Description and Identification
Lady Vivien is an Oyster 26, from the design of Holman & Pye and production built by Oyster Yachts.
The year of build is stated as 1979, this was not confirmed.
Principle dimensions:
Length overall: 26ft 2in
Length waterline: 22ft 9in
Beam: 9ft 10in
Draft: 4ft 9in
Displacement: 2.9 ton
This report was prepared on the 27th July 2021 by Mark McGarry Accredited Member YDSA for & behalf of NW Surveying Services Ltd. nwsurveyingservices.co.uk
The grp (glass reinforced plastic) hull form is of round bilge with a raked stem and transom stern. A fin keel is fitted, with a transom hung rudder. The superstructure consists of fore and side decks, with a tapered low line coach roof and aft cockpit. The rig is fractional Bermudan set on a deck stepped mast. The auxiliary engine is installed beneath the cockpit and is connected to a sail drive.
Survey Conditions
This report is a factual statement of the examination carried out within the stated limitations and with the opinions given in good faith as far as seen at the time of survey. It implies no guarantee against faulty design or latent defects or the suitability of the vessel for any particular purpose. The surveyor’s responsibility for this report is solely to the instructing client and to no other third party unless otherwise specified and agreed in writing. The vessel pre-dates any requirement to conform to the RCD (Recreational Craft Directive). The
inspection did not include an assessment or guarantee of compliance with the requirements of any particular
Authority. If any dispute arises it shall be submitted to the exclusive jurisdiction of the courts of England and
Wales.
Survey Limitations
We have not inspected woodwork or other parts of the structure, which are covered, unexposed or inaccessible and we are, therefore, unable to report that any such part of the structure is free from defect. It must therefore be clearly appreciated that significant areas of the internal surfaces of the hull and deck remained unavailable for close examination due to the normal presence of deckhead and side linings, locker, and stowage linings, fastened down sole boards and other fixed elements of the construction.
Insignificant or cosmetic defects of only a minor nature and consistent with age, type or construction have not
been described or listed in detail.
The vessel was inspected ashore supported on a steel cradle allowing good access to the topside and bottom other than in those areas beneath the cradle supports.
As the spars and rigging are stepped only those parts up to head height have been examined in detail, opinions to the remainder of the rig are based on limited sightings only.
The machinery has been inspected visually; no dismantling was undertaken, unless otherwise stated. With the vessel ashore the engine was run briefly, however; the mechanical condition of the machinery is beyond the scope of this survey. It is always recommended that the engine is inspected by a suitably qualified marine engineer.
Skin fittings, sea valves and glands have not been dismantled or leak tested.
The functioning of the electronic equipment and electrical systems has been examined where visible, but has not been operated, except where otherwise stated.
The gas installation has been examined where visible but has not been operated. This can only be assessed and reported upon by a qualified gas installation engineer; therefore, any comments in this report are for guidance only.
Particulars such as registration numbers, engine model and type, tonnage, build year and dimensions are normally stated as advised or as exhibited aboard the vessel, and have not been verified unless otherwise
Condition Report
1. Hull
The hull is constructed of grp, with longitudinal stringers to the hull sides and in way of the keel, additionally stiffened by the bonding in of bulkheads and locker dividers. The exterior of the topsides is finished in a yellow two-pack spray applied paint with a black band below the deck edge and a black boot top, the
underwater area is finished in black antifouling.
T To op ps si id de e: The topsides have been visually inspected and lightly tap tested, this showed the topside to be fair and free from significant defect with no evidence of delamination. The paint to the black band is flaking in a few places, and faded, the yellow paintwork still of good appearance and the only notable damage was as follows:
1.1 Three 4in diameter star crazes to the starboard bow, these caused by the bow panel flexing over a hard point caused by the anchor locker bulkhead, the crazing gives no indication of extending into the laminate so of only cosmetic concern.
I Interior: Inspection of the interior surface of the hull was limited by the internal linings, where possible all accessible locations have been examined, the visible laminate is sound. The various stringers and structural members where visible where in a sound condition.
Underwater Area: : The underwater area was visually inspected and lightly tap tested; no significant damage was noted. Where the antifouling had been removed an epoxy coating was found, this understood to have been applied in 1988, the epoxy had been smoothly applied and, in the areas, inspected was still well adhered.
