Rolf Thunecke Yacht & Small Craft Surveyor Diploma Yacht and Small Craft Surveying, IBTC.

Transcription

1 Rolf Thunecke Yacht & Small Craft Surveyor Diploma Yacht and Small Craft Surveying, IBTC. Report No. LBS195 Condition Survey Report Date: ***************** Survey Date: ****************** Place of Survey: **************************** Vessel name: ************ Vessel Type: Traditional Narrow Boat Builder: ************************* *Above taken from various sources, not checked unless specifically noted.

2 Contents I. Terms & Conditions, Limitations, Scope of Survey II. Details of Subject Vessel III. Legislation & Ownership IV. Condition Survey Report 1. Hull 2. Interior of Hull & Structural Stiffening 3. Decks 4. Cabin 5. Rudder & Steering 6. Propeller & Stern Gear 7. Cathodic Protection 8. Through Hull Apertures 9. Access to Accommodation 10. Windows & Ports 11. Stanchions 12. Mooring Arrangements 13. Navigation Lights 14. Bilge Pumping Arrangements 15. Fire Fighting and Emergency Equipment 16. Engine Installation 17. Fuel System 18. General Accommodation 19. Gas Installation 20. Freshwater and Sanitation 21. Electrical Installation 22. Heating, Ventilation & Refrigeration 23. Additional Safety Items 24. Conclusions & Recommendations APPENDIX I: Table of Ultrasonic Thickness Measurements APPENDIX II: Photographs

3 I. Terms & Conditions: Terms & Conditions This Survey was carried out under the Yacht Designers and Surveyors Association current Terms of business which were ed to the client prior to the survey. Limitations We have not inspected woodwork or any other parts of the structure which are covered, unexposed or inaccessible and we are, therefore, unable to report that any such part of the structure is free from defect. In some cases it is not possible to detect latent and hidden defects without destructive testing, which is not possible without the Owner s consent. Where repairs, further opening up, or dismantling are required, additional decay, damage or necessary work may be uncovered. The engine, tanks and other normally installed mechanical equipment were in situ which limited inspection and examination in these areas. A Cygnus 4 multiple echo ultrasonic thickness gauge was used to determine plating thickness. This instrument uses repeat echoes to differentiate between coatings and metal. It is used to assess point thickness at regular intervals and more frequently where corrosion is suspected in conjunction with a visual examination. However, it is unlikely that localised pitting will be found by this method if it is otherwise concealed. The vessel was out of the water during the survey. This survey is unable to ascertain the water tightness of the vessel. The vessel was not surveyed with respect to any particular code or standard or navigation body s rules or bylaws unless specifically stated. No documentation or compliance with any regulations has been checked as part of this survey. No guarantees or warrantees are given or implied with respect to the vessels suitability or fitness for purpose. This report has been prepared for the use of the commissioning client and no liability is extended to others who may see it. The vessel was not blasted or UHP Jet Wash prior to survey. It was not possible to visually see what lay behind marine grass or growth. Scope of Survey This is a condition survey and its purpose is to establish the structural and general condition of the vessel. Where items of equipment have been tested this will be stated in the text. The survey is not a parts and labour guarantee and it should be noted that defects may exist in the vessel that the survey could not detect due to limitations of time, vessel presentation and the range of tests acceptable to the owner. Please note that where reference is made to condition in all cases this must be considered in relation to the vessels s age, for example: very good condition should not be taken to mean new condition. A general inspection of the engine, installation and systems will be made, but this is a visual inspection only and an item has only been operated if stated. It should be appreciated that some components may appear serviceable but be found defective when run under load and for a prolonged period. Recommendations Recommendations will be restricted to those defects which should be rectified before the vessel is used, (or with a given time span if specified, and items which may affect insurability.) Recommendations will be printed in blue, for quick reference. The recommendations are contained in the body of the report in order that they may be read in context, and are also listed as part of the conclusions at the end of this report.

