Alan de Enfield

And you are surprised ? Your record of amenable dealings with suppliers is not particularly good is it.

Somefolk forget that.

The RCD is about safety of the product (boat), it is not about specifying specific products used in the build - it simply quotes what performance is required and it is up to the builder to ensure that he can prove that those requirements have been met. The two key areas where there are specific perfomance requirements are listed are for engines and fire fighting (extinguishers) The RCD does not specify that an engine model ABC from manufacturer XYZ is approved, it lists the emission standards and noise standards acceptable and it is up to the engine manufacturer to test and, if complies, to issue a conformance certificate. The fire extinguisher requirements are quoted for use of 'approved' (CE) and for the size (ABC ratings) needed. It is up to the builder to ensure he installs sufficient to meet the requirement for that size of boat. Taking the inverter example - the boat builder will use a CE approved inverter (not a specific model from a specific supplier) that meets the needs of the 230v equipment level on the boat. The wiring size (CSA) to power that inverter will be in accordance with the inverter. Maybe the boat has limited 230v equipment so a 1KW inverter is fitted. A year or two down the line, the owner decides to upgrade his electrics so he can run the electric blanket, electric kettle, electric toaster, 'mains fridge and freezer' so wants to install a 3Kw inverter. Being a little bit 'short' he buys a cheapo Chinese 3KW inverter off Ebay and does a DIY install to save money. The inverter supply wiring was fine before so i'll be fine with the new inverter. Two aspects of safety have been compromised : 1) a Non approved CE 'quality inverter' has been replaced by an inverter of dubious origin, approvals or quality. 2) the new 3Kw inverter is using the original wiring that was installed, and matched to, a 1Kw inverter. Has the safety of the boat been compromised ?

There are boxes for "Engine type" and "propulsion type" these are not 'ticked' but the type is written in the box. It also has a 'box' to be filled in with both the engine size installed, and another box for the maximum size of engine allowed by the boat design. In the case of our Catamaran : Main propulsion type is "sail" Engine type is Diesel Installed engine size is 41Kw Maximum engine size is 60Kw

You are trying to take the legislation behind one law and apply it to another situation. The law about diesel usage is it is either 'domestic' use or 'propulsion use'. The law regarding the supply of electricity is based on "residential' use or "non-residential use" You could equally argue that the use of diesel should be split residential / non-residential which would not go down well with the ~300,000 leisure boaters . For example : As an electricity reseller I have a letter from Ofcom explaining that the charging of EVs is not covered by the laws regarding reselling of electricity and I can charge whatever rate I wish to recover the installation costs.

You cannot allow for idiots - if they do not do their due diligence then any problems are down to their lack of care. The "engine type" and "propulsion type" is shown on the Certificate of Compliance.

Does it not depend on him achieving the requirements as explained by the Enforcement Manager - or does the CEO guidance over rule it ? They are contradictory (Typical - left hand - right hand - no idea) How far Must a CCer Travel ? 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, these fall roughly into four categories: 1) · 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. 2) · Overstaying: we look to see how often boats overstay, either the 14 day limit on the main length of the canal, or shorter periods where local signage dictates, for example short stay visitor moorings. While we are flexible with the occasional overstay from most boaters due to breakdown, illness or other emergencies, we will look at the overall pattern balanced with range and movement pattern in order to form a view. Overstay reminders are issued when a boat is seen in the same area for more than 14 days. While we are unable to say how far you need to travel each time you move, we would advise that you normally travel further than a few km each time. This will prevent you from getting reminders and depending on the length of other trips you make and how many times you turn back on yourself, should increase your overall range over the course of your licence. 3) · Movement: Continuous Cruiser Licences are intended for bona fide (genuine) navigation around the network, rather than for a boat to remain in one mooring spot, place neighbourhood or area. We would expect boats on these licences to move around the network such that they don’t gravitate back to favoured areas too often i.e. in a way that it’s clear to us that they’re living in a small area of the waterway. The basic principle of this is that these licences are not intended for living in an area and if it looks like a boat is habitually returning to a particular part of the waterway then this would not generally satisfy the Trust. Within an acceptable range we’d expect a genuine movement, so for example it would not satisfy the Trust if a boat went on a 60 mile trip during the course of say two weeks, then returned to cruise in an area of say 5 miles the remainder of the time (figures are examples only). Generally speaking, the smaller the range the less we’d expect to see boats back at the same locations. Of course people need to turn around and they’re perfectly free to re-visit places they have been to before, it’s living in a small area on this kind of licence that would cause a problem.

