I - Damage Survey and P&I Club.

P&I Club
Surveys of this type are carried out according to the Club's damage report/damage survey
reporting format. The report will include;
1. A brief outline of the circumstances and events relating
to the casualty.
2. Together with details and a description of the extent of
the damage
3. An estimate of repair costs.
Typically, a report will include the following documentation:
1.
2.
3.
4.
5.
6.
7.
8.

Master's damage report

Chief Engineer's damage report
Superintendent's damage report
Relevant log book extracts
Repairer's / specialist's damage reports
Technical information /drawings
Relevant classification reports and records
Repairer's invoices

The surveyor will examine repair invoices and give an opinion on whether they relate to the
casualty / damage case under consideration and whether they are fair and reasonable.
Photographs will also be taken to illustrate the nature of the damage/s.
In order to assist the surveyor and save precious time, the following documentation should be
made available to the surveyor:
Vessel log books, covering the relevant period
A signed statement from the Master, Chief Engineer and/or ship's
personnel directly involved in the damage accident.
Vessel's ISM damage/non-conformity report
Maintenance records.
Classification survey and inspection records.
A repair specification, if available
A statement outlining the cause of the damage, in the owner's opinion,
and any documentation supporting the owner's statement
Drawings

The owner's representative would normally express his opinion as to the cause of the damage and
he should expect the surveyor to indicate whether or not he agrees with this view. The Club have
the right to investigate all aspects of a claim after the survey has been conducted. The Club,
together with the owners, are free to call for further advice and opinions.
Beyond the owner's representative and the surveyor, the following individuals should attend the
survey whenever possible:
1. The classification society surveyor
2. A representative from the repairs contractor
3. Appropriate officers from the vessel
It is a great advantage to make available to the surveyor the necessary drawings, instruction
manuals and associated documentation. This will speed up the inspection process by facilitating
the work of the surveyor.
A specification should be structured to cover:
1.
2.
3.
4.

Agreed damage
Any items subject to discussion
General expenses
Owner's work (if any)

The tenderer should be asked to quote distinct prices for the specific items of work. It is also
beneficial to reach an early agreement as to whether dry docking is necessary. Before
commencing repairs, the owner's representative should seek the Club's approval of his proposed
course of action.
During repairs, it is the owners representatives' duty to keep the surveyor informed and to draw
to his attention any major changes in the scope of agreed work. The object is to ensure that all
necessary information is conveyed to the surveyor, in good time. In the end, this will facilitate
the further handling of the case.

When repairs are completed, an assessment meeting should be arranged, to re-check work
content and schedules and reach agreement on the time invoiced for the different items.
An essential part of any survey report is a detailed presentation of all costs involved, analysed
item-by-item. If the surveyor is to supply this information, very close cooperation is required
with the owner's representative. The best way to achieve this is to invite the surveyor to
participate in the discussions involved in the settlement of repair invoices. This will enable him
to finalise his report expeditiously. It will also ensure rapid settlement.

The surveyor is required to certify that costs are fair and reasonable and that they are related
directly to the damage in question. If he cannot certify this and cannot resolve outstanding issues
with the owner's representative, this fact should be stated clearly in his report.
A full range of costs should be brought to the surveyor's attention and submitted for approval,
such as:
1.
2.
3.
4.

Additional costs for working overtime.

Subcontractors.
Spare parts or other supplies
Work carried out by the crew in relation to damage repairs

Should the owner choose to defer the repair of the damage (given approval by the classification
society), a specification of outstanding repairs should be drawn up, agreed and form part of the
surveyor's report.
When an owners representative takes the Club's surveyor into his confidence and maintains open
communication throughout the case, there should be few if any problems in reaching a fair and
amicable settlement. Where there are opposing opinions every effort will be made to resolve
them. A full description of any unresolved issues will be included in the report.

P & I CLUB

The London P&I Club is one of the worlds leading Protection and Indemnity Associations. It
underwrites P&I insurance on a mutual basis - and is a member of the International Group,
playing a key role in coordinating and promoting the collective strength of the P&I industry on
behalf of the shipowning community.
We also provide FD&D and War Risks insurance as well as a flexible package of covers, subject
to a combined single limit, for charterers.

