Sports Boat & RIB magazine October Preview

Contents OCTOBER 2009

Inside . . .

09 Word from the water

29 RYA Fronts Up

43 From boat to barbie

UK boat builders give sneak previews of new boats for 2010 . . .

What is RYA doing about cheap imports from America?

Catch it, cook it, love it . . .

15 Race update

30 Pub watch

Local rookie ramps up the plaudits at Guernsey’s Basic Race

The quest for the UK’s best boating pub continues

The simple way to get started in recreational wakeboarding

17 Kit of the month

33 LDB Wake School

Top tunes, action man watches and other top gear for your Christmas list

It’s like Alex Ferguson training your kid’s Sunday team

20 Word from the web

37 RYA Motor Cruise 2009

The forum users on boat upgrades, diesel power and happy holidays

The 16-strong fleet heads cross-channel to Guernsey, Carteret and Cherbourg

23 Pascoe Dynasty

41 North Wales Boat Show

John Cooke gets to grips with one of the UK’s most famous boating families

High jinks and haggling at the second North Welsh exhibition

51 Cable Guy

89 Gunning for the Gulf Island hopping off Dubai on a 55-foot charter boat

96 Skipper’s tips Beach your boat without the worry

99 Weather watch Cutting edge kit for weather prediction

105 The Survey Says . . .

Could this really be the best money you ever spend?

37 Cross-Channel capers Place private ads for free at www.sportsboat.co.uk

SB&RIB I

kit

KIT OF THE MONTH

news of the latest boating gadgets AND GIZMOS

Musto for the missus

Life is an ocean rave Clarion has introduced what it describes as “the marine industry’s first watertight multimedia head-unit.” The Clarion CMV1 aims to provide a fully integrated AV experience, with a 3.5-inch TFT full colour display. It offers DVD-video and DivX as well as iPod Video playback capabilities. The Bluetooth-ready CMV1 also offers one-year back-up memory so radio presets are not lost even if the boat is in seasonal storage and, with rear panel AV inputs and outputs, you can expand your system as your boat demands. It can be operated with either a wired or wireless remote control, also available from Clarion. It’s expensive but, for the right boat, it’s a very capable starting point indeed . . .

Since its introduction two years ago, Musto’s BR1 range has given UK boaters the option of effective inshore protection in a unisex package at an affordable price. But the new version has been updated to provide a BR1 Channel Jacket designed specifically for women.

It retains all the key features of the unisex original (roll-away adjustable hood, fleecelined collar, doublecuff fastening, double storm flap, handwarmer pockets and Musto prismatic reflectors) but it comes with tailoring better fitted to a woman’s shape. Made from a nylon-faced, hydrophilic-coated fabric, which is waterproof and breathable, it can be teamed with the matching BR1 trousers. The trousers, like the jacket, are available in both unisex and ladies’ sizes, making it very useful gear as we move into the autumn season.

Head unit price: £629 01793 870400 www.clarion.co.uk

Price: £150 (matching trousers: £90) www.musto.com

DC Master

Dive Master

Mastervolt has introduced a new model to its 11-strong range of coverters. The DC Master is a low-cost DC-DC converter that provides stable and constant output voltages under a wide range of inputs and load conditions. What this basically means for us boaters is that you can run 12-volt equipment from either a 24-volt or 48-volt ship’s supply, with the peace of mind that the electronics will be fully protected from voltage spikes. This is particularly useful for hybrid applications, where a 12-volt engine control draws from the motor’s 48-volt battery bank. The compact converter is built from attractive anodised aluminium, it’s silent in operation, and it’s very easy to install. Each one is supplied with a mounting kit and an operator’s manual and it comes with a two-year warranty.

The new Victorinox Swiss Army Dive Master 500 Mecha is designed to combine the functionality of the Dive Master Black Ice and the technical performance of Swiss-made mechanical self-winding movement. This high-end movement was formerly available only as a limited edition but the new watch builds on the success of its predecessors, with huge luminous hands and date window for easy legibility plus a redesigned dial with more structure and detail.

A see-through back allows you to see the mechanical movement, while the style can be tailored with four different styles, including two new colour editions with matching orange or red dials and rubber straps. It’s a very striking cut-price alternative to some extremely exalted brands.

