SECTION 1 - PRE-SHIPMENT SURVEY - CARGO

Information for the Surveyor
If a pre-shipment survey of cargo is planned, the Surveyor should be provided with the following information:
- Name of ship.
- Expected time of arrival.
- Loading terminal.
- Identity of applicant for survey.
- Name and full contact details of Agents.
- Instructions (for example, to survey all cargo or only particular parcels, or to survey cargo only or both the cargo and ship).

When to instruct a Surveyor
The Surveyor needs enough time to survey the cargo before commencement of loading. The length of time needed depends on the quantity of cargo and the number of parcels. As a rough guide, the Surveyor needs one clear day per 15,000mt of cargo. Fewer parcels mean fewer documents and less time is needed.

The Surveyor's duties
The Surveyor carrying out a pre-shipment cargo survey has a number of tasks:
(1) To survey the parcels of cargo for: - rust condition - mechanical/handling damage.

The Surveyor should take any necessary photographs, preferably using a date insertion camera, and make a full note of the photographs he takes.
(2) To prepare descriptive clauses of any damage, to be inserted on Mate's Receipts and Bills of Lading. Cargo affected by rust or mechanical damage is not in apparent good order and condition and should not be so described. The Mate's Receipts and Bills of Lading should be appropriately claused to reflect the true condition of cargo.
(3) To ensure that the person in touch with the Shipper (for example, the chief tally clerk, or the Agent) obtains a copy of any descriptive clauses and passes them on to the shipper before the affected cargo is loaded.
(4) To assist the Master. If appropriate, the Surveyor should:-
- warn and advise the Master not to sign Mate's Receipts or Bills of Lading as presented except in the surveyor's presence;
- check that the descriptive clauses he has prepared are fully inserted on Mate's Receipts and Bills of Lading before they are signed;
- support the Master, if appropriate, in insisting that the Mate's Receipts and Bills of Lading are claused as necessary;
- help and advise the Master if it rains during loading.

N.B. It may be inappropriate for the surveyor to assist the Master if the Surveyor is appointed on behalf of a Charterer Member (rather than an Owner Member).

Preliminary report
As soon as the vessel has sailed (but in any event within 24 hours) the surveyor should send, by fax, a preliminary written report covering:
- Date and time of sailing.
- Port(s) of discharge, quantity of cargo per port, total tonnage loaded.
- ETA port(s) of discharge.
- General observations on the condition of the cargo.

Final report
After the vessel has sailed (but in any event within 5 working days) the Surveyor should send, by courier, a full written report containing the following information:
- Name of the applicant.
- Name of the vessel including relevant voyage number.
- Name of the Master.
- Name of the Chief Officer.
- Gross tonnage.
- Port of Registry.
- When and where built.
- Details of safety construction certificate.
- Details of last load line survey.
- Details of classification certificates and conditions of class (if any).
- Details of last special survey.
- Name of Owners and Operators.
- Name of Charterers' Agent.
- Name of Owners' Agent (protecting agent or not).
- Purpose of the survey.
- Date of arrival of the ship.
- Date when survey of steel commenced.
- Date and time when the Surveyor first boarded the vessel.
- Place where the vessel was berthed.
- Details of any discussions with the Master.
- Details of the cargo including:
(a) Number of Mate's Receipts and relevant Bills of Lading;
(b) Details of the parcel involved (for example, the number of pieces, packages or bundles, type of goods);
(c) Condition of each parcel of cargo clauses if any, entered in the Mate's Receipts and Bills of Lading;
(d) Details of the pre-shipment storage (for example, covered or uncovered on open quay, covered or uncovered rail wagons, open barge or coaster).
(e) Cargo hold stowage per Mate's Receipts or Bill of Lading.
- Details of tonnages loaded for each discharge port and where stowed in the vessel.
- Details of any stevedore damage (with copies of any letters of reserve/protest to accompany the report).
- Details of any stoppages for rain including details of whether the hatches were closed and, if so, whether closed in sufficient time to prevent cargo from becoming wet. It should be noted whether cargo brought forward for loading had been protected from contact with rain during any stoppages.
- Condition of the cargo holds prior to commencement of loading in relation to cleanliness and suitability to receive the intended cargo.
- Results of silver nitrate test on tank tops and ship's sides.
- Atmospheric temperatures prevailing during loading.
- Every effort should be made to obtain a copy of the cargo plan and a copy of the statement of facts to accompany the report.
- Photographs of the cargo should accompany the report, preferably with dated exposures.