1.2 The antifouling is flaking in many areas. It is recommended to obtain a better finish that the antifouling is careful removed prior to any further applications.
1.3 There is concavity (of around 4mm) to the hull just aft of the keel. When the vessel is laid up ashore as the vessel is quite shallow bilged care needs to be taken on how the hull is supported, to ensure that all the hull
weight is not taken on the keel, and that more weight is taken on the back cradle supports at a bulkhead or a centre stand is fitted, again lining up with some internal support. Inspection externally does not show any stress cracking and hammer sounding did not detect any delamination, inspection internally showed no signs of consequential damage, the structural members over the keel with no signs of movement. It is suspected when the vessel is back on the water the hull will go back into shape, however it is recommended when the vessel is lifted for launch that the hull is monitored for any excessive movement and the keel given the waggle test to ensure there is no significant signs of flex from the hull.
The antifouling has been removed in a few random locations to expose the underlying gel coat. Moisture readings were taken with a Sovereign Quantum marine moisture meter (shallow readings using the %H2O scale) the readings at between 9 and 10. A few random moisture readings were also taken from the topsides to use as a comparison these at between 8 and 9.
Understanding the moisture readings.
Readings are not actual percentages but a relative reading on a scale of 0 >25.
0 > 5 new boat. 5 > 10 very good. 10 > 14 moderate/acceptable. 15 > 18 Moderate/high. +19 Probable
Osmotic condition.
On the underwater surfaces where the antifouling has been removed, there are no visible signs of osmosis related defects, the moisture readings are well within normal expectations for the age of the vessel and compare favorably with the dry topside readings.
2. Superstructure
The superstructure is constructed of grp, and finished in a white gel coat, the decks and cabin roof are believed to be stiffened by encapsulated balsa and finished with a moulded-in raised non-slip pattern which has been over fitted with grey Treadmaster, the deck edge fitted with a teak toerail and between the 2nd and 3rd
stanchions, a section of alloy toerail. The mouldings are of reasonable appearance with only normal wear and tear, the gelcoat however is of weathered appearance with a few areas of hairline stress crazing, the most notable areas are listed in 2.1. The underside of the superstructure is mainly hidden behind headlining. Where possible a few locations were examined, and the visible laminations are well wetted out and no defects found.
2.1 Minor stress crazing to the deck in way of the 1st and 3rd starboard stanchion bases and 3rd port, this probably a result of the stanchions been overloaded when they have been used as handholds, the footprint of the bases quite small. The deck is flexing slightly in way of the bases, ideally the deck would be reinforced with a large backing plate under, and the stress crazing would ideally be opened out and filled with a matching
gelcoat.
2.2 The teak toe rails are weathered but still sound, the port alloy toerail dented at the top edge.
3. Hull/Superstructure Joint
The joint is formed at the gunwale with a flange with teak and alloy toe rail through bolted, the joint is bonded internally. As far as can be established the joint is sound.
4. Ballast Keel
The cast iron fin keel is secured to the integrally moulded keel stub with seven stainless steel studs, with associated nuts with backing plates. The fastenings appear to be fully hardened up and of clean appearance on the interior, sample fastenings were not removed for inspection. Inspection showed no signs of stress crazing from flex to the keel stub, and no sign of stress or movement to the internal hull reinforcement arrangements,
and no indications of leakage from the fastenings (but should be checked with the vessel afloat).
4.1 The keel hull joint was showing some movement, most noticeably to the front for a length of a 14in, with
lesser indications further aft. Some movement/flex of the keel hull joint is inevitable with a deep keeled yacht such as this, it is recommended that the fairing filler/sealant in the joint is raked out along the whole length and then refilled with a polysulphide sealant such as Sikaflex 290. It is also recommended that the torque of the fastenings is checked.
4.2 The keel showed only minor rust spotting through the paint work, these areas can be cleaned back and then suitable primed.
5. Bilge, Internal compartments, and voids
All the portable boards were lifted, the bilges, voids and compartments all examined where accessible. The bilges, voids and compartments were all clean and dry.
5.1 It is recommended that an absorbent mat is fitted in the bilge under the engine; this will collect any oil or fuel leakage and prevent it from being discharged over the side when the bilge is pumped.
