair.

Poor

Condition deteriorated in all respects, beyond practical repair, requires renewal or replacement.

4. Notes We have received copies of: • which are appended to this report. It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on this date , taking into consideration the vessel’s age and that items reported upon are described in comparison with vessels of similar age and type. This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. It implies no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of non129

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CONTINUATION VESSEL NAME

removable linings, panels and internal structures, etc., or agreement and permission and instructions not being given to the surveyor to gain access to closed off areas.

Attending Surveyor for and on behalf of, XXX Marine Consultants Ltd

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Condition Survey Report on Documentation The vessel’s documentation was generally found to be well organised and easy to access. Certificates Certificate

Place & date of issue

Date of expiry

Certificate of registry Safety construction certificate Safety equipment certificate Safety radiotelegraphy certificate International loadline certificate Annual loadline survey Fire fighting appliance certificate Liferaft certificate Hull special survey Hull annual survey Machinery special survey Machinery annual survey Boiler survey Drydock survey Cargo gear survey quadrennial Cargo gear survey annual Loading and stability information United States water pollution certificate Oil record book IOPP IAPP ISPP US Coast Guard letter of compliance

No:

Port State Control inspection Flag State inspection ISM DOC ISM SMC ISPS

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VESSEL NAME

Other information Continuous Synopsis Report issued by ILO crew compliance issued Garbage certificate issued at Vessel entered with Vessel has been/not been fitted with emergency towing facility fore and aft Vessel has been/not been fitted with safe access to forward areas Vessel is/is not equipped for running unmanned engine room Port State Control Date of last inspection Place of inspection Number of deficiencies Number of outstanding deficiencies Conditions of Class (COC) A review of the vessel’s last quarterly report revealed no conditions of Class or outstanding CSM items A review of the vessel’s last quarterly report revealed the following conditions of Class: • Review of thickness gauging report We sighted a thickness gauging report issued on at by . We reviewed the report and maximum mean diminutions are recorded below. Item

% maximum mean diminution

Remarks

Decks

11.4

Generally in single figures

Transverse belts Sideshell (W&W) Hold frames Transverse bulkheads Bulkheads in TSTs Web frames WT floors Solid floors Forepeak

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VESSEL NAME

Review of deck and ER logbooks A brief inspection of the deck and ER logbooks revealed: 1. Last 15 ports of call Ports of call Port

Arrived

Departed

Cargo

Vessel performance Amount Loaded passage Speed (originally) RPM Slip Fuel consumption Cylinder oil consumption Crankcase oil consumption Generator oil consumption Generator diesel consumption

Units knots % mt/day litres/day litres/day litres/day mt/day

Ballast passage Speed RPM Slip Fuel consumption

knots % mt/day

TPC at loadline Service speed Economical speed

T/cm knots knots

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FW evaporator Fuel consumption port Boiler (fuel type) Auxiliary engines (fuel type) Normal operation on Vessel manoeuvring on

VESSEL NAME mt/day mt/day mt/day cSt

Fuel consumptions We were informed by the Master that the vessel had the following fuel consumptions: 13 knots 14 knots 15 knots 16 knots 17 knots

mt/day mt/day mt/day mt/day mt/day

Safe manning certificate Administration: Required

Actual

Master Chief Officer Nav. Officer Nav. Officer Chief Engineer 2nd Engineer

Master Chief Officer 2nd Officer 3rd Officer Chief Engineer

AB (x3) OS (x2) Oiler (x2) Total 13

Bosun AB (x3) Oiler (x1) Cook Total 8

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Nationality

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VESSEL NAME

Essential documents Stability book Loading computer Sea trial results Finished plans and instruction books Oil record book Sounding book Safety equipment training manual Shipboard oil pollution emergency plan Ballast water management plan IMO 868 (20) Last notice to mariners Light list and radio signals

Sighted in order. Duly endorsed Sighted in order. Class approved Not available on board Sighted in order Sighted in order Sighted in order. Soundings taken every morning Sighted in order in messroom and on bridge Sighted in order Sighted in order No 41/09 Sighted in order. Duly corrected

Loadline details No information received on loadlines. Registered tonnage:

Summer deadweight 12,854 mt Gross 10,396 Net 5,417 Lightship weight

6,009.6 mt

Suez Canal tonnage:

Gross Net

10,396 5,417

Panama Canal tonnage:

Gross Net

10,662 8,108.45

We sighted • The ship’s plans. • Capacity plan. • Midship sections. • Class approved container stowage plan. Mark Tropical fresh Fresh Tropical Summer Winter Winter NA

Freeboard (m) Not given

Draft (m) Not given

Disp’t (kT) Not given

DWT (kT) Not given

We were unable to sight any of the ship’s plans and were not provided with the vessel’s capacity plan or Class-approved container stowage plan. 135

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Cargo capacities Hold capacity (m3) No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 Totals

Grain

Bale

Maximum allowable loads: On deck Tweendecks Lower hold Cargo capacities Three cargo holds, No. 2 hold fitted with portable cell guides. Total container capacity: 923 TEU Container capacities: 40 ft = 417 + 89 45 ft = 246 48 ft = 112 Reefers = 28 in hold 2, bays 11 and 13 = 176 on deck, all bays except bays 1, 3, 15, 17 and 19 Maximum allowable loads: Holds 20 ft = 100 mt, 40 ft = 140 mt Deck 20 ft = 55 mt, 40 ft = 90 mt Hazardous cargo permitted as per certificate of compliance for the carriage of dangerous goods. We were not provided with any information on cargo tonnages or dimensions for each hold.

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Lashing gear inventory LASHING MATERIALS INVENTORY - As at June 2010 Item As per Serviceable manual Deck lashings Twistlocks CV-9G/200G 12 9 Bottom twistlocks CV-9G 280 323 Dual function twistlock T 2.3-C 1048 988 Midlock stacker ML-2 1148 1467 Turnbuckles TBS-3G/1, TB3A 560 636 Lashing bars LB-11, LR1/S 560 636 Bridge fittings H-3-SR 0 37 Linking plates LP-G

Damaged

127 117 6 53 53 17

0

Remarks

Not part of lashing system Not part of lashing system

Hold lashings Compensation stacker S-1.91-6 28 Lockable stacking S1.47, cones 396 K-1 Antirack spacer 0

20 346 30

Tools Handling tools B-88 Operating rod OR-5 Spanner SW-55

28 14 14

21 9 10

Fixed securing devices in hold

Part of ship spare parts store

Fixed securing devices on deck

Part of ship spare parts store

Hatch dimensions Hatch openings No. 1 No. 2 No. 3 No. 4 No. 5

Length m

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Breadth m

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Ballast capacities Ballast capacity (m3) Forepeak No. 1 DB P&S No. 2 DB P&S No. 3 DB P&S No. 4 DB P&S No. 5 DB P&S No. 1 TST P&S No. 2 TST P&S No. 3 TST P&S No. 4 TST P&S No. 5 TST P&S Afterpeak Totals

Port

Centre

Starboard

All tanks

The vessel has ballast pumps of m³ / hour total capacity. Tank capacities Item (m3)

Port

Centre

Fuel oil tanks No. 2 DB C No. 3 DB C No. 4 DB C No. 5 DB C Total fuel oil MDO DO Tank P DO Tank S Total MDO Fresh water No. 1 P&S (boiler water) No. 2 P&S Total fresh water

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Condition of hull External shell plating:

Survey afloat or in drydock? Condition of hull coatings? Any indentations?

Decks - main deck; forecastle; poop: Superstructure: Internal shell plating, bulk heads, frames: Ballast tanks, peak tanks, coffer dams: Mooring equipment - anchors, cables, mooring ropes, fairleads: WT openings - doors, ports, skylights: Ventilators, pipes, sounding pipes and closing devices: Deck lighting: Manifold, bunker tank vent and sounding pipe savealls: MARPOL equipment: ,

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General arrangement of holds and tanks

Figure 1. Diagram showing arrangement of tanks and holds All double bottom tanks are separate from wing ballast tanks.

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GENERAL CARGO VESSELS Hatch covers STEEL HATCH COVERS Type and number:

Type and number of hatch covers, e.g. F&A folding hydraulically operated. Wire operated single pull, etc.

Method of opening/closing: Condition of covers: Coaming compression bars: Sealing rubbers: Cross-joint drain channels: Coaming channels and drains: Securing devices for sea: Hold access hatches: Test for watertightness: Spares: Hatch covers container fitted?:

Or TARPAULIN HATCH COVERS Covers designed for use with tarpaulins?: Means of removing covers: Number and condition of tarpaulins per hatch: Side/end batten bars: Wedges: Locking bars: Hold access hatches: Spares:

Holds Number of holds: Coatings: Ladders: Guardrails: Spar ceiling: Tanktops: Manholes, covers: Bilges and suctions: Air and sounding pipes: Tweendeck hatch covers: Lighting: Ventilation type: Ventilation operational: Smothering distribution system:

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Cargo / stores handling machinery and mooring equipment Cranes or derricks: Number: Type: SWL: Operational: Cargo blocks: Wires: Winches/machinery: Controls: Entries made in register: Spares: Safety / operation markings: Crane wire renewal dates: Spreaders: Windlass: Mooring winches: No. 1 crane: No. 2 crane: No. 3 crane: No. 4 crane: No. 5 crane:

Make, type, capacity, location? Make, type, capacity, location? Make, type, capacity, location?

BULK CARRIERS HATCH COVERS Type and number:

Two panel, side-sliding, chain or rack / pinion operated?

Method of opening/closing: Condition of covers: Coaming compression bars: Sealing rubbers: Cross-joint drain channels: Coaming channels and drains: Securing devices for sea: Hold access hatches: Spares: HOLDS Number of holds: Last shipboard check for structural strength: Coatings: Ladders: Guardrails:

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Tanktops: Manholes, covers: Bilges and suctions: Air and sounding pipes: Tweendeck hatch covers: Lighting: Ventilation type: Ventilation operational: Smothering distribution system:

Cargo / stores handling machinery and mooring equipment Cranes or derricks: Number: Type: SWL: Operational: Cargo blocks: Wires: Winches / machinery: Controls: Entries made in register: Spares: Safety/operation markings: Crane wire renewal dates: Spreaders: Windlass: Mooring winches: No. 1 crane: No. 2 crane: No. 3 crane: No. 4 crane: No. 5 crane:

Make, type, capacity, location? Make, type, capacity, location? Make, type, capacity, location?

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Engine room and machinery Main engine:

Boiler: Auxiliary boiler: Auxiliary machinery: Generators:

Purifiers: Switchboard: Domestic refrigeration machinery: Workshops: Spares: Tools: UMS: Control room alarms and instrumentation: Fire detection system: Smothering system: closing devices: Remote stops: Oil / water separator: Overboard discharge alarm: Sanitation system: Sea valves: Bilge system: Shaft tunnel / stern gland: Emergency escape: Fire-resisting doors: Fire/pollution hazards: Steering gear and emergency system: Emergency generator: Emergency fire pump: Crane/hoist - SWL: Sterntube clearances, leaks, samples:

Make, type: Running hours Hours since last overhaul: Spares: Crankshaft deflections: Sterntube clearances: Last lube oil sample: Exhaust temps: Make, type: Separate oil fired and exhaust or composite? Oil fired or electrically heated water? Make, type: Standard pump/motor design readily available? Number of generators, make and model: kW, Hz, Volts. Total hours: No. 1 No. 2 No. 3 How many, type, e.g. FO, LO, DO. Leaks, bilges full of oil? Any earth leaks noted? Operational? Equipped with tools, lathe, etc? New? Protected? Adequate? Adequate? Tool boards? Yes or no. Any cards pulled? All operational? Smoke, heat or flame? CO2, foam? Tested? Tested? In external good order? Make, type: Fitted? Tested? Toilets working? In external good order? Clean, dry, alarmed? Corroded, leaking? Any fitted, clear and bright? Any fitted Oil in bilges and on surfaces, rags around ER? Make, type: Tested? Make, type: Tested? Load applied? Make, type: Tested? Make, type: Last drydock report readings

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Main engine Design: Make: Type: Engine number: Number of cylinders: Bore: Stroke: Turbo chargers: MCR / RPM: CSR / RPM: Barred speed range: Bridge or ER controlled: Gearbox Make: Type: Reduction: Coupling: Propeller Make: Type: Rotation: Number of blades: Diameter: Pitch: Material: Weight: Rudder Type: Stern gland Make: Type: Steering gear Make: Type: Torque: Bow thruster Make: Type: Capacity:

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Generators (Should all be run, paralleled on switchboard and load distributed. Reverse power and preference trips should also be tested) Number of sets: Make: Type: Number of cylinders: Bore: Stroke: Turbo charger: BHP: RPM: Main alternators Make: Type: Output: Volts: Hertz: Cooling system: Shaft alternator Drive system: Make: Type: Output: Volts: Hertz: Cooling system: Emergency generator engine Make: Type: Number of cylinders: Emergency alternator Make: Type: Output: Fuel viscosity: Load at sea: Load in port: Auxiliary engines on load:

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Steam plant Auxiliary oil fired boiler Number of sets: Make: Type: Maximum evaporation rate: Number of burners: Working pressure: Consumption: Waste heat boiler Make: Type: Maximum evaporation rate: Working pressure:

Major spare parts Tailshaft: Propeller: Anchor: Main engine: Cylinder covers: Cylinder cover inserts: Main engine cylinder liners: Piston and rod assembly: Piston head: Exhaust valves complete: Bottom end bearing: Set thrust pads: Main bearing: Cross head pin: Cross head bearings:

Navigation One-man bridge operation: Gyro compass: Bearing repeaters/azimuth rings: Autopilot: Course recorder: Standard (magnetic) compass: Date of deviation curve: Radars: ARPA:

Make, type: Operational? How many: Make, type: Operational? Make, type: Operational?

Make, type: Operational? Make, type: Operational?

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XXX MARINE CONSULTANTS LTD XMC**** Chronometers: GPS: Depth sounder, recorder or indicator?: Log/speed indicator: Rudder indicator: Revolution indicator: Navigation and signal lights: Chart outfit: Navtex receiver: Weather facsimile receiver: Pilot books and supplements: Guide to port entry: Nautical almanac: Tide tables: List of lights: RPM / speed data: Manoeuvring data: Daylight signalling lamp: Sextants and binoculars: Bridge windows:

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VESSEL NAME

Make, type: Operational? Make, type: Operational? Make, type: Operational? Make, type: Operational? Number: Bridge wings? Number: Bridge wings? Operational? Alarm tested? Coverage? Chart correction method? Make, type: Operational? Make, type: Operational? Up to date? Current edition? Current edition? Current editions? As above Posted? Posted? Make, type: Operational? How many? Clean, clear, degree of vision?

Communications GMDSS system: Main Tx/Rx: Facsimile Tx/Rx: Emergency Tx/Rx: Emergency watch receiver: Auto alarm 500 kHz: VHF radio telephone: EPIRB: SARTS: SOLAS VHF radios: Emergency batteries: Lists of radio signals: Emergency instructions at station: Radio log:

CONTINUATION

Make, type: Operational?

How many: Charged?

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General condition of vessel Accommodation: Master’s office: Chief Engineer’s office: Ship’s plans: Air conditioning: Messrooms: Sanitary system: Showers: Galleys and storerooms: Utensils: Exhaust fans: Incinerator: Range: Cold rooms: Deck and ER storerooms: Hospital: Dispensary and medical: Oxygen resuscitator: Accommodation ladders: Pilot ladders: Pilot hoist:

For how many crew? Carpets? En-suite toilets? Computer, printer, records? Computer, printer, records? Clean, tidy and in good condition? Operational? Separate for crew & officers? Toilets operational? Operational? Clean and tidy? Infestation? Sufficient? Operational? Fitted and used? Type? Weather bars fitted? Temperatures? Lock in alarms? Spares and consumables? Clean and tidy? Well organised? Inventory? No of beds? Stretcher? Inventory up to date? Available? No. of spare bottles? Type? Safe? Type? Location? Fitted?

Fire fighting equipment and life saving appliances Lifeboats: Number: Type: Equipment: Fittings: Launching equipment: Liferafts: Number and location: Hydrostatic releases: Lifebuoys: Lifejackets: Number: IMO type-approved? Immersion suits: Number: Stowage location: Thermal protective aids: Fixed FFE deck: Fixed fire detection: Fire lines and hydrants: Fire pumps: Emergency fire pump: International shore connection: Fire hoses and nozzles:

How many: Location: Type: Areas covered: No. of bottles: Type: Areas covered: Type: No: Capacity: Location: Type: No: Capacity: Location: No:

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CONTINUATION

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VESSEL NAME

Types: Recently inspected? No. provided: Spare bottles?

Items included in the sale We were informed by the Master of that the following items are to be included in the sale. Items not included in the sale We were informed by the Master of that the following items are not to be included in the sale. Overall assessment Remarks 1. Shell plating 2. Holds 3. Weather decks and fittings 4. Superstructure 5. Mooring equipment 6. Hatch covers 7. Ballast tanks 8. Main machinery 9. Auxiliary machinery 10. Engine room 11. Stores and spares 12. Steering gear 13. Cargo gear 14. Safety equipment 15. Firefighting equipment 16. Navigation equipment 17. Documentation Average: Total:

Scoring: 1 = extremely poor. 9 = excellent. Maximum score = 153. Overall scoring: 18 = extremely poor. 153 = excellent. Average = 76. 150

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General remarks Place and date of survey. During cargo operations? In ballast? Brief history of vessel. How long under current owner/manager? Vessel’s suitability for cargo? Will she pass scrutiny for carriage of higher value cargoes? Any special features? Buyer will need to know how much money he will have to spend on the ship. Steelwork renewals required in tonnes and US$. Equipment which may need replacement / repair. When is next special survey due? How much work is required? Maintenance records available indicating good upkeep? In the opinion of the undersigned, taking into consideration the age of the vessel and trade routes / cargoes carried, this vessel is considered to be in good, satisfactory, poor or unsatisfactory condition at this time, , considering normal wear and tear and subject to comments as contained herein. Date and place of survey: Survey no: By: For and on behalf of: XXX Marine Consultants Ltd

List of defects noted 1. END

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Specimen Pre-purchase Condition Survey Report for a Pleasure Craft

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

Tel: Fax: Mobile: Email: Your Ref : Our Ref Date

: XMC*** : Pleasure Craft Pre-Purchase Condition Survey

Directors: Name, degrees, membership of professional organisations, etc.

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

Tel: Fax: Mobile: Email: Your Ref : Our Ref Date

: XMC*** : Pleasure Craft Pre-Purchase Condition Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board on , whilst on the slipway at and during short sea trials, for the purpose of carrying out a pre-purchase condition survey. 1. Vessel particulars is a GRP, single screw, motor yacht. Name:

Type: Registered:

HK ID No:

Licensed for:

Class: Call sign:

Owner:

Built: LOA: Bmould:

Engine(s):

Speed:

The above information was obtained from the vessel’s registration documents/ manufacturers’ specifications, etc. 2. Parties attending the survey: Usual format.

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3.

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General arrangement

Figure 2. General arrangement of lower deck

Figure 1. General arrangement of main deck

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4. Descriptions In order to achieve consistency of reporting, the following descriptions are to be used: Good

Condition better than average in all respects, original strength/ performance unimpaired, no maintenance or repairs required.

Satisfactory

Condition average, minor deficiencies not in need of correction, wear and tear evident, but original strength/performance not significantly affected.

Fair

Condition below average, deficiencies of some consequence and in need of correction in near future.

Unsatisfactory

Condition below average, deficiencies in need of immediate maintenance or repair.

Poor

Condition deteriorated in all respects, beyond practical repair, requires renewal or replacement.