SECTION 2 - PRE-SHIPMENT SURVEY - THE VESSEL

If such a survey is to be carried out, it should be done as soon as possible after the vessel's arrival at the load port. The surveyor should invite the Master or Chief Officer to attend. The following guidelines should be observed.

Cargo holds
The surveyor should check the condition of the cargo holds before the commencement of loading. If the hold is not in a suitable condition, the surveyor should report immediately, before any cargo is loaded.

If cargo compartments are washed with salt water in preparation for loading they must be given a final fresh water wash to remove any salt crystals. The surveyor should make spot checks with silver nitrate on the sides of the holds and on the tank top plating. This is particularly important when the discharge port is in the United States, where such tests are commonly carried out on discharge.

Steel hatch covers and other deck openings
Most bulk carriers employed in steel trades are fitted with MacGregor type wire-operated hatch panels. Alternatively, the panels may be operated by chains or by hydraulics. In most cases, the following checklist, with any necessary modifications, is recommended.

Check list
General
(1) Favourable comments.
(2) Adverse comments.
(3) Types of hatchcovers involved.

Panels
(1) Well painted up, free from rust, rust scale or indentations, affected by rusty patches and scattered dents but general condition not considered to affect the strength of the appliances
OR
(2) Rusty, partly rusty, in appearance. Affected by rust scaling. Corrosion (light/heavy). Affected by scattered dents. General condition poor and considered to affect the strength of the appliances.

Rubber packing (gaskets)
(1) Rubber jointing pliable, not unduly compressed. Not torn, chafed or defective in any respect
OR
(2) Locally chafed, torn and/or distorted (squeezed or pinched in the retaining channels). Not firmly affixed in the retaining channels. Rubber jointing hanging out of retaining channels in places. Rubbers perished, hardened and lacking necessary pliability. Rubbers affected by heavy and unusual compression marks.

Retaining channels
(1) Free of rust scale or any deformation
OR
(2) Rusty, corroded, locally distorted, bent and/or torn.

Compression bars
(1) Free of rust scale or any deformation
OR
(2) Locally bent and/or torn in places. Waved along length. Locally waved in places. Affected by heavy (light) corrosion (points of corrosion). Distorted (locally) or (along length). Affected by heavy (light) corrosion. Metal parts seriously wasting away through corrosion.

(a) Transverse guttering and (b) Hatch rims
(a) (1) Free of rust scale, serious corrosion or any deformation
OR
(2) Channel bars locally bent and/or waved. Metal work generally corroded. Locally wasted away through corrosion.

(b) (1) Free of corrosion or any physical damages
OR
(2) Hatch rims locally wasted and reduced in height through corrosion. Deeply scored.

Steel to steel contact points
(1) No distortion, bending or excessive grooving
OR
(2) Sections bent. Heavily grooved, distorted and/or partly broken off.

Snugs
(1) Free of rust scales or any defects
OR
(2) Corroded - diminished in size. Holding properties diminished.

Crutches
(1) Free of rust scale or corrosion
OR
(2) Heavily rusted or corroded. Partly crushed. Completely crushed. Distorted.

Quick-acting cleats, rods, nuts and washers/ other cleating arrangement
(1) Free of rust scale or any defects. Rubber washers pliable. Corroded but corrosion not serious - general condition acceptable
OR
(2) (Number) corroded - cross sections area of rod diminished. Strength of rod impaired. Rod bent. Washers hardened and perished. Washer crushed. Tightening nut rusted and inoperable.

Cross wedges (cross joint cleats)
(1) None missing - all in place when surveyed. Wedges not bent, side springs complete and in good working order
OR
(2) (Number) cross wedges bent. (Number) cross wedges with inoperable springs. (Number) cross wedges with side springs missing. All cross wedges not in place at time of survey. Wedges tightened over welded pads on adjacent panel edges.

Inboard drainage system
(1) Coaming drain channels and all guttering free of loose scale, foreign matters and/or obstructions. Drain holes unobstructed, in good order and condtion also in good working order. Non-return drain valves free and working correctly
OR
(2) Coaming drain channels partly (completely) obstructed with residues of previous cargo. Coaming drain channels corroded (lightly) (heavily). Drain holes blocked with residues of previous cargo (with rust scales). Non-return drain valves jammed and not in good working order. Drain holes not fitted with valves and drain pipes open.

