www.EasternYachts.com, "Bramble" Itchen Ferry 22 Lying Essex
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This Report was prepared for the current owner.
It is provided for interest only.
Any buyershould rely on his own inspection and survey.
Ref: - RBC/PW/03/2224
CONDITION SURVEY AND VALUATION
REPORT CARRIED OUT ON THE AUXILIARY GAFF RIGGED CUTTER “BRAMBLE”
This report is issued subject to the Standard Conditions of Survey and is a factual statement of the surveyor’s examination, with his opinion given in good faith of the relevance of disclosed facts and defects. The report implies no guarantee against defects, which may be present in parts of the structure inaccessible at the time of the survey. The report is compiled for the confidential information of the client instructing the survey.
Date of survey :- 15th December 2003
Persons present during survey:-
Mr Keith Fossey & partner (Owners)
The weather dry and sunny. Temperature approximately 4° C. The craft was standing on hard standing in the garden of their address on wooden blocks and propped by wooden posts.
The mast was stepped and therefore studied from ground and deck level through binoculars. The boom and gaff spar attached but no sails were bent on, but contained in their respective sail bags within the saloon cabin. The Wykham Martin furling gear was not fitted.
General hull access was satisfactory, although there were some limitations internally in way of tanks and beneath the cockpit sole, although a screw down plastic sealing hatch fitted, providing access to inspect the stern gear.
General notes and summary of findings :-
In accordance with instructions received from Mr Keith Fossey to undertake a detailed inspection of the auxiliary cutter “BRAMBLE”, to enable him to offer any prospective buyer an up-to date report of the craft, which had undergone an extensive refit, the undersigned attended at the Owners premises to survey the craft and submit an independent survey report accordingly.
“BRAMBLE” is a long keeled moulded GRP hull gaff cutter, based on the original Itchen Ferry boat, built it is understood by G.B.D. Marine Ltd, Unit 31 Southampton Airport, Hampshire in circa 1970.
The design is by the G B D Design Group and is based on the traditional Itchen Ferry built in the middle nineteenth century, which were considered excellent working boats, but still retaining the originals hull shape, but now designed for the modern cruising type wishing to retain the old traditional design, but using modern materials and at the same time providing good accommodation, in what amounts to be a small craft.
The most striking feature of the boat is the 6 foot headroom throughout the main cabin, made possible by the deep hull form and the high coach roof. The basic shape of the Itchen Ferry has a great deal of tradition behind it and at the same time can provide comfortable cruising accommodation.
The design specification gives an overall deck length of 22’- 0” (6-7mts), a waterline length of 21’ 0” (6-4 mts), a beam of 8’- 0” (2.4 mts) and a draft of 3’-0” (0.88 mts). The displacement is said to be 2470 kg (2.7 tons) including the bolted on steel encased lead ballast keel and the internal lead ingot and shot ballast amounting to 1520 kg (1.5 tons), thus providing a 55% ballast ratio. The overall length of the craft including the transom hung rudder and the bowsprit, which extends forward by 9’ 2” amounts to approximately 33’ 0”.
The design is traditional of the period with an almost straight stem, with a fine entry at the fore foot, extending down to the long keel on a deep bilge section, which runs aft to the transom stern, on which the rudder is mounted and operated by a wooden tiller.
The mast is deck stepped and masthead cutter rigged and fitted with no spreaders.
The craft does not hold either a Part 1 or Part 111 Registration and no builders number was seen.
It has a small aft self draining cockpit with moderately high mahogany coamings, a saloon cabin comprising of a small galley to starboard adjacent to the companionway
steps, an “L” shaped side berth to port to which can be attached a long table that can be used as an infill to form a double berth.
A bulkhead separates the main saloon from the heads section fitted with a sea toilet, with a further bulkhead separating this area from the fore cabin fitted with a “V” double berth, thus providing 4 full length berths.
The incorporation of the moulded long keel with full and partial bulkheads and the subdivision of lockers achieve the overall structural rigidity and strength of the hull section
All bulkheads, moulded and subdivisions of the under berth and cockpit lockers were found to be securely laminated to the internal sections of the hull, with no signs of any movement or stress.
