In this three-part special feature we not only provide essential guidance on how to successfully cross the English Channel, but we’re delighted to give you at least two jolly good reasons why you should! Read on to find out more as PBR’s Channel Island correspondent, Joe Mourant, takes up the narrative …

Part 1: Rising to the Challenge

Crossing the English Channel for the first time can be a daunting prospect, and the risks involved should not be taken lightly. However, the rewards can be great, and with a suitably seaworthy vessel correctly equipped for the task, a responsible skipper and the right preparations, a successful crossing beckons. Making the leap across this seminal stretch of ocean opens the door to a bounteous and wonderful world of cruising locations, both around the Channel Islands and also beyond to the many beautiful and historic ports found along the Normandy and Brittany coasts of France.

Preparing and planning for the crossing is critical, and while the weather, wind and sea state will naturally be front and centre of a skipper’s mind, in the lead-up to the big day there are other things to consider too. The ‘APEM’ model, outlined below, is a good formula to apply with regard to taking on an adventure of this kind – especially if you might be contemplating making such a crossing for the first time. So, with such in mind, let’s consider this in more detail to see just how this handy acronym can help us.

Alex with his back up paper chart. Channel crossing

Alex with his back up paper chart.

Appraise

Your top priority is to consider your vessel and crew. In this respect, you will need to make sure that your vessel is suitably equipped and capable of making the crossing not just in favourable, fair conditions but also when things are less clement. The way to determine this is by putting in the time to gradually expand your horizons. Get a couple of good 50nm, plus coastal runs, under your belt prior to the crossing in order to find out both the weaknesses and the strengths of your craft in the process. Besides thinking through the matter of safety equipment, determine fully how your boat behaves in adverse conditions, and don’t be afraid to push the envelope – to a sensible degree at least – in order to understand what you, your boat and your crew are capable of facing in the way of adverse sea and weather.

 Everyone should be fitted out in the right offshore apparel.© Andy Leeman

Everyone should be fitted out in the right offshore apparel.
© Andy Leeman

Attention to detail is everything. Remember, it’s the smallest things that tend to fail, so take a leaf out of the lifeboat’s book and don’t overlook the less significant items. Such would include the strength of the VHF mast and bracket, the positioning and securing of the battery and all tie-down points, the suitability and size of the boat’s deck scuppers, the type and position of the steering compass, and the suitability and strength of the seats too, along with their necessary grab points, etc. If you are the skipper, the suitability and readiness of your boat are primarily your responsibility.

If you are fortunate enough to enjoy a smooth outward crossing, as can often be the case, the return passage may be less easy-going – or vice versa, of course. So you need to give thought to the possibility that the sea state may be worse than anticipated or deteriorate en route, and if that occurs, will there be crew on board who will be sufficiently competent to assist the skipper should the need arise? Also, give consideration to the need for all those on board to be psychologically up to the challenge of enduring an uncomfortable ride if such was the case. With this type of consideration in mind, take care to ensure that nobody has to ‘make do’ with either a poor seat or poor-quality clothing. Everyone needs be fully kitted out in the correct offshore apparel (if it’s an open boat, appropriate headgear too), have a serviced life jacket and be wearing their own PLB. Remember, whatever the cause, you only need one casualty to potentially place the entire crew in a situation of vulnerability. Once again, if you are the skipper, the welfare and comfort of your crew are your responsibility.

But if this all sounds onerous, while planning for an offshore trip of this sort is a serious business, the foregoing is hugely rewarding and enjoyable and, in reality, is all part of the adventure. So, take pride in every aspect of the process and derive pleasure from preparing for every eventuality. You will never regret it, and the benefits of doing so will be yours to enjoy for a very long time to come.

But let’s now turn our attention to the second aspect of planning the logistics.

Plan

For many, the best way to plan a crossing is still to use a set of paper charts. Making the plan on paper really enables you to get to grips with the necessary level of detail and to take an active role in the route planning – something that won’t happen to the same degree if all you’re doing is asking a chartplotter to create an auto-route for you. This is because the latter is a passive affair and simply won’t connect you with the scale of the operation in the same way as a paper chart spread out across the kitchen table! But if your circumstances allow it, we’d recommend utilising and combining the benefits of paper and digital. In line with good practice, once the plan has been created on paper and ensconced in a waterproof wallet or folder, your waypoints can be added to your chartplotter and/or secondary device so you have plenty of redundancy.