Wheel tracks (guide rails)
(1) Free of loose scale clean and unobstructed
OR
(2) Worn, grooved, uneven, waved. Corroded (heavily or lightly) and weakened.

Wheels
(1) Well greased and free running
OR
(2) Seized up. Spindle bent, wheel not working.

(a) Panel side chains (b) Hinges (c) Hydraulics
(a) (1) Free of scale and correctly adjusted
OR
(2) Affected by rust scale and requiring adjustment.

(b) (1) Hinges in apparent good order and condition. Panels not misaligned
OR
(2) Hinges rusty and adjacent areas rust streaked. Wear down of hinge spindles apparent with resulting misalignment of panels.

(c) (1) Hydraulic system functioning correctly. No leaking of oil from joint connections or hoses
OR
(2) Hydraulic system malfunctioning. Oil leaking from hydraulic system.

Access hatches
(1) Cleat bolts and wing nuts working freely: wing nut thread well greased up. All cleats in place and complete with wing nuts. Packing pliable, complete and undamaged
OR
(2) Cleat bolt section seized up on operating spindle (all or give number). (Number) of cleats wing nuts missing. (Number) of wing nuts seized up. All (or give number) cleats rusty, corroded and completely inoperable. (Number) cleats bent and inoperable. Packing torn, hardened, perished, sections missing. Packing retaining channels locally bent, rusty and corroded.

Access doors
(1) All securing lugs complete working freely and fully operable. Sealing rubbers (door edge packing) pliable and in good condition
OR
(2) Out of (give number) lugs, all (or give number) seized up and completely inoperable. Out of (give number) lugs (give number) missing. Sealing rubbers (door edge packing) hardened, perished, partly missing.

Bilge sounding caps
(1) Operating correctly and capable of being fully screwed down
OR
(2) Thread of cap damaged, cannot be properly screwed down in place. No proper cap fitted. Cap missing. Pipe opening closed with a wooden plug.

Sealing tape
The use of sealing tape on hatch covers is not recommended. Hatches are designed to be weather-tight; that is, they must be watertight in normal weather conditions. If they are in good order and well-maintained they will be.

In bad weather, experience shows that sealing tape is either ineffective or is simply washed away.

As well as being ineffective, the very use of sealing tape can be harmful to the carrier's interests - it can be regarded as an admission of lack of confidence in the watertightness of the hatch covers.

In short, sealing tape is not an effective way of creating a watertight seal and its use in any case a bad sign - it will not help to protect either the cargo or the carrier, and may even be harmful to the latter.

Testing for watertightness
In addition to a visual inspection of cargo holds and hatch covers, the surveyor should, if instructed, test the hatch cover panels for watertightness. Any defects should be noted by the surveyor, reported to the responsible deck officer and competently repaired, before the start of the voyage.

Three methods of testing are available: ultrasonic; hose; chalk.

Ultrasonic test
This can be the most reliable method. It is the preferred method of testing, but only if the surveyor is certified to carry out ultrasonic testing and is using properly certified and calibrated equipment approved by Skuld. It has a number of advantages:
- It can be used on loaded or partly loaded vessels without damage to cargo.
- It can be done by one person.
- It is less time-consuming than other methods.
- It reveals the exact location of any defects.
- Equipment is easy to use.
- It can be used at below zero temperatures.

The Master is to be informed of the scope of work and intended procedure. Personal safety measures are to be agreed.

The Club's requirement is that only competent and qualified operators, with properly certified, calibrated and approved equipment, should be allowed to use the ultrasonic equipment for testing hatches for watertight integrity. Therefore, ultrasonic testing should only be carried out if the Association has expressly authorised the surveyor to do so.

Hose test
If the Association has not authorised an ultrasonic test, hose tests should be carried out.

IACS (The International Association of Classification Societies Ltd.) International Guidelines 1985 dictate how the test should be carried out. They specify that the nozzle diameter must be a minimum of 12mm, that the end of the nozzle of the hose delivering the stream of water should be held at a maximum of 1.5 metres from the joint being tested, that the pressure to be used should be sufficient for a free height of water with stream directed upwards of at least 10 metres.

