Alan de Enfield

Probably installed by some ejut on a youth experience scheme who had no idea, and no interest in what he was doing. Its a good job our roadsigns are not installed by such people. Even warning signs are installed so you can read them as you approach .............................

Will you have a vehicle to get you from where you are to work, or will you be relying on public transport. C&RT require you to have a MINIMUM 'range' of 20 miles from your central point - note, that is range not a total of miles travelled. So, if (for example) you work at Nottingham Castle Marina at various times throughout the year you will be more than 20 miles away from work (the marina) You cannot do : 3 miles from point A, to Point B, and them a week or two later return the 3 miles to Point A, repeat, repeat. It is particularly 'risky' in busy areas such as the area you propose to operate in, as enforcement is more active. The result of non-compliance is the loss of your licence. The C&RT rules are few, and simple to work within, but, as a Newbie, unless you have researched the rules you will be unaware of what is required. When you apply for your licence you are conforming that you have read, undestood and will comply with the regulatons and rules. London Enforcement Manager Simon Cadek sent an email to a boater who was warned that they were on course for failing their six month restricted licence, telling them what they would need to do to pass. The email is on public record as part of advice to boaters in the London Boaters Facebook group. “When we are looking at boat movements we are looking for characteristics of bona fide navigation, Range: by range we mean the furthest points a boat has travelled on the network, not merely the total distance travelled. While the BW act does not stipulate what that distance is the Trust has previously said that anyone travelling a range of less than say 20 miles (32km) would struggle to satisfy the Trust that they are engaged in bona fide navigation and that normally we would expect a greater range. For the avoidance of doubt, a small number of long journeys over a short period of time, followed or preceded by cruising in a small are of the network would not generally satisfy the Trust that you are engaged in bona fide navigation. Alternatively you could take a mooring and the rules become much simpler (and the licence is cheaper)

Surely, if you can read the sign you are 'entering' if you are approaching the 'back of the sign' you are exiting.

Then, I'd have thought its command of English grammar and punctuation would be better.

But, you'd only know that if you had actually read the post.

Normally, when in the water and in use, you would need to lift your engine boards when doing the "DI" (daily inspection) of the engine and ancilliaries. We have become spoilt by modern cars reliability & a "jump in and drive" mentality has overidden the thoughts of doing checks and maintenance.

7.8.3 All d.c. negative conductors shall be identified by black or yellow insulation. If the craft is equipped with an a.c. electrical system (see ISO 13297) which may use black insulation for live conductors, yellow insulation shall be used for d.c. negative conductors of the d.c. system. Black or yellow insulation shall not be used for d.c. positive conductors. NOTE 1 In conformance with IEC 60446, conductor insulation colours of the a.c. system are live conductors: black or brown; neutral conductors: white or light blue; protective conductors: green or green with a yellow stripe. NOTE 2 A colour stripe may be added to the conductor insulation for identification in the system. Craft with a.c and d.c systems should avoid the use of a brown, white or light blue insulation colour in the d.c. system unless clearly separated from the a.c. conductors and identified (see 7.7).

It's her sister.

Has your 'insider' information (and who may or may not be correct!) now been confirmed ?

According to the Ritar data sheet the batteries do have over voltage protection. As Ritar state that the max charging voltage is 54v, then surely 58.4v must be an HVE (High Voltage Event) and the management system should switch it off.

So why did the 'high voltage' automatic cut off not engage ? One would have thought that the installer would read the battery data sheet - which shows that the charging voltage on the Ritor batteries is 52.5-54.0. The charging voltage on a standard 16 cell 48v LFP battery is 58.4v So much for a "professional" installation ! - hopefully he will be banned from installing &/or signing off on Lithium installations. It appears that not only did the installer fail in his duty of care, but the BMS supplier failed as well. The relevant ISO standard for small boats states : 5.2 Overcharging can cause damage to the cells, and shall be prevented by using a BMS appropriate for the installation. 8 Battery management system and testing 8.1 Cells, batteries and BMS's should be of a fail-safe design and constructed and tested to recognized standards that reflect marine applications and duty cycles, with the testing conducted by a recognized laboratory. NOTE Examples of laboratory performance requirements can be found in ISO 9001 or ISO/IEC 17025. The BMS should be designed and tested to manage: a) Safety related: — Overcharge, to protect the lithium-ion battery from excessive charging; — Overdischarge, to protect the lithium-ion battery from excessive discharging; — Over temperature, to protect the lithium-ion battery from excessive temperature. b) Performance related: — Balancing, to provide for automatic balancing of cells or strings of cells. 8.2 The BMS should be equipped with HVC and LVC actions to prevent an HVE or LVE in the event the programmed functions in the charging sources, inverters, or inverter/chargers fail to do so. Actions taken by the BMS should be in addition to the programmed functions in the charging sources, inverters, or inverter/chargers. 8.3 The BMS should monitor cell voltage to determine if an HVE or LVE is imminent. 8.4 HVE/HVC — The BMS protects a lithium-ion battery from an HVE by initiating a multistage HVC consisting of the following steps: — it should provide a stop charging signal to each charging source; — if stopping the charging sources does not stop the HVE, an alarm (visual and/or audible) should be provided for the operator, clearly perceptible from the main helm position; — if the operator fails to stop the HVE, the BMS should initiate an isolation of the sources that are creating the HVE. 8.5 LVE/LVC — The BMS protects the lithium-ion battery from an LVE by initiating a multistage LVC consisting of the following steps: — it should provide an audible and/or visual alarm to the operator, clearly perceptible from the main helm position, that indicates that the SOC of the lithium-ion battery bank is approaching the low SOC threshold specified by the manufacturer; — if the operator fails to prevent the LVE, the BMS should initiate the disconnection of non-essential electrical consumers; — if this does not prevent the LVE, the BMS should disconnect all electrical loads. 8.6 Temperature — The BMS should respond to low or high temperature situations in a manner that ensures the battery cannot be driven into an unsafe condition. Temperature sensing should be sufficient to monitor all potential areas of overheating. 8.7 An output disconnect device should be provided and designed to disconnect under full load without failure.

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And of course the original boat-log (use for measuring boat speed, and, where the term 'knot' comes from) was a simple affair ....................

I think he means "floor joists"