5. Notes It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on this , taking into consideration the vessel’s age and that items reported upon are described in comparison with vessels of similar age and type. This report has been prepared specifically for , on , and is for his use only but remains the copyright of XXX Marine Consultants Ltd (XMC). Copies in whole or in part should not be released to, or consulted by, other parties without the express prior permission of XMC. Whilst all due care and diligence has been exercised in the collection of data for, and the preparation of, this report, XMC purports to provide an advisory service only, based on the opinion and experience of the individual consultant responsible for its compilation. XMC issues such advice in good faith and without prejudice or guarantee. Anyone wishing to rely on such opinion should first satisfy themselves as to its accuracy and feasibility. XMC shall not be liable for any loss (including indirect and consequential loss), damage, delay, and loss of market, costs, expenses of whatsoever nature or kind and however sustained or occasioned. Notwithstanding the aforementioned, notice of a claim or suit must be made to XMC in writing within 90 days of the date the services were first performed or the date the damages were first discovered, whichever is the later, failing which lack of notice shall constitute an absolute bar to the claim or suit against XMC. This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. It implies no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of non-removable linings, panels and internal structures, etc. This is a visual survey only, being non-invasive and non-destructive. XMC accepts no responsibility or liability in relation to any part of the vessel which cannot be accessed or viewed. Parts of the vessel were not 158

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accessed or viewed and therefore we cannot comment on this in relation to any patent or latent damage, including termite or other insect infestation. This report carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgage, charge or other debt there may be on the vessel. This survey is personal and confidential to our client and has no extended warranty if disposed of to a third party for any purpose without the permission of XMC. This report does not address stability, vessel performance or overall design, and no warranty is conveyed under these headings. Machinery was not opened up for inspection or compression tests carried out. No chemical tests were carried out on fuel or water. Whilst we did not sight any pest infestation during the inspection, we recommend that a pest control expert be appointed to assess whether termites or cockroaches are present. Liability is limited to five times the surveyor’s fees for the inspection of this vessel. These standard trading terms, all agreements and disputes relating thereto, shall be governed by and interpreted in accordance with law. Please note that copyright remains with XMC. No part of our report may be disseminated until such time as our invoice is paid in full.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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XXX MARINE CONSULTANTS LTD XMC**** MAIN DECK Layout: (See Figure 1) Deck materials: Guardrails, stanchions, cap rails, boarding gates: Cleats, bitts, windlass and anchors: Scuppers, freeing ports: Chain locker, anchor mounting: Bow, pulpit: Water and fuel filling arrangements: Doors: Lockers: Seating: Ventilators: Hatches: Staircases / steps: Mooring ropes: Fenders: Windows / blinds: Lighting: Air conditioner: Engine and steering console: Controls: Switchboards:

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Make, type: Operational?

LOWER DECK Layout: (See Figure 2) Bathrooms: Galley equipment: Deck materials / carpets: Doors: Windows, ports and deadlights: Staircases / steps: Lockers: Air conditioners: Upholstery and fittings: Lighting: Power points: SWIMMING PLATFORM Layout: Deck material: Stern shower: Transom:

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XXX MARINE CONSULTANTS LTD XMC**** FLYING BRIDGE Layout: Deck material: Staircases / steps: Guardrails: Lockers: Steering gear and engine: Controls: Bimini:

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Make, type: Operational?

FIRE FIGHTING EQUIPMENT AND LIFE SAVING APPLIANCES Liferaft: Fire blanket: Lifejackets: Lifebuoys: Fire extinguishers: TANK CAPACITIES Layout: Fresh water: Pumping arrangements: Fuel: Pumping arrangements: Sewage: Pumping arrangements: Grey water: Pumping arrangements: Overboard valves: Pipework: MACHINERY & EQUIPMENT Engine: Propeller, shaft, stern gland, ‘A’ bracket, cutlass bearing, etc: Rudder: Trim tabs: Bilge pump: Generator: Pipework: Batteries: Horn: Wipers:

Make, type: Operational?

Make, model, serial numbers, kW, hours, location, hoses, clamps, belts, pulleys, cooling system, oil condition. Number, type, voltage, connections, storage, selector switches. Charger type? Monitoring system? Tested? Tested?

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XMC**** Searchlight: Air conditioning system: Engine room blowers: Water heater: Navigation lights: Electrical systems:

CONTINUATION VESSEL NAME

Make, type: Operational?

Make, type: Operational? Tested? Breakers, connectors, earthing? Transformers? Inverters? Shore power provisions?

CONDITION OF HULL External hull:

Survey afloat or on slipway? GRP? Timber? Steel? Aluminium? Colour? Cosmetic appearance, structural condition?

Propeller: Anodes: Decks:

Materials? Hull to deck structure? Frames? Stringers? Bulkheads? Stem? Transom internals?

Superstructure: Internal hull, bulkheads, etc: Mooring equipment, anchors, striker plates, cables, mooring ropes, bitts and fairleads: WT openings, doors, ports, escape hatches and skylights: Ventilators, pipes, sounding pipes and closing devices: Deck lighting: GENERAL CONDITION OF VESSEL Accommodation, furnishings: Electrical equipment, stereo, TV, etc: Galley: Storage lockers, cabinetry: Paint and varnish: Light fixtures and lighting: Medical: Ladders: Air conditioning:

Type: Filters? Drip trays? Condensate drain? Hoses & connections? Cooling pump?

Water systems: Bathrooms, heads:

General remarks Our survey took place on , whilst the vessel was on the slipway at and during a short sea trial. The underwater area was inspected on the slipway, the moisture content readings were found low one hour after the vessel being taken out of the water. There were no visible signs of hull deterioration or any obvious onset of osmosis. 162

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Notes: • Higher moisture content readings are generally to be expected immediately after the vessel has been taken out of the water. • The moisture content meter is used only as a barometer of moisture content, i.e. indicating trends, not an absolute reading. • It is also recommended that GRP hulls be allowed to dry out for a minimum of seven days before readings will give a realistic indication of the true moisture content of the hull laminate. • It should be borne in mind that GRP boats in South East Asia tend to remain in the water almost all year, as opposed to those in cooler climates where such vessels are generally removed from the water during winter months. • Blisters are an unknown factor on all boats and, if not currently present, there is no guarantee that they will not appear in the future. Blisters have a tendency to dry out over winter storage unless severe or large. Blisters (if any) best appear after a vessel has been in water for an entire season. In addition, the symptomatic evidence of blistering can be obscured by bottom coatings, a dry storage period during which blisters spontaneously depressurise, bottom laminate sanding, and other conditions or actions. We recommend a full inspection for blisters immediately after haulout and a power wash. • Our surveyor has no first hand knowledge of the history of bottom maintenance, blistering, repairs or prophylactic coatings for this vessel. During the short sea trials, the starboard engine raw water pump hose was found loose and dislodged at the fuel cooler ends. Four inches of sea water were found in the starboard engine bilge resulting from the loose connection. The hose ends of the oil cooler were reportedly shortened by an inch due to the ends of the hose deteriorating. The proper replacement hose had been ordered through service centre right after the short sea trial and reportedly to be replaced by the technician upon arrival. The vessel is well appointed and in clean, tidy condition. We believe the vessel has been maintained to a high standard on a regular basis. In the opinion of the undersigned, taking into consideration the age of the vessel and activities, this vessel is considered to be generally in good / fair / satisfactory / poor / unsatisfactory condition at this time, , considering normal wear and tear and subject to comments as contained herein. We believe that, in the current open market conditions between willing buyer and seller, the vessel’s value is approximately subject to the defects below being rectified. Date and place of survey: Survey no. XMC****:

For and on behalf of: XXX Marine Consultants Ltd Defects Noted 1. END. 163

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Appendix 2: Specimen Machinery Damage Survey Report

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Machinery Damage Survey

Directors: Name, degrees, membership of professional organisations, etc.

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TABLE OF CONTENTS 1. Vessel particulars.................................................................................................................................1 Table 1. Details of the vessel’s trading certificates........................................................................2 2. Parties attending..................................................................................................................................2 3. Background..........................................................................................................................................3 4. Survey findings - ....................................................................................................................4 Figure 1. Plan view of camshaft.......................................................................................................5 Figure 2. Diagram showing configuration of hydraulic actuator cam follower......................5 Table 2. Details of damage and recommended repairs...............................................................6 5. Survey findings - ....................................................................................................................6 6. Survey findings - ....................................................................................................................7 7. Survey findings - ....................................................................................................................7 8. Cause of damage.................................................................................................................................8 Table 3. Details of lubricating oil analysis results........................................................................9 9. Cost of repairs....................................................................................................................................11 10. Notes.................................................................................................................................................11 APPENDIX 1 ....................................................................................................................... Photographs APPENDIX 2........................................................................................................................ Copy of ship’s particulars APPENDIX 3........................................................................................................................ List of ship’s certificates APPENDIX 4........................................................................................................................ Copy of Master’s Note of Protest APPENDIX 5........................................................................................................................ Copy of Chief Engineer’s Statement of Facts APPENDIX 6........................................................................................................................ Copy of most recent Class quarterly report. APPENDIX 7........................................................................................................................ Copy of crew list. APPENDIX 8........................................................................................................................ Copy of pages from the main engine manual relating to fuel and exhaust hydraulic actuator cams and followers. APPENDIX 9........................................................................................................................ Copy of engine maker’s lubricating oil requirements for the engine. APPENDIX 10...................................................................................................................... 168

Copy of engine maker’s service bulletin relating to the engine. APPENDIX 11...................................................................................................................... Copy of main engine lubricating oil analysis results.

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Machinery Damage Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board at , on , to assess the cause, nature and extent of damage sustained to the main engine camshaft and associated equipment. 1. Vessel particulars is a single hull, single screw, all steel, bulk/log carrier, having five cargo holds, the accommodation and engine room being abaft No. 5 hold. Name: Type: Registered: IMO No: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed: The ship is fitted with four electrohydraulic deck cranes of 25 tonnes SWL. Hatchcovers are of the end folding MacGregor hydraulic ram operated type.

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SHIP CERTIFICATES Issued - Date and place

Date of expiry

Registry: Safety construction, issue: Safety equipment, issue: Safety radio: International loadline: Annual loadline: ISM DOC: ISM SMC: Firefighting appliances: Liferaft servicing: Hull special survey: Hull annual survey: Machinery special survey: Machinery annual survey: Refrigeration machinery: Drydock survey: Cargo gear quadrennial: Cargo gear annual: IOPP issue: IOPP annual: MSM: US water pollution: US Coast Guard compliance: Port State inspection: Garbage cert. (IMO Anx):

Table 1. Details of the vessel’s trading certificates It is reported that an underwater survey was carried out by the owner in conjunction with Class prior to handover of the vessel on . 2. Parties attending During our Survey of : Captain Master of the vessel. Superintendent Engineer, , manager of the vessel. Principal Surveyor, , appointed on behalf of . The Undersigned Appointed on behalf of underwriters. During our Survey of : Captain Master of the vessel. Superintendent Engineer, , manager of the vessel. Director, , on behalf of the P&I Club, Owner’s P&I Club. Senior Engineer, , engine maker. 171

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The Undersigned Appointed on behalf of Underwriters. of , had attended earlier in the morning. During our Survey of : Captain Master of the vessel. Captain Director, , , Manager. Superintendent Engineer, Ship Management, , Manager. Director, Consultants Pte Ltd, on behalf of the P&I Club, Owner’s P&I Club. Senior Engineer, , engine maker. Representing Underwriters. The Undersigned Appointed on behalf of Underwriters. During our Survey of : Captain Master of the vessel. Superintendent Engineer, , manager of the vessel. Director, Consultants Ltd, on behalf of the P&I Club, Owner’s P&I Club. Senior Engineer, , engine maker. Principal Surveyor, , on behalf of Owner. The Undersigned Appointed on behalf of Underwriters. 3. Background 3.1 The new owner’s Superintendent, , and the Chief Officer had boarded at , 10 days prior to the vessel’s handover on . The vessel had visited and , before being delivered to her new owner on , at the inner anchorage, . 3.2 The vessel changed Class from to at handover. 3.3 The vessel shifted to the outer anchorage, using the main engine, at on , to wait for orders. 3.4 The vessel departed on , at economical speed of 75 rpm, 10 knots, heading for . 3.5 On 1140 hrs on , the Chief Engineer informed the Master that there were problems with the main engine. At 1230 hrs, after an inspection, he informed the Master that the damage was serious, being to the camshaft. 3.6 Temporary repairs were made to the engine and at 1700 hrs the vessel returned to at slow speed, arriving at at 0830 hrs on . 3.7 On , a Sulzer specialist, , attended on board the vessel to assess the damage. 3.8 The vessel shifted from the anchorage to Dockyard at 1200 hrs on with the assistance of two tugs. At 1540 hrs the tugs were changed to harbour tugs. The vessel arrived at Dockyard at 1621 hrs. The vessel was all fast at 1700 hrs. 172

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4. Survey findings - Notes: The main engine cylinders are numbered from aft. Figures 1 and 2 show the configuration of the camshaft, cams and followers. 4.1 We sighted the main engine with the camshaft covers removed for inspection. 4.2 We found Nos 1, 2, 4, 5 and 6 hydraulic actuator cams variously abraded, the usually smooth surfaces being very rough, Nos 1, 2 and 4 being severely abraded (see Photographs 4 to 17). 4.3 We found Nos 1, 2 and 4 fuel pump followers (rollers) completely disintegrated with little of the rollers remaining. 4.4 Whilst the cam shaft is normally lubricated by oil from the lubricating system and falling oil from the fuel pump pistons, the cam followers are lubricated by means of a jet from a hexagonal nut fitted to the inner surface of the camshaft cover. This oil is also supplied from the main lubricating oil system (see Photographs 18 to 20). 4.5 The Superintendent reported that the small holes in the hexagonal nuts of Nos 1, 2 and 4 camshaft lubricating oil sprayers had been found blocked. When poked with a pin these had cleared immediately and given a full spray of oil. Nos 3, 5 and 6 had been found slightly blocked and had also been cleared in the same way. 4.6 We sighted the lubricating oil pump filters having been removed for inspection, and found no unusual or large particles in the filters (see Photographs 21 and 22). 4.7 The Superintendent reported that the lubricating oil purifiers were on a two-hour autocleaning cycle and that they were operating correctly. 4.8 We took a sample of the main engine lubricating oil at the suction side of the main lubricating pump in the company of the Superintendent Engineer. 4.9 Damage and recommended action is shown below in Table 2.

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Figure 1. Plan view of camshaft

Figure 2. Diagram showing configuration of hydraulic actuator cam follower

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CONTINUATION

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Details of damage and recommended repairs Item Damage No. 1 Exhaust hydraulic actuator cam Severely abraded No. 2 Exhaust hydraulic actuator cam Severely abraded No. 3 Exhaust hydraulic actuator cam Heavily abraded No. 4 Exhaust hydraulic actuator cam Severely abraded No. 5 Exhaust hydraulic actuator cam Heavily abraded No. 6 Exhaust hydraulic actuator cam Heavily abraded No. 1 Fuel cam Cam OK, roller heavily abraded No. 2 Fuel cam Undamaged No. 3 Fuel cam Cam heavily abraded No. 4 Fuel cam Cam heavily abraded No. 5 Fuel cam Cam heavily abraded No. 6 Fuel cam Cam heavily abraded 12 Cam follower bushes Abraded 12 Cam follower pins Deformed 24 Thrust washers Deformed Exhaust hydraulic actuator roller guide Damaged spring Exhaust actuator guide roller Damaged Lubricating oil Sump tank LO filters Purifiers

VESSEL NAME

Recommended Renew Renew Renew Renew Renew Renew Renew roller None Renew roller Renew roller Cam to be polished None Renew Renew Renew Renew Renew To be changed To be cleaned and flushed through To be checked To thoroughly check for correct operation

Table 2. Details of damage and recommended repairs 5. 5.1

5.2

Survey findings - We found the main engine partially reassembled with only fuel pipes remaining to be fitted to the fuel pumps and associated camshaft covers. We noted that all hydraulic actuator cams and followers had been renewed. All fuel pump cams and followers had been reground (see Photographs 27 to 33). We sighted various damaged parts: a. Heavily abraded hydraulic actuator cams (see Photograph 34). b. Heavily gouged out hydraulic actuator camshaft followers for Nos 1, 2 and 4 cylinders (see Photographs 35, 36, 43, 45 and 47 to 50). c. Variously worn hydraulic actuator cam follower locating pins for all cylinders (see Photographs 37 and 38). Nos 1 and 4 locating pins were reduced in length by up to 12 mm. We note that No. 2 locating pin was not found. The superintendent reported that when removed at the time of the incident the locating end of the pin was missing.

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5.3 5.4

6. 6.1 6.2 6.3 6.4 6.5 6.6 6.7

6.8

6.9

7. 7.1

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d. Broken hydraulic actuator cam follower springs for five cylinders (see Photographs 37 to 42). These were broken into more than two parts. The only sound spring was reported to be from No. 6 unit. We were informed that, as a consequence of damage to the cam follower springs and locating pins, all hydraulic actuator cam follower springs and locating pins had also been renewed. We note that the last inspection of the camshaft, under the ‘Continuous Survey of Machinery’ regime should have been carried out in . However, there were no maintenance records remaining on board after handover of the vessel. Consequently, there were no total operating hours for the main engine or hours since last major overhaul and inspection of the camshaft. We estimate that the total running hours would have been in the order of 105,000 hours. Survey findings - We attended on board in the morning to sight the completed repair work. We also sighted and photographed various damaged parts (see Photographs 37 to 42). Trials commenced at 1300 hrs that afternoon. We were called back to the vessel later that evening when it was reported that the main engine No. 3 unit hydraulic actuator cam follower had seized. We sighted the main engine No. 3 unit hydraulic actuator cam follower removed from the engine in the workshop. We also sighted the main engine No. 3 unit hydraulic actuator cam. We found the cam to be heavily abraded. We found the main engine No. 3 unit hydraulic actuator cam follower roller to be worn down by approximately 3 mm. The Superintendent and reported that when the engine was first started and running at slow speed all cam followers were noted (through inspection ports) to be rotating with no apparent problems. Lubricating oil was also noted to be flowing and circulating with no apparent problems. When the engine speed was increased to 80 revolutions per minute (RPM), it was noted that the main engine No. 3 unit hydraulic actuator cam follower started to seize with a jerking rotational movement, until it seized completely. The engine revolutions were reduced to 40 RPM and the main engine No. 3 unit hydraulic actuator cam follower eventually rotated freely. When we sighted the main engine No. 3 unit hydraulic actuator cam follower in the workshop the roller was noted to be rotating freely. We therefore concluded that there was a problem with the roller pin and bush clearances. Survey findings - We attended on board in the morning to sight the completed repair work. It was reported by the Owner’s Superintendent that No. 3 unit hydraulic actuator cam and cam follower had been renewed. 176

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7.3 7.4 8. 8.1 8.2

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We sighted the dismantled main engine No. 3 unit hydraulic actuator cam follower. We found the roller pin and bush to be blued due to excessive temperatures. The blueing appeared to be only at one end of the pin and on the corresponding end of the bush, suggesting that the pin or bush were not totally cylindrical and possibly slightly tapered. We were informed by the representative that the affected parts had been received on board in the assembled state. Trials commenced at 1300 hrs on the same day and we believe the vessel commenced her voyage to Amsterdam later that afternoon. Cause of damage The Owner’s representatives have not yet made any allegation as to the cause of the damage. We have received a copy of the lubricating oil analysis carried out between of samples taken from the main engine lubricating system on board on . The analysis was carried out by (Lab Ref. No.). Results are shown in Table 3, together with a summary of the analysis supplied by : The following comments were also added to the report: The oil represented by this sample contains (5.0%) water (comprising ⅓ sea). This oil is therefore unfit for service and must be removed from the system as soon as possible. We also suggest the following: * The source/s of the water ingress should be traced and corrected. * The contaminated oil should be pumped into a renovating tank, heated up to 90 ºC and, after settling and draining, undergo intensive dry purification at 85 ºC - 90 ºC in order to remove the remaining water. * After this treatment has been completed, further samples should be landed to monitor the oil condition. On the wear metals, iron content is slightly increased (80 ppm) and copper content seems to be high (78 ppm - check bearings, coolers).

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VESSEL NAME

LUBRICATING OIL ANALYSIS RESULTS

analysis results

Engine maker (recommended)

Viscosity @ 40ºC

123.17

160

Closed flash point SETA (0-300)

>200

190

Total insolubles

0.47

0.02

Base number (11-27)

7.21

30

Water content %

5.00

0.5

Chlorides in water

1/3 sea water

0

Free water %

0.5

Condition Colour Wear metals by ICP in ppm Copper

78.00

Lead

15.00

Tin

ND

Aluminium

4.00

Silver

ND

Iron

80.00

Molybdenum

ND

Chromium

1.00

Manganese

1.00

Nickel

9.00

Vanadium

23.00

Silicon

6.00

Sodium

19.00

ND = Not detected

Table 3. Copy of lubricating oil analysis results carried out between , carried out by of (Lab Ref. No.) (See Appendix 11 for original document) 178

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8.4

8.5 8.6

8.7 8.8

8.9

8.10

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The lubricating oil sample analysis shows that the lubricating oil did not meet the quality requirements of engine makers (see Appendix 9). We believe that the poor quality of the lubricating oil was the cause of the incident. This is supported by section 3.1 of the engine makers’ service bulletin, , relating to engines (see Appendix 10). We do believe that the quality of the lubricating oil would have deteriorated over a prolonged period. We note that only 15 days had passed before the main engine was used at anything near full power for a prolonged period. We believe that during this preceding 15 days the main engine had been operated for approximately 4 hours during the short transit from the Hong Kong inner anchorage to the South Lamma anchorage. It is possible that the new crew operated the lubricating system in a slightly different way to that of the previous crew, such that the harmful sludge was circulated around the lubricating oil system, resulting in the incident. We would not have expected the new Owner to carry out lubricating oil testing or to change the lubricating oil on handover of the vessel if the vessel’s main engine had been operating in a satisfactory manner prior to handover. It is unclear as to why and when the hydraulic actuator follower springs failed. However, the heavily worn edges of the fractured springs would tend to indicate that the springs had become fractured over a prolonged period. The metallurgical analysis of the spring material has been carried out by who are consulting scientists and engineers based in . Once these results are obtained they may then be compared with the manufacturer’s specification to assess whether inferior spares had been fitted. However, since the cams, cam followers and springs were fitted prior to current ownership of the vessel, this would not concern current Underwriters. We note that there is no guidance and recommendations from the engine makers relating to changing of the cam follower springs. Under normal circumstances, the cam follower sleeve locating pins would allow a very small rotation of the cam follower housing, in the order of 1º or 2º. We believe that the poor lubricating oil quality would have caused the locating pins to become heavily worn down, with ultimate possible fracture. This then allowed the hydraulic actuator cam follower housings to rotate more than normal. The rotation for Nos 1 and 4 units was through 45º and 90º for No. 2 unit. Eventually, Nos 1, 2 and 4 actuator followers jammed in the rotated position and were eventually gouged out by the relevant rotating cam. We believe that this would be about the time that the problem became apparent to the crew. We believe that the lubricating oil nozzles lubricating the cam and follower became blocked by impurities in the lubricating oil system resulting from the poor quality of the lubricating oil. The lack of this additional source of lubrication would also have contributed to the damage to the cams and cam followers. We believe that the damage sustained to main engine No. 3 unit hydraulic actuator cam follower may be considered as a separate incident.