All seen to be in sound order and good condition.
External inspection of the moulded keel section and the through hull bolted ballast section showed all to be in sound condition.
Externally the hull topsides were seen to be in a well-polished condition with no signs of any previous damage or repairs. It was noted that the topsides have been professionally spray painted using a two pot white pigmented acrylic. This was found to have been carried out in a satisfactory manner and as far as could be ascertained in a secure well polished condition.
Beneath the water line the hull was seen to be in good condition. Moisture readings taken using a Tramex Skipper moisture meter set at Scale 1 gave extremely low readings (in the relative scale of 1 – 100 all in the region of 1 –2).
Visual inspection and hammer test soundings taken on the hull found no signs of the onset of osmosis, cavities or weakness within the laminate, or evidence of any previous repaired damage.
The deck and the cabin coach roof were found to be constructed of plywood and then covered with canvas and painted. This was all found to be in sound order with no evidence of rot and as far could be ascertained all the canvas was secure. The underside of the side decks are supported internally by wooden knees. These were all found in a well painted secure condition with no signs or evidence of rot.
A mahogany toe rail was seen fitted around the side decks, which was all found in good secure condition. A teak rubbing strake which covers the join of the deck to the laminated hull at the gunnels was seen to be in good condition and the through bolt fastenings secure.
Where it was possible to inspect the hull/deck join internally, it was found to be in a secure condition, with no visible signs of the ingress of water or other problems.
The raised cabin sides are of mahogany with after sections of teak and all found in sound secure order and the quarter round beading abutting the deck join also seen to be secure.
Support for the fore deck and cabin coach roof is provided by laminated mahogany and pine beams, which were all found in a well varnished and secure condition.
All the alloy framed acrylic glazed windows fitted in the raised cabin sides were seen to have renewed and were found secure with no signs of any water ingress. The opening port lights fitted in the fore section were also found in a well polished secure condition.
All other deck fittings including the teak grabrails mounted on the saloon cabin coach roof and the galvanised steel horses for the self tacking jib and the mainsheet were found secure, with no signs of any weakness or stress, or signs of the ingress of water
The aft self draining cockpit, consisting of two side seats each fitted with hinged oak
locker lids to lockers below, were both found in a good varnished condition having all been replaced. The sole was seen to be of plywood and was found sound having also been replaced and suitably bedded on Sikaflex sealant. The raised cockpit side coamings were noted to be of mahogany and were both found in a well varnished secure condition. Cockpit draining is achieved through two cross over plastic drains located in the forward section of the sole attached to two seacocks. Noted that the pipework is of the clear plastic variety, whereas the reinforced type is considered more acceptable for this class operation, as it is less likely to kink. Noted that only single jubilee clips have been fitted for securing the pipework, but for security reasons all pipework to any skin fitting should be fitted with double jubilee clips. Understand that this will be undertaken before the craft is sold.
The transom mounted rudder constructed of plywood with mahogany side cheeks at the tiller mounting was found in a well painted and varnished condition. No rot or other weakness found. Mounting of the rudder is by three strap fastened painted assumed to be stainless steel gudgeons through bolt fastened on the rudder blade and two stainless steel pintles through bolt fastened to the transom and a lower pintles to the after section of the long keel. All found secure.
Operation of the rudder is by a teak tiller, which was seen to be in good condition and in the course of being varnished.
The three bladed fixed bronze propeller was found in good condition, but with some slight chipping on the tips and properly secured and locked to the stainless steel propeller shaft. No wear found in the outer cutlass bearing secured to the aft section of the long moulded keel and the inner seal grease lubricated packing gland was seen to be secure, but as the craft has not been in the
water since the extensive refit it cannot be certain that the gland is completely sealing, but no likely problem is foreseen.
The deck steeped solid spruce mast, boom and gaff arm which were studied using binoculars, were all seen to be in good well varnished condition. It was noted that several shakes have occurred on the mast, but understand that this had been inspected by Andy Harman the recognised wooden boat builder at St Osyth Boat Yard, who stated that it was sound and in satisfactory condition and advised filling the shakes. The gooseneck and the gaff throat were both found to be sound with no signs of excessive wear.
