Boat Name PRE-PURCHASE SURVEY REPORT Report Date: 14 th August 2017 Vessel Name: Boat Name Report Number: 375 Vessel Type: Narrowboat CRT No. -- BSS Cert Not seen Survey Date: 16 th August 2017 Client Name Mr. Place of Survey: Client Address: Ben Evans 2017 1 www.supersurveys.co.uk
Table of Contents VESSEL INFORMATION 4 LEGISLATION & OWNERSHIP 4 CONDITION REPORT 6 1. HULL, DECK AND STRUCTURE 6 1.1 Use of Cygnus 2 Metal Thickness Meter 6 1.2 Base plate 7 1.3 Weed hatch 7 1.4 Counter plate 8 1.5 Side plate 8 1.6 Rubbing Strakes 8 1.7 Bulkheads and Structural Stiffening 8 1.8 Bilge 8 1.9 Gas Locker 8 1.10 Deck Structure 9 1.11 Coachroof and Superstructure 9 1.12 Doors, Hatches and Windows 9 1.13 Handrail 10 1.14 Mooring Arrangements 10 2. STEERING SYSTEM 10 2.1 Rudder 10 2.2 Steering 10 3. STERN GEAR 10 4. CATHODIC PROTECTION 11 5. SKIN FITTINGS AND THROUGH HULL APERTURES 11 6. ENGINE AND FUEL SYSTEM 11 6.1 Engine 11 6.2 Fuel System 12 7. ACCOMMODATION AND ONBOARD SYSTEMS 12 7.1 Gas Installation 12 7.2 Cooking, Heating and Refrigeration 13 7.3 Fresh Water System 13 7.4 Batteries 14 7.5 Electrical Installation 14 8. SAFETY 14 8.1 Navigation Lights 14 8.2 Blige Pump 15 8.3 Firefighting Equipment 15 8.4 Pollution: 15 8.5 Ventilation: 15 9. ACCOMMODATION GENERAL 15 9.1 Saloon, galley and bedroom 15 9.2 Bathroom/Head 16 10. LIST OF RECOMMENDATIONS 16 11. CONCLUSIONS 17 Ben Evans 2017 2 www.supersurveys.co.uk
Terms and Conditions This survey was carried out under the Yacht Designers and Surveyors Association current Terms of Business, which were emailed to the client prior to the survey. The survey has been carried out by Benedict Evans of Thames Boat Surveys and is subject to the contract between Thames Boat Surveys and the commissioning client. Thames Boat Surveys (or the Surveyor) shall not be liable for any loss, (including indirect and consequential loss), damage, delay, loss of market, costs, expenses of whatsoever kind, however sustained or occasioned, except in so far as such liability is covered by the Professional Indemnity Insurance as detailed in the Terms and Conditions. Limitations: I have not inspected woodwork or other parts of the structure that are covered, unexposed or inaccessible and are therefore unable to report that any such part of the structure is free from defect. This Report is a factual report on the inspection carried out and the opinions expressed are given in good faith as to the condition of the vessel as seen at the time of the survey. Any part of the vessel, which was covered, unexposed or inaccessible was not inspected, therefore I am unable to report that any such part of the vessel is free from defect. None of the fastenings were drawn or removed for inspection unless specifically requested (or otherwise specified herein). The vessel was inspected while on the slipway, resting on a trolley; therefore areas of the hull beneath the trolley were not accessible. This Report has been prepared for the use of the Commissioning Client and no liability is extended to others who may see it. In some cases it is not possible to detect latent and hidden defects without destructive testing, not possible without the Owner s consent. Scope of Survey: This is a Pre-Purchase Survey as outlined in the Survey Agreement and its purpose is to establish the structural and general condition of the vessel. 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 or accessibility, 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 vessel s age, for example very good condition should not be taken to mean new condition. A general inspection of the engine, installation and systems was 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 for a prolonged period. Copyright remains with the surveyor Recommendations: Recommendations will be restricted to those defects which should be rectified before vessel is used, (or within a given time span if specified), and items which may affect Insurability. Recommendations will be divided into two categories and printed in red and blue for quick reference. The Recommendations are contained in the body of report in order that they may be read in context, and are also listed separately at the end of the report for quick reference. Ben Evans 2017 3 www.supersurveys.co.uk
