Maine Marine Vessel, Boat/Yacht Inspections

Pre-Purchase Survey Scope

The following is presented to give the survey client a clear perspective on what can and cannot be expected from a Pre-Purchase or Buyer's survey. Although a particular vessel may have a well-documented history of use and maintenance, it is in the best interests of the Client (Buyer) that the survey findings result from its current state of condition and value.

Focus:  The Pre-Purchase survey is an in-depth investigation of the vessel's structure, machinery, systems and equipment that directly or indirectly affect the safety of the vessel and its passengers, the vessel's financial value, and its ability to meet the Client's expectations.

Under ideal circumstances, the marine survey consists of three distinct phases:

Phase I: Ashore with full access to the underwater body. Much of the survey is done out of the water. However, testing of some systems and components, such as sea valves and stuffing boxes, can only be done while afloat.

Phase II: Afloat with all tanks filled and all systems operating. Propulsion machinery is operated, but in a static mode only and not under load. The integrity of sea valves and hull penetrations can be verified. Certain auxiliary systems can also be operated, but only to a limited degree.

Phase III: Underway with machinery and systems operating. Sea trials are at the request of the Client. The vessel is operated by the owner or by the owner's authorized agent. Machinery is operated under load and all systems and components tested under actual sea conditions.

Limitations: Certain elements of the hull, deck, equipment, machinery, plumbing, electrical systems can only be inspected by removal of bulkheads, headliners, tanks, joiner work, etc. This would be destructive in nature and expensive to restore. Components requiring access of this nature or disassembly will not be inspected and no destructive or invasive methods will be used during the survey process. Complete evaluation of certain systems can only be made through disassembly and/or continuous operation. In instances where this is apparent or where other conditions preclude a full inspection, these limitations will be noted in the report findings. It must be understood that ships' systems and components have a limited useful life in the marine environment and often give no visible or other indications of impending failure.

Hull and Deck: The major structures of the vessel are closely inspected using non-destructive methods. Hull penetrations, sea valves, rudder attachments, internal structural members, deck hardware and the hull/deck joint are some areas of concentration. On fiberglass vessels, a combination of mechanical sounding and electronic moisture detection may be used to indicate the condition of laminates and/or the presence of "active" osmotic blistering. It must be understood that this is a non-exact science and that the data so produced is only an indication of what may be reality. Where questionable conditions exist, it will be recommended that invasive methods be used for a more exact assessment.

Spars and rigging: When unstepped, rigging and spar inspection centers on the visual evaluation of the spars, rigging attachment structures, cable end terminals, turnbuckles, mast steps and supporting compression members. When in place, these components can only be inspected from deck level and, when concerns arise, recommendations are made to remove the rig for close inspection or employ a qualified rigger to go aloft. Running rigging, blocks and winches are inspected for condition, operation, and suitability for continued service.

Sails & Canvas work: All are considered to be in average condition for age. Sails are generally inspected at the major points of wear but are not commonly laid out. This is best done in a sail maker's loft for a proper evaluation of condition and suitability. Canvas products such as dodgers, sail covers, boom tents, etc, are best inspected "in position".

Electronics and electrical equipment: These are tested by powering up and observing function with no calibrations or adjustments made. Inspection is limited to the external condition of wiring, panels, and connections and their appropriateness for service. When the surveyor's limited visual inspection raises questions regarding compliance to NFPA/ABYC standards, the recommendation will be made to employ a qualified technician for a thorough inspection, since compliance to these standards is a critical safety issue.

Machinery: No mechanical tests are performed and no fluid samples are drawn or analyzed. The visual inspection only focuses on the installation and external condition of machinery and accessories. Propulsion and rudder shafts are not drawn for inspection of packing and bearing surfaces and the inspection of piping and flexible piping is limited to the condition of their external casings, attachments, and appropriateness for service. Special attention is given to shaft logs, stuffing boxes, cutless bearings, and fuel and exhaust systems. This is not to be considered a complete mechanical inspection. A qualified marine mechanic, experienced with brand specific machinery, should be employed to fully evaluate engines and generators.

