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"COPY This is to Certify that the undersigned carried out a Hull Survey on the above vessel at ..... at the request of . Lowestoft Haven Marina, Suffolk, NR33 9NB for the purpose of reporting on the vessels hull condition subject to the limitations below. This Hull Condition Survey is carried out on the understanding that I am legally liable to the above client only and not to any subsequent holder of the said report. Such liability must be constructed as a contract under British law and jurisdiction and any dispute arising hereunder shall be submitted to the exclusive jurisdiction of the courts of England and Wales.
VESSEL PARTICULARS Name of vessel: COPY REPORT. Hail Port: NA. Owner: Mr. Hull ID Number: . (embossed on gunwale). Official Number: Broads Authority Index Number: .. Intended use: Private/ recreational. Navigation Limits: Private pleasure cruising and semi residential use. British Inland Waterways. Date of Survey: 2006. Type: Steel Dutch Barge. Builder/designer: Not observed. Year of Built: Advised 1912. LOA: 52 Beam:10.3 Draft: 2 Weight: Not observed. Reason for Survey: Hull inspection Survey.

The above information is gathered from various sources, that is owners details, and neither confirmed nor guaranteed.

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GENERAL DESCRIPTION OF VESSEL AND LIMITATIONS OF SURVEY . has a riveted allsteel/ iron shell. Builder was unknown to the undersigned Surveyor and it is not known by whom the fitting out was carried out. The vessel was inspected by the undersigned whilst on a hard stand at Foxes Marina. The underwater hull was not pressure cleaned prior to inspection so my conclusions are based on the evidence presented by selected and random sample areas scrapped clean for inspection and measurement. Access was available to the majority of the hull surfaces but access to the bottom plate was impeded by the hard stand blocks under the forward and aft and amidships underwater sections. Weather at the time was fine and dry. Within this report principal repair recommendations are graded for your information according to priority as follows: Urgent Recommendation: must be done urgently, preferably before re-floating and certainly before any use is made of the vessel. Recommendation: should be done at the earlier of next docking or within six months or such other time scale as may be specified. Suggestion / advisory comment: for information and consideration, or may be necessary to comply with BSS waterways standards or regulations on inland waterways, but not of particular significance to safety or insurability at this stage. The use of the word appears/appeared indicates that a very close inspection of that component/system/area was not possible due to constraints imposed upon the surveyor (e.g. no power available, inability to remove panels). The use of the word serviceable/adequate indicates that particular system, component or item is sufficient for a specific requirement. The use of the word good condition indicates that the component /system is nearly new with only minor cosmetic or structural discrepancies noted. The use of the word fair indicates that the component/system is functional as is with minor repairs and should be monitored often to see if its condition deteriorates. The use of the word poor indicates that the component/system is unsuitable as is and will need to be replaced or repaired for it to be considered functional. Readily accessible means cable of being reached for operation, inspection or maintenance without removal of any craft structure or use of any tools or removal of any item. Your attention is drawn to the terms and conditions of survey which were forwarded to you with the survey contract. Parts of the vessels structure and installations which

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were found covered, unexposed or inaccessible except by the removal of normally portable traps and panels have not been inspected. No dismantling has been carried out entirely visually. Electrical, electronic, gas, plumbing, pumping, fire fighting and alarm systems have not been tested or inspected as part of this hull survey. The vessel was not tested for transverse or longitudinal metacentric stability or buoyancy. It was not possible to ascertain the maximum allowable load for the vessel.

THE HULL / GENERAL DESCRIPTION The hull is of fairly standard form with flat bottom and rounded slab sides. Original plating thickness was estimated on the basis of control measurements taken at points where deterioration is unlikely to have occurred and was thought to have been nominally 6mm for the sides and 6mm for the bottom, a perfectly adequate specification but not equivalent in durability to the heavier standards more common now. Forward and aft entry and exit lines are reasonable. Fabrication was to a satisfactory standard as apparent externally. 70 % of the internal plating and framing could not be inspected due to the presence of lining and I cannot confirm that these areas are free from defect.

