Surveying Fiberglass Power Boats

Electrical Systems

Of all systems on board vessels, this is the one that surveyors are least able to inspect and evaluate.

Marine electrical systems are complex, often mostly hidden, and amenable mainly to test operating and not technical evaluation as to whether it meets any kind of code or standard.

It is not normal that surveyors perform electrical system surveys, by which it is meant a complete metering out and/or analysis of system design and installation. By definition, that would be an analysis, not a survey.

Visual inspection and test operation of electrical equipment, systems and circuits are the primary objective of the survey.

Should a system appear to warrant recommendation of a technical analysis, the engagement of a qualified expert or specialist should be recommended.

Electronics

It’s mind boggling the rate at which new electronic systems are introduced and become obsolete.

It seems like yesterday’s latest and greatest is tomorrow’s old hat. Even so, it is within the purview of the hull surveyor to be proficient enough in his expertise to be able to test operate and prove most of this equipment at least functional.

This does not mean that all equipment and the broad range of their functions are to be tested and proved.

For unless one wishes to devote full-time to learning the operation of the myriad varieties of electronics found on yachts, it is simply not possible to be proficient at every piece of computerized wizardry for which there is a 60 page operating manual.

The objective of the surveyor should be to sufficiently prove the basic operation of any given system.

However, having said that, every surveyor would do well to specifically advise the client as to every piece of major equipment which he was unable to fully test.

Plumbing

This category constitutes another major component of the survey that falls completely within the surveyor’s responsibility, and one which should be fully inspected and test operated. This is covered in detail in Chapter Fifteen,

Performance

It is not the industry standard to evaluate the operation, handling and performance of a vessel although in my opinion it should be.

I do it and most of the better surveyors do as well. If one agrees with my definition of the purpose of the survey, then to fail to do so is to render an incomplete survey.

We will be dealing with the specific issues of thoroughness under each category of survey in later chapters.

Generally speaking, we need to have it clear in our own mind just how far we need to go to assure that we have done a good job.

If we always approach this question from the legal standpoint of determining that we have taken all “reasonable and necessary” steps to evaluate every given category, we’re not likely to go wrong.

No matter whether you’re a neophyte or have been surveying for twenty years, it’s always a good idea to review your procedures, what you do and why you do it.

It’s all too easy to fall into a routine of doing something the same way over and over again, until the process becomes mechanical.

Geographic Considerations

Geography and climate can make for major differences in the way surveys are conducted.

For a period of about five years I performed surveys on the Great Lakes so that I was acutely aware of the problems associated with a client who wants a survey of a boat that is laid up in the dead of winter.

Under these circumstances, the surveyor needs to be extremely careful.

These are circumstances under which it is advisable to utilize a signed survey agreement in advance.

All of the limiting conditions of the survey should be spelled out and the client should sign it as acknowledgment of these limiting conditions.

Ideally, a survey should never be done in the dead of winter. However, there’s nothing wrong with a client paying you for what you are reasonably capable of doing.

The point here is that the client should be presented in writing as to what you can and cannot do.

The objective here is to head off any unrealistic expectations the client might have about your service under these extremely limiting conditions.

So long as you can prove that the client was made aware of these facts, you have covered yourself.

Moreover, the client should be made aware that by requesting a survey in dead of winter, he’s going to be paying more for less.

The surveyor should not be expected to endure these hardships for a lower fee because a boat is laid up and covered up.

The client should be made to realize that you are performing this service under duress, and that these factors seriously interfere with your performance.

Pass or Fail?

It’s not unusual for clients to expect the surveyor give a pass or failing mark to a vessel.

I don’t know any surveyors who “grade” the boats they survey so I can’t imagine where they get this idea.

However, I have seen an occasional report that assigns numbers or letter grades. It is advisable not to do this, for grading in this manner is purely a subjective exercise.

Unless you provide a summary of what each grade means, the readers are left to guess whether the surveyor’s “10” or “A+” is the same as theirs. This is discussed further in the chapter on REPORTS.

Nor is it wise to advise a client to not to purchase a vessel, no matter how unwise you may think his decision may be.

When a surveyor does this, he is attempting to make the decision for the client; that’s consulting, not surveying. If the surveyor does this, he’d better be prepared to accept responsibility for his advice.

There’s nothing wrong to help him come to his own conclusions, whether by asking questions or educating the client, but it’s best to try to be scrupulously neutral.

How far a surveyor should go in giving this advice is a matter of individual preference, but it’s probably best to wait until you’re asked, rather than offering advice that may be unwanted.

Some people want to buy a wreck; others don’t know a wreck when they’re looking at it. You run the risk of insulting the client unless you’re sure that he wants to hear what you have to say.