The actual joint to be tested is situated some distance below the surface of the hatch panels, which meet to form a very narrow gap. Therefore, the water from the hose, when testing, cannot be directed onto the actual joint forming the watertight seal. In fact the force of the water directed towards the joint is dissipated against the surface of the hatch panels. Hose testing has for many years been the principal method of testing, because there was no other known method available, other than the less satisfactory chalk test. However, hose testing is still an acceptable method of testing for watertight integrity. It is usually necessary to use two surveyors and in order to increase the efficiency of the test it is advisable to plug the drain holes on either side of the transverse joint so that the guttering can be filled with water.

Chalk test
This test method should be the last resort. If other methods are not possible, this test is achieved by applying ordinary chalk to all compression bars, closing the hatches and then re-opening them to see if imprints of the chalk on the sealing rubbers can be observed. The benefit of this test is that it can be performed with or without cargo in the ship. On the other hand, application of the chalk to the compression bar is time- consuming. Heavy and light imprints on the rubber gaskets can give rise to indecision as to how effective the test really is. Naturally, areas where there is no imprint must mean absence of contact between the compression bar and the rubber seal; these are obviously areas of potential leakage. This test is more often used, and is useful, when rubber gaskets have been renewed.

The survey report
Preliminary
If any significant defects are found, the Surveyor should report, by phone or fax, to the Club immediately. He should also report to the Master if appropriate.

Upon completion of the survey and in good time before the vessel sails from the port, the Surveyor should report by fax to the Club setting out details of any defects found during the survey. If appropriate, he should provide the Master with a copy.

Final report
The Surveyor should without undue delay (but in any event within 5 working days), send a full written report, by courier, containing the following information:
- Name of Surveyor.
- Date of report.
- Name of applicant for survey.
- Summary of Surveyor's terms of reference.
- Name of the vessel.
- Type.
- Gross tons register.
- Port of registry.
- Classification Society.
- Date built.
- Place built.
- Details of safety construction certificate.
- Details of classification certificates and conditions of class.
- Details of last special survey.
- Details of last load line survey.
- Number of cargo holds.
- Number of deck hatches per hold.
- Hatch closing system.
- Number of deck ventilators per hold.
- Ventilation system.
- Number of sounding pipes per hold.
- Number of access openings per hold.
- Number and type of other weather deck openings.
- Name and city of Owner.
- Name and city of Manager/Operator.
- Name and city of Charterer.
- Name of Charterers' Agent at port of loading.
- Name of Owners' Agents/P&I Correspondent at port of loading.
- Name of the Master.
- Name of the Chief Officer.
- Names and business of others in attendance.
- Location of the loading berth.
- Time and date the vessel arrived.
- Time and date Surveyor proceeded on board.
- Time and date copy of preliminary report handed to the Master.
- Time and date loading commenced.
- Time and date vessel sailed.
- Full details of test for watertight integrity.
- Full details of repairs and adjustments after preliminary report to the Master.
- Photographs of damages, defects and repairs as found necessary (with the photographs showing exposure dates).
- Report on condition of hatches.

SECTION 3 - DISCHARGE SURVEYS

Instructions to Surveyor
When a Surveyor is instructed to attend the discharge of the cargo, the hatches should, if possible, remain as they were at sea (that is, unopened and all securing in place) until the Surveyor has the opportunity to survey the hatches. He should be able to report that, upon boarding the vessel he ascertained that the hatches were still in their undisturbed sea-going condition with all securing wedges and quick-acting cleats fully and firmly in place. The Surveyor should witness opening of hatches and either report that all cargo in sight was dry and in apparent good order and condition or give a full description of what he observes when the hatches are open. If leaking hatches are involved the Surveyor should conduct a full hatch survey similar to that which he would carry out when performing a pre-shipment survey. He should follow the discharge of the cargo, consider and study the cause of any damages found in stow with a view to reporting on them. Surveyors should particularly bear in mind that it is advisable for them to attend towards the completion of discharge, as it is in the bottom of the cargo holds where damages from overstowing pressure and unexpected moisture damages can show up.

In any event, where damage has occurred and is evident, the Surveyor should take an active and prominent interest in ensuring that, in discharging, sorting and storing damaged cargo after discharge, everyone involved acts fully in the interests of mitigating the loss. For example, even where wrapped cargo has sustained heavy mechanical damage, it should not be left on the open quayside exposed to the elements. In addition, he should try to ensure that no steps are taken which prejudice the member's interests; for example, cargo which has been partly in contact with sea/salt water should never be washed down with fresh water from the city mains: city mains water is invariably contaminated with chlorides. There are many other factors, too numerous to mention, of which the competent Surveyor should be aware.