Price: £835 www.victorinox.com

Price: From £46 www.mastervolt.co.uk Place private ads for free at www.sportsboat.co.uk

SB&RIB I 17

R YA f r o n t s u p

What does the RYA do to tackle illegal imports from the USA? Sam Jefferson addresses this month’s reader’s question on behalf of the RYA . . .

Cast your mind back a couple of years and you will remember a golden time when Sterling was the Old Speckled Hen of the monetary world - strong, dark and creamy.

Well okay, perhaps not creamy - or even that dark - but it was strong and we knew it.

It was during this period, with the US Dollar akin to a pint of lager shandy, that US imports really started to flow into the UK. This seemed like good news for the UK boater as it meant we could get our hands on some nice cheap boats but it also meant there was a serious risk of picking up some shoddy goods. Imports are not inherently unsafe but the fact is that they won’t necessarily comply with our safety regulations over here and that represents a problem.

So what is the RYA doing about it? Well, we’re not out patrolling the English Channel searching for illegal boats if that’s what you’re thinking. Thankfully the RYA is not the Police or Trading Standards. The RYA is, however, pretty hot on safety at sea, as a cursory glance through an RYA training syllabus will prove.

And to that end, providing advice and support to boaters are our main aims.

When it comes to buying an imported boat, the RYA has a wealth of knowledge at its fingertips and we are always willing to share. Obviously if you are an RYA member, this advice will be even more thorough but, either way, by providing advice on the pitfalls of buying a US import, what we are effectively doing is discouraging the practice.

The two main pitfalls we

discuss are compliance with the Recreational Craft Directive (RCD) and payment of VAT and import duty. Let’s start with the RCD. This is not dissimilar to an MOT on a car and ensures that the boat meets certain requirements in terms of construction, emissions and so on. It dictates that any pleasure boat of between 2.5 and 24 metres in length, built or imported into the European

Economic Area after 1998, has to conform with certain safety regulations laid out by the RCD. Since 2005, the RYA has been a notified body for the RCD and this means that we can carry out an assessment on boats brought into the UK to ensure that they are RCD-compliant. If they are, we can issue your boat with a CE mark to show it has met certain safety requirements.

This is an important service, as, in the case of a second-hand boat imported into the UK, it is the responsibility of the person who puts the boat into service to ensure that it is legal. An RCD assessment by the RYA does come at a price but it’s not an exorbitant one and it is available to RYA members and non-members alike. So while the RYA is not involved with policing our waters to hunt down illegal

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imports, we are heavily involved in the technical side of ensuring that imported boats are up to scratch.

In addition to this, there is the VAT and import duty to consider.

If you buy a cheap US import and it hasn’t had VAT paid on it, you could find yourself lumbered with a heavy bill courtesy of HM Customs. So what is the RYA doing to prevent that kind of practice occurring? Well, all we can really do is make you, the potential customer, aware of these problems through articles such as this.

If you are an RYA member, you will also have our legal team at your disposal. They can give you the full run down on what to look for and the hoops you need to jump through.

Basically then, although the RYA is not a law enforcer, it is doing its bit to help manage the inevitable influx of imported boats. And yes, we would like to discourage it but, when times are tough and Sterling is about as strong as Ginger Beer, there’s only so much you can do . . .

For a full explanation on the RCD and the pitfalls of importing a boat, go to www.rya.org.uk or email rcd@rya.org.uk.

Do you think this is a good enough answer?

Have your say by registering for the onlne forum at www.sportsboat.co.uk.

Log on and find out about next month’s hot topic . . .

SB&RIB I 29

LDB Wake School Fresh from his Loch Lomond oddysey, Matt Crowhurst heads back down south to visit a Wakeboard School that is building a big buzz on the UK scene . . .

W

ith the sport of wakeboarding growing at unprecedented speed, the range and scale of facilities in the UK are also being pushed to improve. It’s a natural phenomenon that, as demand increases, supply follows suit, but of all the new venues to emerge in the last couple of years, the LDB Wake School is the one generating the biggest buzz right now.