Vessel Information Boat Name was found on the water at Marina and later hauled out from the water, sitting on a trolley on the slipway. The trolley limited access to the base plate. Average thickness tests indicated a nominal 10mm base plate, 6mm side plates, 4mm cabin sides and 4mm cabin top which can be described as (10/6/4) construction. Model Design Purpose Builder Internal Fit out Advised year of construction 2005 Length Overall: Beam: Draft: Maximum Air Draft Cruiser stern steel narrowboat Category D inland sheltered waters John White Professional in MDF. 17.65m Measured 2.03m (6 8 ) at the base plate Measured 0.5m Measured 1.8m Measured Deck House 12.7m Measured Engine Beta Marine 38hp Last Serviced Due Berths 2 (plus 4 in saloon) Canal and River Trust Number. 513051 Inland Waterways License Expiry Date Not seen HIN Number: Not found R.C.D. Category Not seen Owners Manual. Not seen Certificate of conformity Not seen V.A.T. status Not seen Boat Safety Scheme No. Not seen Expiry Date Advised 2020 Legislation & Ownership Note: This inspection was 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 mortgage, charge or other debt there may be on the vessel. Boat Safety Scheme: The Boat Safety Scheme certificate number was not seen but was reported by the broker to expire in 2020. Please be aware that the existence of a Boat Safety Scheme certificate does not imply that the craft is safe. It only indicates that, on the day of the inspection, the craft has met the requirements for licensing with the Navigational Authority, concerned with minimising the risk of fire and 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 http://www.boatsafetyscheme.com and keep it Ben Evans 2017 4 www.supersurveys.co.uk
on the vessel for reference. Alterations and improvements should be made to manufacturers installation guidelines, but should also comply with the Boat Safety Scheme essential guide. Marine Coastguard Agency coding: Not applicable unless the vessel is to be used for commercial work. V.A.T. Status and 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. Small Ships Register/Canal and River Trust Registration: The vessel was not registered with the Marine Coastguard Agency on the Small Ships Register. The vessel was displaying a Canal and River Trust Number 513051 on both sides of the vessel although the actual license was present and should be displayed in the window of the vessel. Registration with the Canal and River Trust will require updating with a change of ownership. Recreational Craft Directive: The vessel was built in 2009 therefore should comply with the Recreational Craft Directive. Unfortunately none of the required RCD components was found. These are: An acceptable builders plate with CE mark. An owner s manual detailing the vessel and including instruction booklets for equipment. A Certificate of Conformity for the vessel Hull Identification Number marked on the starboard transom of the hull. Suggest: An owner s manual should be kept up to date and all paperwork for the vessel added to it. This is particularly important for receipts for work carried out on the vessel, surveys and instruction booklets for additional equipment. 1. Recommend: Resolve Recreational Craft Directive issues and obtain a correct HIN number, an Annex 111 certificate or certificate of conformity. Without these items the vessel does not technically conform to the Recreational Craft Directive but it is over five years old. The Royal Yachting Association website http://www.rya.org has much useful information on this subject. Ben Evans 2017 5 www.supersurveys.co.uk
CONDITION REPORT 1. Hull, Deck and Structure 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 suggestions or recommendations. 1.1 Use of Cygnus 2 Metal Thickness Meter A multiple echo, Cygnus 2 thickness meter was used during the survey. The meter s calibration was checked against a 15mm test block. This meter allows for readings to be taken without the need to remove paint coatings. However, it is unlikely that localized pitting will be found by this method if otherwise concealed. Ultrasonic thickness measurements were taken at approximately 1 metre intervals and represent the lowest of several taken in a given area. See separate PDF for more detail. Ben Evans 2017 6 www.supersurveys.co.uk