4 Suggestions will be printed in italics as they do not constitute a requirement, and are not repeated in the conclusions. Suggestions are this surveyors opinion only, and can be looked on as helpful advice to preserve the craft for the long term or improve handling and comfort. Occasionally suggestions concern faulty items that may affect negotiations and in this case they will be listed after the recommendations at the end of the report. II. Details of Subject Vessel: *********** was reported as having been built in 20**, by *************************. She was found on the hard at **********************************. *********** was a traditional narrowboat hull with a flat bottom plate and traditional stern. The swept bow includes a fabricated stem post and the stern is of a semi-circular counter style with horizontal uxter (counter) plate and flared swim plates. The deck and cabin are of welded mild steel. The internal fit out of timber & plywood construction. Length Overall: m Beam: 2.08 m Draft: 0.60m Engine: Beta 38 Diesel Year of construction: ***** Index number: ***** Boat Safety Scheme number: ******/** BSS Expiry date: **/**/**** HIN number: **-************* Builders number: Not seen Owners manual: Not seen Certificate of conformity: Not seen III. Legislation & Ownership: Note: The inspection is not undertaken with any intention to ascertain that the vessel would comply with any rule or code of practice, as may be required by any authority under whose jurisdiction the vessel may be operated. It carries no warranty regarding ownership of the vessel or any warranty regarding outstanding mortgages, charges or other debt there may be on the vessel. A number of documents were on board the vessel at the time of survey. Boat Safety Scheme: A BSS certificate was found onboard the vessel at the time of survey. Please be aware that the existence of a Boat Safety Scheme certificate does not imply that the craft is safe. A BSS certificate only indicates that, on the day of the inspection, the craft has met the requirements for the licensing with the Navigational Authority concerned. With a view to minimising the risk of fire & pollution and its effect on other vessels. BSS inspections are required every 4 years. Suggestion: Inland waterways boat owners are advised to download a full copy of the Boat Safety Scheme guide from and keep it on the vessel for reference. Alterations and improvements should be made to the manufacturers installation guidelines, but should also comply with the Boat Safety Scheme essential guide. V.A.T Status & Proof of Ownership: The original invoice for the vessel was not found therefore there was no evidence that United Kingdom V.A.T has been paid. There was no proof of ownership found on the vessel.

5 Small Ships Register/British Waterways Registration: A British Waterways licence number was found and displayed:*****. The vessel appeared licensed when checked with on the Canal & River Trust. Registration will require updating and formal display with any change of ownership. Recreational Craft Directive: The vessel was reported to have been built after 16 June 1998 and therefore the vessel should comply with the requirements of the Recreational Craft Directive. No manufactures documentation or HIN number was found on the vessel at the time of survey, however, a CE marked builders plate was seen above the companion way entrance. IV. Condition Report: 1. Hull Deck The Hull, Deck, Cabin Structure and associated equipment were visually inspected, the hull under the waterline sample hammer tested and reported below. Any defects found are noted below along with advice or recommendations. Hull Thickness Measurements: A Cygnus 4 multi echo ultrasonic thickness meter was used to measure sample plate thickness. The meter was calibrated before use. Thickness testing was of a sample nature targeting suspect locations around the hull. Over 120 readings were achieved and these showed an acceptable consistency. Pitting testing was of a sample nature targeting suspect areas of pitting around the hull. A digital veneer caliper which measures down to 0.01mm was used. The meter was calibrated before use. Orignal Nominal Plate Thickness: Base Plate: The base plate was visually inspected, hammer tested and thickness gauged and found to be between 9.1mm & 9.8mm thick. The vessel had not been blasted with an ultra high-pressure hose and it was not possible to detect with total accuracy how significant the surface corrosion was. Plate Base Plate Uxter Plate Side Plate Cabin Sides Cabin Roof Rudder Plate Orignal Nominal plate thicknesss (mm) 10mm 10mm 6mm 4mm 4mm 10mm Where pitting was seen and measured, this was measured to be less than 1.0mm. It was clear that the vessel had not been blacked (a bitumastic paint system) in some considerable time, and signs of corrosion were seen over the entire surface of the base plate. Where the welds were cleaned back from side plate to the bottom plate these were visually inspected and hammer tested and found to be continuous and fair. Internally the base plate was not visible due to there being no inspection hatches within the cabin sole floor, and the exact ballast could not be ascertained. A number of concrete slabs were seen