The school is Lee Debuse’s new baby for 2009. He’s a long-term Pro and one of the highest profile riders on the UK and European scene. Lee has been resident at John Battleday Waterski cable and

boat park (or Thorpe Lakes, as it is also known) since he started riding - and this place, a fine venue in its own right, has

Imagine Sir Alex Ferguson training your son’s Sunday football team and you start to get the idea . . . been the base from which he has risen through the cable and boat ranks.

At just 19 years old, Lee has done something special by creating a very Place private ads for free at www.sportsboat.co.uk

healthy excitement about boat riding again at a site that has a long history of producing some top-notch cable riders. With a Super Air Nautique 220 pumping out a rather large dose of wake, some superbly sheltered space directly opposite the cable lake, access to a complete range of demo Gator Wakeboards and top class coaching, Lee has everything in place to make LDB Wake School a huge success.

Since kicking things off at the start of the 2009 season, Mr Debuse (also known as LDB) has been working flat out, encouraging a new influx of boat riders, as well as inspiring some of our > SB&RIB I 33

Cross-channel capers

What better way to take your first cross channel trip than in the company of an RYAsponsored fleet. Sam Jefferson was there . . .

I

t doesn’t matter whether you’re the captain of a cross-channel ferry, a yottie, or a sports boater. The first time you head out across the channel is a big deal and anyone who says otherwise is either lying or slightly mad. It may only be a short stretch of water, but the psychological barrier of turning your back on Blighty and heading out into the unknown is a big event.

After all, this short stretch of water is also one of the busiest shipping lanes in the world and benefits from the gloriously unpredictable British weather. To add insult to injury, when you get to the other side you are generally confronted with a nation so bewilderingly indolent that you may simply want to throw your engines in reverse and head for home again . . .

Reassurance It was with this in mind that the RYA set up its Motor Cruise some 14 years ago.

Basically it’s a friendly way to cross the Channel with the backup and reassurance of the RYA’s support vessels and resident seafarers, spearheaded by the RYA’s Motor Cruising Projects Manager, Andrew Norton.

Andrew explains the concept of the Motor Cruise: “The basic premise behind it is to give people the confidence to head out across the Channel and we do that by providing help and reassurance from the RYA support staff. Going across the Channel for the first time is a really big deal and, besides providing participants with a reassuring presence, we can also provide them with tips on passage planning, Place private ads for free at www.sportsboat.co.uk

equipment to take and mechanical backup. We’ll take all kinds of powerboats, including RIBs, although you do need to have a boat of at least 25 feet or so.”

This year a fleet of 16 boats headed out from Poole on 25 July and took a route which included stopovers at Poole, St Peter Port, Carteret and Cherbourg.

Typically, a bit of weather dodging was required but, fundamentally, the trip went off without a hitch and three new skippers were issued with their ‘First ChannelCrossing’ certificates.

The first timer One skipper who deserves a special award was Nick Hyde who, along with wife Ann, made his first channel > SB&RIB I 37

From boat to barbecue

O

ur goal was a simple one.

Catch fresh sizeable fish of premium quality and get them prepared by a top local chef from the city’s premiere seafood restaurant, the Waterfront. And our crew for this task couldn’t be better. With 84 years of angling experience between them, the Happy Days crew (under skipper and uncannily gifted angler Aaron Lidstone) was a crack team of pollock-pulling experts . . .

Sourcing the Fish Feeling a little green behind the gills when it comes to sea fishing, I was anticipating long periods of bobbing around at sea interspersed with occasional showers. Our weather window was a shade on the grey side. I was, however, in for a wake up call as to what yields can be had from nature’s table - if you

Setting off from Mount Batten in Plymouth, we were in hot pursuit of a catch for the hatch and gills for the grill. Russell Welton reports on the perfect beach barbecue . . . are in the right place at the right time and if you know what you’re doing with professional fishing equipment. But that’s not to undervalue the experience Aaron has gained from doggedly working these and other waters, often trying new techniques, locations, equipment, rigging, times and weather conditions. After all, his adventurous and explorative approach has seen him make plenty of new and rewarding finds. And it’s also seen him come second overall in the European Federation of Sea Anglers competition held in July. He has won professional Place private ads for free at www.sportsboat.co.uk

sponsorships and now owns his own chartering business and custom-modified Corvette craft. He has landed a 24lb specimen of the elusive blond ray off the south banks of the Salcombe estuary and eels that make tree trunks look like matchwood. Aaron’s fishing colleague, Bill, also has seven gold medals for catching eels of 75 pounds or more and is hunting his target eel of 100lbs. To date his record is 84lb, which is enormous . . .

