Marine Survey FAQ

A marine survey is an independent inspection of a vessel, its machinery, equipment, or cargo carried out by a qualified marine surveyor to assess condition, value, quantity, safety, or compliance. The surveyor records findings, takes measurements and photographs, and issues a written report that owners, buyers, charterers, insurers, banks, and P&I clubs rely on to make decisions or settle claims. A survey is a point-in-time professional opinion based on what was visible and accessible at the time of attendance.

No. A classification society (such as a member of IACS) sets and verifies structural and machinery standards and issues class certificates through its own exclusive surveyors. An independent marine surveyor, by contrast, is privately appointed by a client to give an impartial assessment for a transaction, insurance, or dispute. The two roles often look at the same vessel but serve different purposes, and a Book My Survey surveyor does not issue class certificates.

Buyers commission pre-purchase surveys before acquiring a vessel; owners use condition and damage surveys to manage and protect their assets; charterers order on-hire and off-hire surveys to fix the vessel's condition and bunkers at delivery and redelivery. Insurers and P&I clubs require condition surveys before binding or renewing cover, and banks and financiers often require an independent valuation or condition survey before lending against a ship. Cargo interests and traders use draft, bunker, and cargo surveys to verify quantity and condition.

The most common are pre-purchase and condition surveys, hull and machinery surveys, on-hire and off-hire surveys, draft surveys, bunker surveys, cargo and pre-shipment surveys, damage and casualty surveys, and insurance or P&I condition surveys. There are also statutory and compliance-driven inspections such as MLC, tank and hold inspections, and lashing or cargo-securing surveys. The right survey depends on why you need it, who is relying on the result, and the vessel or cargo involved.

A pre-purchase survey is a detailed condition assessment carried out before buying a vessel, covering the hull, machinery, equipment, structure, and documentation to reveal defects, deferred maintenance, and likely near-term costs. It protects the buyer's investment and is frequently required by financiers and insurers as a condition of funding or cover. You need one whenever you are acquiring a ship or boat and want an independent picture of its true condition and value rather than relying on the seller's description.

A hull and machinery (H&M) survey examines the vessel's structural integrity and its propulsion, auxiliary, and key onboard systems to judge condition, maintenance standard, and any damage. It is the technical core of pre-purchase, insurance, and damage assessments and may include thickness gauging or non-destructive testing where wastage or cracking is suspected. Underwriters often request an H&M condition survey before insuring an older vessel.

On-hire and off-hire surveys are bunker and condition surveys carried out at the start and end of a time charter. The on-hire survey records the vessel's condition and the quantity of fuel on board when the charterer takes delivery; the off-hire survey records the same at redelivery. Comparing the two lets owner and charterer settle fuel reconciliation and any damage that occurred during the charter, so both parties typically appoint or jointly agree a surveyor.

A draft survey is a method of determining the weight of bulk cargo loaded or discharged by reading the vessel's drafts and applying its hydrostatic tables, corrected for water density, trim, and the weights of ballast, fuel, and stores. It is the standard means of establishing cargo quantity for dry bulk commodities when weighbridges or flow meters are not practical. Buyers, sellers, and traders rely on draft surveys to confirm delivered tonnage for invoicing and dispute avoidance.

A bunker survey establishes the quantity of fuel oil on board a vessel at a given moment, usually by sounding or ullaging the bunker tanks and applying temperature and density corrections. It is used at charter delivery and redelivery, on change of ownership, and to verify bunker deliveries from a barge. Accurate bunker quantity figures protect both owners and charterers from fuel disputes that can be significant given fuel costs.

A cargo survey assesses the condition, quantity, packing, stowage, or securing of goods before, during, or after carriage, while a pre-shipment survey checks cargo and often the vessel's suitability before loading. These surveys protect cargo interests, shippers, and underwriters by documenting the state of goods at key handover points and identifying loss, damage, contamination, or shortage. They are especially common for sensitive, high-value, or claims-prone cargoes.

A damage survey is conducted after an incident, such as a grounding, collision, fire, heavy-weather event, or machinery breakdown, to record the extent of damage, investigate the likely cause, and estimate repair scope and cost. The report is central to insurance and P&I claims and may inform recovery actions against third parties. Prompt attendance matters because evidence and the vessel's condition change quickly after a casualty.

A condition survey appointed by an underwriter or P&I club assesses whether a vessel meets the standard required to bind or continue cover, focusing on structure, machinery, safety, and management of the ship. Clubs and insurers commonly require these surveys when entering an older vessel, on transfer of class or flag, or as part of risk-based inspection programmes. Recommendations from the survey often become conditions the owner must close out within a set time.