History of The London P&I Club

The London P&I Club was officially founded in 1866. At that time, it was managed, along with
the British Shipowners Mutual Protection and Indemnity Association Limited for Sailing Ships,
by Sir George Hodgkinson. Hodgkinson was an Insurance Broker and Shipowner and also
Sheriff of London, who had been knighted (man with title Sir) in 1851.
In 1890, Arthur Bilbrough, a Liverpool based Shipowner and Lloyds Broker, bought out
Hodgkinson who retired through ill health. The two Associations merged under the name of The
London Steam-Ship Owners Mutual Insurance Association Limited and Bilbroughs company
has remained the Clubs Managers to this day.
At that time 394 ships were entered in the Club totalling 329,814grt.
Since then the Club has continued to grow both in size and scope, continually adapting to meet
the needs of the market and its membership.
During both World Wars, representatives from the London P&I Clubs Managers were called
upon by the Admiralty to assist with their specialist knowledge of marine matters and shipping.
In fact, during the Second World War all government instructions to Shipowners were sent in
secret communications via the Club. These related to issues regarding convoys, security at ports,
depth charges and ultimately full naval control of shipping.
In the 1950s the Club began to take on non-British tonnage and continues to this day to cover
ships from a broad spectrum of shipping nations.
During the late 1960s the tonnage entered in the Club expanded dramatically with old cargo
vessels being replaced by new larger and faster vessels. These included a new type of vessel
following the introduction of containers.
The early 1970s saw the introduction of VLCCs, the first one entering in the Club in 1971, at
124,009 grt.

The Club has an influential and authoritative position in maritime affairs, taking part in
consultations with IMO, BIMCO and other organisations working in the maritime field, and
playing a major role in the International Group of P&I Clubs.
The London P&I Club is now recognized as the leading insurer for the largest blue-water
tonnage from all the world's major shipping centres, particularly in the bulk trades. It remains
justifiably proud of its long tradition in the P&I industry.

II The Importance of Boiler Survey From Safety Aspect.

Normally boiler inspection will be carried out onboard the ship by a port state control and during
the dry dock. They are used to carry out the inspection and see the working condition of the
boiler. During the inspection they will conduct an in-depth analysis of the boiler condition
considering various factors to find the working condition of the boiler. If necessary they
will replace damaged parts of the boiler needed for continued safe operation.
Need For Boiler Survey or Inspection
1. 1.Boilers are inspected to maintain the Class requirement.
2. Regular internal inspection and external examination during such survey
constitute the preventive maintenance schedule the boiler goes through to
have a safe working condition.
Frequency of Boiler Survey
1. 1.Water tube high pressure boilers are surveyed at two year intervals.
2. All other boilers, including exhaust gas boilers, are surveyed at two
yearly intervals until they are eight years old and then surveyed annually.

III Scope of Boiler Survey and Survey Items.

Full internal and external examination of all parts of the boiler and accessories such as
superheaters, economizer, air heater and all mounting.
May lead the surveyor to require hydraulic testing of pressure parts or thickness gauging
of plates/ tubes that appear to be wasted.
Collision chocks, seating tools and rolling stays also to be checked.
Boiler to be examined under steam and following items dealt with:
Pressure gauges checked
Water level indicators and protective devices tested
Safety valves adjustment
FO burning equipment and FO shut off system

A complete boiler survey enable us to:

Check out any build up deposits has taken place

Check out any deformation or wastage PF platework, piping, etc.

Find reason for any anomalies.

Ensure that any repair carried out does not effect the safe working order of the boiler

IV Common Defects/Deficiencies Observe During Survey

V Preparation Before A Survey

Planning for boiler survey

1. Confirm time available, manpower, and time required.

2. Check before shutting down boiler.
3. Check for spares e.g. manhole door joints, gauge glass, packing and steam joints.
4. Check the tools required e.g. gagging tool, torque spanner, rope, chain block etc.
5. Check manual for special instruction and past records.
6. Steam requirement for the next port should be considered e.g. Tankers require steam in
discharged Port.
7. Briefing to other engineers of work involved.
Shutting down the boiler for inspection

Before inspection is to be carried out, the boiler which is firing should be shut down. These are
the steps to be followed before shutting down the boiler for inspection.
1. Inform the chief engineer and inform the duty officer in the bridge.
2. Change over M/E, A/E, and Boiler to diesel oil.
3. Top up diesel oil service tank, stop heavy oil and lube oil purifiers.
4. Stop all tank and tracing steam heating and carry out soot blowing.
5. Change over from automation to manual firing of boiler.
6. Stop the firing of the boiler and purge boiler for three to five minutes.
7. Switch off power and off the circuit breaker for forced draught fan, FO pump, feed pump,
and combustion control panel. Hang necessary notices.
8. Shut main steam-stop valve and shut all fuel valves to boiler.
9. Let the boiler cool down, do not blow down now.
10. When the boiler pressure is about 4 bars, carry out blow down.
11. When boiler pressure is slightly higher than atmospheric pressure, open the vent cock to
prevent formation of vacuum.
12. Let the boiler cool down.

