Boat surveys feature

What's in a survey

Many people I have spoken with are under the wrong impression: they think that a survey on a boat is a matter of casting a quick eye over the hull and thumping the sides. Fact is, a survey is a complex and specialised service offered by a qualified professional who is a shipwright, boatbuilder or marine diesel mechanic with a great depth of experience and/or tertiary qualifications, preferably both.

A trained surveyor can spot less-obvious flaws that owners can't see no matter how closely they look. If it's any consolation, it is not unusual for potential buyers to make a good profit on the surveyor's initial fee when the finished report is used as a bargaining chip in the purchase of the craft. Needless to say, the cost of repairing a whole bunch of faulty gear can run into many thousands of dollars.

A surveyor finds flaws and defects from experience, after having performed dozens of surveys on similar craft in the past. He or she will consider how the boat is built and from what materials, their strengths and weaknesses, and the exact location of all the potential load and trouble spots.

In addition, the surveyor will offer advice and recommendations about any defects found, how to rectify them to enable the craft to remain safe and seaworthy, not to mention answer a host of salient but often unanticipated questions that arise during a survey.

Additional expert advice includes unbiased valuations, insurance estimates, contractual tips, how to deal with brokers, the vessel's history, its builders and naval architects (where applicable), related subjects such as osmosis repair, oil analysis, importation and quarantine regulations.

Then there are things like damage evaluations, commercial survey requirements, engine, mast and rigging inspections. The list is long and I use a 115-point checklist when performing a survey.

Suffice to say, surveying a craft is a detailed and specialised business. Buy a boat without a professional survey at your peril. The eventual cost of making the craft shipshape may be many times greater than the surveyor's fees.

A VALUABLE DOCUMENT
The eventual vessel condition report produced by a surveyor is a valuable legal document and asset to the ship's papers. It may well help with future dealings with insurers, banks, financial institutions, custom's officials and other officialdom.

An important point is that most major insurers will not insure a vessel unless the application form for cover is accompanied by a current independent surveyor's report.

Secondly, an finance application will almost certainly require the same document before lending will be considered. In short, everyone is in the same boat - buyers and backers - seeking to learn all about the good, the bad and the ugly in a secondhand boat that's up for sale.

WHAT'S IN A SURVEY
After the initial inspection, which should take the best part of a day including slipping - though that is dependent on the vessel's size - the surveyor determines the actual (not reported) condition and state of repair of a vessel, including its major systems, sub-systems, equipment, machinery and gear on board.

Personally, I prefer to approach a survey by first ascertaining whether the vessel is seaworthy and insurable. I look for faults and defects that will affect these things. Next, I look for any maintenance items or issues that will adversely affect the condition and value of the vessel.

A boat may be structurally sound but, without regular and proper maintenance, it may need many thousands of dollars spent on expensive repairs and servicing.

We surveyors also seek some background and the history of a vessel. It is not unusual for a travel-lift operator to remark to a surveyor something along the lines of: "I know this boat, I remember it was run up the reef in Mackay 10 years ago."

Such information forms an important piece in the jigsaw and eventual profile of a boat under inspection. The surveyor can use it to proceed deeper with their investigation of the craft before sale.

QUALIFIED SURVEYORS
A surveyor will normally (although not always!) belong to an officially recognised association - the Marine Surveyors Association, visit www.marinesurveyors.com.au - and is required under the terms of its constitution to act in accordance with a code of conduct and proper practice.

The benefits of these qualifications extend to you, the boatbuyer, who has some recourse in case of a dispute or disagreement. Further, the prospective buyer will benefit from the advice of the association via the qualified surveyor.

FULL INVENTORY
Here is shortlist of the kind of information that a surveyor is likely to garner after inspecting a boat: (a) The type, make, model and manufacturer of the craft.(b) The length, breadth, beam, draft, year of construction, materials used, and construction method of the craft. (c)The equipment, gear and machinery installed on the craft. (d) Rig type and configuration. (e) A list of electrical gear, navigation gear, electrical (low and high-voltage systems) including generators and inverters, plus watermakers and freezers.(f) In most cases, a full inventory of gear and equipment on board including dinghies, outboards, fishing tackle, extra sails, halyards and so on.

I should add that the value of all these items is understated and may run into many thousands of dollars, particularly the electronic and navigation gear. This is one advantage of buying second hand, as a new boat will often be as bare as Mother Hubbard's cupboard unless you pay for the extras and options in the purchase price.

Finally, all this information is collated, sifted through and included in the final report for the enlightenment of whoever is concerned, be it buyer, insurance company, bank, lending institutions, and so on.

ENGINE QUESTIONS
Note, however, that a survey generally doesn't include the condition of the engines. You need to obtain the services of a licenced and competent marine diesel mechanic who is willing to put his or her findings in writing. If they are not, forget it.

Another way to establish engine condition is to ask your marine surveyor to obtain an engine-oil sample for analysis by a major oil company. They can establish the presence of 20 different metals in the oil and at least 30 contaminants down to one to three parts per million.

CONDITION REPORT
Additionally, a survey is a report and summation of a boat's condition and its state of repair. There will be an analysis and breakdown of the value of hull, machinery, sails, rig, additional gear and whether the vessel is considered - on the date of inspection - to be both seaworthy and insurable.

The surveyor will also ensure that the vessel is unencumbered, with no third party liens or loans outstanding.

The report will then be properly typed up, bound and presented by the surveyor to the owner or faxed or emailed (at the client's request) to its required destination.

DIFFERENT STROKES
Not all boats require the same approach to a survey. Multihulls, for example, are different beasts and, in my view, it is essential to obtain the services of a surveyor who is familiar with their construction.

