Bayliner 245


The client is English, living in the South of France.  They wanted a small but relatively new cruiser to keep moored on the Mediterreanean Coast.  They liked the newer Bayliner 245 model as this appeared to offer the accommodation they required, in package which would be relatively easy and cost effective to moor.   They wanted air conditioning, full canvas and if possible an anchor windlass, plus they wanted the boat delivered to their chosen Marina in France.

The good news is that there are many late model Bayliner 245 available, most with the carbureted Mercruiser 5.0 litre TKS / Alpha 1 drive package.  Though not critical to our client, we favoured boats without bottom paint simply because not only would these show any damage, but also there is much less risk that the expensive drive units will be corroded by salt water or damaged by hidden galvanic currents, common in US Marinas.

Having considered several options we drawn to a clean 2007 boat located with a dealer just south of Orlando, Florida.  This was previously owned by a British citizen who has a holiday home in Florida. He was moving up to a new, larger boat being supplied by the dealer, so both dealer and owner were keen to sell. The boat had white topsides (best for hotter climate), A/C, full canvas, a good windlass and as a bonus, an extended swim platform, along with a 2007 dual axle US trailer.  Engine hours were typically low at just under 100.

A price was agreed along with a charge for a full engine/drive (100 hour) service and a buff and wax (included in purchase).  We sent an inspector to check out the boat and engine/drive and he reported no issues.  Condition wise, he said it was clean as you could expect from a 2007 boat.  Things were looking good.

The client transferred the purchase funds directly to the vendor.

As the client wasn't in a rush and the Dealer was happy to provide free storage, we started to make preparations for the transport, shipping and subsequent delivery to France.  We visited the boat to undertake the CE Marking assessment which as expected went smoothly.  The boat was picked up by our transport partner who delivered the boat to Jacksonville for shrink wrapping and transfer to a new cradle.  The trailer being US specification would not be road legal in the EU and so this was taken from the port and resold (in the US).

Protected by shrink wrap and on its cradle, the boat was now ready for shipping, confident that on arrival we would find the craft both clean and with all its equipment intact.

Shipping would be to the UK initially via Bremerhaven, both to allow the CE non-conformities and AC electric conversion to be addressed and to take advantage of the (then) lower 15% VAT rate.

While the boat was being shipped we completed the files required for the CE marking and sent these off to the Notified Body whilst in parallel preparing the new Owners Manual, Declaration of Conformity, CE plate, new CIN and other labels.  We also discussed our approach to rectifying the non-conformities identified earlier.

Some three weeks later the craft arrived in Southampton to be collected by one of our UK transport partners and taken back to their secure yard for works to commence.  Here we fitted the manual bilge pump, engine room fire extinguisher (FM200 gas) and non-return valves as required.  We also replaced the 120v AC shorepower with a 230v AC European equivalent and added a custom 3.4KvA 230v to 110v isolating transformer along with a new 230v isolating switch.  The transformer, mounted in a steel case, is positioned in the engine room space with cables (marine grade tinned cable) routed through protective conduit.  The output from the transformer feeds into the existing 110v AC panel to minimise the impact of the installation.  No 230v sockets were added at this stage as these would need to be continental style rather than UK style units.  The systems were tested and left to charge the main batteries so that these would be charged on arrival in France.

Shipping charges are typically paid on arrival and again we liaised between the shipper, agent and client to ensure funds were transferred at the right time and that HMRC had the documents they required to determine VAT and import duty requirements.  With the CE documents now ready the boat would be delivered with the three key documents (handed over by the transporter on arrival):

  1. Proof of purchase (Dealer receipt plus Florida Title documents)
  2. Proof of VAT payment (Shipping / tax payment receipt from shipping agent)
  3. Proof of CE compliance (CE plate, new CIN, Owners Manual,Declaration of Conformity and PCA certificate)

The next day (earlier than anticipated) the boat was off to France, still on its shipping cradle and shrink wrapped but this time on a low loader.

Two days later, early in the morning it arrived at the designated Marina. 

In total the client paid just over GBP 32,000 for the boat and our service.  Is he pleased?  As he said to me, "people can't believe I've got a EUR 50,000 boat for the price I paid".  Another satisfied customer then....

Here's some more pictures...

USA - At the Dealer

In Florida
On the Dealers lot Clean and tidy - note the US hire car
Clean drive - no corrosion as never left in water Clean engine space and bilge
Clean interior, neutral colours of later model Checking the drive (engine running)

UK - Having Non-conformities addressed

New skin fitting for manual bilge pump Whale Smartbail manual bilge pump being fitted
Bilge hose strainer (placed under engine) New FM200 fire extinguisher in engine space
230v to 110v AC Isolating transformer installation 230v AC shorepower switch aft of 110v Panel

France - Arrival and Preparation for Launch

Ready for lifting off transporter Having taken the shrink wrap off


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