6 within the engine compartment as is usual with vessels of this type where ballast is in the form of concrete slabs or poured concrete. Note: Water can cause considerable damage over time if left untreated and it has been known that vessels have corroded from the inside out. Often seen in the form of significant damage to the inner base & uxter plates.. Suggestion: The base plate be ultra high pressure washed and any additional corrosion scraped and cleaned away thoroughly prior to a suitable marine paint system being used, to minimise future corrosion and pitting. A bitumastic paint system (blacking) cannot be considered as a high quality paint system. The use of epoxy primer and topcoat protection is becoming increasingly common on narrowboats for long term protection. Suggestion: Adding in inspection hatches throughout the vessel,which can be left open when the vessel is not in use, to increase the air flow through the vessel. The Uxter Plate: The uxter plate was also visually inspected, hammer tested and thickness gauged and found to be between 9.6mm and 9.9mm thick. The vessel had not been blasted with an ultra high-pressure hose and it was not possible to detect with total accuracy how significant the surface corrosion was. Where pitting was seen and measured, this was measured to be less that 1.0mm. It was clear that the vessel had not been blacked (a bitumastic paint system) in some considerable time, and signs of corrosion were seen over the entire surface of the uxter plate. Where the welds were cleaned back from the swim plate to the uxter plate, and weed hatch assembly, these were visually inspected and hammer sounded and found to be continuous and fair. Internally where access allowed a visual inspection found no corrosion. A number of concrete slabs were seen within the engine compartment as is usual with vessels of this type where ballast is in the form of concrete slabs or poured concrete. Suggestion: The uxter plate be ultra high pressure washed and any additional corrosion scraped and cleaned away thoroughly, prior to a suitable marine paint system being used, to minimise future corrosion and pitting. A bitumastic paint system (blacking) cannot be considered as a high quality paint system. The use of epoxy primer and topcoat protection is becoming increasingly common on narrowboats for long term protection. Side Plates: The side plates were visually inspected, hammer tested and thickness gauged and found to be between 5.7mm and 6.0mm. The vessel had not been blasted with an ultra high-pressure hose and it was not possible to detect with total accuracy how significant the surface corrosion was. Where pitting was seen and measured this was measured to be less that 1.0mm. It was clear that the vessel had not been blacked (a bitumastic paint system) in some considerable time, and signs of corrosion were seen over the entire surface of the side plate. The vessel had one 40mm D section steel rubbing strake welded along the full length of both sides, with an additional three partial sections at the bow up to the 3m mark; And an additional one running around the stern beginning at the 12m mark. Both the topside and the underside of the D sections were noted to have been welded along their full lengths which is considered best practice. The vessels riveted style side plates are decorative and not structural. These were visually inspected, hammer tested and found to be fair. Signs of light abrasion were seen along both sides with paint coatings removed and exposing bare metal.