The galvanised steel rigging was all seen to be in good condition having all been replaced other than the two cap shrouds which were not considered necessary, by Jim Berry of Mainbrace Rigging in 2003, for which confirmation was obtained. All the galvanised and stainless steel turnbuckles were found in sound order, with none bent or distorted, having all been replaced and the lanyards fitted to the two cap shrouds were found new and secure.
Both running back stays fitted with multi-purchase tackle were also seen to be in sound order. All mast mounted rigging fitted with soft spliced eyes secured by wooden mast cheeks and having all been recently replaced were in satisfactory secure condition.
All the painted galvanised steel strip chainplates through bolt fastened in the topsides and fitted with internal wooden backing pads were seen to be secure.
All the pre stretched polyester running rigging was all seen to be in good condition having all been renewed. Noted the staysail fitted with Wykham Martin roller reefing gear, which had all been refurbished, but not fitted.
The solid spruce bow sprit approximately 4 metres in overall length was found in a well varnished secure condition and the wire outer strops, the bobstay and bumpkin brace were all in good order having been replaced.
All the mooring cleats, consisting of a painted galvanised Samson post mounted on the fore deck with two Tufnol outer cleats and two alloy mounted on the aft deck were all found secure.
Wooden sheet/running backstay cleats mounted externally each side on the cockpit coamings were all seen to be in a well varnished condition and secure order.
It would appear that there are insufficient sheet cleats for the sail plan set up, taking into consideration the two head sails and the furling gear and the need for cleating off the running backstays. It was also noted that only a single bulls eye fairlead is fitted each side on the side decks. It is possible that there are fairleads consisting of wooden blocks attached to lanyards secured to the toe rails.
In view of the fact that all new sails have been made for this craft whose angle of sheeting may now vary, it will be necessary for the new purchaser to establish the right position for the fairleads for each of the two fore sails and fit accordingly.
It was also noted that no fittings have been replaced for sheet handling at the cockpit. As it is based on a working type class craft the purist enthusiasts may have their own specific ideas as to what they require and will also need to fit accordingly.
Electric wiring was found in good tidy order, with a small switch panel mounted by the companionway steps. All the wiring on the craft was found to have been completely replaced. A single 12 v lead acid battery seen beneath the port side berth and fitted with suitable strapping. Battery found to be new.
All found operating satisfactorily.
The only navigation lights consist of a tri-colour mounted on the mast head. Complies with IMO requirements for a craft of this size and type and seen to be newly installed. The necessary wiring for both the tri-colour and the VHF radio are led from the mast head down the cap shroud, as it is not possible with gaff rigging to use the mast. The necessary deck plugs now mounted adjacent to chain plate fixing.
The gas installation consists of a gas cylinder located in the starboard cockpit locker. Currently the cylinder is located in the aft position in the locker and the new flexible piping to BS 3212 extends from the cylinder to the gas cooker located adjacent to the companionway steps. Under section BS 5482 Part 3 code of practice for boats and yachts any flexible tails attached to seamless copper piping, should not exceed 1 metre in length. It is therefore recommended that the cylinder should be moved to the fore section of the locker and fitted with suitable strapping.
The painted galvanised bumpkin stem head fitting to which the fore stay is attached is also fitted with a stainless steel anchor roller, which was found in sound secure order.
Below deck all woodwork, consisting of side shelving, lockers draws, berths and bulkheads are all of teak or teak veneered plywood. All seen to be in very good clean secure varnished condition.
The grey corded fabric side linings secured internally by adhesive was all seen to be in new condition and the fitting all carried out in a satisfactory manner. No lining material is used for the under side of the coach roofs but between the varnished laminated beams the wood was seen to be painted. All beams in a well varnished condition and all paintwork new.
The plywood cabin soles which rest on substantial wooden bearers were all seen to
be in sound order and covered with an industrial 8mm non slip inter-locking rubber flooring, which was all seen to be new.