The credentials of our crew well and truly proven, we move out from the spit of land called Fisherman’s Nose and > SB&RIB I 43

Cable Guy The price of a wake and the logistics of getting a boat in the water can be prohibitive for some budding wakeboarders - but there are options.

Adrian Porter explores the burgeoning sport of cable wakeboarding.

T

oo often the word ‘wakeboarding’ conjures up images of precocious little scamps in baggy boardies, flipping and twisting like lunatics behind a boat that produces a wake big enough to capsize a container ship.

Well, for us novices to the sport who don’t have access to such specialised equipment and for those of us who are not quite at the somersaulting stage - there is an alternative to being towed behind a boat and it is known as cable wakeboarding.

No boats required Cable wakeboarding has been around for a long while now and its popularity is increasing all the time, with more cable lakes opening up across the UK and abroad. National and international cable competitions are integral parts of the wakeboarding calendar, with big named riders performing huge tricks by using fixed and floating obstacles or by doing ‘inverts’ – that’s launching themselves into the air on the axis of the tow rope (picture a pendulum swinging), which grants serious height and enough air time to throw down some pretty intense manoeuvres. But that’s for the pros. For us regular folk, cable wakeboarding is about learning an exciting sport that is fun and relatively cheap to do.

The recipe for cable wakeboarding is very simple. Take one well formed lake (or dig your own for extra points), erect large metal towers at each corner, set a cable running between them and hey presto! The basics are in place. Add to this a starting dock, exit area, a couple of buoys, the odd cable operator and maybe a boathouse and a bar and you’re good to go.

The cable is suspended approximately 30 feet in the air by the towers and circles the lake at between 26 and 28 km/h. You, on the other hand, will be sitting high and dry on the starting dock, board resting on the water’s surface, holding a traditional wakeboarding handle. There are no back-wrenching deepwater starts in cable wakeboarding - you start above the water and that’s where you aim to stay. Once > Place private ads for free at www.sportsboat.co.uk

SB&RIB I 51

Larson 290 Cabrio

Celebrity upsize For world-renowned DJ, John Fleming, and boating buddy, Darren, the time has come to upsize. But, as the faithful old Maxum 2400 SC gets the boot, will the Larson 290 Cabrio be good enough to replace it. Alex Smith joins them to find out . . .

A

s I ferret about with my camera equipment on the pontoons at Littlehampton Marina, a face I recognise appears at the wide open door. I’ve not met him before but I’ve been made aware of his work by friends of mine, who are universally jealous that I’ve been given the opportunity to spend a little time with the man. The name he is known by on the world stage is ‘DJ John 00 Fleming’ but he introduces himself very casually as John.

I instantly like the bloke. He loves his music but he seems to have equal enthusiasm for boats - and not the superstar gin palaces you might expect of a celebrity but real boats like yours and mine. In fact he got into boating 20 odd years ago when he began riding stand up skis. His mate, Darren, with whom he now co-owns his boat, was also into the ski scene and,

between them they graduated by the timehonoured British boating path, through tiny Pictons and Fletchers, to Maxums and Larsons and, while each of them has his own taste in boats, their shared love for wakeboarding has seen them agree in most ways about the kind of craft they are after.

Today, they own a Maxum 2400 SC called ‘Cream’ but, with wives who are reluctant to venture out on a platform so small and a joint wish to add some long distance cruising to their watersports-dominated boating lives, they both recognise that the time to upsize has come. As a repeat customer, John was happy to call upon Mick at Littlehampton Marina - and when he did so, Mick’s 2008 Larson 290 Cabrio looked like it might be just the job. With John, Selma and Darren champing at the bit, it was time to take a look . . . >

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SB&RIB I 57

Man’s

best friend If you want a boat that looks after you while you hunt for your thrills, they don’t come much better than a 9.0 from Ribcraft says Irving Stewart . . .

