steel barge

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1 12/11/2006 Hull Survey Steel Barge 1.wps

HULL INSPECTION REPORT ON THE VESSEL

"COPY

This is to Certify that the undersigned carried out a Hull Survey on the above vesselat ..... 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 all-

steel/ iron shell. Builder was

unknown to the undersigned

Surveyor and it is not known bywhom 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 scrappedclean 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 monthsor 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/appearedindicates 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 fairindicates 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 poorindicates 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 forwardedto 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 fightingand 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 remainsound 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 theplatting 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 thestem 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 tankamidships.

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 hullareas 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 the13 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 bedifferent 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 andnone 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 orfretting 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 toretain 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 repairsand 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 andcorroded 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 avisual 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 ............. SM TRUSS AssocIIMS INSIGHT

MEMBERS OF THE INTERNATIONAL INSTITUTE OF MARINE SURVEYING

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