1-503 We have already discussed draught surveys which are often carried out in the case of bulk carriers. The name quantity surveys indicates the purpose for which these surveys are required, ie to determine the quantity of cargo, bunkers or dead freight. There are several methods by which quantity can be determined, but not all are necessarily applicable to every case.
1-504 It is important that surveyors take great care in reading the instruments and equipment available to them. All instruments should be kept clean, tapes free of 12.9.2 Liquid gas
Figure 16
Types of Survey – Cargo-related Surveys Module 1
kinks and hydrometers undamaged; the latter ideally made of glass having a small coefficient of expansion. The calibration of instruments requires regular checking and the results recorded so that any significant differences can be applied to readings or the instruments discarded.
1-505 Measurements should be made where appropriate to API/ASTM (American Petroleum Institute/American Standards Testing Methods) standards and, in adverse conditions, several readings taken and averaged.
12.10.1 Weight, Measurement and Ullage
1-506 While draught surveys result in achieving weight measurement there are other more direct forms of cargo measurement. Weighing, ullaging and metering are usually more accurate than draught surveys for small quantities.
1-507 If the cargo has been conveyed to the ship’s side in railway wagons or road trucks it can be physically weighed as it passes over a weighbridge. Deduction of the vehicle’s tare weight results in the weight of the contents being determined. In this case the surveyor will usually be required to obtain the weight dockets from an independent weighbridge (many are sited at the entrance to ports or wharves), check them and issue a weight certificate.
1-508 Many bulk cargoes are loaded by means of elevators and conveyor belts which have weighing devices attached to them. However accurate weighing is dependent upon proper test procedures being followed, when reasonably accurate results can be obtained.
1-509 In the case of general cargo this can be weighed but, since freight is frequently charged on cubic capacity, it may have to be measured to determine the space it occupies. This is done by means of a tape measure and surveyors may be required to check the measurements of a particular item, or possibly the space occupied by a quantity of general cargo in a hold or container.
1-510 With liquid bulk cargoes the more common form of measurement is carried out by taking an ullage of the liquid in the tank. With oil cargoes, for example, the quantity can usually be determined by calculating the volume occupied by the oil. This is normally done by measuring the unoccupied height above the liquid in each tank (or as it is known in the trade as taking an ullage) to ascertain first the unoccupied volume of the tank. From this measurement the quantity is determined by applying the readings to the tank calibration tables.
1-511 A lesser used method is to take a sounding to measure the depth of the liquid in order to obtain the volume occupied by the liquid. In both cases temperature recording, usually at different levels to obtain an average, is necessary to ascertain the density of the liquid. The surveyor must take care to ensure that he has the density of the liquid in air at standard temperature and that he is using the right API/ASTM table for the calculations.
1-512 The marine surveyor should also check whether any water is present at the bottom of the tanks to distort the figures. A special sounding device is used for this purpose.
Module 1 Types of Survey – Cargo-related Surveys
1-513 Quantities of ores and similar products are sometimes loaded as slurries and if this occurs in an open roadstead, say at a single point mooring, weather conditions may prevent a draught survey to an acceptable level of accuracy. The alternative may be, after dewatering has taken place, to take a number of ullages uniformly through the holds and calculate the quantity on board by volume using the ore’s specific gravity and a factor to allow for the water content. The result is unlikely to be very accurate but may sometimes be the only one available.
12.10.2 Fuel Oils or Bunkers
1-514 Bunker surveys are most commonly found in on-hire or off-hire surveys. However a bunker survey may be called for as a stand-alone survey This requires the surveyor to sound the fuel and diesel tanks or to witness their soundings by a ship’s engineer and obtain temperatures where possible. Samples are not usually taken unless there is any dispute over quality or if the surveyor is required to witness bunkering. The surveyor’s ability to obtain a representative sample from bunkers already on board is likely to be questionable.
1-515 For the reason mentioned in the last paragraph the surveyor needs to sight the chief engineer’s records of fuel obtained at previous ports and note the specific gravity recorded. This, after possible correction for temperature, is then used for the calculation of quantities on board.
12.10.3 Deadfreight
1-516 Deadfreight is the amount of money payable to a shipowner by the charterer for failing to load the cargo stipulated in the charterparty. Depending upon the terms of the charterparty the payment may be due on the basis of an agreed weight, cubic capacity or even per unit, ie pallet, to be shipped. If the charterer fails to fill the agreed quota then payment is due to the shipowner for the shortfall.
1-517 A marine surveyor will be instructed to measure the quantity of cargo loaded and the shortfall on contracted quantity, or the cargo space not filled as undertaken.
Some of the customary methods of measuring the quantity loaded may be available to the surveyor, or alternatively a shortfall in weight may be ascertained from “lift” still available as determined by draught. Where space is the issue then actual measurement of vacant space may be the best method available.
13.1 WARRANTY SURVEYS
1-518 In some cases an Insurance underwriters will cover a risk subject to the condi-tion that the assured provides a warranty that certain condicondi-tions are adhered to.
Underwriters often specifically require that the assured does or does not do something which is “warranted” as being complied with. To satisfy themselves that this is being undertaken by the assured they will appoint a surveyor to survey and report relating to these warranties. Some common warranty surveys are:
● Towage approval surveys
● Lay up
● Re activation after lay up
13.1.1 Towage Approval
1-519 This warranty survey requires the assured to arrange, normally at their own expense, for marine surveyors to carry out the necessary approval surveys to satisfy the requirement. Generally the surveyors used will have had considerable experience in pre-towage surveys, however this may not be the case in remote areas and where the tow is not expected to provide major difficulties.