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Ribcraft 9.0

At the workshop, a refurbished Ribcraft is ready for another decade of hard work on the water

A

s my rapidly receding hair line and delicate lower spine constantly remind me, decades have passed since I first tested a diminutive and modestly powered four-metre Flatacraft RIB. Over those rapidly passing years the ubiquitous RIB has progressed from being a relatively small workboat much favoured by the rescue services, the military and indeed Greenpeace, to the far larger, far more powerful and often obscenely fast boys’ toys we see today.

But, more interestingly, what has also significantly changed is the way in which many large recreational RIBs are now used. Instead of exploiting the inherent and proven attributes of the RIB to soften the effect on crews working in poor conditions (and exploiting the floatation and stability afforded by the tubes) many of today’s RIBs are merely very fast monohulls boasting thin and rather pointless high-mounted tubes that rarely, if ever, touch the water.

Logic to the wind Somewhat illogically, many fast RIB owners now deliberately seek out rough water in which to prove their stupidity

(sorry) prowess and the performance of their craft. It may be a testosterone-fuelled man thing, perhaps even a subliminal penile manifestation, similar to the urge which compells so many to invest in classic E-type Jaguars. But the point is that this fondness for doing battle with the sea in a high-performance ‘lifestyle’ RIB is not one you are likely to win. In braving it, you merely subject all those on board to impacts and stresses that are not just unnecessary but positively undesirable.

The ‘pleasures’ of self-abuse totally escape me and it is for these painful reasons that I now tend to leave the testing of the fast and trendy lifestyle craft to my far younger colleagues. I don’t need it. What I need is the friendly sea-keeping ability afforded by less radical monohulls and catamarans and, happily they still exist . . .

In direct contrast to the world of tiny tubes and pretty cushions, a great many commercial and military fast boat operators (and indeed heavy plant constructors) are currently involved in extremely expensive and extensive research to minimise these very stresses on their crews and drivers.

So when I was asked to venture out on a 600hp Sea Safari boat in the frequently rough waters off South Wales, I was hoping for a proper grown up RIB and for a >

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Precision cutting is carried out to within a hundredth of a millimetre

Ribcraft’s new research and development facility in Yeovil is expensive, professional and thoroughly worthwhile Cardiff, our venue for the day, is a far cry from the place it once was

SB&RIB I 67

Naughty

Nordkapp In the race for do-it-all versatility, a Norwegian sports cruiser with an ETEC 250 sounds like a pretty sound contender. Alex Smith reports on the Nordkapp Noblesse 760.

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Nordkapp Noblesse 760

T

he seven to eight-metre sports cruiser bracket is an extremely competitive place to be. There are any number of high-class entries, blending genuine sporting dynamics with good inboard space, decent overnighting facilities, alluring looks and surprisingly accessible prices. But with 42 years of boat building experience and a range of nine boats, none of which exceeds 8.5 metres in length, Nordkapp is as well placed as any to understand the needs of the small sports cruiser market.

Now Nordkapp will tell you that the hull of the Noblesse 760 has the potential to hit speeds of up to 60 knots and, with twin 200hp engines on the transom, I don’t doubt that it would achieve that feat. But in its current guise, rigged with a single ETEC 250, it’s fair to expect a more moderate, leisure-friendly top end, perhaps 20 knots short of that figure. In any case, on a day like today, with a robust easterly wind, some chunky swells heaping up and the weather on the decline, it seems that, even if we had the additional power, we would

be pretty hard pushed to make it count.

But it’s not just the engine choice that has me thinking. Before we even set foot on board, the boat’s shape says a great deal about what this Noblesse 760 is designed to be. After all, if a small sports cruiser makes cabin space a priority (as so many do), it tends to look as though it can barely contain its own shape; as though it is a forced marriage of unsightly GRP swellings, with bulges on the foredeck, beneath the rubbing strake and in the relatively shallow angles of the hull’s entry.