All the foam berth cushion and upholstery was found in a clean condition having all been fitted and covered new. All foam complying with current fire resistant standard.
The 2 painted steel diesel fuel tanks located in the side cockpit lockers were both found to be secure and the fuel shut of valves operated satisfactorily. The portable polythene fresh water container located in a side locker beneath the quarter berth was seen to be new and can be directly couple to the fresh water outlet faucet in the galley sink.
All the seacocks were found in sound and secure condition and operating satisfactorily, although the WC inlet and outlet handles are still needed to be fitted.
The craft was seen to be fitted with all new sails made by James Lawrence Sailmakers, considered to be one of the leading East Coast traditional craft sail makers and other than to establish that all were well, have never been used.
An engine does not form part of a craft survey and therefore if considered suspect, it should be inspected by an accredited Agent, but in this instance do not consider it necessary.
A requirement of a single 1 kg ABC dry powder fire extinguisher understood will be fitted. The approved fire blanket was seen and found in order.
The survey found that “BRAMBLE” has been completely refitted and therefore must represent a very good example of a fully restored modern version of a traditional working boat and therefore would appeal to an enthusiast seeking this type of craft which is not in need of any attention.
A two cabin layout consisting of a dinette arrangement to port in the saloon cabin, which can convert using the table to form a double berth and a small galley.
Forward of the saloon divided by a full height bulkhead is a heads compartment fitted with a sea toilet
A further bulkhead divides the heads from the fore cabin, fitted with a double “V” berth and an opening wooden framed acrylic glazed hinged hatch in the coach roof.
Beneath all berths are self-contained lockers with laminated sub-divisions
All berths are constructed of timber and all dividers suitably laminated to the hull and all found in a well painted clean condition.
All bulkheads are of teak veneered plywood and all seen in good condition.
6 feet standing headroom in the saloon cabin, with well varnished laminated wooden coach roof beams. Lockers located around cabin sides and all woodwork in good sound painted or varnished condition
ANCHOR & CABLE :-
Bower is 15 approximately Bruce anchor with 25 metres approximately ¼ chain. Not galvanised but understand oiled.
No kedge anchor seen on board.
Lead contained in the long steel box section bolted to the base of the laminated moulded long keel forming part of the hull moulding.
Further lead ingots and shot fitted internally in the long keel section beneath the saloon cabin sole
All found in sound order
Single 12v lead acid battery in the locker beneath the port side saloon berth.
Seen to be new and fitted with suitable strapping.
Blockings in way of all fittings were found to be in secure order.
There are various types of plastic and wooden and all were found to be in sound order.
All full and partial bulkheads were found to be securely laminated to the hull, with no evidence or signs of movement, weakness or stress conditions.
Painted galvanised steel strip through bolt fastened in the topsides and fitted internally with wooden pads.
Through deck mounted eyes for the two running back stays.
All found secure with no signs of stress conditions.
None, but the dinette table can serve as such as and when required.
All found secure and in good order. (Note possible need of additional cleats for sheets)
Located aft and of moderate size constructed of plywood on heavy wooden framing, with high mahogany coamings, self-draining through two cross over drain pipes, each fitted with sea cocks. Fitted with hinged oak locker hatch seats.
Both oak seating in sound varnished condition and all other woodwork in good painted condition.
Cockpit sole sealed and fitted with a plastic screw down inspection hatch to stern gear.
All found in satisfactory condition.
Foam, covered with blue vinyl material in the fore cabin and a blue patterned Dralon type material in the saloon.
All new including the foam and therefore in an unmarked condition.
Plywood estimated to be 5/8th inch covered in canvas and painted.
All found in sound secure order with no evidence of any rot. Wooden knees supportside decks and all found in good painted secure condition with no signs of rot.
Coach roof and fore deck supported by laminated beams which were all seen to be in excellent well varnished condition.
The deck was found secured to the laminated hull moulding and fitted with a mahogany toe rail and through topside fastened teak rubbing strake.
All secure and in good order.
All electric wiring was found to be tidy and all completely renewed.
Tri-colour lantern mounted on masthead and fitted new.