Original Nominal Plate thickness: Base Plate Side Plates Side Decks Cabin Side Cabin Top Rudder Plate Extending Heel Diesel Tank Weed hatch Cavitation Plate Skin tank Holding Tank 1.2 Base plate 10mm 6mm 6mm 4mm 4mm 10mm Box section, no reading achieved 6mm 6mm 6mm 6mm 4mm The base plate was found moderately fouled and cleaned at random points approximately every metre. Where visibly accessible, there was no evidence of serious indentations or damage. Thickness readings were taken using a Cygnus 2 meter. The base plate had an original nominal thickness of 10mm, random point thickness measurements indicated that diminution was minimal. The base plate has never been painted with a protective coating, which is disappointingly common with narrowboats. In areas that were cleaned back there was acceptable localized pitting, measured at less than 1mm. Where the welds were cleaned back from the swim plate to the counter plate, side plate to bottom plate and weed hatch assembly, these were visual inspected and hammer tested indicating the welds were continuous and fair. The base plate extends beyond the hull chine to form a sacrificial strip. This protruded approximately 20mm from the hull chine and there were no indentations or significant abrasions. 1.3 Weed hatch The weed hatch was set in the counter plate directly above the propeller. The original nominal thickness was 5mm. There was minimal surface corrosion to the inside of the weed hatch, and the thickness measurements showed no diminution. The weed hatch anti-cavitation plate had a thickness of 5.6mm and was held in place by a clamp tightening down on the top flange. The hatch was opened and the gasket inspected. The condition of the foam rubber gasket was heavily compressed, but adequate. The height of the weed hatch was 250mm from the counter plate, with an estimated height above the laden waterline of 180mm, therefore above the recommended 150mm. 2. Recommend: There was no protective paint on the inside of the weed hatch. When the vessel is re-blacked, ensure the anti-cavitation plate is removed, and the inside of the weed hatch cleaned and painted. Ben Evans 2017 7 www.supersurveys.co.uk
1.4 Counter plate The counter plate was originally fabricated in 6mm steel. There was minimal pitting (less than 0.5mm) in this area with a regular thickness of 6mm. 1.5 Side plate The side plates were found in fair condition with build up of bitumen. The paintwork above the waterline had suffered minor abrasions, but was in a fair condition. Along the waterline, the protective paint coating had failed, with heavy scale corrosion in evidence. 3. Recommend: Remove rust scaling and re-coat to protect. It would be best practice to re-black the whole hull rather than simple treat the waterline area. Suggestion: Long term it would best to clean, prepare and paint the side shell with a suitable marine paint system to minimize 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 for the side shells and base plates is becoming more common on narrowboats for long term protection. No indentations or serious damage was seen. The weld beads at the swim turns and counter plate were hammer tested and found continuous and fair. 1.6 Rubbing Strakes Two nominal 40mm D section rubbing strakes extend along the port and starboard side, with an additional harpin, at the bow. The nominal thickness was 12mm. The rubbing strakes were fully welded top and bottom, which is considered best practice. No damage or serious abrasions were seen. 1.7 Bulkheads and Structural Stiffening Visual inspection of the hull framing was extremely limited by the flooring and interior lining. A very small aperture was found below the aft cabin cupboard. This revealed minimal surface corrosion to the internal base plate and side shell, but is of no consequence. 1.8 Bilge There was shallow water in the bilge on the port side, but below the effective level of the bilge pump. Surface rust was widespread where the grey oxide primer had failed, but is only cosmetic. 1.9 Gas Locker Two gas lockers were located either side of the stern deck, with the portside locker being used to supply gas to the vessel s domestic appliances. The bottom of Ben Evans 2017 8 www.supersurveys.co.uk
the locker has scale corrosion to the base and side panels. Thickness measurement indicated a reduction in thickness from a nominal 4mm to 3.3mm. The gas locker was vented overboard, but it is important to keep this vent clear of debris and prevent it becoming blocked. Suggestion: Clean and repaint the inside of the gas locker to inhibit further corrosion. Store nothing other than the gas cylinder in the gas locker. 1.10 Deck Structure The cruiser stern was constructed from 6mm steel plate, with removable hatches to access the engine compartment below. The hatches had a non-slip surface providing a good footing. The lift-ring was loose. The channels supporting the hatches double as a method of draining rainwater overboard. However, the channels were corroded and blocked with debris. Suggestion: Clean and repaint the stern deck channels to allow rainwater to drain overboard. As there is no covers over the stern and this is only method of preventing rainwater entering the engine compartment. The taffrail was found secure with an additional loose fitting bench spanning the width of the boat. The Well Deck was found in fair condition with some surface corrosion in the forward locker. To starboard was a diesel fuel tank, with a shut-off value on the other side of the bulkhead in the saloon. This tank was intended to fuel a heating stove, but may never have been used. If the tank is to be used in the future it must be thoroughly inspected beforehand. 