7 Where the welds were cleaned back from side plate to the bottom plate these were visually inspected and hammer tested and found to be continuous and fair. Paintwork on the side plate and cabin were in need of remedial attention. This was most pronounced around the bow and stern quarters of the vessel where abrasion had taken off paint coatings exposing bare metal. Suggestion: The side plates be ultra high pressure washed and any additional corrosion scraped and cleaned away thoroughly prior to a suitable marine paint system being used to minimise future corrosion and pitting. A bitumastic paint system (blacking) cannot be considered as a high quality paint system. The use of epoxy primer and topcoat protection is becoming increasingly common on narrowboats for long term protection. The Weed Hatch: The weed hatch was set into the uxter plate and positioned above the propeller with reasonable access. The anti-cavitation plate thickness was measured at 4.0mm and was held in place by a clamp tightening down on the top flange. The hatch was opened and the sealing gasket inspected and found to be in good condition. The foam was of good quality and condition. There was minimal surface corrosion within the weed hatch, and the thickness measurements showed no diminution. Internally no corrosion was noted at the seam where the weed hatch walls meet the uxter plate. The height of the weed hatch was 260mm from the counter plate, and therefore above the recommended 250mm. It is advisable to inspect and paint the internal surface of the weed hatch to prevent pitting. Suggestion: When the vessel is next ashore for either epoxy treatment or blacking, ensure that the anti-cavitation plate is removed, and the inside of the weed hatch is also cleaned and painted. 2. Hull Internal Structure: Access Note: The bottom plate, side shell, and main deck structure were not accessible by way of the accommodation due to the presence of linings and cupboards. Internally the base plate was not visible due to there being no inspection hatches within the cabin sole floor, and the exact ballast could not be ascertained, although ballast in the form of concrete slabs or poured concrete is frequently used in these vessels. A number of concrete slabs were noted in the engine compartment. A polyurethane type insulation foam was seen used in a number of areas on the interior of the vessel which is a closed cell. This is impervious to moisture penetration and because there are no air gaps (thermal break) this means there is no condensation build up. Suggestion: Adding in inspection hatches throughout the vessel which can be left open when the vessel is not in use to increase the air flow through the vessel. 3. Deck: The aft deck was visually inspected, hammer tested and thickness gauged and found to be 4.0mm. It was made of a mild steel, with a lifting plate hatch which enabled access to the uxter plate, weed hatch and stern gland below. Overboard drainage apertures were also noted. Paintwork on the aft deck was in good serviceable condition with coatings in tact offering good protection. The side decks were visually inspected, hammer tested and thickness gauged and found to be 4.0mm. The paintwork on the side decks were of a good serviceable condition. An exception to this was in a number of areas where the side deck met the cabin wall. Here it was noted that the paint had become removed and early signs of corrosion were noted.

8 The fore-well & well deck were visually inspected, hammer tested and thickness gauged and found to be 4.0mm. Paint coatings were deemed to be of a good quality and overboard drainage apertures were also noted. Suggestion: Where the side decks meet the cabin walls any corrosion be scraped and cleaned back thoroughly prior to a suitable marine paint system used to minimise future corrosion. 4. Cabin: The cabin structure was visually inspected, hammer tested and thickness gauged and found to be 4.0mm. It was made of a mild steel, and was found to be in good serviceable condition. Hand rails were fabricated as part of the cabin top and found to be secure along the full length. Paint contains were noted to be fair, with a number of localised areas, in particular around Ariel fitting and the chimney showing early signs of pealing. Suggestion: Areas on the cabin top in particular where early signs of paint pealing are noticeable, be scraped and cleaned back thoroughly prior to a suitable marine paint system used to minimise future corrosion. 5. Rudder & Steering: The rudder was visually inspected, hammer tested and thickness gauged and found to be of 10.0mm mild steel plate welded to a shaft and supported at the bottom end on a skeg. The plate was in fair condition with only light signs of corrosion noted. There was no play noted in the bottom bearing. At the top end, the rudder passed cleanly through the rudder tube. The rudder tube weld was visually inspected, hammer tested and found to be of good quality. Corrosion was visually noted within the rudder tube. No play was noted in the top bearing. Full and free movement of the rudder was confirmed with the rudder making contact with the hull at the full extent of its turn. The tiller with a removable tiller arm and locking nut was visually inspected and found to be secure and in a serviceable condition. Suggestion: The rudder, shaft and skeg be ultra high pressure washed and any additional corrosion scraped and cleaned away thoroughly prior to a suitable marine paint system being used to minimise future corrosion and pitting. A bitumastic paint system (blacking) cannot be considered as a high quality paint system. The use of epoxy primer and topcoat protection is becoming increasingly common on narrowboats for long term protection. 6. Propeller & Stern Gear: One unmarked 400mm three bladed right hand fixed pitch bronze propeller was fitted. This was hammer sounded, scraped and found satisfactory, with no evidence of dezincification. The propeller was securely locked to the shaft with a nut and bent locking pin. The propeller edges showed no visible signs of any impact damage. The stainless steel propeller shaft was found in good condition and on turning found to be straight. No amount of play was noted in the propeller shaft bearing when weight tested. The shaft alignment was visually good. The inboard gland is of the grease lubricated type, with excess grease seen around the shaft. Lubricating grease was fed in via a nylon pipe from a remote mounted greaser. The greaser was securely mounted to a fixed point on the vessel, which turned when tested. 7. Cathodic Protection: The vessel featured two pairs of 2.5kg sacrificial anodes fitted to the hull side shell by way of welded straps. Two at the bow, two at the swim. These were hammer tested and found to be secure. All were found to be approximately 20% wasted.