A Yanmar YSE8 single cylinder diesel engine of 8 hp raw water-cooled attached to a reduction gearbox.
All found in a well serviced very clean condition having been completely checked over and any parts needing attention replaced
The engine does not form part of a craft survey.
FIRE EXTINGUISHERS :-
A 1 kg ABC dry powder type is to be installed. A fire blanket seen and found to be satisfactory.
All of suitable size for the type of craft and all seen to be in a well cared for condition with many in keeping with craft of designed vintage.
No floors are utilised in the design of this class of craft, but the hull moulding incorporates a deep long keel section with substantial wooden bearers for the sole boards, some of which found laminated to hull.
All found in sound condition with no signs of weakness or other problems.
Stainless steel sink fitted with a manual fresh water faucet and a gimballed gas cooker, with lockers beneath.
All found in sound clean order.
Cylinder contained in self-contained starboard cockpit locker and fitted with flexible piping to BS 3212. Need for sealing where pipework passes through bulkhead to avoid any leaking gas to drain into the bilge.
Otherwise all satisfactory.
Teak mounted on the saloon cabin coach roofs. Both found to be secure and in a sound well maintained condition.
The main hatch is of sliding mahogany veneered plywood with mahogany framing. Seen to be in sound condition.
The washboards are of 2 plywood sections in wooden runners, with suitable locking facility. Sound.
Fore hatch of mahogany framed acrylic and noted to be newly constructed and in sound secure order.
Hinged solid oak seat hatches fitted either side in the cockpit. Found in a well varnished sound condition and the piano hinges secure.
The moulding is of a single skin polyester resin with a white-pigmented gel coat. Laminates are of chopped strand glass with internal woven rovings having a good glass to resin ratio.
The topsides were seen to be in a good polished condition having been professionally painted during the refit with a white two-pot acrylic, which was all found in sound order, with no signs of any abrasions or damage.
The moulded long deep keel in conjunction with the wooden bulkheads and the sub-divisions of the under berth lockers provide the necessary structural rigidity of the hull moulding.
All were found to be satisfactorily laminated to the internal sections of the hull and secure, with no signs of any stress or weakness.
The hull beneath the water line was closely examined and no visual signs of any previous repairs or damage were found or visual evidence of possible osmosis problems. Hammer test soundings taken on the hull found no cavities or other types of failure within the laminate.
Moisture readings taken using a Tramex Skipper moisture meter set at Scale 1 found the hull to be very dry. In the relative scale of 1 – 100 mainly below 2.
All found in satisfactory condition.
The following instrumentation forms part of the craft specification and were seen installed: -
VDO log (the drive unit replaced during refit)
No depth sounder fitted but transducer noted in hull.
Deep moulded long keel on which is mounted at the base bolted on steel box encased lead. All the bolted on ballast seen to be new together with the respective keel bolts.
All seen to be in sound order.
The ballast/hull moulding joins were seen to be in sound condition, having been attached using Sikaflex mastic jointing between all surfaces.
MAST, BOOM AND SPARS :-
Solid spruce mast, boom, gaff and bowsprit. All found in a well varnished condition. Some shakes seen in mast but were seen to have had suitable attention.
Rigging mast cheeks all seen to be secure.
The mast is deck stepped onto a painted galvanised tabernacle through bolt fastened, which was found secure.
Under deck compression provided by teak post resting on keel. All seen to be sound.
Boom gooseneck and gaff throat in good condition. Wooden eye pads for reefing lines secure on boom.
Tabernacle and under deck compression post secure.
All found to be entirely satisfactory with no signs of compression failure.
PROPELLER & SHAFT :-
Three blade fixed bronze propeller attached to a stainless steel shaft supported at the outer end in a cutlass bearing in a bronze housing fastened to the after section of the long keel. All seen to be secure with no wear in the cutlass bearing.
Noted some small chipping in the outer tips of the blades, but do not consider this a specific problem.
Internal support to the propeller shaft provided by a grease lubricated bronze packing gland that was seen to be secure and in good condition.
PULPIT AND PUSHPIT :-
None fitted to this class of craft.
