Alan de Enfield

A calorifier can be designed to be installed horizontally or vertically - make sure you get the right 'type' Here is my Horizontal one (yellow foam jacket. and my Vertical one (blue jacket)

The calorifier is an assembly of parts - it is primarily a large copper cylinder (some are stainless steel) and most are covered in a heat retaining jacket, There is a variety of pipes inside that act as heat exchangers for hot water coming from the engine, and another set for hot water coming from a gas fired, or diesel fired boiler, there is often a heating element (electrically operated immersion heater) installed inside the 'tank'. The whole thing is known as the calorifier (but the jacket may not always be included).

Are you planning on having a mooring somewhere on the Trent, or CCing ? Outside of 'permanent moorings' the 'visitors moorings are limited to 48 hours. Having spent many years on the Trent, it is not advisable to rely on being able to moor in the /winter - the water can rise very fast, and if you are 'tied up to a tree overnight' you can lose the boat. The river is 'huge' and the currents can get very strong and it has been known for 'canal boats' to not have sufficient power to stem the current. There have been several instances of boats being swept over the weirs Aboat was bought into our marina in Newark in a state of 'dissaray'. Inexperienced boaters came out onto the Trent from Nottingham, they were not aware of the currents and ended up sideways against the big oranage "dolphins', as the boat started to roll over the skipper wife fell overboard - he grabbed her hand and then had a dilemma - did he let go of her and let her go over the weir, or keep the engine going and try to steer but risk chopping her up in the Propellor. He let go of her. The boat rolled under the dolphins, he was swept off the boat. Long story short - both of the survived and C&RT came ad towed the boat into our Marina. The owner came to the marina to get some personal stuff off the boat and all we got from them was "it wasn't our fault - surely someone has responsibilty to warn or stop boaters going on the river" Another boat on the weir : Rescued off a widebeam. These are not everyday events but the 3 quoted above were within a 5 year period whilst we were moored in Newark If you are planning to use the Trent - GET A MOORING in a Marina so you have a safe haven in the Winter (or Summer) floods. If you want to read up a bit more ............. https://www.airbornesappers.org.uk/cromwelllock.html 10 soldiers died as they went over the weir.

But, if you read the BSS, you will see that the existing 220/230 volt AC electrical system is not covered by the BSS as it not a 'REQUIRED' check, yes, there advisories telling you how you could improve the system but you cannot fail the BSS 'on mains electric' checks, unless you are a commercial or hire boat. You could have a shoreline with male 'plugs' on both ends, you could have multiple 220v sources all connected up to a single unit, and you'll still pass the BSS. So, what would you gain with your portable power station ? Examples :

To be exempt from the RCD/RCR as a replica it must be : "....original historical watercraft and individual replicas thereof designed before 1950 built predominantly with the original materials and labelled as such by the manufacturer" As the hull is a very large part of the boat, that would suggest that "replicas" of Iron boats built using steel would not be exempt from the RCD/RCR or, be classified as replicas.

I'm sure it is a good read, but would warn against relying on facts from that time. The problem is, like with many books, that were written 'years ago' (2013) the EU and the World has changed a great deal since then The RCD was revised in 2017 Brexit in 2020 We were in the EU in 2013 so we, and our boats, were in the 'single market' we could come and go as we pleased. Now we are a "3rd country" the same as the US or Africa or Australia and we have to abide by the same rules as they do. Things that were easily done then may be impossible now. Everything making it more difficult for UK citizens to take their boats over the channel, and, live in Europe.

Removing an ICE engine and replacing with an electric motor and stacks of batteries (either LA or LI) is an MCC. Exchanging domestic LA batteries for domestic LI batteries is less defined. On the face of it, it shouldn't be an MCC, but, if safety is impacted, you can see the argument that it should be installed 'properly' and be subject to an MCC and/or a PCA to ensure the installation has been done in accordance with the ISO / Manufacturers requirements. Fitting LI into a boat during manufacture means the whole boat should be built to the relevant ISO specifications (or demonstrable equivalents and evidence provided) so should not be an issue. DIY fit-outs on a shell already require RCR compliance / PCA, (despite the lack of acceptance of this point by some) so should be ''safe' and in accordance with the requirements. The question becomes (as high lighted by IanD) should UK inland waterway boats, fitting LFP batteries, be subject to the same requirements as lumpy water boats, and if not, what requirements should they be required to meet and who checks and enforces it ?

The 12v outlet on the Jennifer will (probably) be around 6-10 amps. You can plug a 50 amp mains - 12v battery charger into the mains outlet and get a lot more amps for your £ of petrol.