1.11 Coachroof and Superstructure The rolled over side decks were 6mm plate with a suitable non-slip surface applied. Some surface corrosion was evident under the windows and portlights. 1.12 Doors, Hatches and Windows The aft access was via double steel doors with wooden lining. The doors fitted well in the frame and were secured by the top sliding steel hatch. The forward doors were close fitting and secured from the inside. The vessel is fitted with a combination of hopper and sliding windows. These operated satisfactorily and were easily secured. There was no visual indication of leaks internally from the windows. The hatch above the galley showed evidence of water damage to the surrounding woodwork. However, when tested with a moisture meter, measurements were not overly high. It is possible that the hatch has been replaced following an earlier leak. The area should be monitored and remedied if necessary. The side hatch on the portside could not be opened due to a broken securing bolt. Water damage was in evidence to the woodwork below the hatch. The reason for this ingress could not be ascertained. Ben Evans 2017 9 www.supersurveys.co.uk
1.13 Handrail The handrail is of steel tubing welded to the coachroof. It was found to be secure and in fair condition. 1.14 Mooring Arrangements Two rear cleats were found to be secure at the stern. A T-stud on the bow was secure. No anchor (nor chain and warp) was found onboard, although this is rarely required on the inland waterways. 2. Steering System 1.15 Rudder The rudder was semi-balanced with an upper spill plate. The rudder had a thickness reading of 9.7mm. The rudder was supported by a skeg and securely located in a cup. The skeg was an enclosed box section. It was not possible to get a thickness reading of the material used. The upper bearing was securely fastened to the deck, and allowed smooth movement of the rudder. The rudder was only restricted by contact with the hull giving a movement arc of 180, allowing the vessel to be maneuvered in tight spaces without damage to the rudder. However, the nib of the rudder catches on the long button fender on the stern. Suggestion: Adjust the long button fender to ensure clearance of the rudder nib. 1.16 Steering The vessel was fitted with a conventional narrowboat tiller with a removable tiller arm and retaining pin. All in a serviceable condition. 3. Stern Gear The 18 fixed, three bladed, right-handed propeller was secured to a 36mm diameter stainless steel prop shaft by a nut and split pin. The propeller was hammer tested and there were no signs of dezincification, and no damage to the blades. The prop shaft was found to turn straight and freely when rotated by hand. No lateral or vertical movement of the prop shaft was detected in the Cutless bearing. The stern seal is of the greased packing type. A bowl was placed below the stern gland to catch the evitable drips. Note: A small amount of grease should be forced into the gland by the greaser after extended periods of cruising. Half a turn should suffice. Ben Evans 2017 10 www.supersurveys.co.uk
4. Cathodic Protection There were 4 cast magnesium anodes on the vessel with an original weight of 2.5Kg welded to the hull, with an estimated 20% loss of material. There were 4 additional anodes, which were completely wasted. Suggestion: Cast magnesium 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. Therefore consideration should be given to whether additional anodes should be added amidships. The vessel was fitted with a Zinc Saver II, 30amp galvanic isolator to protect the vessel from galvanic action when connected to shore-power. 