9 Note: Sacrificial anodes on steel narrowboats in fresh water help to protect only a limited area around each anode, with little or no benefit to the majority of the underwater hull. Care should be taken to use anodes of the appropriate material for the mooring location; zinc for salt water, magnesium for fresh water & aluminium for brackish water. 8. Through Hull Apertures: The following above waterline, overboard discharges from the accommodation and engine bay were found. These were installed as brass, bronze and plastic through hull fittings with threaded internal spigot, or formed by a tube welded to the side shell and a pipe attached, which can be considered good practice. Each discharge was hammer tested, and scraped externally and inspected internally where accessible. Bow -> Stern (m) Port Height above w/l Function mm Gas locker drain mm Holding tank breather mm Well deck scupper mm Shower basin drain mm Not in use mm Unidentified mm Engine exhaust mm Bilge pump discharge Bow -> Stern (m) Starboard Height above w/l Function mm Gas locker drain mm Well deck scupper mm Bathroom sink drain mm Immersion heater overflow mm Galley sink drain mm Not in use mm Unidentified Recommend all through hull apertures be securely fastened to hoses using two hose clamps at either end where practically possible. Complete immediately. Recommend all unused apertures are correctly capped off using a DZR ball valves and plugs. Complete immediately

10 Recommend the unaccessible apertures be accessed and checked. Complete immediately. Note: The Canal Boat Association guidelines recommend 250mm of freeboard under any opening in the side shell to prevent down flooding. 9. Access to Accommodation: The aft entrance was visually inspected and found to be by way of twin doors. These were fabricated from mild steel on the exterior with wooden interior. The exterior of the doors were found in good serviceable condition with good coatings of paint. The interior were painted in traditional narrow boat fashion with good coatings of varnish. A lever lock was visually inspected, and seen to be in serviceable condition. A sliding top hatch was seen to easily pull over the companionway on sliding type runners. The forward entrance was visually inspected and found to be by way of twin doors. These were fabricated from mild steel on the exterior with wooden interior. The exterior of the doors were found in good serviceable condition with good coatings of paint. The interior were varnished, with good coatings of varnish. A locking mechanism was seen in serviceable condition on the interior of the vessel. Two side entrances were noted on either side of the vessel. These were visually inspected and found to be by way of twin doors fabricated from mild steel on the exterior with wooden interior. The exterior were found in good serviceable condition with good coatings of paint. The interior were varnished with good coatings of varnish. A locking mechanism was seen in serviceable condition on the interior of the vessel. 10. Windows & Ports: The windows were fabricated golden metal full hooper type portholes. These were visually inspected and found to be in good condition and marked with BS 6206 glass. Internally these showed little sign of water damage, and were found to be in a serviceable condition. Suggestion: Hose testing portholes & hatches to determine water tightness, and change seals as necessary. 11. Stanchions: No stanchion rail was found on the aft of the vessel. 12. Mooring Arrangements: No anchor was found on the vessel at the time of survey. A number of mooring pins were seen and visually inspected and found to be in serviceable condition. On the bow a T shaped mooring bollard was noted, this was visually inspected and hammer tested and found to be secure. Two mooring bollards were noted on the transom, these were visually inspected and hammer tested and found to be secure. Additionally a mooring hoop was also noted on the cabin top, this was visually inspected and hammer tested and found to be secure. A number of mooring lines and fenders were seen onboard the vessel at the time of survey, and found to be in a serviceable condition. 13. Navigation Lights: A large tunnel light was noted attached to an extended vertical post on the bow of the vessel. The post and light were visually inspected and aggressively tested and found be secure and in a serviceable condition. Beneath the light, a horn was noted. This was securely fastened to the post and when tested found to be serviceable. A port and starboard navigation light were noted attached to the forward section of the cabin side. These were visually inspected and found to be secure and in a serviceable condition.