What makes a multihull different to survey? Primarily, the obvious fact is that multihulls have two or more hulls. It is critical that the bridge deck joining the hulls and the whole construction is of sufficient strength to prevent undue flexing, bending, cracking and failure of the bonding.

Your multihull specialist will have experience in how these craft are put together and will be knowledgeable in every facet of their construction.

Further, mast and rig loadings are much higher on multihulls than monohulls and great care must be taken when inspecting mast bases, crossbeam joint attachments, chain plates and all standing rigging.

Cats and tris that have been constructed from foam and balsa core should be extremely well sounded for potential delamination, especially on the deck.

SPECIALIST SURVEYORS
For the aforesaid reasons, there are many surveyors who will not be interested in surveying multihulls, so it's best to ask that question right from the beginning.

The same applies for any other specialised craft - some surveyors won't inspect wooden boats, for example. Take a tip and ask the Marine Surveyors Association who to use for specialised craft. (Ed: Terry is a timber-boat specialist).

Your surveyor will, if he is an expert in his particular field, find evidence of current and previous defects or damage, and discover any weak, inadequate or wrongly applied materials or installations.

Note, as touched on above, there are surveyors who do not survey boats at all but specialise in engines alone. Rather than list them all, contact your local branch of the Boating Industries Association for the best engine brains in the business.

SLIPPING FOR INSPECTION
The craft in question will have to be slipped or 'hauled ashore' for the survey inspection. Some surveyors will waive an underwater inspection if the owner won't haul out the vessel, perhaps claiming it was on the hard only last month... not good enough!

No disclaimer on earth can shore up the fact that the bottom is potentially the most costly and difficult part of a boat to fix and likely the most damaged part of a craft. It is unlikely you would get insurance cover anyway if it has not been inspected.

A good surveyor will attend the lift-out, watch for bending, sagging, cracking, hogging and other portents of weakness. This is also the perfect time and place for a surveyor and his camera to be in case of any subsequent damage resulting from the lift.

Once cradled and out, the surveyor will wait until after the water blast for a clean hull to begin an inspection.

BUMPS AND CURVES
A surveyor will observe from all points, near and far, any bumps, sags, hollows, bulges, delamination, 'dog's ribbing' of the frames, and unfairness. Any areas found to be suspect will be marked with chalk for closer internal inspection.

Next, the hulls are hammered or 'sounded' with a light mallet. The surveyor will note any areas that sound dull or flat, note rib areas and bulkheads and generally inspects for hull soundness.

Once the hull and general symmetry are noted, closer examination of sterndrives, props, shafts, anodes, sensors, rudders, pintles, bearing wear and intakes are undertaken.

Any signs of electrolysis are noted, props sounded and the hull/deck joins inspected for damage. This is a good time to check for previous repairs and any joint or stress cracks in the general bridge deck areas.

DECKS AND SEA TRIALS
None of the top deck and internal areas is left unchecked either.

Floors come up, engine bays inspected, as are bulkheads and crossbeam areas.

All deck gear, winches, runners, blocks, halyards and mast bases are examined, even with a jeweller's eyepiece if required. There's not a lot of visual difference between a crack and a spider's web thread.

Some two or three hours after commencement, a thorough inspection will be completed. But if required, a sea trial might be added to determine rig and sail behaviour, the engine(s) performance under load, in forward and reverse gears, and steering and general handling.

THE DOCUMENT
Now the hard part: the paperwork! All the information has to be analysed and surmised on paper. The ship's documentation has to be checked: registration, title documents, and import registration receipts. Then there is the ship's inventory: what items stay on board and what will be removed. All safety equipment and gas safety documentation, and various other documents that relate to the ship's business are checked.

Licencing and survey certificates need verifying for a commercial vessel. A surveyor can employ shipwrights, riggers and technicians to work on an area of the craft under instructions from the owner.

Also, if the brief requires, the surveyor may or may not make return visits to inspect any work carried out and sign off any work carried out, and re-inspect the survey licences and certificates of compliance.

THE BOTTOM LINE
It should be clear by now just how much needs to be carried out for a proper survey. When a survey report is delivered you will see there is more to it than meets the eye.

A surveyor will know the craft well by now and will pass on diagnostic findings, reports and conclusion for what is usually a very reasonable fee (see box on survey costs).

A surveyor's years of experience and knowhow are the best eyes and ears you can have when buying a preloved boat. When your boat is signed off as "insurable and seaworthy" you can be assured that no nasty surprises are ahead!

It is not just the hundreds of dollars you spend on a survey that matters, but the potential thousands you save.

AT WHAT COST?
Survey costs vary and there are several factors to consider. The size, type, condition and age of a vessel have an impact on cost but its location is important, too.

Most surveyors charge anything from $15 to $20 per foot, plus GST, and $35 per hour travelling time.

However, check first, as surveyors in the Sydney and Melbourne areas typically charge around $1500 to $2000 for a survey these days.

Demand is high and big-city surveyors service lots of wealthy individuals.

An inspection merely for insurance purposes is usually a lot cheaper, as the vessel does not have to be scrutinised quite so closely. The insurance company should advise you when you require a survey, but if you want one for valuation purposes you can get that at any time.
For a pre-purchase survey of 40-foot powerboat, which should take a full day to do it properly, I charge $15 per foot plus travel expenses and time. This varies but usually includes a return plane ticket, a night in a pub and cab fares.

Engine oil analyses cost about $100 each engine and the genset will need one, too. Trust me, they are a great investment when buying an unknown boat.

I recently went to Sydney to survey a 50-foot powerboat. It worked out to about $800, plus a $350 plane ticket, a night in a pub and a $50 cab fare.

Some of the boat brokers I work for in Sydney and Melbourne find it cheaper to fly me there and back rather than use local firms that charge much higher rates.