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Cost of repairs We estimate the cost of repairs as US$160,000. An invoice from Dockyards Ltd, in the amount of US$65,000, has been received from the Owner’s representative and duly approved ‘Agreed subject to the liability of Underwriters, the terms and conditions of the Policy of Insurance and adjustment in the usual way’, and approved in the amount of US$63,190 by the Undersigned, there being two exceptions ( Job Nos 103 and 105) on the invoice which we believe to be to the Owner’s account.

10. Documents 10.1 We have received copies of: • Ship’s particulars. • List of ship’s certificates. • Master’s Note of Protest. • Chief Engineer’s Statement of Facts. • Most recent Class survey status. • Crew list. • Pages from main engine manual relating to fuel and exhaust hydraulic actuator cams and followers. • Engine maker’s lubricating oil requirements of engines. • Engine maker’s service bulletin, , relating to engines. • Main Engine Lubricating Oil Analysis results. These are appended to this report. 11. Notes 11.1 Repairs were carried out afloat and we are unaware of any other work carried out on the vessel by the Owner. 11.2 We have retained lubricating oil samples for analysis in the event that other samples are compromised. 11.3 This Report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel and her machinery at the time that the surveys were carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Hull Damage Survey

Directors: Name, degrees, membership of professional organisations, etc.

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Hull Damage Survey

IN ACCORDANCE with instructions received from , the Undersigned attended on board whilst alongside at , on , for the purpose of carrying out a Hull Damage Survey. We subsequently attended on board at Shipyard, , on to confirm the nature and extent of damage to the vessel. 1. Vessel particulars is an all steel, single screw, bulk carrier, having seven cargo holds with the accommodation and engine room being abaft No. 7 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Delivered: GRT: NRT: Deadweight: LOA: Draft: Bmould: Dmould: Main engine:

Hatchcovers Nos 2 - 7 are of the MacGregor wire operated, side folding type, whilst No. 1 is of the MacGregor F&A folding single pull chain operated type. The vessel is fitted with six deck cranes of 15 tonne SWL. 184

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General arrangement

Figure 1. General arrangement of holds and tanks (Double bottom and topside tanks are separate.) 2. Parties attending the survey: Usual list of those attending on the different dates of survey. 185

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CONTINUATION VESSEL NAME

3. Background 3.1 The vessel loaded a cargo of 59,866 mt of bituminous coal at . The vessel arrived at at 0100 hrs on and drifted outside the harbour until 0430 hrs when she proceeded to the pilot station as ordered by Port Control. 3.2 Two pilots boarded the vessel at 0605 hrs and the vessel proceeded to enter the fairway. At 0701 hrs the vessel grounded at a position of Latitude 24o 18’North and Longitude 121o 45’ East. 3.3 We were subsequently requested to attend on board the vessel to ascertain the cause, nature and extent of damage. 4. Survey findings

4.1 We arrived on board to find the vessel alongside at Harbour discharging her cargo to Power Station by bucket hopper. 4.2 All damage was sustained below the waterline and was not visible above the waterline. 4.3 We were informed that the Owner had, at the request of the Classification Society surveyor, carried out an underwater survey of the damaged area, rudder and propeller. Divers had taken still photographs and a video recording which were not immediately available. 4.4 We were shown a diagram prepared by the divers and Class surveyor showing the damaged areas. 4.5 Damage had been sustained to the bow area in way of the bulb and on the port side in way of the round of bilge. It was reported that there were various indentations and holes in the rounded bulbous bow plate into the forepeak tank. There was also a large gash extending from frame 240, in No. 1 port double bottom ballast tank, to frame 254 in the forepeak tank approximately 20 m long and 500 mm wide. A second gash extended vertically from the previously mentioned gash, just inside the forepeak tank, upwards for 1 m then horizontally and forward over a length of 4.9 m with a depth of 300 mm. Damage had also been sustained to the bottom of the bow where the vessel had grounded on a single object. 4.6 We asked if calculations could be carried out to see if the vessel could be ballasted for a large trim by the stern so that the bow damage could be inspected. Calculations were carried out by the Master who reported that the vessel would be subject to a 20 cm hogging condition if the bow bottom was exposed, an unacceptable condition for the vessel. 4.7 We subsequently sighted a video compact disc (VCD) recording and still photographs during the dive survey. 4.8 The Class surveyor insisted that temporary repairs be carried out to No. 1 port double bottom tank to make it watertight before the vessel could travel to a repair yard. However, the surveyor allowed the forepeak tank to remain in its damaged condition with removal of sharp and jagged edges of steel damage for the voyage to the repair yard. Temporary repairs were completed on . 186

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4.9

CONTINUATION VESSEL NAME

The vessel then sailed to Shipyard, , for repairs, the vessel arriving at the shipyard on . 4.10 We are informed that the vessel is due for drydocking within three months and therefore it is likely that the Owner will carry out intermediate survey work during the docking. 4.11 During discharge, on the second day of our attendance, No. 1 hold was found to be salt water flooded to a depth of 150 mm. We were informed that approximately 350 tonnes of coal had been salt water contaminated. We were unable to ascertain from where the water had entered the hold.

4.12 As underwater visibility during the dive survey at had been poor, it was agreed with the Principals that we should reattend when the vessel docked at Shipyard, . Accordingly, we attended on at the yard to inspect the damage. 4.13 We inspected the underwater hull in the company of the Class Surveyor, during which time areas to be cropped were marked out. 4.14 Table 1 below details the damage and recommended repairs with the calculation of steel weight. 4.15 As may be seen from Table 1, damage on the port side bottom and round of bilge has extended from the bulbous bow back to frame 200 and on the starboard side back to frame 242. Damage was found across the full width of the bottom shell, including much of the keel plate, requiring extensive cropping. 4.16 The vessel docked for two days during which time the areas to be cropped were marked out. The shipyard then cropped a large section of the bulbous bow back to frame 249 and the vessel was refloated. During the ensuing four weeks, the cropped section of the bulbous bow and other sections were fabricated. 4.17 On , the vessel was again drydocked, the fabricated bulbous bow section having been placed in position on the blocks. The vessel was floated into the dock and positioned over the bow section. Repairs then started in earnest.

4.18 We again attended on to further assess the extent of damaged areas to be cropped, particularly the internals which had previously been inaccessible. 4.19 We found the fabricated bulbous bow section in position and being welded in place. Various shell plates were being raised and fixed in position. However, we noted that some of the floors of the new bow section were misaligned with the existing hull which would require additional modifications. 4.20 Whilst the majority of the damaged area was in the process of repair, some of the lesser damaged areas had not yet been cropped or renewed. We therefore believe that there may be additional costs. 4.21 We were informed that the Owner would be insisting on the yard working overtime to complete the work as soon as possible. 187

XXX MARINE CONSULTANTS LTD XMC**** Item (C&R = crop and renew) Port side shell plate Fr 253 to Fr 249 Fr 253 to Fr 225 Fr 253 to Fr 211 Fr 253 to Fr 211 BB to Fr 253 Fr 249 to 211 Fr 253 to Fr 213 Fr 200 to Fr 214 Fr 200 to Fr 203 Fr 205 to Fr 207 Bottom Fr 253 to 231 Keel plate Internals Floors BB to Fr 249 Longitudinals Intercostals Floors Fr 249 to Fr 224 Floors Fr 224 to 199 Floors 231 to 244 Fr 206 Fr 203 and 206 Stringers BB to Fr 253

Details

Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Heavily deformed Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn

CONTINUATION

-5-

VESSEL NAME

Recom- No H or mended L Off mm

W

D or ‘t’ Round Area

Weight

mm

mm

Factor

m²

kg

C&R

1

5000

1200

20

2

6.00

1,885

C&R

1

15500 1200

22

2

18.60 6,429

C&R

1

21000 1500

22

2

31.50 10,887

C&R

1

21500 1500

22

2

32.25 11,146

C&R

1

7500

4500

21

2

33.75 11,134

C&R

1

10000 1000

21

2

10.00 3,299

C&R

1

21000 1500

22

2

31.50 10,887

C&R

1

7500

2000

22

2

15.00 5,184

C&R

1

2000

1200

22

2

2.40

829

C&R

1

1200

2700

27

2

3.24

1,374

C&R

1

13500 2500

22

1.5

33.75 8,749

C&R

1

14500 650

28

1

9.43

C&R

8

4000

3000

15

1

12.00 11,311

C&R

10

2000

2000

18

1

4.00

C&R

3

2020

7000

14

1

14.14 4,665

C&R

12

5000

1000

15

1

5.00

7,070

C&R

12

2500

1000

15

1

2.50

3,535

C&R

9

1600

1000

15

1

1.60

1,697

C&R

1

3000

1000

15

1

3.00

353

C&R

2

1200

1000

15

1

1.20

283

C&R

2

7500

400

20

1

3.00

943

188

2,073

5,656

XXX MARINE CONSULTANTS LTD XMC**** Fr 253 to Fr 213 Fr 200 to Fr 214 Fr 200 to Fr 203 Fr 205 to Fr 207 Fr 249 to 211 Longitudinals Port bilge keel

Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Set in & torn Heavily deformed

Starboard side shell plate BB to Fr 254 Heavily deformed BB to Fr 253 Heavily deformed Fr 249 to 255 Heavily deformed Fr 243 to Fr Heavily 254 deformed Keel plate Heavily deformed Internals Stringers BB to Fr 254 Heavily deformed BB to Fr 253 Heavily deformed Fr 247 to 253 Heavily deformed Fr 243 to Fr Heavily 254 deformed Floors BB to Heavily Fr 254 deformed Floors 254 to Heavily Fr 253 deformed Floors Fr 253 Heavily to 242 deformed Longitudinals Set in & torn No. 1 bulkhead Heavily deformed

CONTINUATION

-6-

VESSEL NAME

C&R

2

21000 400

20

1

8.40

2,639

C&R

2

7500

400

20

1

3.00

943

C&R

1

2000

400

20

1

0.80

126

C&R

1

1200

400

20

1

0.48

75

C&R

3

11000 400

20

1

4.40

2,074

C&R

26

11000 400

20

1

4.40

17,972

C&R

1

8000

700

20

1

5.60

880

C&R

1

6000

1000

21

2

6.00

1,979

C&R

1

8000

2400

19

2

19.20 5,731

C&R

1

9500

1200

24

2

11.40 4,298

C&R

1

8500

1000

28

1

8.50

1,869

C&R

1

11000 650

28

1

7.15

1,573

C&R

2

6000

400

20

1

2.40

754

C&R

3

8000

400

20

1

3.20

1,508

C&R

2

7500

400

20

1

3.00

943

C&R

2

12000 400

20

1

4.80

1,508

C&R

7

4000

1000

15

1

4.00

3,299

C&R

3

3000

1000

15

1

3.00

1,060

C&R

10

2000

1000

15

1

2.00

2,357

C&R

5

9000

400

20

1

3.60

2,828

C&R

1

3500

2000

22

1

7.00

1,210

Total

(kg)

=

165,015

Table 1. Extent of damage and recommended repairs 189

XXX MARINE CONSULTANTS LTD XMC****

5. 5.1 5.2

5.3 5.4

-7-

CONTINUATION VESSEL NAME

Cause of the incident We were informed that the vessel’s approach to and the grounding had been recorded by the port Vessel Traffic Control centre which had been sighted by various parties. However, we were unable to sight the recording. It was reported that two pilots had boarded the vessel outside, and almost adjacent to, the breakwater and entrance to the port. As the vessel was too close to the entrance, the Master was instructed to take the vessel further out to sea and to the south of the entrance to prepare for entry into the fairway (see Figure 2). It would appear that the pilot took an inappropriate course to enter the fairway, resulting in the vessel entering the fairway at too sharp an angle (see Figure 3). Despite there being a tug assisting on the port side, and the Master’s instructions to the Pilot to have the tug push on the port bow, the vessel was unable to turn to starboard and grounded on the left breakwater. We believe that the cause of the damage is attributable to the grounding at , with no evidence that it is attributable to any other cause. The Owner’s representatives on board the vessel whilst grounded managed to have the vessel ballasted by the stern to raise the bow to reduce any possibility of damage from the salvage operations. We believe that the damage indicates that it is only due to the grounding and not to the refloating.

190

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-8-

CONTINUATION VESSEL NAME

Figure 2. Diagram showing harbour and positions of the vessel 191

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CONTINUATION VESSEL NAME

Figure 3. Diagram showing the vessel’s course to enter the fairway 192

XXX MARINE CONSULTANTS LTD XMC****

6. 6.1 6.2

6.3 6.4

6.5 6.6 6.7

-10-

CONTINUATION VESSEL NAME

Cost of repairs The vessel required drydocking and substantial staging for repairs. We believe that 12 days in drydock is reasonable, whilst the 31 days alongside would normally be excessive. However, the vessel docked initially to have some of the damage cropped and the damaged area measured so that sections could be fabricated. The vessel then undocked and remained alongside from to , waiting for the dock to become available. Once refloated, the vessel did not need any further time alongside. We believe that the vessel undocked on , having been in the dock on the second occasion for 10 days. We note that the Owner is carrying out special survey work during the repair period. We believe that damage repairs would take approximately the same time as the special survey work. If the Owner were to be doing special survey work alone we believe it would take approximately five days. We note that during the second docking period there was a second vessel in the same dock. We note that repairs of a temporary nature were carried out at when divers welded patches over the gash in way of No. 1 port double bottom tank at the request of the Class Surveyor. We have calculated the cost of repairs and docking to be approximately US$800,000.

7. Notes 7.1 We have received copies of the following documents which are appended to this report: • Class Surveyor’s original estimate of damage as a result of the dive survey at . • Repair plan as agreed with the Class Surveyor at Shipyard. 7.2 We requested a copy of the Master’s Statement of Facts or Note of Protest but this was declined. 7.3 We believe that the vessel is fitted with a course recorder and note that the paper for the time of the incident is in the possession of the Owner’s lawyers. 7.4 We believe that the vessel has declared General Average. 7.5 This Report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel at the time that the surveys were carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Appendix 4: Specimen Off Hire Survey Report

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

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: XMC*** :

Off Hire Condition Survey

Directors: Name, degrees, membership of professional organisations, etc.

197

XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

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Off Hire Condition Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board whilst alongside at , from to , for the purpose of carrying out an off hire condition survey. 1. Vessel particulars is an all steel, single screw, bulk carrier, having five cargo holds with five forward and aft hydraulic folding MacGregor hatch covers, the accommodation and engine room being abaft No. 5 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed: The vessel has four MacGregor 40 tonne SWL deck cranes with four grabs of adjustable capacity from 7 m³ to 14 m³. The vessel is also fitted with a bow thruster of 1,200 hp. 198

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-2-

General arrangement (Note: All double bottom tanks are separate from topside tanks.)

Figure 1. General arrangement of holds and tanks 199

CONTINUATION VESSEL NAME

XXX MARINE CONSULTANTS LTD XMC****

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CONTINUATION VESSEL NAME

2. Parties attending the survey: Usual list of those attending on the different dates of survey. 3. Survey findings Descriptions In order to achieve consistency of reporting, the following descriptions are to be used: Good

Condition better than average in all respects, original strength/ performance unimpaired, no maintenance or repairs required.

Satisfactory

Condition average, minor deficiencies not in need of correction, wear and tear evident, but original strength/performance not significantly affected.

Fair

Condition below average, deficiencies of some consequence and in need of correction in near future.

Unsatisfactory

Condition below average, deficiencies in need of immediate maintenance or repair.

Poor Subject to further survey

Condition deteriorated in all respects, beyond practical repair, requires renewal or replacement. Condition of the item could not be ascertained and further inspection recommended.

NA

Not applicable to this vessel.

4. Notes It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on .

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

200

XXX MARINE CONSULTANTS LTD XMC****

A.

CONTINUATION

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VESSEL NAME

Condition Survey Report on

Documentation and Certificates Certificate Place and date of issue Certificate of Registry Safety construction certificate Annual Safety equipment certificate Annual Safety radiotelegraphy certificate Annual International loadline certificate Annual Fire fighting appliance certificates Liferaft certificates Hull special survey Hull annual survey Machinery special survey Machinery annual survey Continuous synopsis record Drydock survey Cargo gear survey quadrennial Cargo gear survey annual Loading and stability information Continuous synopsis report Oil record book IOPP Annual US Coast Guard Letter of Compliance Port State Control inspection ISM DOC: ISM SMC: ISPS:

Date of expiry

Conditions of Class None sighted. CONDITION OF HULL External shell plating: Decks - main deck, forecastle, poop, guardrails: Superstructure:

Coatings fully intact. Good. Coatings fully intact, touched up where necessary. Good. Guardrails damaged in three locations, detailed below, otherwise good. Coatings fully intact. Good.

201

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XMC**** Internal shell plating, bulkheads, frames:

Ballast tanks, peak tanks, cofferdams: Mooring equipment, anchors, cables, mooring ropes, fairleads: WT openings, doors, ports, skylights: Ventilators, pipes, sounding pipes and closing devices: Deck lighting: Manifold, bunker tank vent and sounding pipe savealls: MARPOL equipment: STEEL HATCH COVERS Type and number: Method of opening/closing: Condition of covers: Coaming compression bars: Sealing rubbers: Cross-joint drain channels: Coaming channels and drains: Securing devices for sea: Hold access hatches: Test for watertightness: Spares: Hatch covers container fitted?: HOLDS Number of holds: Coatings:

Ladders:

Guardrails:

CONTINUATION VESSEL NAME

Coatings fully intact except for grab abrasions on lower stools and hopper plates. Satisfactory. No indentations noted in tanktops. Not sighted internally. Satisfactory where sighted. Dogs free and greased. Seals pliant and only slightly grooved. Good. Generally good except for No. 4 port DB tank after ventilator and No. 3 port DB tank forward ventilators heavily set inboard. Good. Good. Oily water separator and incinerator fitted with sludge oil treatment. Five, MacGregor double skin box type. Operated during survey. Hydraulic ram operated forward and aft folding. Coatings generally intact except for those damaged areas detailed below. Stainless steel. Good. Only slightly grooved and pliant. Good. Coatings intact. No indication of leakage. Cleat rubbers pliant and in good condition. Good. Seals only slightly grooved and pliant. Dogs greased. Hose test. No leaks noted from any covers. Adequate stock of spares sighted in forward deck store. No, but container sockets for 38 containers fitted on port and starboard main deck. Five. Coatings fully intact except for grab abrasions on lower stools and hopper plates. Some indentations noted in coamings, detailed below. Fully enclosed Australian spiral ladders at the after end of each hold except for No. 5 where it is at the forward end. Lower rungs of various hold ladders missing or heavily deformed. Poor. No damage noted. Satisfactory.

202

XXX MARINE CONSULTANTS LTD XMC**** Water ingress monitors: Tanktops: Manholes, covers: Bilges and suctions: Air and sounding pipes: Tweendeck hatch covers: Lighting: Ventilation type: Ventilation operational: Smothering distribution system: CARGO HANDLING MACHINERY Cranes or derricks: Number: Type: SWL: Cargo blocks: Wires: Winches/machinery: Controls: Entries made in register: Spares: Safety/operation markings:

-6-

CONTINUATION VESSEL NAME

Satisfactory where sighted. No indentations noted. Good where sighted. Dry and clean. Good. Guards fully intact. Good. No tweendecks. No hold lighting fitted. Lighting in Australian ladder spiral staircases which are totally enclosed. Mechanical fans at forward end of each hold. Yes. CO2 and water sprinkler systems fitted. Not tested. Deck cranes (used during survey). Four MacGregor electrohydraulic. MT Satisfactory where sighted. As above. Totally enclosed. Not sighted. Yes. Wires sighted in forward store. Marked where appropriate on boom.