6. Bilge Pump Installation
A Henderson manual pump is fitted in the cockpit locker and operated from the cockpit through a gaiter, plumbed with Pvc hose and secured with stainless steel hose clips with its suction from the main bilge with a strum box fitted and discharging through the transom. This pump is of an adequate size and appears to be in a serviceable condition, however it was not tested.
6.1 It is considered essential that a second means of pumping is fitted (rated at a minimum of 8 gallons per minute) this could be either a second manual pump or a 12v submersible pump. If a submersible pump was to be fitted, the pump could have a float switch and be wired through its own fuse directly to the battery so when the vessel is left, and the batteries are isolated the pump will continue to operate.
7. Bulkheads and Bondings
The bulkheads and locker dividers are of plywood, the hull lining of grp. Inspection of the bulkheads and structural members was limited in many places by the internal grp mouldings, where possible all accessible locations have been examined, and where accessible they are structurally sound.
8. Cathodic Protection
A ring anode is fitted to the sail drive casing with an anode to the propeller, it is recommended that both are replaced prior to launch. It is recommended that aluminum anodes are used in preference to zinc, which will suit the brackish waters of the intended mooring location better.
9. Chain Plates
The forestay is attached down to the stem. The caps and lower shrouds are attached to stainless steel brackets
that pass through the side decks and are then through fastened to substantial glassed-in webs. The backstay is
attached to a strip plate bolted through the inside face of the transom. The reinforcement arrangements on the
underside of the superstructure appear to be adequate, where accessible.
9.1 A straight edge was used on deck to check for lift to indicate movement from the main shroud plates, with some lift noted, inspection internally showed no sign of movement from the chainplate or the fastenings, however there was no access to inspect the hull web with the linings in place. It would be prudent to strip the linings back to allow a full inspection of the web and its attachment to the hull, it is suspected the lift is likely
caused by take-up of tolerances overtime., it is recommended with the vessel sailing on a close-hauled course in a reasonable amount of wind, the deck is checked for any further lift which if there was would then indicate something of more serious concern.
10. Cockpit
Formed in grp as part of the superstructure and self draining through two 1.5″ outlets to the transom, the
cockpit seats with a moulded-in non-slip, the sole with Treadmaster. Lockers are incorporated beneath both
side seats, and secured with hasp, staple and padlock, a gas locker is fitted to port and aft. The structure is sound; the gelcoat is weathered but sound. A Plastimo magnetic compass is mounted in the cockpit.
10.1 The clips securing the hoses to the cockpit drain were showing some corrosion and should be replaced with stainless clips.
11. Deck Fittings
Consisting of a stainless-steel pulpit and pushpit. A single stainless bow roller, alloy mooring cleats and fairleads. Alloy stanchions and bases with plastic covered guard rail wires. Plastic/alloy and stainless-steel deck fittings with Spinlock and Barton rope clutches and alloy wrap round cleats. Lewmar winches self-tailing to the control lines and genoa sheets, with alloy jib and main sheet tracks, stainless handrails, etc. These
fittings are of an adequate size and are of a suitable type, and all in working order, they appear to be securely fastened, but in most instances the undersides of the fastenings are concealed by fitted lining and furniture, therefore the adequacy of the fastening arrangements cannot be confirmed.
11.1 The deck fittings would all benefit from a wash out, and then lubricating.
12. Electrical Installation
The 12v DC system is supplied from two 12v batteries. The batteries are stowed under the forward end of the
quarter berth, the batteries are secure, and the compartment ventilated. Charging is from the engine driven
alternator. The batteries are wired as separate banks through a rotary selector switch with a fused switch panel
at the navigation station. Navigation lights consist of a tricolour masthead light, a bicolour light mounted on
the pulpit, a stern light mounted on the pushpit, and a combined deck/steaming light on the forward face of the
mast. A 240v shore supply is first wired through an RCB and then to a single socket. There is a standard
compliment of interior lights plus the following equipment:
Stowe wind speed and direction.
Stowe Navigator 2 speed and log.
Stowe Navigator VMG
Seafarer 501 with cockpit repeater.
Seafarer Seavoice 550 Vhf radio.
Nasa Target Navtex.
Raytheon ST2000+ tiler pilot.
Garmin GPSmap 176c.
Goodman radio/cd player with speakers.
Decca Navigator IV.
B&G Homer Radio direction finder and long wave receiver.
240v battery charger.