An MLC survey or inspection checks a ship's compliance with the Maritime Labour Convention, 2006, covering seafarers' working and living conditions such as accommodation, food and catering, hours of work and rest, wages, and welfare. Statutory MLC certification is issued under flag-state authority, but owners and managers often commission independent pre-inspections to identify and fix gaps before an official audit or port-state control. The aim is to demonstrate decent working conditions and avoid detentions.

Tank and hold inspections verify the cleanliness, coating condition, and readiness of cargo spaces before loading, which is critical for grades like grain, foodstuffs, and clean petroleum products. Lashing and cargo-securing surveys confirm that cargo, particularly containers, project, and break-bulk loads, is stowed and secured in line with the vessel's cargo securing manual and good practice. Both reduce the risk of cargo damage, shifting, and claims during the voyage.

You create a survey request describing the vessel, the survey type, the port or location, and your preferred dates, then receive quotes from independent surveyors who cover that area and discipline. You compare surveyors and quotes, accept the one that suits you, and the booking is confirmed and tracked through the platform up to delivery of the report. Everything from request to report and invoice is managed in one place.

At minimum you should provide the vessel name or type, the survey type required, the port or location of attendance, and your preferred date or window. Helpful supporting documents include the vessel's IMO number, flag, size and type, the reason for the survey, and any previous reports, class records, certificates, or cargo details. The more context and documentation you give, the more accurate and faster the quotes you receive.

Attendance can range from a few hours for a draft or bunker survey to one or more days for a full pre-purchase or condition survey, depending on the vessel's size and the scope. Turnaround on the written report typically follows within a few business days of attendance, though urgent jobs can be faster and complex damage cases take longer. Timelines are agreed with your surveyor as part of the quote so you know what to expect.

Yes. Plans change, vessels are delayed, and weather windows shift, so rescheduling and cancellation are supported through the platform. Because surveyors reserve time and may travel to a port, late changes can affect fees, and any mobilisation already incurred may be chargeable. We recommend giving as much notice as possible and confirming the specific terms with your surveyor before the agreed date.

Surveyors are independently vetted before they are listed, with checks on identity, professional background, relevant qualifications or memberships, and their stated areas of expertise and coverage. Listings reflect the disciplines a surveyor is competent in, so you can match the right specialist to your survey type. Verification is intended to give clients confidence that they are appointing a credible, qualified professional.

Backgrounds vary by discipline but commonly include seagoing experience as a master, chief engineer, or senior officer, naval architecture or marine engineering qualifications, and membership of professional bodies such as IIMS, RINA, IMarEST, or SCMS. Specialist work like thickness gauging or non-destructive testing may require additional certification. There is no single worldwide licence for marine surveying, so relevant experience, qualifications, and professional standing together establish competence.

Surveyors apply through the For Surveyors page, providing their professional details, qualifications, disciplines, and the ports or regions they cover. After verification, an approved surveyor can publish a catalogue of services, set availability, receive matched survey requests, and quote for work. There is no charge to clients for receiving quotes, and the platform handles booking, communication, report delivery, and invoicing.

A survey report typically states the vessel and survey particulars, the scope and limitations of the inspection, the methods used, and detailed findings supported by photographs and measurements. It records defects, deficiencies, and recommendations, and depending on the survey type may include condition ratings, cargo quantity figures, damage cause and extent, or a statement of value. Reports are written to be relied on by third parties such as insurers, banks, and counterparties, so clarity and accuracy are essential.

A survey report is normally addressed to the client who commissioned it, and that client decides who else may see it, for example a buyer's bank, insurer, or P&I club. Reports delivered through Book My Survey are stored securely and shared with the parties you authorise. Because a report reflects condition at a specific time and place, it should be read together with its stated scope and limitations rather than as an open-ended guarantee.

There is no single fixed price because cost depends on the survey type, the size and type of vessel, the port or location and any travel involved, the scope and duration of attendance, and the urgency of the booking. Specialist work such as thickness gauging, non-destructive testing, or multi-day pre-purchase surveys costs more than a short draft or bunker attendance. On Book My Survey you receive quotes from surveyors who serve your location, so you can compare transparent pricing before you commit.

Key cost drivers are the discipline and depth of the survey, the vessel's size and complexity, the surveyor's travel and mobilisation to the port or anchorage, the time on board and report-writing effort, and how quickly you need attendance. Additional testing, sampling, or laboratory analysis adds cost, as can attendance at a remote location or outside normal hours. Getting competing quotes through the platform helps you understand a fair price for your specific job.