203

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CONTINUATION

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XMC****

VESSEL NAME

B. Bunker Survey Heavy Fuel Oil Date: PORT: Trim HFO tank

Time

3.55 m by stern Tank Volume Temp Density sounding in m³ ºC 15ºC

FOT 1P FOT 1S FOT 2P FOT 2S FOT 3P FOT 3S Sett 1 Sett 2 Serv 1 Serv 2 Overflow

0.420 0.420 62.000 93.000 Gauge Gauge Gauge Gauge Gauge Gauge 0.100

46.090 46.090 98.530 187.020 0.000 0.000 38.700 34.400 20.600 37.200 2.170

hrs

4 4 25 4

40.4 65.7 55.8 88.8 4

VCF ASTM (T/54B) 1.0076 1.0076 0.9931 1.0076 1.0103 1.0103 0.9823 0.9646 0.9716 0.9484 1.0076

0.9880 0.9880 0.9880 0.9880 0.9880 0.9880 0.9880 0.9880 0.9880 0.9880 0.9880

Standard volume

WCF

Weight mt

46.440 46.440 97.850 188.441

0.9869 0.9869 0.9869 0.9869

45.832 45.832 96.568 185.973

38.015 33.182 20.015 35.280 2.186

0.9869 0.9869 0.9869 0.9869 0.9869

37.517 32.748 19.753 34.818 2.158

Total

501.198 6.378 494.820

Vessel went off hire at 0230 hrs (LT) on Less consumption from berth to departure pilot (These figures were agreed with the charterer’s surveyor)

Total

Marine Diesel Oil Date: Time: hrs PORT: Trim 3.55 m by stern MDO Tank Volume Temp Density VCF Standard WCF tank sounding in m³ ºC 15ºC ASTM volume DO Gauge 56.500 20 0.8534 0.9959 storage DO Gauge 22.400 20 0.8500 0.9959 service Vessel went off hire at 0230 hrs (LT) on Less consumption from berth to departure pilot (These figures were agreed with the charterer’s surveyor)

Total HFO bunkers remaining onboard Total MDO bunkers remaining onboard

= =

204

56.268

0.8523

Weight mt 47.958

22.308

0.8489

18.937

Total

66.895 4.205 62.690

Total

494.820 mt 62.690 mt

XXX MARINE CONSULTANTS LTD XMC****

C.

CONTINUATION

-8-

VESSEL NAME

Survey findings – damaged areas

Item Found I Main deck guardrails Reportedly caused by contact by barge at during lightening operations. i Port side, immediately forward of pilot station, handrail repairs unsatisfactory with deformed top rail. Poor quality welding and a lack of any protective coating from all repaired parts. ii Port side handrail adjacent to No. 3 hatch forward end, heavily deformed. iii Starboard side pilot station forward stanchion and two support struts set over. Damaged where handrails connect to the stanchion and forward support strut. iv Starboard forward guardrails adjacent to after end of No. 1 hatch deformed and Great Lakes mooring platform flanges misaligned. Stanchion heavily deformed. v Middle guard rail deformed at section aft of previous section. II Main deck tank ventilators Reportedly caused by contact by barge at during lightening operations. i No. 4 port DB tank forward ventilator heavily set over inboard. ii No. 3 port DB tank aft ventilator heavily set over inboard. III Holds Reportedly caused during loading and discharge operations and agreed with stevedores. i No. 3 hold forward ladders 12 rungs missing or deformed. Access ladder lower flange torn. ii No. 4 hold forward ladders 12 rungs missing or deformed. Access ladder lower part heavily deformed. iii No. 3 hold forward ladders 16 rungs missing or deformed. iv No. 2 hold forward ladders 17 rungs missing or deformed. Access ladder lower part heavily deformed. IV Coamings Reportedly caused during loading and discharge operations. i No. 1 port coaming set in over two areas around mid length.

205

Recommended

To be renewed. Length 5 m x 3 rails plus 7 stanchions.

To be renewed. Length 3 m x 3 rails. Stanchion and one strut to be renewed, height 1.5 m. Three guardrails to be renewed over 1.5 m length. Guardrails to be renewed over 3 m length and flanges refitted in correct position on top rail. Stanchion to be renewed 1.2 m high and support strut. Renew middle rail over 1 m length.

To be renewed. To be renewed.

Rungs to be renewed. Lower edge of starboard flange to be cropped and renewed. Rungs to be renewed. Lower part of access ladder to be cropped and renewed over 4 m height. Rungs to be renewed. Rungs to be renewed. Lower part of access ladder to be cropped and renewed over 4 m height.

To be cropped and renewed - 2 x 500 mm x 500 mm.

XXX MARINE CONSULTANTS LTD XMC**** ii V

i

ii iii

4. i.

ii. iii. iv. v.

vi. vii.

viii. ix.

-9-

No. 3 port coaming set in over three areas at various locations. Hatch covers Reportedly caused during loading and discharge operations and agreed with stevedores. No. 1 hatch cover No. 1 panel. Heavy indentation 1 m from fwd edge and 1.5 m from port side. No. 2 panel heavy abrasion 2 m from stbd 3 m from fwd. No. 3 hatch cover, No. 3 panel heavy indentation 8 m from port, 1.4 m from centre cross joint. No. 5 hatch cover, No. 2 panel heavy indentation 300 mm from port side, 2 m from fwd edge.

CONTINUATION VESSEL NAME To be cropped and renewed - 2 x 500 mm x 500 mm. 1 x 1 m x 500 mm.

Indentation to be cropped and renewed 500 mm x 500 mm. Abraded area to be ground down, primed and coated. To be cropped and renewed 500 mm x 500 mm. To be cropped and renewed 500 mm x 500 mm.

Other information: The Charterer’s Surveyor did not carry out any survey of damage to the hatch covers and coamings, stating that he was only present to carry out an off hire condition survey and bunker survey. The remaining damage and repairs (A, B & C above) were agreed with Charterer’s Surveyor. We believe that Class will allow the repairs to be deferred to the next drydocking. Drydocking and gas freeing will not be required. All areas to be primed and coated after repairs. Staging may be required for hatch cover and coaming repairs. Staging required for the hatch cover repairs will depend on whether welders are able to access the panels from the side via the various internal floors. Such access will require internal underhand welding. We note that the hatch covers are of the box type which are evacuated after construction to remove all oxygen. The cover panels will thus need to receive the same treatment upon completion of repairs. Attempts to repair main deck port and starboard guardrails were noted to be of poor quality, i.e. • Rails not renewed. • Rails misaligned. • Lack of weld penetration. • Lack of protective coating. As the vessel is less than two years old and appears to have been in good condition when the damage was sustained, this is not a case of new for old. Thus the guardrails and pilot station will require to be completely cropped and renewed. Whilst repairs to main deck guardrails and double bottom tank ventilators may be carried out during the vessel’s operations, due to the nature of repairs to the hatch 206

XXX MARINE CONSULTANTS LTD XMC****

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CONTINUATION VESSEL NAME

covers and coamings we believe that the vessel will need to be taken out of service for seven days, the number of days also depending on weather conditions. 5. i.

Cost of repairs We estimate the cost of repairs to be US$50,000. However, this does not include the cost of staging which might be required.

6. Notes We have received copies of: • which are appended to this report. It is to be clearly understood that the condition/state of items hereafter reported upon are strictly the opinion of the undersigned and that opinion reflects the condition/state found on this date , taking into consideration the vessel’s age and that items reported upon are described in comparison with vessels of similar age and type. This survey is a factual report on the inspection carried out, and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. It implies no guarantee, no safeguard against latent defects, subsequent defects, or defects not discovered at the time of the survey in woodwork or areas of the vessel which are covered, unexposed, or not accessible to the surveyor internally due to the installation of nonremovable linings, panels and internal structures, etc., or agreement and permission and instructions not being given to the surveyor to gain access to closed off areas.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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208

Appendix 5: Specimen Cargo Survey Reports

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Specimen Tanker Quantity Dispute Report

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

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Quantity Dispute

Directors: Name, degrees, membership of professional organisations, etc.

213

TABLE OF CONTENTS 1. Vessel particulars.................................................................................................................................1 General arrangement.........................................................................................................................2 2. Parties attending the survey..............................................................................................................3 3. Background..........................................................................................................................................3 4. Sequence of events.............................................................................................................................3 ..................................................................................................................................................3 ..................................................................................................................................................4 5. Cargo figures........................................................................................................................................4 6. Quality of consignment.....................................................................................................................6 7. Notes (including appendices)..........................................................................................................6

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XXX Marine Consultants Ltd Marine Consultancy • Hull, Machinery and Cargo Surveying

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Quantity Dispute

IN ACCORDANCE with instructions received from , our Surveyor attended on board on , whilst the vessel was alongside at , to witness ullages and discharge of a two parcel cargo of fuel oil. 1. Vessel particulars is an all steel, single screw, double-hulled, motor tanker having 12 cargo tanks, the accommodation and engine room being abaft No. 6 cargo and slop tanks. Name: Type: Registered: Flag: IMO no: Call sign: Owner: Operator: Charterer: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed: The vessel is also fitted with three steam turbine driven cargo pumps of 3,000 m³ per hour and a Saab real-time cargo and stability monitoring system. 215

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General arrangement

Figure 1. General arrangement of tanks Note: Double bottom and wing ballast tanks are common. 216

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VESSEL NAME

2. Parties attending the survey: Usual list of those attending on the different dates of survey. 3. Background 3.1 The vessel loaded a cargo consisting of two parcels, 46,946.86 mt of 380 cSt fuel oil and 25,109.26 mt of 180 cSt fuel oil, at , departing for on . 3.2 Upon completion of loading, it was noted that there was a significant discrepancy between the Bill of Lading and the ship’s loading figures. 3.3 The vessel arrived at on , where she anchored at at to await berthing instructions. 3.4 The vessel subsequently berthed at the Terminal, , at on , cargo discharge commencing at the same day. 3.5 We subsequently attended on board the vessel on , to witness ullaging and discharge operations. 4. Sequence of events

4.1 On arrival at Terminal, we experienced problems with access to the vessel, the terminal managers refusing access until they were informed that the vessel could not discharge without our Surveyor’s presence. 4.2 Our Surveyor boarded the vessel at and met with the Master and Senior Officers. 4.3 With the Consignee’s Surveyor, we carried out and agreed ullages of the cargo and slop tanks, the vessel being on an even keel with no list and a slight swell (see Table 1). These were completed between and . Tank 3P 3S 6P 6S

Ullage 6.09 6.11 7.78 7.78

Temp oC 54.5 53.3 53.9 54.4

1P 1S 2P 2S 4P 4S 5P 5S

5.32 5.29 8.16 7.77 7.09 7.06 10.04 9.83

52 52.4 54.1 53.3 53.2 53.6 53.8 53.2

Slops P S

8.63 mt

41.4

Table 1. Recorded ullages on the vessel’s berthing at 217

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4.4

The ullages and subsequent calculations indicated that there were 24,934.753 mt of 180 cSt and 46,807.026 mt of 380 cSt fuel oil on board upon arrival at . 4.5 We then requested, and were refused, access to the shore tanks to take ullages. After approximately one hour of discussions we were allowed access to the relevant tanks. Ullages were recorded so that we could confirm the amount discharged ashore from the vessel upon completion. We took the ullages of shore tanks No. 1305 and No. 1310, which were to receive the 180 cSt parcel, and tank No. 1311, which was one of two tanks which would receive the 380 cSt parcel. 4.6 Discharge of the 180 cSt parcel commenced at into shore tanks No. 1305 and No. 1310.

4.7 Discharge of the 180 cSt parcel was completed at on . 4.8 After a short delay whilst shoreside tanks were changed over, discharge of the 380 cSt parcel commenced at on , into shore tank No. 1311. At on the same day, discharge was stopped whilst shoreside tanks were changed over so that the remainder of the parcel could be discharged into shore tank No. 1312. Discharge of this parcel was completed at on . 4.9 Shore lines were blown back to the vessel’s No. 4 P&S cargo tanks upon completion of discharge. 4.10 Hoses were disconnected and documents delivered at . 4.11 The pilot boarded shortly afterwards and the vessel departed the berth at on . 5. 5.1

Cargo figures Table 2 gives a summary of the quantities recorded at various stages of the voyage with relevant calculations, summarised for the purpose of this preliminary report. More detailed calculations and relevant documents will follow in our formal report.

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VESSEL NAME Summary of quantities during the voyage 180 cSt parcel mt 1 Bill of Lading quantity: 25,109.260 2 Loadport quantity: 24,925.250 3 Arrival quantity: 24,934.753 4 Received quantity: 24,979.304 380 cSt parcel mt 1 Bill of Lading quantity: 46,945.860 2 Loadport quantity: 46,753.300 3 Arrival quantity: 46,807.026 4 Received quantity: 46,688.557 Differences 180 cSt parcel mt mt 1 Bill of Lading quantity: 25,109.260 Difference: Percentage 4 Received quantity: 24,979.304 129.956 0.518% 2 Loadport quantity: 24,925.250 Difference: Percentage 4 Received quantity: 24,979.304 -54.054 -0.217% 3 Arrival quantity: 24,934.753 Difference: Percentage 4 Received quantity: 24,979.304 -44.551 -0.179% 2 Loadport quantity: 24,925.250 Difference: Percentage 3 Arrival quantity: 24,934.753 -9.503 -0.038% 380 cSt parcel mt mt 1 Bill of Lading quantity: 46,945.860 Difference: Percentage 4 Received quantity: 46,688.557 257.303 0.548% 2 Loadport quantity: 46,753.300 Difference: Percentage 4 Received quantity: 46,688.557 64.743 0.138% 3 Arrival quantity: 46,807.026 Difference: Percentage 4 Received quantity: 46,688.557 118.469 0.253% 2 Loadport quantity: 46,753.300 Difference: Percentage 3 Arrival quantity: 46,807.026 -53.726 -0.115% Note: A negative figure indicates a surplus. A positive figure indicates a shortage.

5.2

5.3

Table 2. Summary of quantities during the voyage It may be noted from Table 2 that the major difference between figures occurs between the Bill of Lading and received figures. Surpluses are generally ignored. Other -ve differences fall within accepted limits (generally 0.15%) for the measurement of bulk liquid cargoes. It is to be noted that the loadport and arrival port figures are within accepted limits, as are the loadport and received quantities. This would indicate that the vessel’s measurement equipment is operating in a satisfactory manner. Whilst free water, quantities remaining on board (ROB), on board quantities (OBQ) and unpumpables (sludge, corrosion scale, etc) can cause problems with calculations of this nature, it is noted that no free water was found. The vessel is also 219

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6. 6.1 6.2 6.3

6.4

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CONTINUATION VESSEL NAME

fitted with wells in all tanks such that all fluids are removed during pumping. This means that there are no ROB or OBQ quantities on board after discharge. The vessel being new, there are unlikely to be any unpumpables remaining in the tanks. It is normal practice to apply a Vessel’s Experience Factor (VEF) when carrying out these calculations. The VEF is calculated from averaging differences experienced over 10 representative cargoes. Unfortunately, the vessel being only six months old, there have been only four qualifying voyages to date and thus a factor cannot be applied. Quality of consignment Three sets of samples were taken from each of the cargo tanks by the Surveyor prior to the vessel berthing whilst at anchor off . One set of samples has been retained on board. We have not been supplied with a copy of the specification for the two parcels but note that the Surveyor issued a Notice of Apparent Discrepancy to the Master of relating to the 180 cSt parcel. The Notice of Apparent Discrepancy stated that the cargo received in shore tank 1305 was off specification, the first sample giving 182.5 cSt and the second sample 183.2 cSt. We note that both tanks had previous parcels before being topped up with the parcels from . These samples were tested by Terminal chemists.

7. Notes 7.1 The following documents have been supplied: • Copy of the Before Loading Certificate issued by . • Copy of Bill of Lading Authorisation issued by the Master. • Copies of the Tanker Bill of Lading (1st original) for the two parcels. • Copy of manifest. • Copy of Certificate of Quantity issued by . • Copy of Statement of Fact issued by . • Copy of vessel’s Ullage Reports issued by for the two parcels. • Copy of Receipt for Samples issued by for the two parcels. • Copy of ROB/OBQ Report issued by . • Copy of Ship Tanks Ullage Reports, taken upon arrival alongside the berth at . • Copy of the vessel’s Ullage Report, taken after loading at . • Copy of the vessel’s Ullage Report, taken upon arrival alongside the berth at . • Copy of Notice of Discrepancy issued to the Master indicating variation between the Bill of Lading and the ship’s arrival figures. • Copy of Shore Tank Quantity Report for the 180 cSt parcel. 220

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• • • • • •

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Copy of Shore Tank Quantity Report for the 380 cSt parcel. Copy of Statement of Facts issued by the Master upon completion of loading. Copy of the Master’s Note of Protest (General) concerning terminal hose size. Copy of the Master’s Note of Protest (General) relating to terminal delays. Copy of the Master’s cargo receipts (discharge to terminal). Copy of Tanker Statement of Facts as issued by , the vessel’s agents. • Copy of Notice of Discrepancy issued to the Master relating to ship’s samples off-specification. • Copy of the Surveyor’s time log. • Copy of the Statement of Facts. • Copy of the vessel’s Cargo Pumping Log (hourly readings). • Copy of the vessel’s After Discharge Certificate stating that cargo tanks were empty. • Copy of the vessel’s Slop Certificate. • Copy of the vessel’s Bunker Statement upon completion of cargo discharge. • Copy of the vessel’s Vessel Experience Factor record. These are appended below. 7.2 This report is issued without prejudice. In our opinion, the report constitutes a statement of events and information received during our attendance on board the vessel.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Specimen Cargo Discharge Survey Report

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Cargo Discharge Survey

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Cargo Discharge Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board whilst alongside at Wharf No. 8, , between , for the purpose of carrying out a cargo discharge survey. 1. Vessel particulars is an all steel, single screw, wood chip carrier, having six cargo holds with 3 deck cranes of 14.5 tonne SWL, the accommodation and engine room being abaft No. 6 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed: The vessel has fore and aft folding hydraulic ram operated MacGregor type hatchcovers. There are four hoppers situated between various cargo hatches feeding a fore and aft conveyor belt system on the starboard main deck leading down at the forward end to an 226

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underdeck transverse self discharging conveyor through a watertight shell door at the port bow. 2.

General arrangement

Figure 1. General arrangement of holds and tanks Note: There are no topside tanks. No. 4 hold may be ballasted. 3. Parties attending the survey: Usual list of those attending on the different dates of survey.

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A draft Surveyor attended on board on the morning of and evening of to carry out a draft survey on behalf of consignees. The Master, Chief Officer and Chief Engineer were present during most stages of the survey. 4. 4.1 4.2 4.3 4.4

Background During the previous voyage , the vessel had loaded the same cargo of Australian eucalyptus wood chips at , for shipping to . The cargo was discharged at and it was later found that there was a substantial amount of rust scale and paint in the cargo which resulted in a claim against the vessel. The same cargo was again loaded at for shipping to for voyage . We were subsequently requested to attend on board the vessel upon completion of voyage at , in order to monitor the discharge process.

5. Schedule of events

0900 hrs Arrived at gangway. 1115 Boarded vessel after quarantine clearance. 1130 Draft Surveyor on board. 1400 Draft survey completed and calculations carried out. 1430 Onwards - back hoe machines loaded into holds. 1730 All conveyors started and running smoothly. 1735 Cargo discharge commenced from Nos 2, 3, 4 and 5 holds. Noted heavy contact by grabs and back hoe machines. Compiled draft Note of Protest for Master. 1940 Discharge stopped due to problems with shoreside conveyor. 2000 Discharge recommenced. 2400 Cargo operations continuing.

