Yacht Survey -1 The Basics

The maritime industry flourished throughout centuries, mainly thanks to merchants who dedicated their entire lives to this trade, meticulously commissioning and purchasing ships. These knowledgeable merchants sustained themselves by acquiring good, well-built vessels, of course those who couldn't, went bankrupt and perished. The diversification of ship-buying investors, that earned money in various sectors and aimed to invest in ships, led to numerous problems as people without maritime expertise started purchasing marine vessels. Ultimately, this created a need for proper inspection and construction supervision of these ships. Insurance companies took over a leading role in this process. Lloyd's Cafe was a gathering place for seafarers with the expertise to oversee the proper construction of ships. Over time, this organization evolved into a classification society, taking on the role of establishing standards for shipbuilding and ensuring compliance with those standards. Today, around 40 classification societies worldwide perform this work, and shipbuilding takes place under their supervision. At the heart of this is IACS, whose members include 11 leading classification societies such as Lloyd's, Turkish Lloyd, DNV, and RINA. The control role played by classification societies in shipbuilding is taken over by another professional when the ship becomes second-hand; this is called a surveyor. The word "survey" is used not only for ships but also for many other things such as cargo, fuel, and crew living quarters; here we will only focus on 'yacht surveys'.

As the desire for "pleasure at sea" rose to the top of people's hierarchy of needs, yachts emerged in the late 19th century. To provide the necessary checks to help these sea lovers distinguish right from wrong, professional seafarers began inspecting vessels and providing information to prospective buyers. The field of yacht surveying, which was born in this way, is still not sufficiently developed today. First of all, there is no formal training in the field of yacht surveying. My training was with the British survey organization IIMS, and similar trainings exists in two other international institutions, but none at all in our country. Only some maritime faculties teach a ‘survey’ class, but this one covers the surveying of ships or cargo. Surveys related to ships or commercial yachts are evaluated under ‘Seaworthiness’ by the Ministry of Transport and Infrastructure or under the heading of ‘Inspection’ by the Ministry of Trade, depending on the field of activity. However, not every company conducting surveys or inspections refers to it this way; for example, insurance claim investigators also inspect vessels in case of damage and process the report as an insurance assessment. That aspect of the work is determined by other regulations. As with many areas related to maritime affairs in our country, this issue is quite fragmented.

The title of Yacht Surveyor is not legally defined in our country; it has emerged and found its place in the system due to the needs of the time and the market. In fact, the definition of a yacht is not fully established in our country either. Within this ambiguity, the concept of a yacht surveyor can be defined as a marine professional who inspects a yacht on behalf of the buyer before purchase or, for any reason, to determine its current condition. In fact, since there's no official definition, any yacht worker or repair/construction personnel can claim to be a yacht surveyor. However, given the fundamental purpose of your training – to "do the job properly according to international standards" – we can define a yacht surveyor as "a marine professional who possesses the necessary training and experience to inspect and report on yachts, and who has the ability to present the data collected during their inspection in a meaningful report." Membership in internationally recognized survey organizations means that a person is at an acceptable level, if not a top-tier surveyor. This is because survey organizations subject individuals to various audits before accepting them as members. For this purpose, I became a member of two leading survey organizations in the UK. I can go into more detail if we have time, but for now, I can give IMS, SCMS, and YDSA as examples to serve as a basis for your research.

The answer to the question of why a survey is necessary actually boils down to a simple principle: trust. If the buyer trusts the seller enough to put millions on the line without a survey, then a survey is unnecessary. Otherwise, a survey is a prerequisite in every case. There aren't many problems significant enough to affect the purchase of a boat; I've only prevented one such purchase so far. However, a good survey allows the buyer to be aware of various expenses that might arise after the purchase, to take precautions, and to request a discount on the purchase price if necessary – this is a benefit for the surveyor's client.

Survey training, maritime experience, a detail-oriented character, discipline... All these elements combine to produce a single result: a report. The path that leads to a good report is a well done inspection. In fact, one of the most important modules in this field of education is entirely dedicated to this subject. As I will briefly mention here, the survey report needs to match the data observed on the vessel with the client's information request as closely as possible, be sufficiently detailed, supported by visuals, and have an internationally accepted structure. The way to achieve this is through membership in international survey organizations, because to become a member you must submit at least two reports to the boards of directors of these survey organizations for their review. The reports you submit are examined in detail by experts in the field, in a way we don't see in our training system, and are subjected to ruthless criticism. Since the survey operations that bear their name will ultimately be revealed, this matter is given great importance. Moreover, you need to accumulate training points annually to increase or, in some cases, maintain your membership level. An average survey report is around 30 pages, while a good survey report exceeds 40-50 pages. Of course, a certain amount is for images, but it still requires quite good writing and editing skills.

In fact, one of the most important modules in this field of education is entirely dedicated to this subject. An average survey report should include the following:

Summary: The summary section is the first part of the report, but it's the last one written. After the survey is completed and the report is prepared, the entire process is written in this section. I also reiterate some information that I consider very important. For example, some information about safety-related materials, any major deficiencies, or any specific concerns. Of course, this can't be a complete "this boat is unsuitable for purchase" statement, but rather a clear explanation of "these specific conditions will create problems if this boat is purchased."

Limitations: I outline the limitations of the survey process here. The most important point is: the survey report I'm writing is not a flag state inspection, meaning it doesn't guarantee seaworthiness. It also doesn't guarantee that the boat will float or that any of its equipment will function for a specific period. The survey report is the accumulation of the data collected by the surveyor from the accessible parts of the boat, on the day of the survey.

Abstract: Best start to a report is to summarise the following details to explain the conditions under which the data was collected: the date of assignment, the boat's name and home port, the client's identity, the location and time of the inspection, weather conditions and the boat's general location/surroundings (on land, at sea, with/without electricity, what was happening in the vicinity, etc.).