TOPSIDES The topsides remain in satisfactory condition although there is quite heavy general denting at the port side amidships sections and other areas commensurate with a vessel of this type. There is some wear to the rubbing bands and some corrosion is developing generally. These conditions are cosmetic importance only at present. Seams remain sound as far as visible and whilst the stem post shows numerous impact scuffs condition remains satisfactory.

IMMERSED PLATING Underwater plating was visually inspected where scrapped clean, by general hammer soundings and by ultrasonic point residual thickness measurements taken at selected and random points. Ultrasonic measurements are taken over planes and therefore represent the maximum thickness of the plating at that point, with a deduction allowed in respect of the depth of any pitting present. In evaluating the overall condition of the platting the pitting depth found is taken into account but thickness readings are

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recorded over planes with a deduction to be allowed in respect of estimated pitting depth. These thickness recordings are strictly the point thickness and there is no warranty that adjoining areas of plating share the same thickness reading. The bottom has been plated using 6mm steel/ iron over a full length of about 6extending forward from a point at the skeg to a point of a similar distance from the stem and riveted. A satisfactory line of rivets were visible along the majority of the centre line frames and seams. Newer 6mm steel/ iron over plating had been weld fitted as repairs at the chine at approximately 12 width at full water line length. The repairs appear satisfactory, are painted and are free from excessive corrosion. The waterline plating shows quite heavy general corrosion and pitting to a nominal depth of about 2mm on both the port and starboard sides. Hammer soundings revealed no areas of severe thinning but areas of particularly heavy pitting were noted amidships at waterline level on the port side. Removal of the heavy paint build up in some areas may reveal further areas of heavy pitting. Point ultrasonic measurements taken on the bottom plate along the chines and at the centreline at those points where access was available indicating a remaining residual thickness over planes generally in excess of 5mm, but with some pitting evident, although the bottom plating condition is considered to remain satisfactory at present. The immersed sides returned satisfactory thickness indications over planes in general in excess of 5.2mm to 5.5mm. Thickness measurements down to 4.5mm were however recorded at several points amidships close to rivet deterioration, with suggestive of internal corrosion below the fuel and sewage holding tank amidships. 13 in number frame rivets (see image)>were noticeably degraded, found 24ft feet from the stern over an 11ft underbody section amidships and showing signs of significant metal corrosion. No evidence of any grounding damage to the underlying hull areas was evident. Water seepage from internal bilge areas was noted through the degraded and corroded rivets, with approximately 2 of pooling sea water noted in the interior bilge amidships. The 13 rivets were chalk marked for labelling by the Surveyor. It should be noted at this point that the remaining frame rivets and parts of the vessels structure and installation which were found covered with bitumen paint unexposed or inaccessible have not been inspected. As far as evident underbody plating amidships below the sewage and fuel tanks is adequate at present but further corrosion could introduce a need for further plating repairs and obvious plug welds and rivet replacement repairs are recommended in the 13 in number degraded rivet fastenings as chalk marked. Efforts should be made to

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inhibit the internal corrosion that appears to be occurring in and below / around the fuel and sewage holding tanks and nearby adjoining compartments. A 6mm patch plate has been fitted on the starboard side amidships area of the underbody section. The plate appeared satisfactory to external inspection only. The counter and keel bottom plate aft is from 6mm stock and remains in satisfactory condition. The hull is fitted with a partial watertight bulkhead at the forward end of the cockpit well. This area was not accessible for inspection from either side without the removal of stores and or internal lings. The hull is also fitted with a partial bulkhead at the forward end of the galley cabin, in sound condition as visible. The skeg and small keel section is in satisfactory condition and was measured at one point on each face; a satisfactory average minimum thickness over was indicated.