0550 Cargo operations shore crane shifted from No. 2 to No. 3 hold 1153 Note of Protest passed to agents for delivery to receivers relating to the damage being done to the vessel’s shell and hold internals by grabs and back hoe machines. 1200 Cargo operations continuing. 1752 Cargo operations suspended due to conveyor problem. 1810 Cargo operations resumed. 2130 Ballasting commenced in No. 6 P&S WB tanks. 2225 Ballasting of No. 6 P&S WB tanks stopped. 2255 Ballasting of afterpeak tank commenced. 228

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2350 2400

0020 0030 0510 0920 0925 1030 1150 1200 1400 1435 1555 1716 2230 2240 2306 2400

0252 0254 0300 0328 0445 0600 0932 1205 1230 1252 1305 1315 1420

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Ballasting of after peak stopped. Cargo operations continuing in Nos 1, 2, 4 and 6 holds. Discharge stopped from No. 6 hold. Discharge resumed in Nos 3 and 5 holds. Commenced ballasting No. 1/2 P&S WB tanks. Stop ballasting No. 1/2 P&S WB tanks. Resumed ballasting of afterpeak tank. Ballasting of afterpeak tank stopped. Cargo operations suspended while starboard conveyor wheel changed. Cargo operations resumed. Cargo operations stopped to adjust shuttle conveyor belt drive chain. Cargo operations resumed. Resumed discharge of hold Nos 1, 2, 4, 5 and 6. Cargo discharge completed from No. 4 hold. Back hoe machine removed. Hold inspected and found four rungs of No. 4 after access ladder lower part severely damaged and torn. Completed discharge of No. 6 hold. Back hoe machine removed. No damage found. Completed cleaning No. 4 cargo hold. Commenced ballasting No. 4 cargo hold. Completed discharging No. 1 hold. Cargo operations continuing in Nos 2, 3 and 5 holds. Temporary stop in cargo operations due to need to realign shuttle conveyor belt. Cargo operations resumed. Cargo operations stopped in No. 3 hold. Cargo operations resumed in No. 3 hold. Cargo operations completed in No. 2. Back hoe machine removed. No damage found. Cargo operations continuing from Nos 3 and 5 holds. Completed ballasting No. 4 hold. Cargo operations stopped in Nos 3 and 5 holds. Cargo operations resumed in No. 5 hold. Cargo operations resumed in No. 3 hold. Temporary stop in No. 5 cargo hold due to grab problem. Cargo operations resumed from No. 5 hold. Pressing up No. 6 P&S WB tanks. 229

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1425 1605 1606 1630 1728 1810 1852 1924 1925 1935 2025 2106 2118 2126 1030 1130 2400 6 6.1 6.2

6.3 6.4

6.5

7. 7.1

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CONTINUATION VESSEL NAME

Stopped ballasting No. 6 P&S WB tanks. Pressing up No. 3 P&S WB tanks. Stopped ballasting No. 6 P&S WB tanks. Completed discharge of No. 5 hold. Back hoe machine removed. No damage found. Discharge stopped from No. 3 hold due to shore conveyor breakdown. Cargo operations resumed in No. 3 hold. Commenced ballasting forepeak tank. Stopped ballasting forepeak tank. Resumed ballasting No. 4 hold to fill to maximum level. Completed ballasting No. 4 hold. Secured shuttle conveyor. Cargo operations suspended due to problem with grab. Resumed cargo discharge. Cargo discharge completed. Draft Surveyor on board. Draft survey and calculations completed. Departed vessel. Draft surveys We note that during the arrival draft survey the receiver’s Surveyor would not agree the vessel’s draft despite being provided with photographs taken of the vessel’s draft marks on arrival. A discrepancy of 1 cm was recorded. The Chief Officer took sea water samples at the vessel’s stern and used the vessel’s hydrometer to measure the density. However, the receiver’s Surveyor refused to accept the ship’s hydrometer, stating that it had no certificate of calibration. He insisted on using his hydrometer which showed a difference of 0.0015. The above two discrepancies resulted in a 140 t shortage of cargo on board. A draft survey was also carried out upon completion of cargo operations. The density of the sea water was agreed. There was some debate concerning the amount of water in No. 4 hold but eventually it was agreed that there was a shortfall of 40 t of cargo discharged. As a consequence of the above, we recommend that the vessel be provided with a hydrometer having a certificate of calibration so that there can be no further disputes at this port. Cargo operations Prior to cargo operations commencing, the Master and Chief Officer requested the foreman to ensure that the vessel’s structure was not contacted by grabs or back hoe machines. 230

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7.5

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Soon after cargo discharge commenced on , we noted that the stevedore crane drivers and back hoe machine drivers were heavily contacting the internal structure of the vessel’s hold. We again requested the foreman to instruct his drivers to stop contacting the vessel’s hold internals but without success. During the night, heavy contact could be felt inside the ship’s accommodation and was noted by officers and the undersigned. Accordingly, on the morning of , the Master issued a Note of Protest to the stevedores, via local agents, informing them that they would be held liable for any damage to the vessel’s structure and any consequential damage to the cargo. We received no feedback from the stevedores to this document. Cargo operations continued and were monitored on a regular basis by the officers and the undersigned. We noted and photographed frequent cases of heavy contact with the vessel’s hold internals. We also sighted remnants of the dark liquid caused by condensation mixing with the wood chip sap being scraped off the hold internals on to the cargo. However, we did not sight any corrosion or paint scale dropping into the cargo.

8. Notes This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel at the time that the survey was carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Appendix 6: Specimen Container Damage Survey Report

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Damaged Containers

Directors: Name, degrees, membership of professional organisations, etc.

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Damaged Containers

IN ACCORDANCE with instructions received from , our Surveyor attended on board whilst moored to Buoy , on and subsequently on . Our Surveyor attended for the purpose of ascertaining the cause, nature and extent of damage to containers stowed in Nos 1 and 2 cargo holds aboard the vessel, sustained at an unknown position at approximately on . 1. Vessel particulars Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed: The vessel is a five hatch container/break bulk vessel, the accommodation and engine room being immediately abaft No. 5 hold. 3. Parties attending the survey: Usual list of those attending on the different dates of survey. 236

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No other surveyors attended on board during our visit of , however, our Surveyor was accompanied by the Master of the vessel, , during the survey. of , representing P&I, the Owner’s P&I Club, attended during our survey of . 4. 4.1

4.2

4.3 4.4

Background At the time of the alleged incident, was on a voyage from to , where she was to load containers for a voyage to and onward ports in . The vessel departed at on , arriving at at on . The Master reported that shortly after leaving , the sea conditions began to increase due to Typhoon . Due to the vessel’s course, the swell was on the beam and the vessel was reported to have been rolling heavily 30º to port and starboard. At an unknown position, at approximately on , containers stowed in cargo hatch No. 1 were heard to be smashing around in the hold. Due to the heavy weather and six FEUs being stowed on top of No. 1 hatch cover, the crew could not accurately ascertain the situation, but through the booby hatch discovered that one or more containers were banging against the wing tank bulkhead. The master immediately reported the situation to the < company name> Marine Department, Owner and Agents. On the morning of , upon opening No. 2 hatch covers, the crew found a number of containers to have tipped over and to be damaged. The Master contacted the vessel’s agents and we were subsequently invited to attend on board the vessel.

5. General survey findings No. 1 Hold 5.1 As a consequence of the incident, seven 40 ft and five 20 ft containers were severely damaged in No. 1 hold. Our initial investigations suggest that one of the 40 ft and three of the 20 ft containers may be considered as constructive total losses, severe damage also being likely to the contents. We noted that four of the containers had broken open and some of their contents strewn around the tweendeck and on the tank tops. Table 1 lists the damaged containers. 5.2 We were informed by the Master and Chief Officer that all appropriate lashings had been in position in No. 2 hold, prior to the vessel departing and that they had been inspected to their satisfaction. However, our Surveyor could not locate any lashing wires between the tops of the containers, which were of different heights. We noted a number of damaged twistlocks strewn around the deck which may have come from the affected containers.

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Figure 1. Plan view of No. 1 hold showing distribution of 20 ft and 40 ft containers

Figure 2. Section through No. 1 hold showing vertical stow of containers

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Figure 3. View of final position of containers at the forward end of No. 1 hold

Figure 4. View of final position of containers at the after end of No. 1 hold 239

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No. 2 Hold 5.3

Our initial investigations revealed that twelve of the fifteen 20 ft containers stowed in bay 05 on the starboard side of No. 2 hold had toppled over into the empty space on the port side of No. 2 hold. Seven of the twelve were moderately damaged whilst two may be considered as constructive total losses.

Figure 5. Diagram showing stow at forward end of No. 2 hold 5.4

We were informed by the Master and Chief Officer that all appropriate lashings had been in position in No. 2 hold, prior to the vessel departing and that they had been inspected to their satisfaction. Our preliminary investigations revealed that most twistlocks were still in position, whilst the bridge pieces had failed and were strewn around the tanktop.

Figure 6. Diagram showing final position of containers at the forward end of No. 2 hold 240

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General 5.5 The Master and Chief Officer stated that they had not carried out any stability calculations prior to departure from and that the vessel was very stiff, having a large metacentric height (GM) with a period of roll of approximately five seconds. This would undoubtedly have contributed to the forces on the containers in the prevailing weather conditions. A copy of the Master’s Note of Protest and the cargo manifest for the affected containers are included in Appendix . We also note that the Master stated that he had no knowledge of Typhoon being in the area. 5.6 When questioned, the Master indicated that the vessel’s ballast condition had not been changed at , all the double bottom ballast tanks being full and the wing tanks empty. However, immediately after the incident the vessel’s topside tanks were ballasted to reduce the vessel’s GM. 5.7 Our Surveyor noted some slight abrasion damage to the after end of No. 1 hatch coaming and a roller, but no other damage to the vessel’s structure as a consequence of the container movement. 5.8 The Master of supplied us with a copy of the vessel’s Classapproved container stowage plan, issued by the Class head office, dated (see Appendix ), for the vessel under her former name of (see Appendix ). We note that, whilst No. 1 hatch covers are approved for the carriage of containers in the plan, No. 1 hold below deck is not approved for the stowage of containers. 6. 6.1 6.2 6.3

6.4

Stability and container lashing calculations Some time after our visits to the vessel, our Surveyor was supplied with a copy of the vessel’s stability calculations for the departure condition at (see Appendix ). We note that this has been re-dated , in handwriting. We took the opportunity to check the Master’s stability calculations. Our computerassisted calculations confirm that the double bottom and topside ballast tanks were full when the vessel departed . We then calculated the new GM with the double bottom tanks deballasted. Due to a lack of basic stability information, we had to make a number of assumptions, based on our previous experience of such vessels, i.e. the tonnes per centimetre immersion and position of the centre of buoyancy. Our calculations produced a reduced GM with a consequential increase in roll period and a more tender vessel (see Appendix ). We carried out further computer-assisted calculations (see Appendix ), based on The Lloyd’s Register of Shipping (LR), Requirements for Freight Container Securing Arrangements (Amendment to the 1984 edition). For these calculations we have applied the prevailing conditions, i.e. wind force 10 on the Beaufort Scale and the vessel rolling to 30º, together with assumptions according to Class requirements. We have also only considered the heaviest stacks, Stack 05/05 in No. 2 hold and Stack 01/03 in Hold No. 1, as these would have been subjected to the most severe loads. 241

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6.5

We then simulated the vessel’s stability with double bottom ballast tanks empty and recalculated the vessel’s GM. The modified GM was then entered into the container lashing calculations. No .1 Hold 6.6 The results of our calculations (see Appendix ) suggest that the container lashings, i.e. twistlocks and base cones, would have been subjected to stresses above acceptable levels both in the rolling and pitching modes. This would have resulted in the containers tripping out of the base cones, breaking of the twistlocks in the higher tiers and the containers smashing against each other. The compressive loads were also above accepted limits, which would have resulted in some of the lower containers being crushed. 6.7 Using the modified GM, we note that the stresses induced in the container lashings were reduced below the breaking stress. This suggests that the lashings would have remained intact. No. 2 Hold 6.8 The results of our calculations (see Appendix ) indicate that the loads on the base cones, lower twistlocks and bridge fittings were above accepted limits in the rolling mode. This would have resulted in containers on the bottom tier tripping out of the base cones, the bridge fittings failing and the container stacks as a whole tending to fall to the side. In the event of there being no containers on the port side of No. 2 hold, bay 05, three stacks were free to fall to port. 7. 7.1

Container survey findings Details of the damaged containers are given below with our opinion as to the extent of the damage to the containers.

Container no.

Size in feet

Slot

Comments

Contents

HOLD NO. 1 MLCU 2434041

20

010408

Repairable

Bicycle parts

MAXU 2092674

20

010406

CTL

Gouging carbons

ICSU 4021848

20

010402

CTL

Easy chairs

TEXU 3115234

20

030408

Repairable

Gouging carbons

PCRU 2004974

20

030406

CTL

Textile goods

ITLU 7323303

40 H/C

030208

Repairable

Bicycles

GSTU 7638522

40 H/C

030206

Repairable

Bicycles

GSTU 9597320

40 H/C

030204

Repairable

Bicycles

GSTU 7626408

40 H/C

030108

Repairable

Bicycles

ITLU 7332898

40 H/C

030106

Repairable

Bicycles

TEXU 4314591

40

030104

Repairable

In-line skates

GSTU 8602165

40 H/C

030308

CTL

Bicycles

20

050108

CTL

Wall fixtures

HOLD NO. 3 PCRU 2006067

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TEXU 3003403

20

050106

CTL

Electric discharge machines

TEXU 2768867

20

050102

Repairable

General cargo

MAXU 2133346

20

050304

Repairable

Textile goods

TEXU 2505140

20

050302

Repairable

General cargo

PCRU 2004737

20

050504

Repairable

Textile goods

ICSU 3839866

20

050502

Repairable

Consolidated general cargo

Total = 19 containers

CTL (constructive total loss). H/C (hatch cover). Table 1. Details of damaged containers 7.2 All of the above containers were devanned and the contents restuffed into sound containers as detailed in Table 2, Appendix . 7.3 Seven of the damaged containers were transferred to lighters alongside for devanning and restuffing into sound containers. These were then restowed on board the vessel and are also detailed in Table 2, Appendix . 7.4 Details of the position of all containers when restowed in holds 1 and 2 are shown in Table 3, Appendix . 8. Cargo survey findings Details of damage to each container is given below: A. Container No. GSTU 8602165 (40 ft H/C) Total 373 cartons of bicycles were restuffed into the sound container as detailed in Table 2. Approximately 25% of the cartons had torn covers and the contents were visibly scratched, chafed and partly broken. Approximately 30% of the cartons, the cover was partly crushed to varying degrees. The balance of the cartons (45%) were in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 015825’. B. Container No. MAXU 2133346 (20 ft) Total 127 bales of 100% polyester woven fabrics for suiting. All rolls were outturned and restuffed in apparent good order with no exceptions. The sound container was sealed with a padlock seal ‘Pro-Line 013470’. C. Container No. ITLU 7323303 (40 ft H/C) Total 377 cartons of bicycles were restuffed into a sound container as detailed in Table 2. Approximately 8% of the cartons were torn, broken and inner contents partly scratched and chafed. Approximately 12% of the cartons were crushed to a varying degree. The balance of the cartons (80%) were in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013224’. 243

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CONTINUATION VESSEL NAME

Container No. PCRU 2006067 (20 ft) Total 360 cartons of STC wall fixtures were restuffed into a sound container as detailed in Table 2. 1 carton was torn with the inner contents found to be intact and in apparent good order. 2 cartons were partly wet stained, with the contents in apparent good order. 3 cartons were found to be in sound condition with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013454’. Container No. PCRU 2004737 (20 ft) Total 93 cartons of 100% polyester peach faille, and six rolls were restuffed into a sound container as detailed in Table 2. 1 carton and 6 rolls were found to be intact and in apparent good order. One carton had a torn cover, with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013453’. Container No. PCRU 2004974 (20 ft) Total 107 cartons of textile piece goods were restowed in a sound container as detailed in Table 2. Total 105 cartons were intact with the contents in apparent good order. One carton was torn with 4 rolls wet stained to a varying degree. The sound container was sealed with a padlock seal ‘Pro-Line 013495’. Container No. GSTU 7638522 (40 ft H/C) Total 370 cartons of bicycles were restowed in a sound container as detailed in Table 2. Approximately 8% of the cartons were torn/broken with the contents being partly scratched and chafed. Approximately 10% of the cartons had covers crushed to a varying degree. The balance of the cartons (82%) were generally intact with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013372’. Container No. ICSU 4021848 (20 ft) Total 350 cartons of easy chairs in black vinyl were restowed in a sound container as detailed in Table 2. Total 12 cartons had their covers torn to varying degrees with the contents visibly in apparent good order. Total 338 cartons were found to be in good order. The sound container was sealed with a padlock seal ‘Pro-Line 013490’.

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Container No. MAXU 2092674 (20 ft) Total 16 crated cartons of gouging carbons were restowed in a sound container as detailed in Table 2. Approximately 40% of the cartons were torn or broken to varying degrees, the contents being mixed and partly broken. Approximately 35% of the cartons had their covers crushed to varying degrees with the contents partly broken. The sound container was sealed with a padlock seal ‘Pro-Line 013451’. J. Container No. MCLU 2434041 (20 ft) Uncountable number of cartons of bicycle parts were restowed in a sound container as detailed in Table 2. Approximately 55% of the cartons externally intact but crushed to varying degrees with the contents in apparent good order. Approximately 45% of the cartons were torn or broken to varying degrees with the contents loose, soiled, scratched and chafed. The sound container was sealed with a padlock seal ‘Pro-Line 013768’. K. Container No. TEXU 3115234 (20 ft) Total 16 crated cartons of gouging carbons were restowed in a sound container as detailed in Table 2. Approximately 35% of the cartons were heavily crushed and torn with the contents being loose and partly broken. Approximately 25% of the cartons had their covers crushed to varying degrees with the contents partly broken. Approximately 40% of the cartons were externally in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013769’. L. Container No. TEXU 4314591 (40 ft) Total 505 cartons of in-line skates were restowed into two 20 ft containers as detailed in Table 2. - Container No. INBU 3048080 was stuffed with 266 cartons. Total 14 of the cartons had their covers crushed to varying degrees whilst the contents were found to be intact and in apparent good order. Total 252 cartons were externally in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 015902’. - Container No. INBU 3048563 was stuffed with 239 cartons. Total 17 of the cartons had their covers crushed to varying degrees whilst the contents were found to be intact and in apparent good order. Of the 239 cartons, a total of 222 cartons were externally in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013493’. I.

245

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M. N. O. P. Q.

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CONTINUATION VESSEL NAME

Container No. GSTU 9597320 (20 ft) Total 342 cartons of bicycles were restowed in a sound container as detailed in Table 2. Approximately 8% of the cartons were torn/broken with the contents being partly scratched and chafed. Approximately 15% of the cartons had covers crushed and torn to a varying degree with the contents found to be partly scratched or chafed. Approximately 20% of the cartons were crushed to varying degrees. The balance of the cartons (65%) were generally intact with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013476’. Container No. ITLU 7332898 (40 ft H/C) Total 379 cartons of bicycles were restowed in a sound container as detailed in Table 2. Approximately 7% of the cartons were crushed to varying degrees. The balance of the cartons (93%) were generally intact with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013762’. Container No. GSTU 7626408 (40 ft H/C) Total 377 cartons of bicycles were restowed in a sound container as detailed in Table 2. Approximately 4% of the cartons were crushed to varying degrees. The balance of the cartons (96%) were generally intact with the contents in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013305’. Container No. TEXU 2505140 (20 ft) Total 711 cartons of general cargo were restowed in a sound container as detailed in Table 2. Approximately 20 cartons were crushed to varying degrees. The balance of 691 cartons were externally intact. The sound container was sealed with a padlock seal ‘Pro-Line 013416’. Container No. TEXU 2768867 (20 ft) Total 380 cartons of general cargo were restowed in a sound container as detailed in Table 2. Total 8 cartons partly crushed. The balance of 372 cartons were externally intact. The sound container was sealed with a padlock seal ‘Pro-Line 013767’.

246

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Container No. ICSU 3839866 (20 ft) Total 13 pallets containing cartons of consolidated general cargo together with 187 cartons of consolidated general cargo were restowed in a sound container as detailed in Table 2. 1 Total 7 pallets, 1 - 5 with 24 cartons, 6 and 7 with 16 cartons, intact and in apparent good order. 2 Total 2 pallets and 4 cartons found to be externally intact. 3 Total 4 pallets containing 68, 63, 62 and 62 cartons found to be externally in apparent good order. 4 Total 56 cartons found to be externally in apparent good order. 5 Total 10 cartons found to be externally in apparent good order. 6 Total 12 cartons found to be externally in apparent good order. 7 Total 105 cartons found to be externally in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013411’. S. Container No. TEXU 3003403 (20 ft) Total 4 wooden cases containing electrical discharge machines were restowed in a sound container as detailed in Table 2, secured with additional nylon slings and wooden shoring. • Cases Nos 1, 2 and 4 were found with planks partly broken and deformed. • Case No. 3, stowed next to doorway, planks heavily crushed and broken. This was removed for inspection and found: - One unit, CM-240R, mfr No. 207098, body work was found to be partly dented and scratched. - One unit, CD-50mH, mfr No. 207192, power unit panel partly dented and scratched. - One parcel containing 3 cartons, 1 envelope and 1 tool box, in good order. - One carton of accessories in apparent good order. - One carton with one piece fire extinguisher in apparent good order. The sound container was sealed with a padlock seal ‘Pro-Line 013428’.