Safety Equipment: Inspection is directed at the condition and appropriateness of PFDs, life rings, signaling devices, flares, radar reflectors, life rafts, fire fighting devices, etc. and their compliance to current codes and USCG/CFR requirements.

Galley Stoves & Cabin Heating: LPG, CNG, petroleum, alcohol, and solid fueled appliances are closely inspected for installation, condition, and compliance to NFPA & ABYC standards.

Standards: Where applicable, the surveyor will employ the current standards of the American Boat and Yacht Council (ABYC) July 2005, and the National Fire Protection Association (NFPA) section 302 (2004). Note: Insurance underwriting standards vary among insurers and may or may not be known to the surveyor. It is the duty of the Client to obtain a clear definition of expectations from the insurance underwriter.

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The following is presented to give the survey client a clear perspective on what can and cannot be expected from a marine insurance survey. Although a particular vessel may have a well-documented history of use and maintenance, it is in the best interests of the client and the insurance underwriters that the findings of the surveyor result specifically from its current state of condition and value.

Focus: The insurance survey's primary focus is on the vessel's structure, machinery, internal and external systems, and equipment that directly or indirectly affect the safety of the vessel and its passengers. Secondarily, the surveyor's assessment of the vessel's overall condition is used, in conjunction with database information, to prepare an estimate of its market value and replacement value.

Limitations: Certain elements of the hull, deck, equipment, machinery, plumbing, electrical systems, can only be inspected by removal of bulkheads, headliners, tanks, joiner work, etc. This would be destructive in nature, prohibitively time consuming and expensive to restore. Components requiring access of this nature and/or disassembly will not be inspected, since no destructive/invasive methods are used in the survey process. It must also be understood that ships' systems and components have a limited useful life in the marine environment and often give no visible or other indication of deterioration or impending failure.

Hull and Deck: The major structures of the vessel are inspected using non-destructive methods. Hull penetrations, sea valves, rudder attachments, internal structural members, lifelines and deck hardware are some areas of concentration.

On fiberglass vessels of cored construction, a combination of mechanical sounding and electronic moisture detection may be used to indicate the condition of laminates or the presence of "active" osmotic blistering. It must be understood that this is a non-exact science and that the data so produced is only an indication of what may be reality. Where questionable conditions exist, that affect the safety and market value of the vessel, it will be recommended that invasive methods be used for a more exact assessment.

Spars and rigging: When in place, these components can only be inspected from deck level and, unless otherwise noted, are considered to be original equipment. Rigging and spar inspection is visual only and, when questionable conditions are found, it will be recommended that a qualified marine rigger be employed for an in-depth evaluation.

Electronics and electrical equipment: Inspection is limited to the external condition of wiring, panels, and connections and their appropriateness for service and compliance with accepted codes. Testing is done on safety items such as navigation lighting, signaling devices, VHF radio, depth sounder, etc.

Safety Equipment: Inspection is directed at the condition and appropriateness of PFDs, life rings, signaling devices, flares, radar reflectors, life rafts, fire fighting devices, etc. and their compliance to current codes and USCG/CFR requirements.

Galley Stoves & Cabin Heating: LPG, CNG, petroleum, alcohol, and solid fueled appliances are closely inspected for installation, condition and compliance to NFPA & ABYC standards.

Machinery: The visual inspection focuses on the installation and external condition of machinery and accessories. Fuel and exhaust systems are inspected for soundness and code compliance, but the inspection is limited to the external condition and appropriateness of their components. Special attention is given to "wear" items such as engine hoses, cutless bearings, stuffing boxes, and shaft log components.

Sails & Canvas work: All are considered to be in average condition for age with normal wear and tear. Sails are generally inspected at the major points of wear but are not commonly laid out. This is best done in a sail maker's loft for a proper evaluation of condition and suitability for service.

Standards: Where applicable, the surveyor will employ the current standards of the American Boat and Yacht Council (ABYC) July 2005, and the National Fire Protection Association (NFPA) section 302 (2004). Note: It should be understood that Insurance underwriting standards vary among insurers and may or may not be known to the surveyor. It is the duty of the vessel owner to obtain a clear definition of expectations from the insurance underwriter.

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