CATHODIC PROTECTION The vessel was fitted with two hull zinc sacrificial anodes, and two stabiliser anodes. All units show an even erosion pattern and retain satisfactory mass to provide ongoing protection for a reasonable period. (stabiliser angles appeared to be different but this had no obvious consequence). SKIN FITTINGS The above and below waterline through hull fittings consist off welded iron/steel skin fittings which were hammer and scrape tested and found to be in a good condition. The seacocks were not inspected as part of this examination. Although it was not possible to survey all the associated pipework in detail such as I was able to inspect appeared satisfactory. The topsides and transom were fitted with a number of fixed welded skin fittings, all of which appeared to be sound where examined externally and were considered to be a reasonable height above the water line.

STERNGEAR The stern gear was examined externally-without opening up-and was found in a good/ serviceable condition overall. The propeller showed no sign of significant corrosion and the propeller blades were individually sighted for obvious signs of deformation and none were found. It was not possible to check the condition of the key and keyway,

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although the propeller was a snug fit to its shaft and properly secured with a locking nut and steel split pin. When the shaft was rotated by hand it was free. The stern gland appeared to be secure and free of defects. It is not known when it was last repacked. The stern tube and cutlass bearing were secured and in a good condition with no sign of corrosion or dezincification to the metal. The propeller shaft was not drawn for inspection nor the tail ends examined. However no signs of surface flaking, fatigue or fretting corrosion to the shaft could be seen.

RUDDER The rudder which was inspected ashore, was found to be in a serviceable condition. The hangings were found good without undue wear in either the pintles or the gudgeons.

HULL PLATING CONDITION CONCLUSIONS Urgent Recommendations On the basis of the access available and in the condition as presented for survey .. hull appears to remain in adequate condition at present, but clearly significant corrosion of a good number of rivet fastenings has caused some general depletion and noticeable water ingress on the interior and some internal corrosion is on going. The 5mm nominal hull thickness in these areas have relatively little margin left for further corrosion depletion to be acceptable. The internal corrosion to the frame rivet fastenings below the fuel tanks and sewage holding tank areas will be hard to retain in a thorough fashion. Options such as pumping out the salt water and soaking with Waxoyl or a thin rust inhibiting oil compound is feasible in the short term, however in due course removal of the internal fittings such as fuel tanks and sewage tanks for an in-depth inspection, and repair of the frame rivets, frames and adjoining plating will undoubtedly become necessary. For these reasons the work should be carried out sooner rather than later and before re-floating and certainly before any use is made of the vessel. Access was available to the majority of the hull surfaces but access to the bottom plate was impeded by the hard stand blocks and this should not be overlooked when repairs and further investigation is instructed. Note: When carrying out any welding repairs to this boat care should be taken regarding insulating board, stores or polystyrene insulation on the interior. I feel that the vessel is of a type and quality such that the necessary investment in further anticorrosive hull and rivet repairs is likely to prove a reasonable and viable long term course. I look forward to being of assistance should you require clarification of any of the points contained in this report. (images for information attached overleaf).

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Rivet head degraded and corroded with water ingress.

Water ingress and plating corrosion below fuel tanks.

Corroded rivet fastening and leakage. Image taken from the exterior.

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SURVEY PRACTICE STATEMENT. This survey report is for the benefit of . and is not transferable except for the named Owners purpose and may not be used for other purposes and may not relied upon by any other person without written consent by the surveyor. The surveyor warrants that this report is a true and unbiased opinion of the vessel, based upon a visual inspection on the date of the survey. The findings, opinions and conclusions are based upon the best professional judgment of the undersigned surveyor. If this survey does not discuss a specific item, equipment or machinery, it is not covered by this survey. While every effort has been made to conduct a thorough hull survey, there can be no guarantee or warranty, express or implied, as to the condition or suitability of the vessel and her equipment or machinery. This survey makes no representation and does not purport to describe any condition which may have changed since the date of the survey and the recommendations herein are limited to those that, in the opinion of this surveyor, are reasonably necessary and appropriate, based upon the conditions and circumstances as they existed at the time of the survey.

Respectfully submitted,

Signed .............



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