R.

9. 9.1

Notes As a consequence of our survey and subsequent calculations we make the following comments: 9.1.1 There is no approved container stowage plan for No. 1 hold. We therefore cannot comment as to whether the lashings were in the correct conformation. 9.1.2 Our calculations have suggested that the vessel was subjected to abnormal loads as a consequence of the heavy weather experienced whilst passing through Typhoon . However, we believe that these stresses were increased due to the large GM and resulting stiffness of the vessel which contributed to the severe damage to the cargo and containers. 247

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9.1.3 Our calculations indicate that the GM would have been reduced if the double bottom tanks had been fully deballasted. This would have reduced the amount of damage sustained by the containers in both No. 1 and No. 2 holds. 9.1.4 We note that the Master has stated that the crew made no stability calculations or alterations to the stability of the vessel prior to the voyage. 9.1.5 We also note that the Master was not aware of proximity of Typhoon . This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel and her cargo at the time that the surveys were carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

248

Container no. MLCU 2434041 MAXU 2092674 ICSU 4021848 TEXU 3115234 PCRU 2004974 ITLU 7323303 GSTU 7638522 GSTU 9597320 GSTU 7626408 ITLU 7332898 TEXU 4314591

Size in feet 20 20 20 20 20 40 H/C 40 H/C 40 H/C 40 H/C 40 H/C 40

GSTU 8602165 PCRU 2006067 TEXU 3003403 TEXU 2768867 MAXU 2133346 TEXU 2505140 PCRU 2004737 ICSU 3839866

40 H/C 20 20 20 20 20 20 20

New container no. INBU 3048326 INBU 3048033 INBU 3047783 INBU 3048460 INBU 3048162 IEAU 9009933 TEXU 5127379 IEAU 9597320 TEXU 5094742 TEXU 5099019 INBU 3048563 INBU 3048080 IEAU 9300717 INBU 3048537 INBU 3049512 INBU 3047649 INBU 3048291 INBU 3047952 INBU 3049934 INBU 3049554

Size in feet 20 20 20 20 20 40 H/C 40 H/C 40 H/C 40 H/C 40 H/C 20 20 20 20 20 20 20 20 20 20

Comments Restuffed ashore Restuffed ashore Restuffed ashore Restuffed ashore Restowed on board Restowed on board Restowed on board Restuffed ashore Restuffed ashore Restuffed ashore Restuffed ashore Restuffed ashore Restowed on board Restowed on board Restuffed ashore Restuffed ashore Restowed on board Restuffed ashore Restowed on board Restuffed ashore

Table 2. Details of sound containers holding cargo from damaged containers

249

Container no. BAY 01 INBU 3048162 TRIU 2980083 BAY 03 IEAU 9300717 MAXU 2091030 TPXU 7003358 IEAU 9009933 TEXU 5127379 ITLU 7369860 XTRU 4920175 ICSU 1411971 XTRU 4940438 XTRU 4919702 BAY 05 INBU 3048537 DSRU 8320731 MAXU 2085588 MAXU 2093876 ICSU 4247239 INBU 3049934 ICSU 4742211 INBU 3048291

Size in feet

New stow

20 20

010404 010402

40 20 20 40 40 40 40 40 40 40

030406 030404 030402 030206 030204 030202 030104 030102 030304 030302

20 20 20 20 20 20 20 20

050104 050102 050306 050304 050302 050506 050504 050502

Table 3. Restowed (underdeck) positions of containers

250

APPENDIX: Vessel’s Stability Calculations - Master’s stability calculations for departure Item Volume SG Conts % Weight t CG FSE full Vert Constants 300.00 11.000 0.00 Tank 1 394.215 1.025 SW 100 384.60 0.914 0.00 Tank 13 231.125 1.000 FW 80 184.90 8.908 212.00 Tank 14 1,105.206 1.025 SW 80 862.60 6.037 1,095.20 Tank 61 63.540 0.900 FO 50 35.30 7.487 65.90 Tank 74 29.250 0.900 FO 80 26.00 11.310 21.20 Tank 75 29.250 0.900 FO 80 26.00 11.310 21.20 Tank 77 17.259 0.900 FO 85 16.30 11.451 22.50 Tank 79 68.889 1.000 FW 90 62.00 11.876 134.60 Tank 81 60.500 0.900 FO 90 60.50 11.789 119.20 Tank 89 95.667 1.000 FW 90 86.10 11.861 236.20 Tank 115 37.440 0.900 FO 50 20.80 0.655 51.60 Tank 2PO 278.185 1.025 SW 100 271.40 1.438 0.00 Tank 2SO 278.185 1.025 SW 100 271.40 1.438 0.00 Tank 3PO 224.783 1.025 SW 100 219.30 1.486 0.00 Tank 3SO 224.783 1.025 SW 100 219.30 1.406 0.00 Tank 4PI 259.071 0.900 FO 70 201.50 0.595 664.00 Tank 4PO 334.355 1.025 SW 100 326.20 1.403 0.00 Tank 4SI 259.071 0.900 FO 70 201.50 0.595 664.00 Tank 4SO 334.355 1.025 SW 100 326.20 1.403 0.00 Tank 5PI 165.226 0.900 FO 53 97.30 0.451 172.40 Tank 5PO 367.975 1.025 SW 100 359.00 1.346 0.00 Tank 5SO 367.975 1.025 SW 100 359.00 1.346 0.00 Tank 79A 26.889 1.000 FW 90 24.20 11.746 8.70 Package 915.00 7.366 0.00 Totals 5,856.40 3,488.70 Lightship 8,397.00 9.500 ∆’t 14,253.40 GM = 7.11 KG = FS Corr = 0.24 KM = Corr GM = 6.86 KB = BM =

251

Vertical moment 3,300 352 1,647 5,208 264 294 294 187 736 713 1,021 14 390 390 326 308 120 458 120 458 44 483 483 284 6,740 24,634

4.206 11.312 2.451 8.862

- Master’s stability calculations for departure with DB tanks deballasted Item

Volume

SG

Conts

% Weight mt full

CG Vert m

FSE

Vertical moment

Tank 1

394.215

1.025

SW

0

300

11

0

3,300.00

0

0.914

0

Tank 13

231.125

1

FW

0

80

184.9

8.908

212

1,647.09

Constants

Tank 14

1,105.21

1.025

SW

80

862.6

6.037

0

5,207.52

Tank 61

63.54

0.9

FO

50

35.3

7.487

65.9

264.29

Tank 74

29.25

0.9

FO

80

26

11.31

21.2

294.06

Tank 75

29.25

0.9

FO

80

26

11.31

21.2

294.06

Tank 77

17.259

0.9

FO

85

16.3

11.451

22.5

186.65

Tank 79

68.889

1

FW

90

62

11.876

134.6

736.31

Tank 81

60.5

0.9

FO

90

60.5

11.789

119.2

713.23

Tank 89

95.667

1

FW

90

86.1

11.861

236.2

1,021.24

Tank 115

37.44

0.9

FO

50

20.8

0.655

51.6

13.62

Tank 2PO

278.185

1.025

SW

0

0

1.438

0

0

Tank 2SO

278.185

1.025

SW

0

0

1.438

0

0

Tank 3PO

224.783

1.025

SW

0

0

1.486

0

0

Tank 3SO

224.783

1.025

SW

0

0

1.406

0

0

Tank 4PI

259.071

0.9

FO

70

201.5

0.595

664

119.89

Tank 4PO

334.355

1.025

SW

0

0

1.403

0

0

Tank 4SI

259.071

0.9

FO

70

201.5

0.595

664

119.89

Tank 4SO

334.355

1.025

SW

0

0

1.403

0

0

Tank 5PI

165.226

0.9

FO

53

97.3

0.451

172.4

43.88

Tank 5PO

367.975

1.025

SW

0

0

1.346

0

0

Tank 5SO

367.975

1.025

SW

0

0

1.346

0

0

Tank 79A

26.889

1

FW

90

24.2

11.746

8.7

284.25

915

7.366

Totals

3,120.00

Package Lightship

8,397.00

∆’t

11,517.00

0

6,739.89

2,393.50

20,985.89

9.5

Assumed TPC = 30t

GM =

6.19

New KG =

6.726

Change in mean draft = 91.213m

FS Corr =

0.21

KM =

12.917

New mean draft = 3.5439m

Corr GM =

5.98

∆’t 11,236 m3 2nd Moment of Area = 123,233 m4 New BM = 10,968 m

252

New KB =

1.949

New BM =

10.968

Appendix 7: Specimen Collision Damage Survey Report

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Hull Damage Survey

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Hull Damage Survey

IN ACCORDANCE with instructions received from the P&I Club, our Surveyor attended on board whilst at anchor at anchorage, and at Dockyards, , on , for the purpose of carrying out hull damage and repair surveys. 1. Vessel particulars is an all steel, single screw, bulk carrier, having five cargo holds with five hatch covers, the accommodation and engine room being abaft No. 5 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Dmould: Draft: Bmould: Main engine:

Speed:

256

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The vessel has fore and aft hydraulic folding MacGregor type hatchcovers with four Mitsubishi deck cranes of 30.5 tonnes SWL. General arrangement

Figure 1. General arrangement of holds and tanks 2. Parties attending the survey: Usual list of those attending on the different dates of survey. 257

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3. 3.1 3.2

3.3

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CONTINUATION VESSEL NAME

Background The Master reported that had collided with at on at 22º 09.92’ N and 114º 28.82’ E. The Master reported that there was a rain squall with light winds at the time of the collision. At the time of the incident, both vessels were in ballast condition, being on course from to to load a cargo of salt whilst is believed to have been on a voyage from to , to load coal. We were subsequently requested to attend on board to assess the nature and extent of damage to the vessel. We were also requested to attend on board to inspect the completed repairs.

4. Survey findings

4.1 Our first visit took place just as the vessel was arriving at anchorage, , at around on same day as the collision. 4.2 We noted that the vessel had a 4º list to starboard with a draft forward of 3 m and approximately 6 m aft. 4.3 Our time was initially spent in assessing whether the vessel was in danger of sinking or capsizing. Soundings of all tanks were taken to assess which had been breached. By the time this had been accomplished, it was too dark to carry out a full assessment of the damaged areas.

4.4 On the morning of , we returned to the vessel to continue our damage assessment and to accompany the Surveyor representing the other vessel . 4.5 We found: • A large hole, approximately 28 m long in the port side extending from midlength of No. 3 hold to approximately mid-length of No. 4 hold and below the waterline. • No. 3/4 bulkhead was exposed and severely damaged inboard to a depth of approximately 6 m. • No. 3 and No. 4 port topside tanks were holed and exposed. • Bulwarks were set over and torn over a length of approximately 20 m. • The three permanent log stanchions associated with this part of the bulwarks were set over and collapsed. • The main deck was found set up to a height of approximately 1 m. • No. 4 hatchcover forward section was found shifted out of position 700 mm to starboard and slightly forward, hanging over the starboard and forward coamings. The forward section was also found heavily set in at approximately mid-length on its port side. There was associated damage to the hatchcover and 258

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coaming where it had landed. The face seal channel and seals were also noted to be damaged. As a consequence of the forward cover being shifted to starboard, the two forward hydraulic rams were found torn from the cover and set over to starboard. • No. 4 hatchcover after section face was found set in with the seal and seal channel also found damaged. • We entered No. 3 and No. 4 port topside tanks. Apart from the direct collision damage, No. 3 port topside tank internals were not affected. However, three web frames aft of the damaged area in No. 4 port topside tank were found deformed. • We also noted various associated fittings severely damaged, e.g. ventilator pipes and heads, folding steel log stanchions, ladders, etc. Figure 2 shows the extent of damage to the port sideshell whilst Table 1 lists the damage with recommendations and steel weight calculations.

4.6 As there appeared to be significant underwater damage, to assess the full extent it was decided by Surveyor to have an underwater survey carried out. We subsequently attended on board the vessel and the launch of to witness the underwater survey. This survey was also used to assess the requirements for drydocking the vessel.

Figure 2. Diagram showing damaged port sideshell area and area to be cropped and renewed 259

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4.7 The vessel was drydocked in the floating dock at Dockyard on the afternoon/evening of . 4.8 We attended on board the vessel on the morning of to assess the full extent of damage and to accompany the Surveyor appointed on behalf of the other vessel in carrying out his speed and angle of blow assessment. Table 1 lists the damage with recommendations and steel weight calculations. We have omitted smaller items from the table but have taken them into account in our estimate of damage repairs.

4.9 We attended on board the vessel shortly before refloating to inspect the external repairs. 4.10 We also took the opportunity to inspect progress with internal repairs.

4.11 We had been informed that internal repairs would be available for inspection and accordingly attended on board. However, the main deck, bulwarks and topside tank internals had not been completed.

4.12 We subsequently attended on board to sight the completed main deck, bulwark and topside tank repairs. However, whilst all steel work had been completed, the relevant areas had not yet been primed and coated. Item

Details

Rec’d

No. off

Length in mm

Sideshell

Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn

C&R

1

C&R

Sideshell Sideshell Sheerstrake Main deck Topside tank plate Topside tank bulkhead Hopper plate Tank top Bulwarks No. 3/4 bulkhead Long’l topside tank

Depth thickness in mm 16.5

Area m²

Weight kg

26000

Height width in mm 1500

39.00

5,055

1

26000

10170

15

264.42

31,155

C&R

1

26000

2150

18.5

55.90

8,123

C&R

1

26000

4850

25

126.10

24,763

C&R

1

26000

4400

14.5

114.40

13,030

C&R

1

4815

3100

10

14.93

1,172

C&R

1

26000

3455

12.5

89.83

8,820

C&R

1

26000

3320

18

86.32

12,205

C&R

1

26000

2000

14

52.00

5,718

C&R

1

6800

6400

13

43.52

4,444

C&R

4

26000

210

15

5.46

2,573

260

XXX MARINE CONSULTANTS LTD XMC**** Deck plate long’l Topside tank long’ls Topside tank web frames Sideshell frames Bilge hopper long’ls Inner bottom long’ls Floors

Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn Severely torn DB bulkhead Severely torn 3 post Severely stanchion torn Folding Severely stanchions torn Hatchcover Severely torn Tank Severely ventilators torn Dump valves Severely torn Hatchcover Deformed rams /torn FIP = fair in C&R = place crop and renew

CONTINUATION

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VESSEL NAME

C&R

5

26000

390

10

10.14

3,982

C&R

7

26000

340

14

8.84

6,805

C&R

9

4815

3100

10

14.93

10,552

C&R

32

4500

110

12

0.50

1,493

C&R

3

26000

290

12

7.54

2,132

C&R

3

26000

340

14

8.84

2,916

C&R

6

4650

1600

10

7.44

3,506

C&R

1

4000

1500

12

6.00

566

C&R

3

9000

1000

10

9.00

2,121

C&R

4

9000

1000

10

9.00

2,828

C&R

1

5000

5000

10

25.00

1,964

Renew

2

9000

650

10

5.85

919

C&R

2

Renew

2 Total (kg)

=

156,844

Table 1. Details of damage, recommendations and steel weight calculations 5. 5.1 5.2 5.3 5.4 5.5

Cost of repairs The vessel required drydocking for repairs which we estimated to take from 21 to 25 days to complete, most of this time being in the drydock. The vessel required substantial staging for repairs, but gas freeing of tanks was unnecessary. We note that the owner took the opportunity to carry out a Class intermediate survey and renew underwater hull coatings during the docking period. However, when the damaged areas were cropped and the full extent of damage revealed, we revised our estimate to US$1.3 million for steel repairs. The vessel’s movements were: • Vessel docked at , at on . • Undocked at on . • Repairs and final inspection completed at on . 261

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• Departed at on . 6. Notes 6.1 This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessel at the time that the survey was carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Appendix 8: Specimen Speed and Angle of Blow Assessment Report

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TABLE OF CONTENTS 1. Vessel particulars - ....................................................................................1 Figure 1. General arrangement of ..........................................................2 Figure 2. General arrangement of ..........................................................4 3. Parties attending the survey..............................................................................................................5 4. Background..........................................................................................................................................5 5. Damage sustained by both vessels...................................................................................................5 6. Angle of blow assessment..................................................................................................................7 Figure 4. Diagram showing the relative positions of the two vessels at the moment of impact with observed angle of blow...............................................................8 Figure 12. Diagram showing the relative sizes of the two vessels...........................................16 7. Estimation of speeds and angles at the moment of impact......................................................16 Figure 13. Angles used in the calculations...................................................................................17 Table 1. Speed and angle of blow analysis - summary of calculations...................................18 8. Notes...................................................................................................................................................19 APPENDIX 1 Photographs......................................................................................

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Speed and Angle of Blow Assessment

IN ACCORDANCE with instructions received, our Surveyor attended on board whilst alongside at , and on board whilst at anchor off , to carry out a speed and angle of blow assessment relating to a collision between the two vessels off on . 1. Vessel particulars - is an all steel, general cargo vessel, having two cargo holds, the accommodation and engine room being abaft No. 2 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Bmould: Dmould: Draft: Main engine:

The vessel is fitted with MacGregor single pull hatchcovers with two derricks and two deck cranes of 25 tonne SWL. 267

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General arrangement -

Figure 1. General arrangement of 268

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CONTINUATION VESSEL NAME -1 icw VESSEL NAME -2

2. Vessel particulars - is an all steel, gearless, single screw, bulk carrier, having four cargo holds, the accommodation and engine room being abaft No. 4 hold. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Deadweight: LOA: LBP: Bmould: Dmould: Draft: Main engine:

The vessel is fitted with seven side sliding chain operated hatchcovers together with four deck cranes of 25 tonne SWL.

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General arrangement -

Figure 2. General arrangement of 270

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3. Parties attending the survey:

Usual list of those attending on the different dates of survey. The Master and Chief Officer were ashore at the time of our survey giving statements to the Harbour Master. No other surveyors attended on board during the inspection.

Usual list of those attending on the different dates of survey. We spoke briefly to the Master to obtain the vessel’s particulars and other relevant documents. No other surveyors attended on board during the inspection. 4. Background 4.1 At on , departed the anchorage at Port, bound for , with a cargo of 6,300 mt of ammonium sulphate fertiliser. The drafts forward and after are reported to have been 7.6 m forward and 8.2 m aft. 4.2 At , passed the No. 3 buoy of Southeast passage on her port beam and changed course to 305º true. 4.3 At about the same time, is reported to have been proceeding on almost the same course and on the port beam of . 4.4 It is reported that at , the port bow of contacted the starboard sideshell of , causing significant damage to both vessels. 5. 5.1 5.2 5.3

5.4 5.5 5.6

Damage sustained by both vessels Photographs of the damage sustained by and are included in Appendix . As our report is limited to a speed and angle of blow assessment we have not detailed the damage or estimated the cost of repairs. Damage to was sustained in way of the stem and port bow shell plating, extending over a length of approximately 3 m on the starboard side of the stem and approximately 11 m from the centreline around the port bow just below the forecastle deck level (see Photographs 31 & 32). Damage was also sustained to the port bulwarks, cap rail and stays. The shell plate around the port anchor hawsepipe was severely set in and holed. The forecastle deck was heavily set down due to the severe creasing of the bow and stem plate. We noted that the port anchor and chain were missing from the hawsepipe and sighted these on the port main deck (see Photograph 61). The forecastle deck was set in and set down 3 m aft from the stem centreline and inboard approximately 1.5 m down the port side with associated internal frames deformed (see Photographs 44 to 50). We were also informed that the port side of the bulbous bow was severely set in. The damage to was of a greater extent than that to , the starboard sideshell above the waterline being severely set in and 271

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holed (see Photographs 6, 8, 10). We later received a report from Nippon Salvage divers (see Figure 3) indicating that: • The starboard sideshell plating was severely set in to a maximum depth of 2 m over a length of 9 m at deck level. • The sideshell was holed over a length of 1.8 m at deck level down to a depth of 1.2 m in an inverted triangular shape. • The starboard sideshell plating was set in down to a depth of 11 m over a maximum length of 8 m. • The starboard sideshell was torn open in an inverted ‘L’ shape over a length of approximately 2 m to a depth of 3.5 m • Associated stiffeners, brackets and frames were deformed. • Associated tank air pipes were deformed.

Figure 3. Diagram showing damage to starboard side shell of 5.7 Further damage was sustained to the starboard main deck guardrails and stanchions over a length of 35 m from the centre of No. 3 hatch to the solid bulwarks at the starboard after end of the main deck (see Photographs 16, 17, 22, 23, 24, 25, 26). 5.8 A section of bulwark and associated stays set in over an approximate length of 4 m (see Photographs 28 & 30). 272

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5.9

The starboard forward edge of the boat deck set back and inboard with the forward scupper pipe set aft and deformed (see Photographs 5 & 18).