5. Skin Fittings and Through Hull Apertures There are no skin fittings below the waterline. There are four outlets on the port side of the hull to discharge water from the heads and galley. The lowest of the outlets was 280mm above the waterline, safely above the recommended height of 250mm. The hoses connected to the skin fitting were aggressively tested and found secure. The clip securing the shower outlet showed signs of corrosion but was found to be secure at the time. 6. Engine and Fuel System 1.17 Engine The vessel is fitted with a Beta Marine 38bhp diesel oil engine. Engine No. 3F0813. The engine was briefly started by the yard but failed to run for more than 5 minutes. The engine was cooled via a skin tank on the port side. The clips securing the lower hose were badly corroded (where water collects in the bilge.) The hose was found to be secure at the time, but the clip should be replaced as a precautionary measure. Poor condition of the alternator 4. Recommend: Replace lower skin tank hose clips with quality A4 stainless steel hose clips. The engine mounts were found secure on the engine bearers. All engine mount fastenings were hammer tested and found in a serviceable condition. The porthand alternator showed significant corrosion to the housing but its condition and charging capability could not be ascertained because the engine would not run. It is suspected that the alternator could be faulty, possibly accounting for no electrical charge in the starter battery. 1. Essential: The alternator condition must be checked to ensure it is still providing a sufficient charging output to the starter battery, if not it must be replaced. Ben Evans 2017 11 www.supersurveys.co.uk
5. Recommend: Have the engine serviced by a qualified marine engineer. 1.18 Fuel System The fuel tank was located under the aft deck, constructed from 6mm steel welded to the hull. The tank was visually inspected, and accessible welds, when hammer tested were found continuous and fair. As previously stated the engine failed to run, and diagnosed by the yard s engineer as water contamination in the fuel system. The cause of the contamination could not be ascertained but inspection of the fine fuel filter revealed significant corrosion of the filter housing internally. 2. Essential: Contract a reputable fuel polishing company to drain the fuel tank and clean the fuel system. Replace all fuel filters. The fuel pipes were found secure with no visible signs of leakage. Although the fuel hoses appeared to be fire resistant, they were not marked as ISO 7840. Suggestion: It would be best practice to replace the fuel hoses with marked ISO 7840 standard fuel hoses in the future. A fuel shut off valve was clearly marked and the gate valve operated normally. A second fuel valve was installed to supply a Webasto water heater, but the unit had been removed. See Heating & Refrigeration for more details. 7. Accommodation and Onboard Systems 1.19 Gas Installation The following is only a visual inspection of the gas system. Only a qualified, Gas Safe engineer can conduct a full gas installation inspection and provide a gas safety certificate. One propane gas cylinders was located in portside gas locker. The flexible hose was measured and found to be 1 metre in length the maximum recommended in the Boat Safety Scheme guide. The length of the hose allows it to be come trapped between the cylinder and the sidewall, and abrasion damage was evident. The hose was also cut by the securing clip and therefore must be replaced. 3. Essential: Replace the flexible gas hose in accordance with the BSS Guide. The age and condition of the regulator was visually serviceable. The condition of the copper piping, where accessible, was seen to be good. The piping was adequately supported and not under stress where visually accessible. All appliances were fitted with flame failure devices and each fitted with an isolation tap, located under the galley sink. No master shutoff valve was found. Gas hose cut by securing clip Ben Evans 2017 12 www.supersurveys.co.uk
6. Recommend: Obtain a landlords gas safety certificate (especially if the vessel is to be used as a liveaboard). Consider fitting a gas alarm and bubble tester in order to provide convenient regular leak testing. Install a master shutoff valve close to the cylinder and clearly mark its location. See Boat Safety Scheme guide for further details of good practice for Gas installations. 