The survey
Any damaged cargo discharged from the ship should be the subject of a statement from the Master. Depending upon what the damage actually is, and how it was caused, the following is a check list of matters which the Surveyor should refer to in his report. In collecting information, it must be left to the Surveyor's discretion as to what is relevant to the actual cause and circumstances of the damage.
- Name of applicant and the party whom he represents.
- Name of the ship and number of the relevant voyage.
- Gross tonnage and port of registry.
- Purpose of the appointment.
- Date when the surveyor went on board the vessel.
- Place where the vessel was berthed.
- Name of the Master.
- Name of the Chief Officer.
- Name of the Owners.
- Name of Operators.
- Name of Charterers and/or their Agents.
- Name of Owners' Agents (whether shared with Charterers or acting as protecting Agents).
- Name of Classification Society.
- Details of safety construction certificate: -
-- classification certificate;
-- last load line survey;
-- last special survey;
-- any conditions of class.

Copy documents which should be obtained
- Copies of the relevant log book pages.
- Copies of relevant Mate's Receipts and Bills of Lading.
- Copies of voyage ventilation records.
- Copies of bilge sounding records.
- Copies of any correspondence between the stevedores and/or the Charterers at the port of loading and the port of discharge relevant to any current voyage cargo damage.
- Copy of the cargo plan.
- Copy of any documentation received from Charterers, shippers or stevedores relating to any current voyage cargo damage.
- Copies of ship's plans as found relevant/necessary (for example, ventilation plan, piping plan, general arrangement plan and capacity plan).
- Statement of Facts covering discharge of the ship, to be checked against deck log book times for the same periods.

Contents of the Surveyor's report relative to the cause of any damage
Non-return valves on bilge lines
Check that they are working properly. Valve chest on the engine room side of the aft bulkhead should be opened and the seating of the valves examined and/or any other relevant parts of the bilge pumping system.

Tank tops
- Details of pressure testing.
- If damage is associated with a crack in the tank top, give details of the exact position of the crack, whether the crack has come into existence through damage to the tank top, the general physical condition of the tank top or weakness in the welding.
- If damage is associated with leaking tank-top manhole lids, give details regarding the state of the packing - type of packing - also the studs and securing nuts.
- Are the manholes recessed and/or fitted with protection covers?
- Holes in pipes.
- The apparent condition of the pipe in general should be reported.
- The exact position of the hole, or holes, should be recorded and it should be clarified whether the hole/holes has come into existence through the effects of corrosion resulting from lack of maintenance, or through the effects of erosion from within the pipe (that is, from an inside or outwards direction).
- Is the hole or defect in an accessible position? Would the defect have been visible from a reasonable inspection of the cargo hold prior to loading cargo?
- With leaking pipe flanges it is necessary to state whether or not the flanges were completely parallel; mention the type of packing used also its condition, measurements of the flange sizes of the holding bolts and general condition.
- Where substantial condensation damage is concerned the surveyor should carry out a full ventilation survey as referred to earlier.

The survey report
Preliminary
Upon completion of the survey it will be necessary for the surveyor to produce a preliminary report, briefly referring to identification details of the incident, the nature of the damage, and the cause and circumstances of the damage sustained by the cargo.

Final
The final survey report will contain full facts relating to the survey and be completed by the surveyor giving his considered opinion as to the cause of the damage. However, it is emphasised that surveyors should on no account include in their reports any opinions as to liability.

Stevedores' outturn report
Upon completion of discharge it is customary in many ports for the stevedores to present the Master with a stevedores' outturn report for his signature. This document usually gives a general description of items of cargo which, according to the stevedores, were allegedly found damaged prior to discharge, before the goods were handled by the stevedores. If these damages were not brought to the attention of the Master before being handled by the stevedores, he should refuse to sign the report. If the damages were brought to the attention of the Master, at the correct moment, then he may sign the report "for acknowledgement of receipt only." The descriptions and quantities referred to in these reports are often inaccurate.

Who should be authorised to board the vessel and examine the cargo?
In many ports when a vessel arrives with a cargo of steel on board, it is not unusual for cargo interests' surveyors to board the ship, proceed into the cargo holds, take photographs and test surfaces of the cargo and the ship's structure with silver nitrate, without letting anyone know who they are, or what their business is on board the ship. Such people ignore the fact that a ship is private property: they should present themselves to the Master, explain why they are on board and obtain the Master's authorisation to remain on board.