But here, the narrow beam is matched by acute hull angles, sheer lines and raked topsides to create a craft that is not just very beautiful to look at but also very bold in its prioritising of cockpit accommodation over cabin length. What this lovely shape leads me to expect is a capable driver’s boat with a high class communal area up top and a relatively simplistic space below decks for getting your head down on a long weekend cruise and, for many of us, that is the preferable sports cruiser compromise. It’s high time we got ourselves on board . . . >

Where does the 760 fit in?

The modern Nordkapp range consists of nine boats of between five and 8.5 metres in length. They are split into four primary boat types - Avant (Bow Riders), Enduro (open boats with offset consoles), Noblesse (Day Cruisers) and Vitesse (Weekend Cruiser). The 760 is the largest of the three Noblesse craft and also one of the biggest in the entire Nordkapp range, coming second only to the company’s flagship Vitesse 850. The distinction between the 850’s “Weekend Cruiser” status and the 760’s “Day Cruiser” label implies what is already apparent: that the Noblesse 760 is more about space up top than facilities down below.

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SB&RIB I 81

Pursuit 315

Serene

Pursuit

Š Sports Boat & RIB magazine 2009

In December 2008, the Pursuit OS285 had us drooling. Can the new 315 repeat the trick? Simon Everett is on hand to find out . . .

W

hen we tried the 28footer from Pursuit, we were hugely impressed by the standard of workmanship and the seakeeping she displayed in maintaining 30 knots through seas that had boats nearly twice her size burying their bows.

Eight months on we see in front of us the larger 315 version, with the added attraction of some 50lb class rods and reel.

What better way than a spot of fishing to really get a feel for the latest from the Pursuit stable . . .

Before we begin, however, let’s get one thing straight. Despite looking very similar, not all sports fishers are built the same and not all sports fishers handle the same. The Pursuit 315 is designed and built to keep you comfortable on a day out. To that end, there is as much emphasis placed on the space and luxury of the cabin as there is on the practicalities of the cockpit for fishing.

When you look down below and see the hardwood finish of the interior you know this fishing boat takes its lead from the upper echelons of the sports cruiser market, with features that could see you living on board for a week at a time, just as easily as a weekend.

The galley is fully equipped with a fridge, microwave and a hob. The Corian worksurfaces are as good as you will find in any kitchen at home and there is space enough to use the facilities properly. This is a galley that Rick Stein would be proud of. Play some tunes on the built in stereo system and you can enjoy some mood music on the boat while you appease your hunger and quench your thirst.

The table is set around a curved settee with plenty of depth to the seating and plenty of head height. The main part of the saloon has full standing headroom, as does the separate shower and heads compartment. There is also plenty of loose stowage around the side of the cabin on helves. There are drawers in the under deck area of the spare bunks too, plus a very thoughtfully designed hanging rod rack with access from a hatch on the cockpit side. This allows rods to be put away without dismantling them, making life much easier from > SB&RIB I 73

Tow talk If you have a breakdown at sea that you can’t rectify, one way or another you’re going to need a tow. Sue Baggaley outlines your options . . .

Y

ou’re cruising along enjoying your day when your engine splutters and fails. Upon investigation you discover it’s your nine mil sprocket thingy and you don’t have a spare, or in fact the knowledge to do anything about it if you did. You have no oars and no auxiliary outboard. What are you going to do?

Well you’re going to need some help, so (subject to stabilising your boat by means of an anchor or a sea anchor and noting your position) you call for a tow, preferably by flagging down a passing boat, but if all else fails by summoning assistance on the radio.

The legal bit When a rescue boat arrives, the first thing you need to do is have a chat. If a tow is on the cards you need to establish (before any lines are exchanged) whether there’s any cost involved. If you agree on £100, you are legally bound to honour that contract.

Once the basic terms are agreed upon, you need to discuss the means by which the operation will be carried out. Just be aware that, if you are the one providing the tow and you end up damaging the craft you are towing, you may end up paying the repair bills, so make sure you’re happy with the plan and content that you and your boat can achieve the job before going ahead.

The Inline tow (diagram 1) If you’ve broken down and you’re accepting a tow, make sure that the tow line belongs to you. It should be of around 20 metres in length and it should be attached to your D-ring (on the stem under the forepeak) via the painter. A round turn and two half hitches through a bowline is the most common and reliable means of attachment.