Have a secondary means fo nvigation such as smartphoone or ipad with Navionics app.

Have a secondary means fo nvigation such as smartphoone or ipad with Navionics app.

Passage planning, for many, the best way to plan is still to use a set of paper charts. Channel crossing

Passage planning, for many, the best way to plan is still to use a set of paper charts.

In terms of a few helpful pointers, though, make good use of an almanac or any other pilotage reference in order to familiarise yourself with both your departure point and your destination. For example, are there any tidal restrictions? What is the VTS channel in the relevant harbours, and are there traffic regulations you need to be aware of? Make sure you have pre-planned ‘ports of refuge’ and fuelling stops too in case such are needed if your original plan A has to be changed to a plan B. Then, duly factor these options in, together with the necessary pilotage and tide table info for each.

Keep on board back up paper charts.

Keep on board back up paper charts.

When crossing the mid-Channel, the TSS (Traffic Separation Scheme) is in place to accommodate large commercial shipping. This means small craft are required to cross at right angles to the traffic flow, even if this causes significant alteration to their intended course. Make sure, then, that you know where the TSS exists and make plans to cross it on a course heading in keeping with IRPCS regs. Above all, when crossing this zone, spend as little time as possible among the leviathans within the TSS!

Safety check all your flares are in date.

Safety check all your flares are in date.

It will make a huge difference to your voyage, both in terms of comfort and potentially your safety, if you consider what the tide is doing come the day of your crossing. Tidal atlases, chart portfolios and navigation apps such as the Imray Tides Planner will provide you with this information. The Channel Islands have notoriously strong tidal streams, and these are particularly evident in areas such as the Alderney Race and the Little Russell, both of which are on your course if you are heading down to, say, Jersey. Having the tide with you/in your favour is always advantageous in terms of reducing fuel consumption and being able to anticipate, and avoid, wind-against-tide situations. The Channel is a very tide-orientated stretch of ocean, with winds commonly south-west in direction. It might surprise you but even a force 5 blow, when set against a contrary tide, will produce some pretty significant sea states.

Execute

Scrutinise forecasts from various sources in the days leading up to your crossing and get the most up-to-date forecast possible in the 24 hours leading up to departure. Ensure that the wind speed and sea state are within an acceptable level relevant not only to your vessel, but also to your crew and yourself as the skipper. It’s wise to take a cautious approach as the sea may be kicking up more than expected or forecasted. Again, it could mean just delaying until the wind abates a little more, or waiting for the tide to turn in your favour. If you know conditions are going to be dropping off the deeper you get into the trip, you might decide to grin and bear the first part, knowing things are going to improve the further offshore you go. Nevertheless, if the forecast is borderline, never worry about losing face, even if you are the only boat in a flotilla that decides to stay in port. There is no harm in erring on the side of caution. But if you do decide to put to sea, to the best of your ability, calmly calculate the risk and create a firm backup plan. Upon departure, undertake a VHF check after having logged your passage plan with a trusted entity ashore. Then, in the unlikely scenario that you don’t make your destination within a reasonable time frame, the alarm can be raised. 

Undertake a VHF check upon departure.

Undertake a VHF check upon departure.

Make sure too that on the day, your vessel is fully fuelled (allowing a 20 to 25% fuel reserve), and that it’s furnished with all the necessary safety kit you’ve planned to take, including sufficient food and water for the crew. If you end up having to spend much longer at sea than anticipated, a good skipper needs to make sure that everyone on board has been amply provisioned for, and hydration and energy levels are maintained.

As already stated, everyone on board needs to be suitably dressed, even if the forecast predicts hot and sunny weather. We all know that things can change quickly at sea, and it can be extremely hard to warm someone up who’s got wet because of being unsuitably dressed and then starts to deteriorate, particularly on an open boat, as you can imagine. The right waterproofs, warm, wicking layers, sun cream, a suitable head covering, sunglasses, etc. are all essential for staying comfortable and safe on board so as to arrive at one’s destination ready to enjoy time ashore.

Wearing the right kit can save your life. Besides the Ergofit lifejacket, a Kannad PLB is carried in the pocket of the dry suit.