Surveyors representing cargo interests can survey the cargo after it is landed ashore from the ship but should not be allowed to do anything on board without the Master's permission. The Master should refer such Surveyors to his Agent or the Club's Correspondents who would then advise the Master as to whether he, the Master, is under any obligation to permit the Surveyors on board. If eventually the cargo interests' Surveyor is allowed on board the vessel, he must be accompanied by the carriers' Surveyor and also by a member of the vessel's staff. It should be remembered that voyage records kept by the ship are private documents so that caution must be exercised as to who is permitted to examine them.

If a claim or arrest is made on the vessel, the Master should notify the Club's Correspondents who will immediately inform the Club so that appropriate action can be taken.

SECTION 4 - CARGO/COMMODITY SURVEY

The survey
If it is alleged that cargo has been damaged, a Surveyor may be instructed to inspect the cargo after discharge. The Association might agree to a joint survey with the cargo interests to see if all interested parties can reach joint agreement as to the extent of the damage. At such surveys, Surveyors should keep in mind that it is incumbent upon the receiver to show the damage and prove any loss which he will be claiming. It should also be borne in mind that the receiver cannot claim any loss which could have been avoided had he taken reasonable steps to mitigate his damages.

The survey report
Preliminary
This should be a short report identifying the case in question and briefly explaining the aspect, nature and extent of the damage.

Final
The final report should include details of the following:
- Name of the applicant and whom he represents.
- Date and place where the survey was held.
- Purpose of attending the survey.
- Name of the vessel, date of arrival and date of discharge of the cargo.
- Bill of Lading details concerning the goods to be surveyed.
- Names of all present at the survey, who they represent and in what capacity.
- The name of the receiver.
- Details of the holds from which the cargo was discharged.
- Confirmation that the goods were properly identified as being the actual goods to be surveyed. There are instances where Surveyors have been too casual in their approach to the survey and have either surveyed the wrong goods or have surveyed goods as presented which could not be identified with the shipment in question.
- Description of the goods (for example, packing, securing, weight per unit).
- A complete descriptive report of the damage before and after the packing is removed.
- The nature of the damage; for example, contact with fresh water, chlorides, liquids, powders, grease, oils. Joint samples should be taken and retained for future reference. Analysis of samples, if found necessary, is in most instances for the account of cargo interests as part of their obligation to determine the nature of the damage.
- Comments on the damage must include a full and complete explanation as to how the receiver justified the allowance he obtained from the Surveyors and on what basis the Surveyors were prepared to agree and accept the allowance as being fair and reasonable.
- If agreement as to the extent of damage cannot be reached, details and evidence should be provided as to why the cargo interests' Surveyors' figures were unreasonable.
- When a receiver attempts to reject his cargo and insists that he be allowed to abandon the goods (in which case the goods would in all probability have to be disposed of by sale) such action should not be approved by the Surveyor, unless it can be proved by the receiver that he is unable to use the goods on account of the damaged condition which initially gave rise to the claim. All events and discussions of importance leading up to the acceptance, or non-acceptance, of the cargo are to be reported.
- Any information or evidence which might be useful in defending the claim.

Silver nitrate testing and sampling
Silver nitrate solutions for testing for chlorides are not reliable unless they contain an amount of chlorine-free nitric acid: without the presence of this constituent in the solution it will react to alkalis. For this reason surveyors should use their own solution to check when complaints are made by cargo interests' Surveyors that goods are contaminated by chlorides. As silver nitrate solutions deteriorate with time, Surveyors should test their own solutions. The mains tap water usually gives a brackish reaction and this can therefore generally be used.

Official rust samples or samples of the material should be selected jointly and sealed. Samples of the actual material must be selected with care. Instances will arise where the samples have to be properly wrapped and protected without being touched by human hands. Sodium chloride (NaCl) is exuded through the pores of the human skin and can contaminate samples, this being of importance where traces of NaCl might enter into future arguments concerning the nature of the damage.

A silver nitrate test with positive results is not conclusive evidence of contact with sea water; it is only an indication that sea water might be involved. If cargo interests maintain that there has been salt water contamination then the carrier's Surveyor must ensure that there is a quantitative analysis by a reputable laboratory, where all the solids found in sea water are identified as being present and in the correct proportions.