Color Coding: I use color codes to indicate the deficiencies according to their importance. For example, deficiencies that must be rectified before sailing are red, while those I recommend are green. If I consider something truly problematic, I specifically point it out several times, and sometimes say to the client directly.

Hull: This section details my findings from onshore inspections of the hull. These include a visual inspection immediately after washing the hull with water, followed by a hammer tap to check for noise, a moisture meter inspection after drying, a durometer (hardness test) inspection (thanks to Deniz Giray for teaching me this), and finally a thermal camera inspection. All these inspections are then documented in the report. Along with the hull, I also inspect the propeller, shaft, and rudder. Important checks include: propeller blades (if bronze, a hammer tap to check for a high-pitched tinny sound), color (no pinkish discoloration), damage to the shaft, manual control of the rudder, and inspection of anodes and water intake valves in these areas.

Deck: Inspection of gelcoat cracks, damage at stanchion bases, and deck equipment constitutes the initial part of the process. Various faulty installation procedures applied to the deck, cable routing, window/hatch repairs, improper cleaning, teak or deck coverings, non-slip paints, and much more... These different issues are also photographed and evaluated on-site and included in the report.

Here, it's necessary to address the issue of corrosion in deck equipment inspections. Materials like cleats or lifts are most likely stainless steel. However, it's common to find that some parts used in their assembly are not stainless. To check this, I carry two types of magnets. I touch each metal to it and verify its rust resistance. Stainless steel doesn't attract the magnet, while non-stainless steel does. Of course, there are very high-quality stainless steels that don't attract magnets nowadays, but I don't consider this option much because they are too expensive to use on boat decks. If there is aluminum on the deck (for example, the mast of a sailboat), I check if it's in contact with stainless steel. Because aluminum that interacts with steel corrodes and eventually crumbles into dust.

Engine: Engine inspection varies. Especially in motor yachts, it's best to call in an expert for engine inspection. This allows for the engine's usage history and power to be reported using electronic devices. In a sailboat, I check the overall condition of the engine, the cleanliness of the bilge, the condition of the filters, and issues like noise/vibration/exhaust color during initial operation. It's also a good idea to check the operating temperature with a thermal camera (thanks Deniz Giray). Having various tools and equipment readily available for engine maintenance is also an indication that the current owner has taken care of the boat. Buying a boat from a seafarer should be preferable. Fuel system checks are also important here. Connections of fuel hoses, hose specifications, fuel tank label, and fuel station are all crucial inputs. For gasoline-powered boats, having a spark-protected blower for ventilation is also important.

Electricity: This section involves checking that all electrical and electronic devices are switched on and working. However, the most important electrical check is the electrical connections and wiring throughout the boat. I pay special attention to this because I've encountered many bad examples in our country. Using cables and connectors from home for any work done on a boat can lead to fire or equipment damage. Home electricity and boat electricity are definitely not the same. I also always check the backs of the panels and photograph and report any repairs/replacements made there. I had handled the transfer of a boat from Morocco, starting from Italy, and was frustrated when the bilge pump cable malfunctioned in the middle of the sea and I couldn't find where it entered the tangled panel. Eventually, the problem was solved, but after a lot of trouble. I also bought a device to check the battery life and I'm adding that to the report. Also, the electrical connections and equipment (like lamps) in the battery area must be of a special type that doesn't generate heat, and fuel hoses shouldn't pass nearby. This is also reported.

Rigging and Sails: In sailboat inspections, all information regarding the mast, boom, sails, stays, fasteners, and rigging ropes is included in this section.

Living Spaces: The living areas on the boat, such as the saloon, cabin, galley, tables, toilets, and showers, are examined under this heading. It's important to open and inspect all cupboard doors, look under the beds, examine all seat cushions, and photograph every finding. The water flow, the operation of the toilet pump, and the combustion chamber are all checked. I also always check the combustion chamber's gas cylinder. Corrosion of the regulator is particularly likely.

Sailing: Tests performed during sailing are generally geared towards maneuvering. Starboard and port maneuvers, testing maximum speed, and rudder operation are important aspects. Vibration can also be tested on motor yachts using specialized equipment. I also enjoy conducting light and sound checks during this process. Nowadays, we don't see problems with this on many boats, but many of the vessels I sailed on in my youth were extremely inadequate in these two areas. One point I want to make is that the surveyor does not have the authority or responsibility of the captain. I often encounter clients who want me to maneuver the boat; I actually really enjoy it, it's very fun. But this is not the surveyor's job, nor is it necessary to bear the responsibility. Therefore, I politely decline these attractive offers and prefer to focus solely on my work.

Safety and General: I conclude the process by checking safety-related items such as fire-fighting equipment, communication equipment, first-aid kit, waterboarding apparatus, and spare rudder. Finally, I take one last look at the boat from the outside, walk around it, check my list, and leave the boat after I am satisfied that I have collected all the necessary data for my report.

It's possible to find various training programs abroad for yacht surveying. Some are professional trainings from MCA-approved certifying authorities in the UK, a country synonymous with maritime affairs, while others operate across the Atlantic Ocean and, although lacking significant accreditation, can produce results valid for various 'flag of convenience' countries. Having personally experienced the difficulty of obtaining training from the aforementioned MCA-approved organization, I would like to emphasize the high value I place on this training. The International Institute of Marine Surveying, an MCA-approved surveying organization, has been providing a rigorous surveying training program for 15 years. This program, shaped by the assessments of expert instructors, is quite challenging to complete. The training is expected to take two years to finish, and we often see people exceeding this timeframe; it's truly a demanding program.