1-520 In towage approval surveys, both the towed vessel and the tug(s) with their towing gear have to be closely examined. Towage approval usually commences with an initial survey of the craft to be towed, with the surveyor then providing written
LEARNING OUTCOMES
After successful completion of this chapter, you will:
● understand what is undertaken when carrying out Warranty surveys;
● be fully conversant with Performance, Commercial, Quality and Quantity surveys;
● understand how to deal with surveys involving conformity with letters of credit; and
● know the reasons for P&I club entry surveys.
13. WARRANTY AND OTHER COMMERCIAL
TYPES OF SURVEY
Module 1 Warranty and Other Commercial Types of Survey
recommendations to the assured covering all matters requiring attention. These may involve the craft’s structure and will almost certainly involve its machinery and equipment, particularly if the towed craft is to be unattended during the period of the tow. Protection against sea/weather or other damage is often nec-essary. This survey usually takes place some days before the tow is due to com-mence so as to give adequate time for the assured to carry out the work and have the surveyor confirm its standard and acceptability.
1-521 The surveyor will need to be satisfied that the tug is suitable and in fit condition to carry out the task. Sometimes the surveyor may have to await the arrival of the tug as suitable tugs are often not conveniently placed initially in the same port as the tow. Some tentative approval based upon class records may be pos-sible and in many cases the Bollard Pull certificate will give the surveyor a good indication if the tug is powerful enough to undertake the task. However, the surveyor should always check the date of this certificate, as tugs, particularly those that are involved in the oil industry and also carry out supply vessel work, do have a tendency to find their bollard pull capability reducing over time.
1-522 It is important for the surveyor to discuss with the tug master how the towing arrangements are to be arranged and how the voyage is planned. Consider long distance weather forecasting and discuss what plans have been made for the tow to seek shelter during the voyage if required.
1-523 The other essential element to achieve a successful tow is the towing connection. The tug’s towing gear will also have to be checked and the surveyor satisfied that its manning is adequate and its crew adequately qualified. This requires the surveyor to be satisfied that the towing gear is adequate and that the means of making it fast on board the tow are also approved. Frequently a surveyor will need to make recommendations for modifying existing arrangements or specifying new or additional ones which will almost certainly include emergency, or “back up” gear.
1-524 Prior to the tug and tow sailing the surveyor will ensure that all the recommen-dations have been complied with and that, if the tow is unmanned, the tug crew are conversant with its pumping arrangements and understand the operation of its machinery if required.
1-525 The tug master will have to be given written advice that certain restrictions are placed upon the performance of the towage operation. These may include weather restrictions (relating to departure), routeing, towing speed, checking the performance of the towed vessel and gear and others as appropriate for the nature of the operation.
1-526 It is important that the Marine surveyor understands that towage is a potentially dangerous enterprise and requires skill and good equipment. Provided the sur-veyor is satisfied that arrangements are warranted under the underwriters instructions the towage approval certificate can be issued.
13.1.2 Lay-up
1-527 Lay-up surveys occur because trade falls off and a ship becomes temporarily surplus to requirements or a ship may be taken out of service awaiting a buyer.
Warranty and Other Commercial Types of Survey Module 1
When laying up a vessel an owner will need to notify the underwriters and P&I club in order to change the conditions of insurance. The owner will have to warranties that vessel has been prepared for the change of conditions. The required warranty surveys to see that this has been done are usually called by of a hull underwriter or of a P&I club, and very possibly of both. The key requirements are:
(a) That the lay-up berth must be safe and secure for the vessel.
(b) That the ship, machinery and equipment must be secure against intrusion and deterioration.
1-528 The former involves the site itself which has to be both suitable and safe, with the vessel adequately secured in it. A satisfactory berth requires the location to be acceptable from a physical hazards aspect, ie wind and tide, water depth, current, holding ground, shipping movement, emergency and maintenance serv-ices, unauthorised persons access and, of course, means of securing the ves-sel which may be alongside, at buoys or at anchor, ie the moorings in the widest meaning of that term.
1-529 The second requirement is for on-board security for the equipment and preser-vation of the machinery. It also concerns watertight integrity and reducing to a minimum the possibility of ship side valves permitting unwanted water ingress or leaking hatches allowing rain or spray to enter the vessel. It also concerns emer-gency pumping, and fire-fighting services, but it is probable that these services will have to be provided by external means.
1-530 Unless proper precautions are taken, extended lay-ups can damage machinery which may be largely or completely idle for lengthy periods. If vessels are not properly secured in their berths or properly shut down they also pose liabilities to others. Consequently it is not surprising that both types of insurers, hull and P&I, are likely to require certain standards to be met if they are to be expected to continue the insurance cover.
1-531 It is important that regular inspections are carried out by competent persons dur-ing the period of the lay-up and will normally be one of the warranty surveyor’s recommendations for lay-up approval. Even though a watchman may be employed he/she is rarely skilled or competent to care for the ship’s structure or machinery.
1-532 Even though the vessel is not working it is normal to maintain a vessel in class during lay-up and this will also involve the class surveyor’s requirements being adhered to but these are unlikely to be very different from the underwriter’s requirements.
13.1.3 Recommissioning/Reactivation
1-533 Obviously the warranty surveys are the reverse lay-up surveys and serve to satisfy, again usually underwriters and class, that proper steps have been taken to return the vessel to a suitable state in which it can resume trading. Amongst other benefits surveys of this nature will help to ensure that crew negligence, following resumption of service, does not play a major part in any subsequent
Module 1 Warranty and Other Commercial Types of Survey
machinery problems. There can be unfortunate consequences if the correct steps are not taken during the re-commissioning of a vessel especially with regards to machinery.
1-534 Attention to electrical equipment, always susceptible to damage by moisture and inactivity, is a major part of this survey with all circuits being tested for insulation resistance.
1-535 At the completion of reactivation a full sea trial will probably be required under the supervision of both the class and independent surveyors involved.