Wearing the right kit can save your life. Besides the Ergofit lifejacket, a Kannad PLB is carried in the pocket of the dry suit.

Lastly, on the matter of clothing, if you’re making the crossing in an open craft such as a RIB, traditional yachting gear may prove inadequate. A drysuit with latex or Neoprene neck and wrist seals, even if it’s of the lightweight dinghy variety, will serve you very much better than salopettes and a storm jacket if the ride proves to be a wet one. Then, if you really want to complete the ribster’s dress code, get yourself an inexpensive bubble visored scooter helmet. Take my word for it, you will never regret taking these two latter bits of advice! But whatever you do, don’t wear a wetsuit. If as a result you live at all, you’ll live to regret it!

Fuel tank NAUTA® Pennl & Flipo.

Fuel tank NAUTA® Pennl & Flipo.

Monitor

A responsible skipper will keep a close eye on their vessel and crew throughout the crossing, as well as maintaining a constant and vigilant watch on what’s happening both within and around the boat when underway. Gauges need to be monitored, especially those showing fuel levels, engine temperature and oil pressure/temperature. You would be amazed how finely your ears become attuned to the frequencies of the engine too. On long passages in particular, your hearing can, and should, play a significant role in the business of monitoring the health of your motor. A change in pitch or tone can mean that your prop has picked up a piece of debris of some kind (a common culprit being a plastic bag), or perhaps a change in wavelength means your present trim is no longer appropriate for the sea state and the prop is beginning to cavitate. In the worst scenario, it might mean you have a mechanical problem that needs your immediate attention.   

channel crossing

The crew also need to be considered throughout the crossing, and a good skipper will keep them engaged and happy. Moreover, a bored or nervous crewmember is a lot more liable to suffer from seasickness. So, assign people responsibilities and tasks to the best degree possible so as to get everyone involved. Such tasks include maintaining a visual lookout, monitoring AIS and radar, updating the vessel’s logbook, giving guidance on the accuracy of your compass heading, identifying bird species, even clouds with the weather in mind, or keeping an eye out for dolphins (a common sight mid-Channel). All these tasks and roles will break up the monotony of a long passage.

Here’s a tip for you skippers: learn a few hearty jokes and have some wry tales up your sleeve to keep your crew entertained and mentally engaged. Even if they hate your humorous efforts, take the lead in trying to maintain a positive spirit aboard the boat, particularly when the going gets tough or the miles just don’t seem to be reducing in number. You can contribute to the welfare of everyone aboard to a degree beyond that which you might imagine if you maintain a positive air and encourage communication among everyone travelling with you.

Check the strength of your VHF mast & bracket

Check the strength of your VHF mast & bracket

When crossing the Channel, large vessels are invariably going to be encountered, and being aware of them early is critical to avoid any unpleasant surprises. Commercial shipping must be treated with the utmost seriousness as it will usually be moving much quicker than it will likely appear from a distance. As the give-way vessel (which any small powerboat will be in such circumstances), the helmsman must take early and obvious action to demonstrate that their vessel is giving way. This will usually require a determined and significant course change to pass behind the much larger craft.

The ultimate in shock mitigation from Ullman, if your resources allow for it.

The ultimate in shock mitigation from Ullman, if your resources allow for it.

As the passage develops, compare your progress to your passage plan. Are you making the average speed you had anticipated? Is fuel consumption in keeping with expectations? Without any land reference or fixed point to steer toward, to what degree are the waves and conditions affecting your ability to steer to the compass bearing/heading? In other words, what is the extent of your ‘cross-track error’, and how much wheel do you need to apply in order to bring the boat back on course? In lively conditions, you will need to work the wheel and make ongoing and continuous adjustments, especially if the weather is on your beam. (By focusing on the angle of the seas to your bow, you’ll establish a basic reference point to help you maintain your desired course. You can do a similar thing with a distant, easily identifiable cloud formation. But don’t rely on its position for more than a few minutes at a time, because it too is moving!) In extreme cases, if your cruising speed over ground has been much lower than you had planned for, or fuel levels are becoming unacceptably low for a safe margin to be maintained, a detour to one of your ports of refuge already determined in your pre-voyage plan might be necessary. Better to be safe than sorry. But once you’ve made that decision to modify the passage plan, go for it wholeheartedly and make the very best of the new course and your new set of circumstances.