6. 6.1

Angle of blow assessment From the damage sustained to both vessels it would appear that there was an oblique central collision, the first point of contact being the underwater bulbous bow of contacting the starboard sideshell and bilge radius of between frames 91 and 94. The initial contact of the bulbous bow would have slowed slightly, followed by the bow flare of contacting the starboard sheerstrake and deck of . It would also appear that the anchor and hawsepipe of was the cause of the more severe damage to the starboard side of . The kinetic energy of both vessels was then absorbed by the structures of the two vessels. We noted two distinct creases in the port bow, the first at the stem, clearly the first point of contact, followed by a second which indicated that the stern of had swung to port and remained in this position for a short time with the two vessels rolling slightly as an after effect of the collision. These two creases coincide with the height of the main deck of (see Figure 12). We have calculated the observed relative angle of blow to be approximately 50º (see Figure 4). The nature of the damage to the stem of indicates that the two vessels were travelling at similar speeds at the moment of impact. From the abrasions on the port bow of , it would appear that the stern of then swung around to port due to the two vessels being unable to separate, possibly due to the anchor and hawsepipe being caught in the starboard sideshell plating of . It would appear that the two vessels then separated (see Figures 5 and 6). The damage and chafe marks on the port bow and side of indicate that was then travelling at a higher speed than so that passed aft along the starboard side of , causing damage to the guardrails, stanchions and after bulwarks (see Figures 7, 8, 9 and 10) until the two vessels parted (see Figure 11). Figure 12 shows the bow profile of superimposed on the starboard side of , both vessels being drawn to the same scale and the reference point being the water-line for both vessels with the two vessels perpendicular to each other.

6.2

6.3 6.4 6.5

6.6

6.7

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Figure 4. Diagram showing the relative positions of the two vessels at the moment of impact with observed angle of blow

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Figure 5. Diagram showing swinging, being unable to separate from

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Figure 6. Diagram showing continuing to swing

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CONTINUATION -11VESSEL NAME -1 icw VESSEL NAME -2

Figure 7. separated and moving aft along starboard side of

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Figure 8. Diagram showing swinging and moving aft down starboard side of

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Figure 9. Diagram showing moving aft down starboard side of

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Figure 10. Diagram showing moving further aft down starboard side of

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Figure 11. Diagram showing reaching the end of the contact

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7. 7.1

CONTINUATION -16VESSEL NAME -1 icw VESSEL NAME -2

Figure 12. Diagram showing the relative sizes of the two vessels We are informed that the drafts of the two vessels at the time of the incident, as shown above, were:

Fwd: 7.38 m Aft: 8.22 m

Fwd: 8.63 m Aft: 8.86 m Mean: 8.745 m Estimation of speeds and angles at the moment of impact Details of the calculation of the speeds are given in Table 1.

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Figure 13. Angles used in the calculations 7.2 When making estimates of speeds in collision cases, it is usual to rely upon methods derived by Captain T. Daae Hellesoe and earlier work carried out by V. U. Minorsky. 7.3 The kinetic energy absorbed in the collision is given by: E = ((414.5 x RT) + 121,900) tons knots² Where RT = The resistance factor derived from the structures collapsed in the collision in both vessels. This is an empirical formula derived by Minorsky from a number of experimental tests. The energy dissipated in the collision is also given by: Also E = ∆A ∆B ( Va SIN Ø )² 1.43 ∆A + 2 ∆B Where ∆A = Displacement of striking vessel in tons. ∆B = Displacement of struck vessel in tons. Va = Speed of striking vessel. Ø = Angle of approach of the striking vessel, relative to the longitudinal axis of the struck vessel, measured from her stem. By equating the two equations above, we are able to calculate Va (the speed of the striking vessel). 7.4 Throughout this report we will use the same terminology as that adopted by Minorsky to differentiate between the two vessels. is defined as the struck vessel because her damage was sustained at about midships. is referred to as the striking vessel because damage was sustained in way of her bow. 283

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7.6 7.7 7.8 7.9 7.10

CONTINUATION -18VESSEL NAME -1 icw VESSEL NAME -2

The depth of the penetration of hulls is a function of the vessels’ relative velocities, displacements, angle of blow and the physical characteristics of structural members which have significant depth in line with the axis of penetration. The latter characteristics are expressed in terms of a single resistance factor, RT. On , the structures to be considered for computation of RT are decks and other horizontal sections, e.g. stringers and hopper plates. On they comprise stem plating, forecastle intermediate deck, underside centreline girder, stem girder, the hawsepipe and bulbous bow panting stringers. Using these well-established methods, we have calculated (see Table 1) the ratio of the speeds of the two vessels at the moment of impact to be: V L = 1.18 V i.e. according to the Hellesoe method, the speed of was 1.18 times that of or, the speed of was 0.847 times that of . We calculate the absolute speeds using the accepted Minorsky method, to be: = 9.83 knots = 11.59 knots We have calculated the relative angle of blow between the two vessels, measured from the centreline of clockwise to the centreline of to be 57.69º. We place a tolerance of ± 2º on this result.

INPUT DATA

RESULTS

Displacement of A ()

∆A =

Displacement of B ()

∆B=

Total resistance factor

(RFT)

Length factor

(LF)

Shell component

(SC)

Struck vessel deck angle

9,540 Hellesoe (Theta) 57.69° Angle of blow 21,224 Minorsky (Vb) Speed of Using Theta 9.83 knots

306.9 Hellesoe Using Theta Vr1 1.18 1.33 Minorsky Using Theta 11.59 knots 0.70 Speed of

(Angle ε)

25

Struck vessel shell angle (Angle α)

47

Striking vessel bow angle

(Angle β)

40

Angle of blow (observed)

(Angle ϕ)

55

Table 1. Speed and angle of blow analysis - summary of calculations

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Figure 14. Calculated relative speeds and angle of blow 8. Notes 8.1 We note that is fitted with a course recorder which was operational at the time of the incident. 8.2 We believe that there is a vessel traffic control system at , in the vicinity of the incident, which could have recorded the events leading to the collision and assist in confirming the above calculations. 8.3 This Report is issued without prejudice. In our opinion, the report constitutes an estimate of the speed and angle of blow between the two vessels from the physical evidence sighted at the time of the surveys. 8.4 I, , DECLARE THAT: a. I understand that my duty in providing a written opinion overrides any obligation to the party who has engaged me. I confirm that I have complied with my duty. b. I believe that the facts I have stated in this opinion are true and that the opinions I have expressed are reasonable, based on the information supplied.

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c. I have endeavoured to include in my opinion those matters which I have knowledge of, or of which I have been made aware, that might adversely affect the validity of my opinion. d. I have indicated the sources of all information I have used. e. I have not, without forming an independent view, included or excluded anything which has been suggested to me by others (in particular my instructing Principals). f. I will notify those instructing me immediately and confirm in writing if for any reason my existing report requires any correction or qualification. g. I understand that: a) My opinion, subject to any corrections before swearing as to their correctness, may form the evidence to be given under oath or affirmation; b) I may be cross examined on my opinion by a cross examiner assisted by an expert; c) I am likely to be the subject of public adverse criticism by a judge if a Court concludes that I have not taken reasonable care in trying to meet the standards set out above.

Principal Consultant For and on behalf of, XXX Marine Consultants Ltd

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Appendix 9: Specimen Tow Approval (Trip in Tow) Report

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towing

Trip in Tow Survey

Directors: Name, degrees, membership of professional organisations, etc.

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towing

Trip in Tow Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board Barge whilst at anchor off on , and subsequently on board on with the tug for the purpose of carrying out a Trip in Tow survey. 1. Vessel particulars is an all steel, twin screw, ocean going tug. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: GRT: NRT: Bollard pull:

LOA: LBP: Dmould: Draft: Bmould: Main engines:

Towing speed:

The vessel is fitted with manganese Bronze propellers operating in Kort nozzles. The Intercon DD-225 towing winch is powered by a 821 Detroit diesel with twin disc gearbox. 290

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is an all steel, non-propelled ocean-going deck barge. Name: Type: Registered: IMO no: Call sign: Owner: Operator: Class: Built: Displacement: LOA: LBP: Dmould: Draft: Bmould: The vessel has a water ballast capacity of 47,000 m³. The vessel can be submerged to loading state where the superstructure is submerged by 18 m in 5 hours and refloated in 6 hours. 2. Parties attending the survey: Usual list of those attending on the different dates of survey. No other surveyors attended on board during the inspection. Eight crew members were on board during the inspection. Defects were pointed out to verbally at the time. 3. Survey findings Descriptions In order to achieve consistency of reporting, the following descriptions are to be used: Good

Condition better than average in all respects. Original strength/ performance unimpaired. No maintenance or repairs required.

Satisfactory

Condition average. Minor deficiencies not in need of correction. Wear and tear evident, but original strength/performance not significantly affected.

Fair

Condition below average. Deficiencies of some consequence and in need of correction in the near future.

Unsatisfactory

Condition below average. Deficiencies in need of immediate maintenance or repair.

Poor

Condition deteriorated in all respects, beyond practical repair. Requires renewal or replacement.

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4. Survey findings Barge Documentation and certificates Certificate Certificate of registry Safety construction certificate Safety equipment certificate Safety radiotelegraphy certificate International loadline certificate Tonnage certificate: Fire fighting appliance certificate Liferaft certificate Hull special survey Hull intermediate survey Drydock survey Loading and stability information United States water pollution certificate Oil record book IOPP IAPP US Coast Guard letter of compliance Port State Control inspection Flag State inspection ISM DOC ISM SMC ISPS

Date of issue and expiry

Notes: We note that the original stern superstructure shown on the vessel’s plans has been removed and has been relocated immediately aft of the forward superstructure, being welded to the deck. As a consequence of the relocation of the stern superstructure, there was no longer any power for the stern anchors and these have also been removed, leaving only the single bow anchor.

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GENERAL INFORMATION 1. No. of decks: 2. No. of transverse bulkheads: 3. No. of longitudinal bulkheads: 4. Manned: 5. Machinery position: 6. Generators: 7. Control room alarms and instrumentation: 8. Bilge pumps: 9. Bilges: 10. Oily water separator: 11. No. of ballast tanks: 12. Ballast pumps: 13. Fuel on board: 14. Lubes on board: 15. Water on board: 16. Other pollutants: 17. Last drydocked: 18. Last loadline survey: 19. Loose gear: 20. Fire protection: 21. Ports and openings: 22. Manholes: 23. Sea valves secure: 24. Stability information: 25. Anchors: 26. Pilot ladder: 27. Navigation lights: 28. Radios:

General remarks The boarding arrangements were totally unsatisfactory. A steel ladder was provided from the deck of the launch to the side of the barge with a swell of 6 ft. A pilot ladder was then supplied and fitted. The vessel has 7 tanks each port and starboard (P&S) which can be flooded to sink the barge with an 18 m clearance for floating on her cargo. All tanks will be approximately 35% flooded to give a 5.2 m draft and required trim. The tanks have one longitudinal intercostal wash plate which would reduce free surface effect, although this would not be a problem with her stability, the vessel having a GM of 66.78 ft. The vessel had clearly not been maintained appropriately for some time with much of her machinery and equipment defective. The main deck and mooring gear were severely corroded. 293

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We noted that the tug clearly had adequate power for the tow and if anything was a little overpowered. We noted that the safe manning certificate for the tug was in its former name. The barge had also been modified and is different from the plans supplied to us by . The after superstructure which housed two anchor windlasses on its top deck had been removed and relocated immediately aft of the forward superstructure. We also found three very heavy pieces of loose gear, i.e. an anchor, mooring rig and a fabricated steel shelter, on the foredeck which will need to be removed or secured for the tow. We sighted the stability calculations. The barge would have a GM of 20.237 m (66.78 ft) and be trimmed 0.251 m (10 inches) by the bow. The towing gear was already rigged and is clearly what had been used in the past. There was a 0.99 m (3.25 ft) chain bridle and emergency towing chain. Corrosion blisters were showing on the chains. There were existing towing lugs on the bow of the vessel. We noted that the two shackles holding the bridle chains into the fish plate were of an incorrect size, the pins being much smaller than the holes in the fish plate. The removal of the after superstructure means that the barge only had one Admiralty stockless anchor forward. The two after spade anchors are still stowed on board adjacent to the after superstructure, port side. The automatic tank sounding gear was not operational so the crew had to take manual soundings. However, the relocation of the after superstructure has resulted in the No. 2 P&S ballast tank sounding caps being inaccessible. We found the bilges full of oil and the oily water separator (OWS) defective. There was clearly a pollution risk. Firefighting equipment was also in poor condition with hoses / nozzles missing from boxes and extinguishers due for inspection. As a consequence of our inspection of the vessel on , we made the following recommendations relating to the barge: 1. Main console tank gauges defective. Tank soundings taken manually via sounding pipes on main deck. However, No. 2 P&S tank sounding pipe caps are obstructed by the relocation of the after superstructure to the forward end. Access to sounding pipes to be improved. 2. Navigation lights not yet fitted. Reported to be solar powered. In the event of failure of main navigation lights, standby navigation lights to be fitted. 3. No 2. starboard ballast tank manhole cover seal severely damaged. To be renewed. 4. Engine room bilges oil filled. To be pumped out and cleaned. Sources of leakage to be identified and stopped. 5. All overboard inlet and discharge valves to be locked shut. 6. Fire hoses and nozzles missing from many fire hose boxes. To be replaced. 7. All equipment marked in English. As the tow will be unmanned and the tug crew is American, all essential and emergency equipment to be marked in English. Tug crew to be familiarised with operation of essential and emergency equipment. 8. Pilot ladder to be rigged in appropriate position and protected from damage. 9. Ballast stripping pump defective. 294

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10.

Loose gear on foredeck to either be disposed of or adequately secured to prevent carrying away and damage to the vessel. 11. Generator battery charging facilities to be confirmed as operational. 12. Emergency tow chain to be rigged along starboard side of vessel and fitted with pennant / buoy. Arrangements should ensure that emergency chain can be released quickly and safely. 13. One stern anchor to be rigged for emergency use. 14. All towing gear to be dismantled, derusted and greased. 15. Batteries to be capable of retaining their charge so that, in the event of an emergency on board, the tug crew can start the generator. 16. All ports and accesses to be securely closed and watertight. The above recommendations were passed to owner of the barge for his attention. We were subsequently requested to re-attend at on to re-inspect the barge and to carry out an inspection of the tug . We first attended on board the barge and found that only two of the above recommendations had been addressed. These were the emergency towing gear rigged along the starboard side of the vessel and some of the various loose gear had been secured to the foredeck. Other loose equipment was being prepared for jettisoning overboard at . We reiterated our recommendations to the owner’s local agents, and . We believe that these were implemented to the satisfaction of the Master of the by with the tow commencing at on the same day. We then visited the tug and carried out our inspection.

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Tug Documentation and certificates Certificate Certificate of registry Safety construction certificate Safety equipment certificate Cargo ship safety radio certificate International loadline certificate Tonnage certificate Fire fighting appliance certificate Minimum safe manning certificate Continuous synopsis record Liferaft certificate Hull special survey Drydock survey Loading and stability information United States water pollution certificate United States certificate of documentation Oil Record Book IOPP IAPP US Coast Guard letter of compliance Port State Control inspection Flag State inspection ISM DOC ISM SMC ISPS

Place and date of issue and expiry

GENERAL INFORMATION 1. Fuel on board: 2. Lubes on board: 3. Water on board: 4. Oxygen bottles: 5. Acetylene bottles: 6. Rescue boat: 7. Outboard engine: 8. Portable pumps and hoses: 9. General housekeeping: 10. Bow pud and fenders: 11. Tank vents: 12. Anchors: 13. Towing winch:

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We were informed by the Master of the that the towing arrangement would consist of two shackles of 3 ft anchor chain, acting as surge gear, connected to the barge’s towing bridle. The anchor chain would then be connected to the tug’s port towing wire with approximately 1,000 yards paid out during the tow. The tow would be shortened to 200 ft in areas of restricted navigation. It was anticipated that a speed of 5-6 knots would be attained. The CCS surveyor who approved the tow stipulated that two tugs should assist the during her departure from . We sighted the voyage plan and way points entered into the Transas GPS chart plotting equipment. The vessel has email facilities and will be sending out reports twice daily.

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TOW WIRES PORT 1. Diameter: 2. Length: 3. Manufacturer: 4. Date new: 5. Date end for ended: 6. Date replaced: 7. Previous mileage: 8. Mileage for this voyage: 9. Total mileage: 10. Date last lubricated: 11. Remarks: 12. General appearance: 13. Damage: 14. Defects: 15. Length paid out for inspection:

STARBOARD

FIRE FIGHTING EQUIPMENT AND LIFE SAVING APPLIANCES 1. Lifeboats: 2. Liferafts: Hydrostatic releases: 3. Lifebuoys: 4. Lifejackets: Number: IMO type-approved? 5. Survival suits: 6. Thermal protective aids: 7. Fixed FFE deck: 8. Fixed fire detection: 9. Fire lines and hydrants: 10. International shore connection: 11. Fire hoses and nozzles: 12. Fire extinguishers: 13. SCBA: 14. Portable oxygen meters: 15. Bridge pyrotechnics: 16. Line throwing appliance: 17. Lifeboat pyrotechnics: 18. Emergency station bills: 19. Fire control plan: - internal: - external: 20. Escape signs: 21. Work vests: 22. Alarms: 23. Medical: 24. Line throwing gear:

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NAVIGATION 1. One-man bridge operation: 2. Gyro compass: 3. Bearing repeaters / azimuth rings: 4. Autopilot: 5. Course recorder: 6. Standard (magnetic) compass: 7. Date of deviation curve: 8. Radars: 9. ARPA: 10. Chronometers: 11. GPS: 12. EPIRB: 13. SARTs: 14. Depth sounder, recorder or indicator?: 15. GPS chart plotter: 16. Log / speed indicator: 17. Rudder indicator: 18. Revolution indicator: 19. Nav. and signal lights: 20. Chart outfit: 21. Navtex receiver: 22. Weather facsimile receiver: 23. Pilot books and supplements: 24. Guide to port entry: 25. Nautical almanac: 26. Tide tables: 27. List of lights: 28. RPM / speed data: 29. Manoeuvring data: 30. Daylight signalling lamp: 31. Sextants and binoculars: 32. Bridge windows: COMMUNICATIONS 1. Radio station operator-manned?: 2. Main Tx/Rx: 3. Facsimile Tx/Rx: 4. Emergency Tx/Rx: 5. Emergency watch receiver: 6. Auto alarm 500 kHz: 7. VHF radio telephone: 8. EPIRB: 9. SOLAS VHF radios: 10. Emergency batteries: 11. Lists of radio signals:

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CONTINUATION -11VESSEL NAME -1 towing VESSEL NAME -2

Emergency instructions at station: Radio log:

ENGINE ROOM AND MACHINERY 1. Main engines: 2. Boiler: 3. Auxiliary boiler: 4. Auxiliary machinery: 5. Generators: 6. Purifiers: 7. Switchboard: 8. Domestic refrigeration machinery: 9. Workshops: 10. Spares: 11. UMS: 12. Control room alarms and instrumentation: 13. Fire detection system: 14. Smothering system: 15. Remote stops: 16. Oil / water separator: 17. Overboard discharge alarm: 18. Sanitation system: 19. Sea valves: 20. Bilge system: 21. Shaft tunnel / stern gland: 22. Emergency escape: 23. Fire-resisting doors: 24. Fire / pollution hazards: 25. Steering gear and emergency system: 26. Emergency generator: 27. Emergency fire pump: 28. Crane / hoist - SWL: 29. Sterntube clearances, leaks, samples: 30. Preventive maintenance system: 31. Emergency signage:

4. Notes This Report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the vessels at the time that the surveys were carried out.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

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Heavy Lift Survey

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Heavy Lift Survey

IN ACCORDANCE with instructions received from , our Surveyor attended on board whilst alongside at Terminal, , on , to inspect the external condition and witness the unloading operation of one internal stator and one external stator, using the heavy lift derrick barge for discharge to receiving barge . 1. Consignment details Port of loading: Bills of lading no: First lift Inner stator Marks & nos: XXXXXX XXX 95002

XXXXX XXXXXXX XXXX XX XXXX VIA XXXX XXXX XXXXXX - XXX XXXXXX L 1050 X W 446 X H 452 CM NET WEIGHT 320,000 KG GROSS WEIGHT 330,000 KG STORAGE CODE 0C

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CONTINUATION VESSEL NAME

Quantity and description:

One piece inner stator for the nuclear power station. Dimensions: length 1050 cm x width 446 cm x height 452 cm. Gross weight 330,000 kg. Stowed on the vessel’s tanktop.

External condition:

Constructed with heavy steel casing and end cover plates with four single lifting lugs, two each side. Externally sound.

Stowage:

Under deck in bay 66-06/08/10-06 on the tanktop, lashed to the vessel’s structure. Securing was by long link chains and tensioners from lashing points around the unit. Lashings were noted to be in good order.