The 12v installation and equipment has been switch tested only, the correct navigational functioning of the
electronics was not confirmed. The 240v shore power was not tested. Where accessible the installations and
wiring are mostly in accordance with accepted practices.
12.1 The master battery switch is worn and not always isolating the batteries, replacement is recommended.
12.2 The Decca Navigator IV is now redundant, the Decca chain closed years ago, but it is understood the unit
was converted to Gps, however the unit did not power up, so this was not confirmed. The Raytheon tiller pilot
did not power up. The B&G RDF did not power up.
12.3 Above the isolator switch there was a box with three way switch and a 12v socket fitted, the use of the
switch was not established.
13. Engine Installation
A Volvo 2010 twin-cylinder diesel S/N 666643 5102207840 is coupled to sail drive. The engine is installed on
flexible mounts, onto a glassed in grp moulding. The engine is indirect cooled; the wet exhaust incorporates a
water lock and discharges overboard via high loop through the transom, all the joints are double clipped. The
exhaust injection hose is looped and fitted with an anti-siphon valve. Single lever remote control are fitted in
the cockpit; the control panel mounted in the accommodation, engine hours 417.7. The engine externally was
of good appearance, the accessible hoses, clips, and belts sound, with no significant defects apparent in the
installation. The engine mounts are in a satisfactory condition in as far could be ascertained with the engine in
situ. The engine was run briefly, the engine started easily with only a small amount of smoke and then ran
smoothly, the engine was operated ahead and astern, there was a good quantity of cooling water from the
exhaust. The mechanical condition of the engine was not considered.
13.1 It was noted that the raw water intake has no filter fitted; which would be now normal practice, Vetus
supply a suitable filter.
13.2 The raw water hose has been disconnected from the pump to facilitate running the engine ashore.
14. Fuel Installation
The stainless steel fuel tank is fitted under the cockpit sole aft of the engine, only the front was accessible for
inspection. The tank is filled from the cockpit sole. The supply is of copper and neoprene, the return in braided
Pvc. A fuel filter/water separator is fitted. The tank has not been pressure tested, but the visible parts were
clean and in good external condition with no obvious leakage. The fuel has not been tested for contamination.
14.1 The braided Pvc fuel hose used for the return with age become brittle and not fire proof and should be
replaced with neoprene hose complying with ISO7840.
14.2 It appears there is no fuel shut-off at the tank. Ideally a valve would be fitted to allow the fuel supply to
be isolated in case of emergency, ideally this would be arranged so it can be operated remotely.
15. Fire Fighting Equipment
The following equipment has been seen onboard: a Firemaster 600g dated 1987, a Firemaster 2kg dated 2000,
and a IVG 2kg dated 2012.
15.1 The RYA recommends a vessel of size should carry a minimum of two portable fire extinguishers each of
at least 2kg capacity and a fire blanket mounted adjacent to the cooker. Fire extinguishers have a warranted
life of five years; the present extinguishers should be discarded. The extinguishers should be securely fitted in
an easily accessible position.
15.2 It is suggested that a small aperture is made into the engine compartment from the accommodation and
fitted with an easily removable bung, to enable a portable extinguisher to be injected into the engine
compartment, in case of fire. Alternatively, an auto extinguisher could be fitted.
16. Fresh water Installation
A flexible water tank is fitted beneath the port settee berth. It is connected to a manual pump at the hand basin
and galley sink. The tank was empty, so the water system was not tested.
16.1 It is recommended that the tank and pipe work are cleaned and sterilised before use.
17. Gas Installation
A two burner Plastimo Coral cooker with grill is mounted on gimbals at the galley and is supplied by a
Camping Gaz cylinder stowed in a drained locker in the cockpit. The supply tubing is copper with flexible
connections to the cooker and cylinder, an isolator valve is fitted behind the cooker. The copper supply tube
could not be inspected as access was restricted by internal furniture and linings. The gas system has not been
operated or pressure tested.
17.1 Flexible hoses should be inspected regularly and as is now common practice should be replaced every
five years irrespective of condition, no date could be seen on the hose to the cylinder, the hose to the cooker is
dated 2011. The replacement hoses should comply with BS3212/2 or equivalent. There are signs of corrosion
to the regulator; it is now commonly recommended that they are replaced every ten years, irrespective of
condition.