And lastly …

One last piece of advice: upon sighting land or eyeballing your destination, be careful not to let your guard down. As you near the coast, the stakes can rise due to isolated reefs, overfalls and increased tidal flow. So don’t be tempted to cut corners, especially when making your final approaches. Look out for, and identify, the relevant buoyage, abide by it, reduce speed and remain vigilant for other traffic, especially for the reappearance of small, fast leisure craft crossing your path.

Essential items for a Channel crossing

Fuel storage

Fuel storage

If your underdeck tank is not sufficiently large, you can supplement it with such products as those developed by Plastimo, who make the tough 25L red plastic variety of petrol tanks that have their own fuel lines, etc. Then there’s Pennel & Flipo, who supply professional-standard fuel bladder-type tanks, which can also be secured on deck and come in a variety of shapes and sizes ready for simply having their fuel lines clipped on. Such items negate the need for any decanting of fuel at sea with all the potential hazards that represents.    

Pyrotechnics

Flares

A full complement of in-date flares should be included. Your local chandler will sell these in various packs according to your needs.

EPIRBs

EPIRB

A full-blown offshore/ocean-rated EPIRB is a worthwhile investment for any offshore craft. But personal PLBs have advanced hugely of late, and several of the leading brands now make PLBs that offer coverage very similar to, or even the same as, a full-blown fixed EPIRB unit. They are not as expensive as you might think, and if purchased by your crew individually as part of their own kit, it makes something of this kind all the more feasible. PLBs should be carried or attached to one’s person. 

Life jackets

Life jackets

Life jackets are a must for all. Get your local chandler to advise you accordingly, but make sure you choose a life jacket with a crutch strap and that the jacket not only fits correctly but that it is of the right Newton rating for your body weight.

GPS

GPS chartplotter

A chartplotter and a secondary means of electronic navigation are vital pieces of equipment. For example, an iPad within a cabin environment or a waterproof smartphone in an open craft equipped with the Navionics app  can make a useful backup.

First aid

First Aid Kit

Though our list is not exhaustive, another item that obviously needs to be included in your ‘must haves’ is a sensibly stocked first-aid kit. You can purchase such from a pharmacy, online or even from your chandlery store.

Comms

VHF

A fixed VHF set plus a secondary handheld device (the latter can be attached to your person) are crucial items. VHF radio sets are essential as there is no phone reception in mid-Channel! Furthermore, market leaders like Icom produce sets with additional and invaluable safety features such as DSC and AIS.

Radar

A radar can be a very useful addition to your armoury. The ability to use it confidently for navigation and collision avoidance is a source of huge confidence when crossing the Channel, particularly when visibility is poor or the light is fading.

Compass

Compass

A good-quality fixed steering compass is essential. Do not rely on electronics alone.

Kill cord

kill cord

Don’t overlook the need for a spare kill cord and a second engine ignition key.

Le Couperon, Jersey.

Le Couperon, Jersey.

Ports of refuge

Braye Harbour, Alderney

Braye Harbour Alderney iStock © Catherine Woodhouse

Braye Harbour Alderney iStock © Catherine Woodhouse

  • 60nm from Poole
  • 80nm from Solent
  • 86nm from Plymouth
  • Accessible at all states of tide
  • VHF Channel 16 for distress, safety and  calling channel
  • Alderney Coastguard VHF Channel 74 (for direct, non-urgent calls)
  • Has fuel provision at Braye Harbour.
  • Visitor moorings are available.

St Peter Port, Guernsey

St Peter Port, Guernsey. iStock © Allard1.

St Peter Port, Guernsey. iStock © Allard1.

  • 78nm from Poole
  • 95nm from Solent
  • 84nm from Plymouth
  • Accessible at all states of tide
  • VHF Channel 16 for distress, safety and  calling channel
  • VTS VHF Channel 12 for harbour control, port movements
  • Guernsey Coastguard working VHF Channel 20 (for direct, non-urgent calls)
  • Has fuel provision in The Pool and in Elizabeth Marina.
  • Visitor moorings are available.
  • Local marine engineers are available as well as hauling-out services

www.ports.je

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