13. Once sufficient cooled, open top manhole door first with all safety precaution.
14. Mark the nut on the top manhole, slacken the dog-nut, and secure it with a rope.
15. Knock the manhole door gently, but do not open it as it may contain steam or hot water.
16. Conform nothing coming out; open the door fully with the help of securing rope.
17. Do not open immediately open the bottom door, since the boiler is still hot and if opened
relatively cool current of air will pass through the boiler causing a thermal shock.
18. Allow further cool down before opening bottom manhole door.
19. Open the bottom manhole door with the same precautions and open the furnace side door
also.
20. Ventilate foe period of 12 to 24 hours.
21. Then check for oxygen, flammable vapour, and toxic gasses.
22. If it is safe, prepare for entry.

Preparation for entry

These are the steps to be carried out before entering the boiler for inspection.
1. Prepare a long rope, wooden plank oxygen analyzer, safety hand lamp, and safety torch
attached with rope.
2. Get a pouch to carry tools and keep track of the number of tools to be brought into boiler.
3. Personnel safety protection wear, e.g. helmet, safety shoes, hand gloves, etc.
4. No extra instruments to be brought in and clear pocket contents as it may fall into boiler.
5. Keep an emergency breathing apparatus ready.
6. Remain in communication and ensure proper lighting.
7. Check boiler internals before making an entry, e.g. foothold and handhold.
VI Relevant Rules From UR Z15, 18 for Boiler Survey
UR Z15 Hull, structure, equipment and machinery surveys of mobile offshore drilling units.

Boiler surveys are to be carried out according to the schedule found in UR Z18.2. Scope
in UR Z15 are at each boiler survey the boilers, superheaters, economizers are to be examined
internally (water-steam side) and externally (fire side). Next, boiler mountings and safety valves
are to be examined at each boiler survey and opened as considered necessary by the surveyor.
The proper operation of the safety valves is to be confirmed at each survey. When considered
necessary by the surveyor, the boilers and superheaters are to be subjected to hydrostatic pressure
test.
UR Z18 Periodical survey of machinery
2. Survey steam boilers
2.1 Water tube boilers used for main propulsion, including reheat boilers, all other boilers of
essential service, and boilers of non-essential service having working pressure exceeding 0.35
N/mm2 (3.5 bar) and a heating surface exceeding 4.5 m2, are to be surveyed internally. There is
to be a minimum of two internal examinations during each 5-year special survey period. In all
cases the interval between any two such examinations is not to exceed 36 months. At each
survey, the boilers, superheaters, and economizers are to be examined internally on water-steam
side and fire side. Boiler mountings and safety valves are to be examined at each survey and
opened out as considered necessary by the Classification Society.
The adjustment of the safety valves is to be verified during each boiler internal survey. Boiler
safety valve and its relieving gear are to be examined and tested to verify satisfactory operation.
However, for exhaust gas heated economizers, if steam cannot be raised at port, the safety valves
may be set by the Chief Engineer at sea, and the results recorded in the log book for review by
the Classification Society. Review of the following records since the last Boiler Survey is to be
carried out as part of the survey:

operation

maintenance

repair history

feedwater chemistry

2.2 External survey of boilers including test of safety and protective devices, and test of safety
valve using its relieving gear, is to be carried out annually, within the window of the Annual
Survey of a ship. For exhaust gas heated economizers, the safety valves are to be tested by the
Chief Engineer at sea within the annual survey window. This test is to be recorded in the log
book for review by the attending Surveyor prior to crediting the Annual Survey of Machinery.
2.3 An extension of the internal examination of the boiler up to 3 months beyond the due date
can be granted in exceptional circumstances. The extension may be granted by the Classification
Society after the following is satisfactorily carried out:
i) External examination of the boiler
ii) Boiler safety valve relieving gear (easing gear) is to be examined and operationally tested
iii) Boiler protective devices operationally tested
iv) Review of the following records since the last Boiler Survey:

operation

maintenance

repair history

feedwater chemistry

2.4 Exhaust Gas Heated Economizers In addition to the other requirements of 2.1 (internal
examination) in exhaust gas heated economizers of the shell type, all accessible welded joints are
to be subjected to a visual examination for cracking. Nondestructive Testing may be required for
this purpose.