17.2 Presently the copper supply pipe from the cooker runs aft into the starboard cockpit locker and is then
joined to a neoprene hose into the gas locker. The LPG code of practice recommends that gas hoses should
kept to a minimum length, the flexible hose should be replaced with copper, and then sealed through the gas
locker side with a gas tight gland.
17.3 The gas locker drain hose and its associated fitting were not accessible, it would be prudent to inspect.
17.4 At present the required minimum ventilation is not fitted to the accommodation, when the cooker is
operated a portlight, hatch or the companionway should be opened.
It is recommended periodically that the gas installation should be inspected and tested by a suitably qualified
engineer who is conversant with PD5482 Part 3: 2005 ‘Butane and Propane gas burning installations in boats,
yachts and other vessels.’ It is also suggested to improve the safety of the installation that a gas alarm is fitted.
It was noted that the cooker is not fitted with fail-safe devices on the burners as is now required for all new
cookers fitted after 2000.
18. Sea valves, Skin Fittings and Hoses
Consisting of a bronze plunger type valve for the toilet outlet, with ball valves to the rest, and a plastic nylon
log transducer. The pipe work is of Pvc and neoprene, double fastened with stainless hose clips. The valves
have not been dismantled, but have been hammer tested where accessible, externally the skin fittings have
been hammer tested and patches of antifouling have been scrapped back to allow inspection, the valves and
fittings were aggressively tested inside the boat for security in the hull. The valves, skin fittings and hose tails
should as part of periodic maintenance be removed and dismantled to allow a full inspection.
Location as follows of the underwater sea valves:
Toilet inlet: forward end of the port settee berth.
Toilet outlet: as above.
Galley sink discharge: in the locker under the galley.
Engine cooling inlet: port side of the sail drive flange.
Log transducer: under the toilet plinth with a blanking plug.
18.1 The toilet inlet valve, the galley sink outlet valve and engine inlet valve are nickel-plated; this indicates
the valves are likely to be brass; brass is not a suitable material for use in seawater as it is very susceptible to
dezincification. While the nickel plating is in good condition the valves are fine, but if the nickel plating is
damaged or of poor standard the brass is then exposed to corrosion. Presently the valves visually look okay,
however replacement is soon recommended, the replacements should be of bronze, DZR or composite plastic.
18.2 The access to the engine valve was poor, this ideally would be improved.
19. Toilet Installation
A Par ITT sea toilet is fitted, plumbed with reinforced Pvc hose, and secured with stainless steel hose clips.
The toilet appeared serviceable but was not tested.
22.1 The inlet and outlet hoses are formed into anti-siphon loops, the height of the loops above the static
waterline only. The safety of the installation would be improved if the hoses were increased in height to above
the heeled waterline and fitted with air break valves, this would be in line with the manufacturer’s
requirements. Otherwise, the valves should always be closed after use when at sea.
20. Hatches
The Lewmar alloy framed forehatch is hinged on its forward edge and is secured closed onto a rubber seal by
two locking levers, a Lewmar hatch is fitted in the main cabin, secured with a single lever. The glazing to the
hatches was crazed, this is common and of primarily a cosmetic concern, and withstood the surveyor’s weight
and showed no sign of leakage, the hinges and latches all operated satisfactory. The main hatch consists of a
grp sliding horizontal hatch and vertical plastic wash boards, secured with a heavy duty hasp, staple and
padlock. There was some stress crazing to the front edge of the grp hatch, and to the edge of the garage, but of
cosmetic concern only.
21. Windows and Portlights
The cabin side windows consist of externally fastened and bedded pieces of Perspex, all were sound but have
not been tested for water tightness, but with no recent traces of leakage seen.
22. Interior
The accommodation consists of two cabins, providing up to five berths, in addition there is a galley,
navigation area and walk thru toilet compartment. The bulkheads and furniture are constructed from teak faced
plywood, trimmed with teak. The upholstery to the forward berth and quarter berth are in a beige leatherette,
and to the saloon with a blue cloth with silver detail. The deck head, cabin side and hull linings are of foam
backed Pvc. The cabin sole boards are of hardwood faced plywood. The furniture and furnishing are clean and
sound, the woodwork is of good quality and well finished.