1.20 Cooking, Heating and Refrigeration A brand new Thetford 4 burner hob and separate oven and grill had been installed in the galley. All burners were lit and were seen to burn cleanly. Both appliances were fitted with flame fail devices. The fridge is an electric appliance, which was powered from the 240v invertor and seen to be working. A calorifier was installed to supply the domestic hot water, utilising the heat exchanger on the engine and an internal heating element when connected to shore power. There was an unusual arrangement, with one of the pipes draining to a mop bucket in the engine compartment. It is thought that this is an overflow, but could not be confirmed. The calorifier was not tested. Suggestion: A better arrangement would be to fit a sump box and bilge pump in place of the bucket and expel the water overboard. A solid fuel Morsø stove was located in the saloon. The stove was in a serviceable condition. There was evidence of a water leak where the flue exits through the cabin roof. Moisture meter readings in the surrounding wood area were 99 on a scale of 100. (Sovereign Quantum moisture meter used on shallow setting.) It was noted by the client that the rust on the stovetop was not present when the vessel was first view, so it can be assumed the chimney fitting is leaking. 7. Recommend: Dismantle the flue and chimney and re-seal. The Webasto water heater had been uninstalled and found in a bag in the saloon. The outward appearance of the unit showed signs of corrosion, therefore it is assumed that the unit no longer functions and has therefore been removed. As heating of the 3 radiators is listed on the inventory, it can be expected that the unit be replaced. 4. Essential: Fit replacement Webasto water heater to power the domestic heating system. Decommissioned Webasto water heater 1.21 Fresh Water System The steel water tank was found located below the well deck. Water was supplied to the galley and heads compartment by a Shurflo diaphragm pump via an accumulator tank. No water was in the system at the time of the survey, so the system could not be tested. Ben Evans 2017 13 www.supersurveys.co.uk
1.22 Batteries Three 110Ah leisure batteries were found in engine compartment. There was provision to secure the batteries in place but this was not being utilized at the time. The batteries were prevented from sliding by a cill. The domestic batteries showed 13.03amps when tested. It was not possible to test the charging amperage due to the engine not running. A separate starter battery was located but this was found to have no charge. 5. Essential: Test the starter battery to check its serviceability and replace if necessary. 1.23 Electrical Installation 1.23.1 12v System The 12volt power ran through a distribution panel with integrated fusing switches that were in serviceable condition. The owner has upgraded the domestic electrical system in a DIY and ad hoc manner. The addition of solar panels and other charging devices has extended the wiring to an extent that made it impossible to test the whole electrical system within a reasonable period. However, cabin lightning was seen to be working correct with the exception of main saloon, shower and portside bedside light. It is most likely these simple need replacement blubs. 1.23.2 240v Shore Power The shore power system is protected by an RCD mounted in the galley. The vessel was not connected to a 240v supply at the time of the survey. An 1800w Sterling Power invertor was installed, which was also protected by the RCD. The plug sockets were tested. The sockets in the galley area indicated they had been wired with Live and Neutral reversed. The socket in the heads was found to be loose and badly fitted. The socket is hard to access, and would be dangerous to use in the wet bathroom environment. 8. Recommend: Disconnect the socket and do not use. 8. Safety 1.24 Navigation Lights The vessel was fitted with port and starboard lights on the forward sides of the cabin sides. These were not seen to work. 9. Recommend: Replace blubs in both port and starboard lights and retest. Obviously navigation light are only required if cruising at night. There was no white stern light was fitted aft. A tunnel light and horn was also fitted and both found to be working. Ben Evans 2017 14 www.supersurveys.co.uk
1.25 Blige Pump The single electric bilge pump was located on the port side of the engine compartment. This was briefly tested and found to be working. The hose was attached by not secure with clips. 