Second lift: Outer stator: Marks & nos: XXXXXX XXX 95002

XXXXX XXXXXXX XXXX XX XXXX VIA XXXX XXXX XXXXXX - XXX XXXXXX L 1130 X W 630 X H 565 CM NET WEIGHT 172,000 KG GROSS WEIGHT 181,000 KG STORAGE CODE 0C

Quantity and description:

One piece outer stator for the nuclear power station. Gross weight 181,000 kg.

External condition:

Totally housed in steel casing. Externally sound. No apparent damage.

Stowage:

Under deck in bay 38-08/10/12-12, sitting on steel frame, lashed to three 40 ft flat racks and supported by 300 mm x 300 mm timber balks. Securing was by long link chains and bottle screws from lashing points around the unit, removed prior to our arrival.

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CONTINUATION VESSEL NAME

2. Survey findings arrived and was moored starboard side to at on . On our arrival we found the barge moored to the after port side of the vessel. First lift The first consignment was inspected and found in good condition. The consignment was stowed longitudinally under deck in bay 66-06/08/10-06 on the tanktop. All lashings were found to be in good order. The unloading operation was carried out using the heavy lift derrick barge , assisted by the tugs and . Weather conditions were good with moderate winds. Heavy lift derrick barge experienced some moderate swell and wash from passing and berthing vessels. We also note that the vessel continued unloading and discharging cargo during the heavy lift operation. Lifting operations were repeatedly delayed due to berthing / unberthing operations of other container vessels. Lifting operations were delayed as the port anchor of heavy lift derrick barge dragged and had to be repositioned. At on , the load was lifted with all four corners secured with tracing rope held tightly to the unit and the hold beams. Heavy lift derrick barge supplied all lifting gear: 4 x 64Ø mm x 9 m long x 53 tonne SWL strops doubled and connected to 8 x 55 tonne shackles, connected to 4 x 64Ø mm x 12 m long, 53 tonne SWL stops doubled and connected to lifting lugs on the load. The consignment was safely landed in the hold of at on , without incident and/or damage to the consignment. Heavy lift derrick barge cleared the vessel at , due to delays waiting for departing and arriving vessels. Second lift The second consignment was inspected and found completely housed in steel casing. There were no indications of any damage or indentations. The consignment was stowed deck in bay 38-08/10/12-12 lashed to three 40 ft flat racks with four lifting pins. The unloading operation was carried out using the heavy lift derrick barge , assisted by the tugs and and using the same lifting gear as for the previous lift. Weather conditions were good with moderate winds. Heavy lift derrick barge experienced some moderate swell and wash from passing and berthing vessels. We also note that the vessel continued unloading and discharging cargo during the heavy lift operation. Lifting operations were repeatedly delayed due to berthing / unberthing operations of other container vessels. 306

XXX MARINE CONSULTANTS LTD XMC****

-4-

CONTINUATION VESSEL NAME

At , the load was lifted with all four corners secured with tracing rope held tightly to the unit and the hold beams. The consignment was safely landed in the hold of at without incident and/or damage to the consignment. Heavy lift derrick barge cleared the vessel at , having first secured both hooks for the voyage to the nuclear power station. 3. Schedule of events berthed alongside at Terminal at on . 1840 hrs Left offices. Difficulty accessing container terminal due to truck blockade. 2000 Boarded vessel . Heavy lift derrick barge waiting for clearance to come alongside due to berthing / unberthing operations of other container vessels. 2145 Heavy lift derrick barge moored alongside bay 30. 2235 First lift connected. 2250 Lift let go due to dragging port anchor of heavy lift derrick barge . 2340 Heavy lift derrick barge alongside. 2355 First load connected. 2400 Lifting load. 0010 0030 0120 0135 0215 0305 0320 0355 0440 0500 0540

Lift stopped due to berthing / unberthing operations of other container vessels. Lifting load. Lift landed in lighter. Heavy lift derrick barge all clear. Heavy lift derrick barge alongside. Lifting second lift. Clear of vessel. Load landed in lighter. Heavy lift derrick barge clear of vessel. Left vessel. Returned to company offices.

5. Notes This report is issued without prejudice. In our opinion, the report constitutes a statement of the condition of the consignment and associated vessels at the time that the survey was carried out.

307

XXX MARINE CONSULTANTS LTD XMC****

-5-

CONTINUATION VESSEL NAME

No exception was issued by the shipowner’s representative. There was no surveyor present representing Consignees. We note that both of the tugs and had no navigation lights visible at times during the lifting and manoeuvring operations and had to be requested to switch them on. The international signal R-Y was raised at the stern of heavy lift derrick barge and on the signal mast of . However, we note that a number of local vessels and tugs passed at speed causing significant turbulence and swinging of the derrick.

Attending Surveyor For and on behalf of, XXX Marine Consultants Ltd

308

List of abbreviations

List of abbreviations ARPA

Automatic radar plotting aid. A marine radar with ARPA capability can create tracks using radar contacts. The system can calculate the tracked object’s course, speed and closest point of approach (CPA), thereby detecting if there is a danger of collision with another ship or landmass.

B/L

Bill of Lading.

CCD

Charge couple device.

CSH

Continuous survey hull (a vessel’s hull is surveyed over a five-year period).

CSM

Continuous survey machinery (a vessel’s machinery is surveyed over a five-year period).

cSt

CentiStokes.

DB

Double bottom tank. The tanks located between the ship’s bottom shell plating and the tank top.

DO

Diesel oil.

EPIRB

Emergency position indicating radio beacon.

ER

Engine room.

FFA

Fire fighting appliances, e.g. fire pumps, extinguishers, etc.

FO

Fuel oil.

FRP

Fibre reinforced plastic.

FW

Fresh water.

GM

Metacentric height.

GPS

Global positioning system.

GRP

Glass reinforced plastic.

GRT

Gross tonnage. This is calculated by adding to the underdeck tonnage, the tonnage of all enclosed spaces between the upper deck and the second deck, the tonnage of all enclosed spaces above the upper deck together with any portion of hatchways exceeding 1% of the GRT.

GT

Gross tonnage.

HFO

Heavy fuel oil.

HiCu

High cubic capacity container (8 ft (width) x 9 ft 6 inches (height) x 45 ft (length)).

H&M

Refers to hull and machinery, e.g. H&M Underwriters, H&M surveys. Hull and machinery are usually insured by underwriting syndicates at Lloyd’s.

IACS

International Association of Classification Societies.

IAPP

International Air Pollution Prevention certificate.

ICP

Inductively-coupled plasma.

IIMS

International Institute of Marine Surveying.

309

REPORT WRITING FOR MARINE SURVEYORS ILO

International Labour Organization. A United Nations agency which seeks the promotion of social justice and internationally recognised human and labour rights.

IMO

International Maritime Organization.

ISM

International Safety Management code.

ISPS

International Ship and Port Facility Security code.

ISPP

International Sewage Pollution Prevention certificate.

LOA

Length overall of the vessel, i.e. the distance between the extreme points of the ship forward and aft.

LBP

Length between perpendiculars, i.e. the length between the forward perpendicular and the after perpendicular. The forward perpendicular is a vertical line through the point where the bow meets the summer waterline. The after perpendicular is an imaginary line drawn perpendicular to the waterline, either (i) where the after edge of the rudder post meets the summer load line, or (ii) in cases where no rudder post is fitted, the centreline of the rudder pintles is taken.

LSA

Lifesaving appliances, e.g. lifeboats, life rafts, etc.

Ltd

Limited liability company.

MARPOL

International convention for the prevention of pollution from ships.

MCR

Maximum continuous rating. The maximum speed and power of an engine.

MDO

Marine diesel oil.

NAMSGlobal National Association of Marine Surveyors (based in the United States). NRT

Net registered tonnes.

NT

Net tonnage (as above).

OBQ

On board quantity.

OWS

Oily water separator.

PI

Professional indemnity.

PPCS

Pre-purchase condition survey.

ppm

Parts per million.

P&S

Port and starboard.

ROB

Remaining on board.

RPM (or rpm)

Revolutions per minute. The speed at which a shaft or piece of machinery rotates.

RT

Total resistance.

SABA

Speed and Angle of Blow Assessment.

SARTS

Search and rescue transponder.

SCBA

Self contained breathing apparatus.

SOLAS

International convention for the safety of life at sea.

S&P

Sale and purchase.

310

List of abbreviations SWL

Safe working load. The maximum load to which a piece of equipment, such as a crane, may be loaded.

T&C

Terms and conditions of service.

TPC

Tonnes per centimetre.

TSTs

Topside tanks.

Tx/Rx

Transmit/receive.

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REPORT WRITING FOR MARINE SURVEYORS

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312

Glossary of terms

Glossary of terms Aft

In the direction of, at, or near the stern.

Aft peak

A watertight compartment between the aftermost watertight bulkhead and the stern.

Amidships

The point midway between the forward and after perpendiculars.

Athwartship

In a direction across the ship, at right-angles to the fore and aft centreline.

Average

A contraction of General Average. This is a principle of maritime law where, in the event of an emergency, if a cargo is jettisoned or expenses are incurred the loss is shared proportionately by all parties with a financial interest in the voyage.

Ballast

A weight of liquid positioned in a ship to change the trim, increase the draught or improve the seaworthiness.

Bilge

The rounded region between the side and the shell plating. The space where water collects after draining down from cargo holds, etc.

Bow or stem

The forward end of a ship.

Breadth extreme

The maximum breadth over the extreme points port and starboard of the ship.

Bulkhead

A transverse or longitudinal dividing plate (or wall) between spaces.

Bulwark

The part of a ship’s side that extends above the main deck to protect it against heavy weather. It takes the form of a wall around the main deck.

Bunkers

Bunker fuel is technically any type of fuel oil used aboard ships. Its name is derived from the containers on vessels and in ports that it is stored in. In the days of steam, these were coal bunkers, but nowadays they are bunker fuel tanks.

Cargill

Cargill Ocean Transportation

Certificates

The vessel’s trading certificates. All merchant ships are required to keep certain certificates both current and on board, e.g. Certificate of Registry, Safety Equipment Certificate.

Charter

The hiring of a vessel to carry cargo or cargoes. Charters can be time, voyage or bareboat in nature. Time charters are of a fixed time whilst voyage charters are normally for one voyage only. Whereas the crew, etc. are included in a time or voyage charter, in a bareboat charter no crew or provisions are included as part of the agreement, the charterer paying for the same.

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REPORT WRITING FOR MARINE SURVEYORS Class

Classification societies, or Class as they are commonly known, are commercial organisations which are in competition with each other, e.g. Det Norske Veritas (DnV). They were originally established on behalf of hull and machinery insurers to ensure that vessels met certain standards of construction. Over the years, Class have developed the standards to which vessels and their equipment are designed, constructed and maintained. It should be borne in mind that a Classification society’s client is the vessel’s owner and not the insurer.

Cofferdam

A void or empty space between two bulkheads or floors. It is located between an oil tank and a water tank to prevent leakage from one to the other.

Consignee

The person or company taking delivery of a cargo, i.e. the person named in a Bill of Lading to whom the bill promises delivery. It is also the person to whom a carrier may lawfully make delivery in accordance with his contract of carriage.

Container

Refers to a cargo or freight container.

Deadweight

This is the difference between the light weight and the loaded displacement, i.e. it is the weight of cargo plus the weights of fuel, stores, water ballast, fresh water, crew and passengers, and baggage. It is the weight that the ship carries.

Depth extreme

The depth of the ship from the upper deck to the underside of the keel.

Dmould

Moulded depth. Moulded dimensions are measured to the inside edges of the plating, i.e. they are the frame dimensions. Hence moulded depth is the depth of the ship from the upper deck to the base line, measured at the mid-ship section.

Draught or draft

The distance from the waterline to the underside of the keel.

ER log book

Engine room log book.

Fairlead

An item of mooring equipment used to maintain or change the direction of a rope or wire in order to provide a straight lead to a winch drum. It is usually fitted at the side of the vessel.

Forecastle

The part of a vessel at the bow where stores, machines, etc. may be stowed.

Forepeak

This is the forwardmost tank in a ship, bounded by the port and starboard bow shell plating and the collision bulkhead. It is a watertight compartment between the foremost watertight bulkhead and the stem.

Forward

In the direction of, at, or near the bow.

Frame

A transverse structural member which acts as a stiffener to the shell and bottom plating.

Freeboard

The vertical distance from the summer load waterline to the top of the freeboard deck plating, measured at the ship’s side amidships. The uppermost complete deck exposed to the weather and the sea is normally the freeboard deck. The freeboard deck must have permanent means of closure of all openings in it and below it.

General Average

A principle of maritime law where, in the event of an emergency, if cargo is jettisoned or expenses incurred, the loss is shared proportionately by all parties with a financial interest in the voyage.

314

Glossary of terms Holds

The lowest cargo stowage compartments in a ship.

IG Group

A group of P&I Clubs who have come together to mutually protect each other’s interests in the form of claims-sharing and reinsurance arrangements, e.g. in the event of significant claims such as oil pollution.

Inboard

In a direction towards the centreline of the ship.

Limited company

A corporation with shareholders whose liability is limited by shares.

Outboard

In a direction away from the centreline of the ship.

P&I Club

P&I Clubs were formed by several owners coming together to mutually insure each other’s vessels for those risks not covered by hull and machinery insurance, e.g. cargo damage, crew injury and pollution. Each owner contributes an annual monetary amount relating to the gross tonnage he owns, known as the call. The fund is supervised by a management company. Some P&I Clubs also offer H&M cover to their members.

Particulars

The principal dimensions and information relating to a vessel.

Poop

An enclosed superstructure at the stern of the vessel. It usually houses the steering gear compartment. The deck above (such as the after deck) is sometimes known as the poop deck.

Port

The left-hand side of a ship when facing forward.

Pro forma

A set form or procedure. It is sometimes referred to as a template.

Registered

The port at which the vessel is registered. This is usually marked on the stern.

RightShip

RightShip is a ship vetting specialist, promoting safety and efficiency in the global maritime industry. Formed in 2001, in Melbourne, Australia, RightShip offers the commercial shipping industry a Ship Vetting Information System that is one of the most comprehensive on-line risk management systems in the world.

Salvage

Voluntary response to a maritime peril by other than the ship’s own crew. The property in danger can be any type or size of vessel or maritime cargo.

Seaworthy

A term used to describe a ship which has adequate strength, freeboard and stability in order to carry and deliver its cargo in good condition.

Sheerstrake

This is the topmost strake of sideshell plating. This will be thicker than other shell plates as it takes the longitudinal loading.

Shipper

The person or party loading a cargo on board a ship for delivery to a consignee at the destination port.

Starboard

The right-hand side of a ship when facing forward.

Stern

The after end of a ship.

Strakes

Sheets of steel making up the ship’s shell plating.

Superstructure

This refers to the structure comprising the accommodation, with the navigation bridge and wheelhouse on top. The engine room is usually located below the superstructure.

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REPORT WRITING FOR MARINE SURVEYORS Tanktop

This is the top face of the double bottom tanks (also known as the inner hull).

Transverse

A direction at right-angles to the centreline of the ship or an item of structure in this position.

Underwriter

Insurance underwriters evaluate applications for insurance policies. They assess the degree of risk to the insurance company of the ship and its equipment. An insurance ‘risk’ is the probability that the owner/applicant will have to collect under the terms of the policy. If underwriters appraise risks either too conservatively or too liberally, insurance companies may lose money.

Warranty survey

A survey carried out to ensure that the vessel meets the underwriters’ requirements. It is intended to guarantee that the vessel offers a low risk to the insurers.

Windlass

A machine used for hoisting and lowering the anchor.

316

Index Diagrams......................................................90

Index

Dictaphone................................................. 117 Digital photography....................................104 Disclaimer.....................................................17 Discovery......................................................10

A

DnV............................................................ 116

Abstracts......................................................59 Active writing................................................65 Adobe Acrobat............................................107 American Club..............................................39 American Rust Standard Guide – a Guide for Grading Hot Rolled Steel by Surface Condition......................... 110 Angle of blow assessment..........................266 Annexes..................................................... 116 Appendices................................................. 116 Apple Keypoint...........................................107

E Equasis...........................................................7 Executive summaries...................................59 Expert opinions.............................................54

F Flag State inspection..................................131

G

B

GARD...........................................................39 Generators.................................................146

Beaufort Scale............................................241

Gross registered tonnes (GRT)....................17

Brackets.......................................................78

GRP............................................................163

Bunker survey............................................204

Guy, John.......................................................1

C

H

Cargill.............................................................3

Hatchcovers...............................................170

Caveat..........................................................17

Headlines.....................................................74

Certificate of Ownership...............................16

Hellesoe, Captain T. Daae..........................283

Charge couple device (CCD).....................104

Hooks...........................................................87

Chop.............................................................33

Hull & machinery (H&M)...............................38

Class............................................................12 Classification Society.................................186 Colon and semicolon....................................87

 

Conditions of Class (COC)..................126 132 Copyright......................................................15

I Indentation....................................................89 Intellectual property right (IPR).....................15 International Group (IG)...............................39 International Group of P&I Clubs..................27

D Date formats.................................................61

International Institute of Marine Surveying (IIMS)...............................33

317

REPORT WRITING FOR MARINE SURVEYORS International Maritime Organization (IMO)...................................7, 61

 

Osmosis........................................................37

International Safety Management (ISM).......25

P

International Ship and Port Facility Security (ISPS) Code.................................................25

Paint Shop Pro...........................................105

Isometric projections....................................97

Paragraph spacing.......................................89 Passive writing.............................................65

K

Photographs...............................................104

Kerning.........................................................72

L

Photoshop..................................................105 P&I Club.......................................................12 Pleasure craft...............................................19

Layout...........................................................81 Leading.........................................................72 Liability.........................................................20 Limited company (Ltd)..................................22 Lists..............................................................79 Lloyd’s Maritime Directory..............................7 Lloyd’s Register of Shipping...........................7 Lloyd’s Schedule ‘C’ form...............................4 London Club.................................................39 Lubricating oil analysis results....................178

Port State Control.......................................126 Pre-purchase condition surveys (PPCS)......35

 

Professional indemnity insurance...........22, 38 Pro forma reports.........................................35

Q QWERTY system....................................... 117

R Report writing software.................................69

 

RightShip...................................................3 27

M

Russian Stow...............................................49

MDO...........................................................204 Microsoft Powerpoint..................................107

S

Minorsky, V. U.............................................283

Sale and purchase agreement (S&P)...........37

MS Word.....................................................107

Sans serif fonts.............................................97 Scale drawings.............................................99

N

Seals............................................................33

National Association of Marine Surveyors (NAMSGlobal)..............................................33 Numbering....................................................74 Numerals and words....................................84

Serif fonts.....................................................97 Shading........................................................97 Ship certificates..........................................171 SKULD.........................................................39 SOLAS.......................................................148

O Oblique projections.......................................97

Speed and Angle of Blow Assessment (SABA).....................................51

Oil record book...........................................131

Spreadsheets............................................. 111

318

Index Stability calculations...................................251 Standard engineering drawing line types.....93 Steam plant................................................147 Style sheet....................................................73 Swedish Club...............................................39

T Terms and Conditions of service..................14 The International Association of Classification Societies (IACS).................38 Time formats.................................................86 Touch typing............................................... 117 Tow approvals..............................................52 Tracking........................................................72 Transas.......................................................297 Trip in Tow surveys.......................................52 Typeface.......................................................71 Typography...................................................71

U Ullages.......................................................218 Units of measurement..................................76 US Coast Guard.........................................131

V Vessel’s Experience Factor (VEF)..............220 Vessel Traffic Control................................... 11 Voice recognition software...........................69

W Widows and orphans....................................89 Without prejudice..........................................51 World Shipping Directory................................7

319

Report Writing for Marine Surveyors is a valuable addition to the body of information available to marine surveyors. It is of particular value to new entrants to this global industry for whom writing detailed, accurate and concise survey reports is an essential job requirement. Every marine surveyor, whatever his or her age or level of experience, will find the advice, guidelines and practical examples supplied in this handy-sized book helpful. It will also help them better understand the importance of effective evidence gathering and the report writing process. Report Writing for Marine Surveyors is full of helpful diagrams and charts. These are designed to illustrate every aspect of the marine surveying process likely to be encountered. Different types of report format, which may be used as templates, are included in the appendices. Whether you are already an experienced marine surveyor or are about to enter the profession, this is one book you should keep within reach. Mike Wall is a vastly experienced marine surveyor and lecturer in maritime studies. He has gained 25 years’ experience in hull, machinery, cargo and pleasure craft surveying in the United States, New Zealand, Fiji and South East Asia. Mike is the author of Hatch Covers – Operation, Testing and Maintenance, published by Witherby Seamanship International. ISBN 978-1-908663-13-9