When you pass the tow line to the rescue boat, it’s best if they keep the pull central by connecting the line to the stern of the rescue boat via a bridle. The rescue boat should then pull away gently to take up any slack, before towing you home at a pace that has you moving at no more than displacement speeds.

If you’re in a following sea, you may find that the rope will slacken periodically as the swells run through. This may create moments when the line is in danger of fouling the rescue boat’s prop, followed by moments when the tow line snaps taut. To avoid this situation you can easily deploy a sea anchor over the stern of the towed boat to moderate its progress and preserve a more consistent tension on the tow line.

While the tow is in progress you may find that the nose of your boat is quite low. If it is left to plough through the water the bow may then begin to swing awkwardly from side to side. In this instance, just move the bulk of your weight towards the stern of your boat. This will help lift the nose and regulate your directional stability.

Diagram 1: The inline tow

RESCUE BOAT

For open sea, the inline tow is ideal

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Weather watch . . .

Whether you see it as an interpretive art or as an exact science, the weather is the most important - and least understood - factor in a trip by sea. Colin Jones embraces the modern art of weather precdiction.

I

t decides if I go across the Channel, dive for scallops or mow the lawn.

With all the means at our disposal we should be able to expect a totally reliable, short-term prognosis. I wish.

I am writing this in France where, on and around the boat, I have ten separate media giving me info on the weather to come. When they all agree, it is great but, when they are not in lock step, I am just as well informed by such centuries old rhymes as “Red sky at night, shepherd’s delight” and the very true “Sharp rise after low, foretells another blow”.

An electronic device, which I consult more than any other is my wristwatch.

Among such useful functions as a stopwatch (for identifying light and lighthouse rhythms) and a good electronic compass, it is also a barometer. This little function is very sensitive but, because it is not calibrated against a professional instrument, it cannot be relied on to give a very accurate actual measurement of pressure. However, what it does do very well is express tiny changes in pressure.

This is displayed digitally, which is convenient when I am watching minute by minute, but there is also a bar chart, which updates every hour and is excellent for following those trends that can give an appreciation of how the My trusty old watch allows me to time light flashes, identify a compass bearing and assess the atmospheric pressure

Professional mariners develop enormous sensitivity to climatic variations - but it’s always handy if science can help out

weather is developing. In fact, often that is all you need to know.

To be able to see all the highs and lows and to observe how they are tracking is always of interest, as long as you are aware of your limitations. Several of our roughest passages have been because we believed the predictions of a guy with a bunch of synoptic charts. It takes three years training and several years experience before professional weather forecasters can interpret isobaric surface pressure charts – the one with lines joining together points of equal pressure - and yet some pontoon prognosticators think that they can do it with no training at all.

I admit that I like to have a look at the very informative charts broadcast in series T (actual time) +12, T +24, T + 36, T + 48 and so on for five days.

From these, I can follow where a particular low is moving and how fast.

That tells me whether to contemplate going, staying put, or continuing to watch and dither. It gives me nothing more, but it is fun.

There are internet sites with free charts at www.metoffice.gov.uk and at www.meteonet.nl. The second of these seems to originate from the Met Office in Exeter and is my favourite because the charts are very big and very clear.

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For peace of mind, however, there is no substitute for having a professional interpretation available in words.

For seafarers, the best source is the Deutsche Wetterdienst, otherwise known as the German ‘Met Office’ in Hamburg. They send out, in English, a 24/7 series of weather forecasts starting up in the Eastern Baltic and moving sea area by sea area down to Gibraltar and through to the Eastern Mediterranean. Then they start all over again with the prognosis for one,

I have not found anything to match Hamburg for reliability and simplicity three and five days, sent in a very useable text format. The schedules and regions are also broadcast, so you can set your apparatus to receive only what you need (eg: Thames 24-hour or Western Channel five-day). For passage planning, judging the weekend’s probable race conditions, or thinking yea or nay about diving, I have not found anything to match Hamburg for time reliability, simplicity and being no less accurate than other forecasts. > SB&RIB I 99