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Owners often ask what actually happens between sending an enquiry and receiving the UWILD report. Here is the sequence we follow for a UWILD inspection in Nagoya Port, from the first email to the final file.
We ask for the IMO number, class society, last dry-dock date, ETA and the Draft on arrival. The first thing we check is whether the class survey window is open and whether the society has approved UWILD for this Ship. If the surveyor has already issued a requirement list, please send it too, because it saves a round of emails.
We write a short dive plan that shows the areas to inspect, the number of divers and the expected duration. The plan goes to the ship's agent, who passes it to the terminal and the port side. The berth schedule and cargo work decide the window. The engine room must confirm in writing that the propeller is locked and the thrusters are isolated before anyone enters the water.
The dive supervisor holds a briefing with the chief officer and the surveyor, checks current and visibility, and sets up the CCTV. Divers follow a grid along the Hull so that every plate is seen once and nothing is skipped. Thickness Measurement readings are taken at the marked points while the camera records. Light marine growth is wiped away on the spot so the surveyor can see the plating and the welds clearly.
The report, with timestamped video and photographs, normally reaches you within 24 hours. If the surveyor is satisfied, the UWILD item is credited to the class record according to the society's own procedure. If something shows up, such as a damaged anode or a dent in the shell plating, we mark it clearly in the report and offer repair options straight away so the Ship does not lose another day.
Very little. A safe access point for the dive control position, a named contact on the bridge, a recent hull plan if the surveyor wants one, and a clear Draft reading. Our team brings the compressors, umbilicals, CCTV and gauges. In the Nagoya anchorage area we also bring the workboat.
Most delays have simple causes. The ETA moves and nobody tells the dive team. Cargo work overruns and the berth is not free. Heavy rain washes silt into the harbour and visibility drops. A document the surveyor needs is not on board. None of these is a disaster if we hear about it early.
Please tell us as soon as the ETA changes. We can move the team, rebook the workboat or shift the dive to the next slack water. If visibility is poor on the day, we wait a few hours and try again rather than collect footage the surveyor cannot use. A short delay costs far less than repeating a survey.
Q1. How long from enquiry to dive can a UWILD be arranged?
With at least 72 hours of notice, most UWILD jobs in Nagoya Port can be placed in the first suitable berth window. Shorter notice depends on diver and equipment availability.
Q2. How many divers are used on a typical UWILD job?
A typical job uses 2 working divers and 1 standby Diver, plus a supervisor and a surface tender.
Q3. How many photographs does a UWILD report contain?
For a bulk carrier of about 200 m, a report usually contains 100 to 300 photographs, together with continuous CCTV video of the dive.
Q4. Does the propeller have to be stopped during the dive?
Yes. The propeller must be locked or the shaft secured, and bow and stern thrusters must be isolated, before any Diver enters the water. The chief engineer confirms this in writing.