11 An additional set of white lights were noted at the forward & aft section of the cabin side. These were visually inspected and a number found not to be in a serviceable condition. Suggestion: Replace the bulbs which may be defective to the forward & aft white side lights. 14. Bilge Pumping Arrangements: A bilge pump was seen fitted in the engine compartment. This was visually inspected and seen and heard to work in manual mode. No automatic float switch was noted. Recommend the bilge pump have a float switch added to the existing configuration. Suggest: a manual back up bilge pump might be fitted in case of electrical failure. 15. Fire Fighting and Emergency Equipment: The equipment consisted of: Position Fire Fighting item Weight (kg) Code Condition Companionway Powder Fire Extinguisher 1 8A 55B C Green sector - Acceptable Galley Powder Fire Extinguisher 1 8A 55B C Green sector - Acceptable Saloom Bulkhead Powder Fire Extinguisher 1 8A 55B C Green sector - Acceptable Galley Fire Blanket - - Serviceable Saloon Smoke Alarm - - Not working Fwd Cabin Smoke Alarm - - Not working Forward transition Carbon Monoxide Alarm - - Not working Recommend smoke & carbon monoxide alarms have new batteries fitted and checked to be in a serviceable condition prior to the vessel being used for habitation. These should be checked annually as part of a regular service program. Recommend in-date fire extinguishers are onboard at all times - at least one for each accommodation space/cabin. These should be checked annually as part of a regular service program. Carbon monoxide poisoning is a considerable hazard and there have been a number of accidents caused by faulty gas appliances, inadequate alarm system and inefficient flues or lack of ventilation. 16. Engine & Installation: The Beta Marine engine was visually inspected and briefly seen running whilst moving the vessel during the survey. It started by means of a electric starter, and started easily and ran smoothly with no excessive smoking. The inspection of this engine is limited to those tests and inspections listed below. It is not a full marine engine test. Suggestion: The services of a marine engineer will be required if a detailed inspection is desired.

12 Part Engine Type Engine Hours Engine Mountings Exhaust Sump Pump Fluid Levels All Drive Belts Alternator Cooling Plate Hose condition Results Beta Marine 1049 hrs Visually inspected & hammer tested and found secure Found to be secure, and fully lagged Tested, serviceable Found acceptable Found acceptable Two were found, secure & visually serviceable Visually inspected, serviceable Found acceptable 17. Fuel System: The mild steel diesel tank was situated in the counter stern of the vessel. This was visually inspected, hammer tested and found to be in serviceable condition. A fuel filler was located on the aft starboard side of the steering platform. The fuel filler was visually inspected and found to be in serviceable condition and of a marine grade. A tank breather was located on the aft port side of the steering platform. The gauze was visually inspected and found to be in serviceable condition. Arrangements to prevent water entering the fuel tank were visually adequate. A master shut off value in the draw pipe was noted within reasonable accessibility, situated close to the tank. The valve was tested and operated freely. All the pipe work was inspected where accessible, and found to be serviceable. 18. General Accommodation The general accommodation arrangement of the vessel was as follows, from bow to stern: - Forward gas locker - Well deck - Bedroom - Heads/Shower/Bathroom - Saloon/Dining - Galley - Engine Room - Aft steering deck The accommodation was finished in plywood bulkheads with pinewood tongue and groove side lining, and wood floor throughout. The sub floor was not accessible. No informed comment can be made of the timber, which is either covered or inaccessible. Suggestion: Installing a number of inspection hatches in convenient locations to confirm the base plate remains dry internally. These hatches should be left open when the boat is left unattended to allow some ventilation. Water ingress to the subfloor can cause significant damage to the surrounding timber and base plate. Suggestion: Monitoring the seals within the bath/shower cubicle to ensure no moisture escapes from the shower as this can cause significant damage to the surrounding timber and base plate.