1.26 Firefighting Equipment Three 1Kg and two 0.6Kg dry powder fire extinguishers were found on board. All were in a good condition and all indicated good pressure on the gauges where applicable. A suitable fire blanket was seen in the galley area. There were acceptable alternative escape routes from the accommodation area. 1.27 Pollution: 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 as in this case. Grey water may be discharged overboard. The drip tray below the engine was clear of oil at the time. Sewage is stored in a nominal 4mm steel holding tank beneath the aft bunk. The tank rests on the wooden floor and is not in contact with the hull, which is good practice. Arrangements satisfactory at the present time. 1.28 Ventilation: High level ventilation was provided by 4 brass mushroom vents on cabin roof which offer permanent ventilation. Low level ventilation is provided by vents in the bottom of each door. The importance of continuous ventilation cannot be stressed too highly to avoid condensation and to keep the internal plating as dry as possible. Suggest: The vessel has no inspection hatches in the floor. Ideally add some inspection hatches in discreet places. Then remove inspection hatches and open access cupboards when the boat is not in use to improve ventilation to the hull and reduce the risk of damage to the sub floor from damp. 9. Accommodation General 1.29 Saloon, galley and bedroom The accommodation was generally light oak laminate panels. Floor was a mixture of laminate flooring and lino on an plywood base. A detailed description of the accommodation is not considered part of this survey, as the layout and appearance is self-evident. In general, the accommodation could be classed as good. The fit out was believed to be largely laminated MDF that cannot withstand water ingress. It is therefore very important that the cabin interior remains dry at all times so ventilation is very important. Ben Evans 2017 15 www.supersurveys.co.uk
The vessel was found dry at the time of the survey. There was no evidence of timber decay and no musty smell was noted. Therefore the sub floor is believed to be in fair condition. No comment can be made regarding timber that is either covered or inaccessible. 1.30 Bathroom/Head The bathroom consisted of a shower, washbasin and automatic pump-out toilet. The toilet flush was operated and seen to work. The shower cubicle is fully tiled and no excessive dampness was detected in the surrounding area. The shower was drained via a Water Puppy diaphragm pump adjacent to the shower cubicle. This was not tested. 10. List of Recommendations The recommendations made in this report are listed below: Essential: 1. The alternator condition must be checked to ensure it is still providing a sufficient charging output to the starter battery, if not it must be replaced. 2. Contract a reputable fuel polishing company to drain the fuel tank and clean the fuel system. 3. Replace the flexible gas hose in accordance with the BSS Guide. 4. Fit replacement Webasto water heater to power the domestic heating system. 5. Test the starter battery to check its serviceability and replace if necessary. Recommendations: 10. Resolve Recreational Craft Directive issues and obtain a correct HIN number, an Annex 111 certificate or certificate of conformity. Without these items the vessel does not technically conform to the Recreational Craft Directive but it is over five years old. The Royal Yachting Association website http://www.rya.org has much useful information on this subject. 11. There was no protective paint on the inside of the weed hatch. When the vessel is re-blacked, ensure the anti-cavitation plate is removed, and the inside of the weed hatch cleaned and painted. 12. Remove rust scaling along the waterline and re-coat to protect. It would be best practice to re-black the whole hull rather than simple treat the waterline area. 13. Replace lower skin tank hose clips with quality A4 stainless steel hose clips. 14. Have the engine serviced by a qualified marine engineer. Ben Evans 2017 16 www.supersurveys.co.uk
15. Obtain a landlords gas safety certificate (especially if the vessel is to be used as a liveaboard). Consider fitting a gas alarm and bubble tester in order to provide convenient regular leak testing. Install a master shutoff valve close to the cylinder and clearly mark its location. See Boat Safety Scheme guide for further details of good practice for Gas installations. 16. Dismantle the flue and chimney of the solid fuel stove and re-seal to prevent water leaking down the flue. 17. Disconnect the 240v socket in the bathroom and do not use. 18. Replace blubs in both port and starboard lights and retest. Obviously navigation light are only required if cruising at night. 11. Conclusions The vessel has all the equipment to provide comfortable cruising. The accommodation requires a good clean. The outward appearance of the vessel is a little shabby and would benefit from being repainted at some point in the near future. This will help maintain her value. This survey was completed by Ben Evans on 14 th August 2017 on behalf of Thames Boat Surveys. The survey was started at 09:30 and finished at 16:45. The weather was fair. Ben Evans 2017 17 www.supersurveys.co.uk