Two linked diaphragm bilge pumps installed in the port side cockpit locker. One covers the amidships bilge area and the other the aft bilge.
Both found in good condition with all pipework new and operating satisfactorily.
Standing rigging is 6 x 7 galvanised steel with soft spliced eyes for mast attachment, each fitted with Talurit lower ends, consisting of 2 cap shrouds, 2 lowers, running back stays to multi-purchase tackle mounted on aft side decks, fore stay to bowsprit together with Wykham Martin furling gear and an inner fore stay to bumpkin stem head.
All shrouds attached to mast with soft eye ends, kept in place with mast cheek blocks.
Bowsprit fitted with wire bobstay and galvanised steel side strops. All seen to be in good order, with eyebolts for bobstay and side strops securely fastened with through bolting.
All rigging seen to be in sound condition having all been replaced during the refit other than the two caps that were not considered necessary.
Running rigging of pre-stretched braided and three strand polyester. All seen to be good condition having all been replaced.
RIGGING SCREWS :-
Galvanised steel turnbuckles, with some small stainless steel at the bobstay.
All seen to be in good order, with none bent or distorted and suitably fitted with lock nuts, having all been replaced with new.
Lanyards fitted to cap shrouds to be in keeping with original class type rigging and both found in sound order.
Teak forming the outer cover of the hull/deck join at the gunnels.
Found in a well-oiled and secure condition; with no signs of any previous damage other than light scuff marks possibly caused by mooring lines.
The rudder transom mounted constructed of plywood with mahogany upper cheeks fitted with three stainless steel strap mounted gudgeons.
Pintles for rudder hanging of stainless steel through bolt fastened to the transom with the lower to the aft section of the long keel.
All found in secure order with no wear.
The main, jib and staysail were seen to be new having all been made by James Lawrence Sails, Brightlingsea.
A seacocks were found secure having all been replaced during the refit, but the sea toilet outlet and inlet awaiting handles to be fitted.
SHEET TRACKS :-
Only a single bulls eye fairlead seen fitted each side. The need for additional fairleads would need to be established by the purchaser when the sails are hoisted.
Noted a galvanised horse for mainsheet operation mounted on aft deck but not sheeted for using such, but found secure.
Further galvanised steel horse fitted on the fore deck for use as a self-tacking jib, which was also found secure.
None fitted to this class of craft.
STEMHEAD FITTING :-
Painted galvanised bumpkin fitted with a stainless steel bracket with single plastic anchor handling roller.
Small fused switch panel mounted on the companionway bulkhead and all seen in a well laid out condition.
A painted steel diesel fuel tank fitted in each of the two cockpit side lockers.
Both found in a good painted condition and secure and fitted with shut of valves.
A plastic rigid fresh water container located near galley and noted to be new.
Varnished teak tiller which slots into the rudder cheeks. Found in good condition but some staining noted in the wood.
W C :-
Jabsco sea toilet mounted in the heads compartment. All pipework seen to be new and the toilet appears to be in new condition.
Unable to test but all appeared to be in order, but awaiting handles for seacocks.
None fitted but the craft will need some form of sheet handling arrangements, which will need to be determined by the purchaser according to their own requirements. (possibly multi purchase tackles)
Acrylic in alloy frames for cabin sides. All were renewed during the refit and all appeared to be in sound order, with no signs of any water ingress.
Toughened glass in bronze frames port lights fitted in the fore section. All found in a well polished condition.
Fitted to the propeller shaft and seen to be new.
“BRAMBLE” has undergone an extensive refit with many items replaced or renewed. New sails have been made and other than the fitting of sheet fairleads and sheet handling gear nothing was found in need of specific attention, other than those items mentioned in the report, which were drawn to the attention of the seller who has undertaken to complete before purchase.
Any purchaser will be acquiring a craft based on a tradition in first class refitted condition, but offering spacious accommodation for its size and not in need of any major attention.
During the refit all work was carefully recorded and at various stages photographs were taken, which were made available to the undersigned for inspection and confirmation. These were closely studied and no doubt could be made additionally available to any purchaser of “BRAMBLE”.
R B Crawley ................................
17th December 2003
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