13 19. Gas Installation: A full gas installation inspection can only be carried out by a suitably qualified gas operative registered with Gas Safe. Please note this survey is not any kind of gas safety certificate. This is only obtainable in the UK after comprehensive pressure testing and assessment by a qualified person listed on the Gas Safe Register (formally CORGI) The following is a visual inspection only, however, any serious deficiencies that affect safety will be noted. The self draining bottle storage at the bow was found serviceable. The port and starboard side overboard drainage holes were of an adequate diameter. Two 13kg propane tanks were present. The locker floor was hammer tested and was sound, and the locker was sealed. Flexible hoses were found to be in good condition, and less than 1m long in length and marked BS The age and condition of the regulators was not ascertained, however were visually serviceable. No master shut off valve was seen at the gas locker. The condition of copper piping where accessible was good. Piping was adequately supported and not under stress where accessible. Down stream, the gas system supplied a gas heater and stand up cooker, which both had isolation valves inline. 20. Freshwater, Sanitation & Pollution: The stainless steel fresh water tank was located under the well deck of the vessel. The water filler and breather were located on the port side of the well deck, both of marine grade. A 12v pump and accumulator were seen located beneath a starboard side cupboard. The pump was switch tested and seen to function, water being delivered to sink taps. The bathroom consisted in three parts, sink, shower and toilet. The wash basin drained with gravity. The shower tray pump was seen & heard to be serviceable. The marine toilet pumped to a stainless steel holding tank beneath the forward berths. Sanitation hose was inspected leading to the forward port side pump out point. Suggestion: Water leakage from showers and bathrooms can cause considerable damage over time and have been known to rot the whole sub floor if not found. Continual monitoring for any leaks is suggested. Note: Overboard discharge of engine oil and sewage is prohibited by law on many inland waterways. Any discharge of oil should be contained in a non-drip tray under the engine. Grey water may be discharged overboard. 21. Electrical Installation: DC: The 12v system consisted of 4 x 110Ah lead acid batteries wired in parallel. All four were found located in the dedicated plastic battery locker with covering lid, located to starboard of the companionway. The batteries were found to be dry and secure and adequately protected from accidental shorting. Three master battery switches were seen mounted beside the battery locker, with access by the companionway step. Battery cables were visually inspected and were deemed to be of an adequate size, with cables adequately protected and cable runs neat and clipped in place. 12v cables were seen running into a Sterling 3000W inverter located to starboard of the companionway. This was visually inspected, found securely mounted and switch tested. An Adverc Battery Management unit was visually inspected, not tested. The main electrical control panel was visually inspected and switch tested and found serviceable. Switches and fuses were visually inspected and wiring seen to be neat and clipped in place.12v

14 cabin lights were all found throughout the vessel. These were switch tested and found to be serviceable. No 12v wall sockets were seen within the accommodation. AC: An RCD (Residual Current Device) was fitted with circuit breakers seen. It could not be confirmed if 230v circuits were protected as the vessel was not connected to shore power. A standard marine plug fitting was seen securely fastened to the port side aft bulkhead, however, no shore power cable was seen onboard. A 230v Sterling AC/DC battery charger & Galvanic Isolator were seen mounted on the forward engine compartment bulkhead. These were visually inspected only as the vessel was not connect to show power at the time of survey. 22. Heating, Ventilation & Refrigeration: A Morso solid fuel stove was seen in the saloon. This was found sat on a tiled surround. The flue was found to be 160mm from the nearest combustable material. The fire was 150mm clear of the nearest combustable material. The hearth extends 100mm in front of the fire, and a fire proofing panel was seen affixed to the cabin top. A chimney seen by the companion way. The flue & chimney were visually inspected and found to have a significant build up of soot deposit. An Alde gas heating system was seen installed at the time of survey. This was visually inspected only, and no comment can be passed on its serviceability. A hot water immersion heater was seen installed at the time of survey. This was visually inspected only, and no comment can be passed on its serviceability. High level ventilation was provided by two mushroom vents, two hatches and a pigeon box all located in the cabin roof. Low level ventilation was provided by two vents in the aft doors, and a vent to port of the fwd doors. A Fridge and Freezer were situated on the port side of the galley, these were visually inspected only, and no comment can be passed on there serviceability. The importance of continuous ventilation cannot be stressed too highly to avoid condensation, and to keep the internal plating as dry as possible. A wood burning stove is fitted which requires additional ventilation when lit. Carbon monoxide poisoning is a considerable hazard and there have been a number of accidents caused by an inefficient flue or lack of ventilation. Recommend the flue & chimney be throughly cleaned prior to the stove being used. Recommend smoke & carbon monoxide alarms have new batteries fitted and checked to be in a serviceable condition prior to the vessel being used for habitation. These should be checked annually as part of a regular service program. Suggestion: Consult BS ensuring recommendations for stove installation are used and followed. Suggestion: The installation of floor inspection hatches and open access cupboards when the boat is not in use to improve ventilation and to reduce the risk of damage to sub floor from damp.