As the RCD decision was published in 2022, it would hardly be likely to quote a 2025 ISO. The ISO 2025 issue you pasted says the same as the 2022 RCD decision, ie follow ISO 9094 and the manufacturers installation instructions

It looks pretty much as if the ISO 23625 2025 is simply following on from the 2021 version and ISO 9094, as quoted by the RCD in a question regarding Lithium batteries in 2022 Ie : Install following the manufacturers instructions

I was suggesting that if boating authorities got their act together and had 'united disussions' something less resrictive may result. as the ISO decisions are agreed by organisations representing 'millions of boaters' Power in Numbers !! I'm more surprised you didn't pick up on - Who has issued approval for LFP on yachts, or vice versa, who has refused approval for other types ?

I believe that only exists in the UK you may need to check that out. It should still have a VAT certificate showing the rate of VAT charged is Zero Ie - it is zero rated boat (in the UK) as opposed to a standard rated boat. It is not VAT exempt. Correct terminology is very important. Hmmm- why not buy one over there it will be cheaper and have all of the proper documentation - the only problem is that if you bring it back to the UK you will probably have to pay 20% VAT on it.

300,000 leisure boats in GB, all of which (presumably) have insurance There is a big world out there - not just C&RT. There are over 6,000,000 recreational boats registered in Europe - many of which (I'm guessing) will be insured and fall under the RCD and ISO specifications which GB inland boaters tend to dismiss. Anyone on the forum insuring a boat in the EU ? What is their recent requirements for Lithium batteries ? When asking AI about liyhium batteries on boats in France the reply is : Insurance requirements for lithium batteries on a boat in France In France, insurance requirements for lithium batteries on boats are becoming stricter due to the increasing number of battery fires. Here are the key points to consider: Contact Insurers: Boat owners should contact their insurers before switching to lithium batteries to check if their insurance will still be valid. Safety Protocols: Insurers are scrutinizing lithium-ion battery use, crew training, and safety protocols. Compliance with specific safety protocols is required for insurance coverage to remain valid. Loss Control Surveys: Insurers are mandating loss control surveys for yacht owners, which involve in-person inspections and evaluations of the yacht's equipment, safety protocols, crew knowledge, and overall preparedness. Policy Subjectivities: Insurers are writing subjectivities into yacht policies that state yacht owners and crew must adhere to specific safety protocols for the insurance coverage to remain valid. Policy Evolution: There is no standard approach to policy language specific to lithium-ion battery risks, and insurers are reevaluating their underwriting practices to address the escalating threat of lithium-ion battery fires. Boat owners in France should stay informed about these requirements and ensure their vessels comply with the latest safety standards to protect against potential insurance claims. And when doing intenet searches in the yachting world ................... The MCA recently issued a guidance note on lithium battery installation to give a framework for best practice. While the advice leans towards commercially coded yachts, it highlights more general concern around lithium technology. Since lithium has become more mainstream, there have been a number of fires on yachts, some causing a total loss. The note covers key aspects including installation process, system design, ventilation and cooling – all potential vulnerabilities of a lithium system. The message overall is that a lithium installation, whether retrofit or on a new build yacht, should be taken seriously. At present, the only type of lithium batteries approved for installation on yachts are Lithium-Iron-Phosphate or LFP. Whilst it might be tempting to use cheaper lithium varieties such as nickel or cobalt, these are far more vulnerable to thermal runaway – an uncontrolled series of reactions which cause a rapid increase in temperature, and often an uncontrolled fire. Installing batteries incorrectly can automatically invalidate your yacht’s insurance policy. What constitutes a correct installation is more layered than with older battery technology, but insurance companies have been clear they’re not inherently opposed to owners using lithium. High current levels, a need for safe containment in case of failure and the need for a proper battery management system mean that it’s important to seek expert advice and/or installation. And more detailed information, including several paragraphs by William Taryn William Taryn was a firefighter in both California and Mallorca before starting to teach firefighting to yacht crew. He now has his own fire safety training business in Palma, Maritime Safety Solutions, while remaining a serving firefighter in the city. Over the past few years he has become heavily involved in yacht lithium battery safety, and, been involved in lithium boat fire investigations. https://www.yachtingworld.com/all-latest-posts/lithium-battery-fires-the-10-point-safety-checklist-every-boat-owner-needs-160875

Are you looking at a 'trip' over to Europe and then bringing it back, or, taking it over and leaving it there whilst you 'commute', or will you be living permanently aboard ? What sort of boat is it (make / model) ? What age is the boat ? Europe is extremely 'hot' on RCD paperwork has it got a certificate of compliance ? Does it have the certificate of location dated/timed Dec 31st 2020 at 11:00 pm which is when we finally left the EU You will almost certainly need a certificate of payment of VAT Depending on which country(s) you plan on cruising there may well be Radio (Marine VHF) licence requirements for the boat and the operator. Black water holding tank ? Your qualifications ? It is bad enough having the correct 'paperwork' for just a short couple of days visit. Join the RYA or DBA for up to date specific country information

You forgot the "boat location certificate" for 11pm (UTC) on the 31st December 2020