For Insurance and Finance
We are never recommended by Yacht
Brokers because we have built a reputation for thorough unbiased reports. We
only conduct thorough surveys for prudent clients, requiring an independent
survey and report. As the purchase of a used vessel can be a daunting
experience it is always advisable to seek your own chosen surveyor and have
the vessel surveyed regardless of any such recent surveys forwarded by the
We are able to offer different types of
survey including, valuations, structural surveys, osmosis surveys and
consultancy. If the vessel that you are purchasing is not on the British
part 1 register and you require finance we are appointed to conduct tonnage
measurements by the YDSA Certifying Authority.
Our condition surveys examine all significant visible
aspects of the vessel's structure and equipment. The contents of our survey
reports reflect the detail and methodical inspection the vessel has
received. When requested the engine is run and visually inspected during a
sea trial for water/oil leaks, exhaust emissions, water temperature, oil
pressure and general performance.
Any special requests - e.g. Sea Trials, opening up of the
internal structure or linings, withdrawal of keel bolts or preparation for
survey should be arranged with us before returning the signed contract.
A survey carried out by an Associate Member of the YDSA
should be thorough, detailed and clearly illustrate how the survey was
carried out. The report should include findings, conclusions and the correct
recommendations. Our reports are definitive, descriptive and do not include
generic terms such as, appears to be, seemed to be, etc. The reports that we
produce are complete text documents as required by the YDSA. Where
applicable photographs are included to illustrate any serious defects. We do
not supply tick box type reports.
A condition survey for
purchase, finance or insurance by Jayson Sibley will include the minimum
following major items, where they make up part of the vessel. This is
intended to be a guide and does not form any part of a contract.
|An osmotic blister is opened and photographed using
a forensic scale to indicate the size.
||This osmotic blister was opened and found to have
propagated into the glass fibre laminate.
||Wicking at the waterline, a common defect with Med
Inspection of fibreglass laminate, internal structure, bulkheads and
bonding. Investigation for osmotic blistering, gel coat defects and
moisture measurements. Sample areas of coatings removed to expose laminate
surface or applied coating. Hulls and decks sounded to assess the condition
of the laminate and core where applicable. Check for distortion around keel
and bulkheads. Condition of topsides and impact damage appraisal. Assessment
of existing repairs. Barcol testing when applicable. Investigation for
stress fractures at the connections of spay rails and chines on high speed
|A fracture at the connection of an internal top hat
||Surveying the vessel on hard standing provided time to
remove the coatings and locate the extent of the above fracture on
the exterior of the moulding.
||A repair of internal stiffeners completed to a poor
standard has consequently flexed and fractured
Inspection for rot and decay of planking frames, stem, keelson and internal
timbers, for degradation and worm attack. State of fasteners, caulking
and metal framing. Integrity of glued systems. Assessment of previous
repairs and maintenance and ventilation of hull spaces. Condition of paint
Ultrasound thickness measurement of plating in sample areas as agreed and at
the surveyor’s discretion. Inspection for corrosion, distortion of plating
and frames, integrity of welding, existing repairs and of painted protection
systems. Assessment of cathodic protection, internal structure and
accessibility for maintenance.
Structural connections of hulls, beams and bridge deck (nazel) structures
|A transverse steel floor which holed when hammer
||Degradation of timber planking at butts on a timber
carvel planked vessel.
Inspection for signs of movement, damage to hull and floors through heavy
grounding. Distortion in lead keels, corrosion of cast iron keels and
integrity of encapsulated ballast. Assessment of keel bolts. Appraisal of
surface finish. Inspection of lifting keel mechanisms.
|This vessel had grounded and fractured the hull
moulding at the aft of the keel connection.
||This teak deck has suffered above average wear
resulting in degradaition of the timber and proud caulking.
||Delamination has resulted in water ingress between the teak
and the steel deck, a serious defect.
DECK AND SUPERSTRUCTURE
Structural assessment including integrity of sandwich core construction,
deck edge and gunwale protection, and attachment to the hull. Condition of
surface coatings. Integrity of planked decks. Distortion around mast step
and chain plates.
Condition of rudders, stocks, and bearings. Integrity of rudder tubes.
Steering linkages and assessment for free operation of steering system
and automatic pilots.
Inspection for electrolytic corrosion of underwater fittings and stern gear.
Electrical continuity check between anode, stern gear and propellers.
Checks for crevice corrosion of stainless steel fasteners and fittings.
Condition of seacocks and hose attachments.
|This skin fitting was suffering from dezincification
and sheered in half when hammered.
||Leaking through hull fittings and ball valves.
||A straight edge adjacent to this mast base indicates
compression of the deck moulding.
Condition and security of propellers and stern bearings. Shaft condition,
support and free rotation. Integrity of stern gland. Inspection of bow
thrusters, trim tabs and stabilizers.
SPARS AND RIGGING
Masts inspected. Rigging and terminals inspected for damage and corrosion.
State of halyards and sheaves.
Security and attachment of loaded fittings. Integrity of chain plates and
surrounding structure. Security of guard rails, stanchions, pulpit and
pushpit. Condition of winches and jammers. Integrity of windows and hatches.
Sails inspected for wear and damage. Ultra violet attack assessed. Furling
systems tested. Covers, awnings and spray hoods inspected.
Assessment of DC installations and cabling. Battery arrangements, switching
and protection of circuits. Testing of all installed equipment. Security and
assessment of AC installations, supplies and generators.
|A raw water cooled exhaust manifold which holed when
||Missing engine mount fastening
Detailed assessment of engine installations and state of maintenance. Engine
testing if required for satisfactory running, back pressure, gearbox
operation, integrity of lubricating, cooling systems and hoses. Inspection
of engine controls, mounts and exhaust system. Sail drive and stern
drive inspections for corrosion, wear and satisfactory operation.
Inspection and testing of bilge pumps. Appraisal of fresh water, sanitation
and fire fighting pumps.
Inventory of safety equipment. Inspection of anchors and cables. Assessment
of fire risks and fire fighting installations.
Testing of navigation instruments. Radio check transmission. Position check
TANKS AND PIPING
Inspection of tanks, pipes and hoses for corrosion, support and leaks. Gas
installation and integrity of hoses and pipes. Ventilation of gas locker.
Testing of bilge alarms.
Inspection of cooking and sanitary equipment. Testing of heating and cooling
systems and inspection of their installations. Assessment of
furnishings, linings and joinery. State of bilges and concealed spaces.
ESSENTIALS FOR A GOOD SURVEY
- Keys to be available for the cabins, lockers, battery
switches and engine starting panel.
- Batteries to be charged and connected.
- Instruments to be connected.
- Sails to be available at the vessel.
- Past repair and re-rigging invoices, and survey reports
to be made available if possible.
- Vessel to be made available out of the water for
underwater inspection, and also in the water for engine testing if
requested. Lockers empty.
We do not recommend that you have your vessel surveyed
during lunchtime travel lifts which usually last 2 hours. It is impossible
to obtain accurate moisture readings on GRP vessels in this time scale. The
limited time frame reduces the opportunities for the surveyor discovering
defects to the external structure, of which significant areas are obscured
by lifting slings. Our recommendation is always to have the vessel lifted
and secured on hard standing at least one day before the survey.