15 23. Additional Safety Items: No life saving equipment was seen onboard at the time of survey. Recommend the BSS (Boat Safety Scheme), RYA or RNLI can advise on appropriate safety equipment. Recommend checking the websites below and adding additional equipment as appropriate Conclusion & Recommendations ************* was found on the hard at Harefield Marina, Harefield. A condition survey was conducted at the request of the owner. Overall the vessel was set up as a live aboard, with the capacity for cruising. The vessel had not been blackened for a number of years and early signs of corrosion are beginning to show on the external plating. She would undoubtedly benefit from remedial action in this regard be taken as soon as practically possible. If possible she should be ultra high pressure washed and any additional corrosion scraped and cleaned away thoroughly prior to a suitable marine paint system being used to minimise future corrosion and pitting. The use of epoxy primers and topcoat protection are becoming increasingly common on narrowboats for long term protection, however, should this not be available a number of coats of a bitumastic paint system (blacking) should be considered. There are a number of recommendations regarding the through hull apertures and safety which should be actioned immediately. These have been mentioned in the text and list below. Rolf Thunecke London Barge Surveys DipMarSur, AssocRINA, MBMSE

16 List of Recommendations 1. Recommend all through hull apertures be securely fastened to hoses using two hose clamps at either end where practically possible. Complete immediately. 2. Recommend all unused apertures are correctly capped off using a DZR ball valve and plug. Complete immediately 3. Recommend the unaccessible apertures be accessed and checked. Complete immediately. 4. Recommend the bilge pump have a float switch added to the existing configuration. 5. Recommend smoke & carbon monoxide alarms have new batteries fitted and checked to be in a serviceable condition prior to the vessel being used for habitation. These should be checked annually as part of a regular service program. 6. Recommend in-date fire extinguishers are onboard at all times - at least one for each accommodation space/cabin. These should be checked annually as part of a regular service program. 7. Recommend the flue & chimney be throughly cleaned prior to the stove being used. 8. Recommend smoke & carbon monoxide alarms have new batteries fitted and checked to be in a serviceable condition prior to the vessel be used for habitation. These should be checked annually as part of a regular service program. 9. Recommend the BSS (Boat Safety Scheme), RYA or RNLI can advise on appropriate safety equipment. Recommend checking the websites below and adding additional equipment as appropriate.

17 APPENDIX I : Table of Ultrasonic Thickness Measurements Bow -> Stern (m) Port (M) Upper side plate Waterline NA Lower Side plate NA NA NA Base Plate - Edge NA NA Mid Base Plate NA NA Counter Plate / Swim NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA Uxter Plate / Bottom NA NA NA NA NA NA NA NA NA NA NA NA NA NA Starboard (M) Upper side plate Waterline NA Lower Side plate NA NA NA Base Plate - Edge NA NA Mid Base Plate NA 9, NA Counter Plate / Swim NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA Uxter Plate / Bottom NA NA NA NA NA NA NA NA NA NA NA NA NA NA

18 APPENDIX II : Photographs