23. Mast and Spars
Examined with the mast stepped. The anodised aluminium alloy spars consist of a single spreader mast with a
slab reef boom, both manufactured by Kemp. The accessible parts of the spars are undamaged except for
weathering and minor abrasions to the anodising, all accessible fittings are secure and serviceable. A Kemp
spinnaker pole was stowed on deck, this showed no defect.
23.1 It is suspected that the mast may have been left standing for a number of years, it is commonly
recommended that masts are unstepped at least once every three years so that the inaccessible parts can be
inspected.
24. Mast Step and Support
The mast is deck stepped on a tee section alloy plate on the cabin roof, with support provided by the main
bulkhead and an alloy post down to the hull. A straight edge was used to check the mast plinth, compression
pole and bulkhead, with no sign of significant disturbance or deterioration noted in the supporting structure.
25. Rigging
The standing rigging is of 1 x 19 construction in stainless steel wire with roller swaged terminals, the rigging
screws of chromed bronze and stainless steel. It is understood the rigging was last replaced in 2008.
25.1 For reasons of fatigue replacement of the standing rigging is now commonly recommended at between 10
and 12 years dependent on usage and type.
Most of the running rigging has been removed, only the main halyard remaining, this is of braided rope and
weathered.
26. Sails
The sail were not examined.
27. Canvas Work
A red acrylic hatch canopy is fitted on an alloy frame, it was weathered but serviceable
28. Steering Gear
The grp spade rudder is transom hung, fastened with stainless steel rudder fittings, steering by means of a
varnished hardwood tiller with alloy ladder extension fitted. The rudder blade was sounded with a light
hammer with no delamination noted. There was only minor wear in the rudder hanging and considered well
within tolerance. The tiller and extension in good condition.
29. Stern Gear
A two-blade Volvo folding propeller is fitted to a Volvo Sail drive unit. The propeller was free from damage
and showed no dezincification, with no significant wear in the pivot pins. The sail drive casing was
undamaged and free of corrosion. The oil condition and level was not checked.
29.1 The warranted life of the sail drive seal is seven years; there is no record that it has been recently
replaced.
30. Ventilation
Ventilation is provided by a Tannoy type vent fitted in the forward cabin, and a cowl vent in the main cabin.
The engine ventilated from a grill vent in the cockpit aft face.
31. Ground Tackle
Consisting of a 10kg Delta anchor shackled to a length of 5/16” galvanised short link chain and then to a
length of 14mm multiplait nylon warp all stowed in the drained bow locker. The scantlings of this tackle are of
a suitable size for this vessel in normal use, however the chain and warp have not be removed for inspection or
measured.
31.1 The anchor chain is showing much corrosion and should be replaced.
31.2 The carrying of a suitable sized second/kedge anchor is recommended.
32. Safety Equipment
The vessel’s safety equipment has not been considered during this survey, the vessel should carry suitable
safety equipment for the type of use and area of operation.
33. Cabin Heating:
An Eberspacher D1LC diesel heater is fitted in the cockpit locker, exhausting through the transom, the warm air
ducted to the cabin. The fuel supply is taken from a dedicated portable plastic tank in the port cockpit locker.
33.1 The heater powered up, the fan was working, the pump heard to be running, but the heater did not fire up,
this may be as the temperature in the cabin was above the highest setting on the thermostat, however these
heaters are notoriously unreliable, and may require servicing repairs, which can be quite costly.
33.2 The alloy ducting protecting the exhaust has split, and should be repaired, this could be by using heat
resistant foil tape.
34. Observations
Following the survey of Extra Stout, a few defects and omissions have been found, the main defects
considered from a monetary point of view will be the replacement of the standing rigging and sail drive seal.
Of the other defects noted, all are suggested for attention to maintain the craft in good order and safe
operation, follows is a summary of the most significant faults which from a safety point of view are
recommended for attention in the near future:
1. Fitting a second bilge pump system. (6.1)
2. Replacement of the battery master switch. (12.1)
3. Updating the firefighting equipment. (15.1)
4. Attention to the gas system. (17.1-17.3)
5. Replacement of the standing rigging. (25.1)
6. Replacement of the sail drive seal. (29.1)
7. Replacement of the anchor chain. (31.1)
This report was prepared on the 27th July 2021
by
Mark McGarry Accredited Member YDSA
for & behalf of NW Surveying Services Ltd
nwsurveyingservices.co.uk