And. if you take it out part way thru' the month it is backdated to the 1st of the month

Only the contract and definitions for the NAA from when I was looking at buying a marina. They added up the total length of all the pontoons to come to a figure for 'mooring length' this was then inserted into this ......... 6. Gross Mooring Capacity the gross mooring capacity of the Marina calculated in accordance with the Code of Practice for Determining Gross Mooring Capacity issued from time to time by CRT and which is agreed by CRT and the Applicant as at the date of this Agreement as being XXXX metres or such other length as may be agreed in writing by CRT and the Applicant or otherwise determined from time to time in accordance with the terms and provisions of this Agreement. 7. Gross Mooring Capacity Review Date every fifth anniversary of the Commencement Date 8. Gross Mooring Capacity Review Period references to “a Review Period” are references to the period beginning on any Review Date and ending on the day before the next Review Date And in the sumary document : NETWORK ACCESS AGREEMENT FOR MARINAS AND OFF LINE MOORINGS SUMMARY OF MAIN TERMS • Is granted under the provisions of Section 43 Transport Act 1962. • The purpose of the NAA is to authorise connection to our waterway network and to charge marina operators for CRT services facilities including the impoundment, supply and re-supply of water to enable navigation between the marina and the waterway and within the marina. • It deals with other issues such as entry upon and access across CRT land and other statutory rights and powers. • Lasts for a period of 150 years from a date that anticipates the date of connection. • Has to be completed before you begin any works affecting CRT. (see Application Process). • Has a start date that will be agreed between the parties and will be the anticipated date of the physical connection to the network. • If the physical connection to the network is delayed the phasing in of payments will not be deferred. Conversely if the physical connection is achieved earlier than planned the phasing will not be brought forward so there is a financial incentive in completing the connection to the network as soon as possible. • Specifies an agreed gross mooring capacity in metres which can only be changed by mutual agreement. There is/was an alternative method which could be used was : Average Boat Length Each marina has a nominal capacity expressed in the number of berths available. In some cases this is expressed in a planning permission. The Canal & River Trust, through its SAP Boat Licence Database, knows the length of all boats on its waterways and can analyse this to produce an average boat length by individual canals/waterways (see Appendix 1). The GMC** is then simply the product of these two figures. ** GMC =Gross Mooring Capacity

A hoist (to lift into bed or chair) takes up a huge amount of space

OK - we have a static caravan (mobile home) site. The legal situation is that we can only charge RESIDENTS the same as we pay for electricty and gas, but for non-residential use (leisure) we can charge what we want. What we actually do to make life simple is just to work on the basis that all units are residential. We do make a service charge for the proviosn of the supply, meter etc which is invoiced annually along with the greound-rent. If you live in an alternative home, the rules that energy suppliers, site owners and landlords have to follow will depend on the type of energy contract you are on. For example, a non-domestic energy contact or a domestic energy contract. You will likely get your energy supply through a non-domestic contract if you live: on a traveller site on a park home site on a houseboat in temporary work accommodation If you live in one of these homes, you will probably not have your own contract with a domestic supplier. You will pay for the energy that you use to the site owner or landlord, and they will pay an energy supplier on your behalf. Rules site owners and landlords must follow If site owners and landlords supply energy to domestic consumers, they cannot profit from the energy they resell to people who live there. This is called the maximum resale price direction. Site owners and landlords can only sell you energy you use at the same price that they paid for it. They cannot charge you for any energy they use, for example running the site office.

Are you sure ? As far as I am aware the price cap on reselling electricity is for 'residential use' Touring caravan parks certainly do not apply the rule that they must resell at the same rate they pay for the electricity.

I wonder if the Enforcement officer would look as favourably on a 'single white male' staying within a 3 mile radius for 6 or 8 weeks before moving a mile or two further out for a week and then returning back to the '3-mile' radius he was in before, and then staying there for another 6-8 weeks - repeat ...........?

But the number of moorings available depends on the size of the boats : A marina that has 'mooring space' for 50, '60 foot Narrowboats', has mooring space for 100 '30 foot cruisers' so, if the marina had to pay per mooring it would cost them twice as much if they short boats, than if they had long boats. Hence, the charge being based on the metres of moorings. The NAA charge is based on 100% occupancy irrespective of actual occupancy rate, so it it better to have all of the 'metres' of moorings in use. This is why many marinas use shorter pontoons than the boats that use them. At Kings, for example, the pontoons are generally around 10 metres even tho' 20 metre boats will be using them. For each pontoon, they pay C&RT 15 x the metre rate and charge to boater 20x the metre rate.