RCD

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mikehm

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I am considering purchasing a Nimbus 310 and today found it is Category C. I realise what this means in terms of its 'capabilities' but what does it mean if I was to take the boat to, for instance, France? Do you get arrested for straying more than 2.5 miles offshore? Any general feedback on the Nimbus 310 would also be appreciated.
 
Hello! And Welcome to the fora.
I agree with Jezbanks (as always!). For what it's worth, I would check out, or confirm the Nimbus RCD Category. For example, as far as I know, the smaller 280 Coupe is Cat B... But I'm probably wrong.
 
Hi Mike and welcome,

I would not worry about it. When they redeveloped the 310 into the 320 it became Cat B. I have been Poole to Alderney, then Cherbourg and back in a CAT C boat. It is about responsibility and capability, not only about a piece of paper. The Nimbus will easily get you there and back if the engine has been maintained.

Cheers

Paul /forums/images/graemlins/laugh.gif
 
Thanks for responses so far. The plate says Cat C and I have since discovered that by adding a 4 inch threshold to the base of the sliding door between cockpit and saloon Nimbus moved it from cat C to B. The issue is more to do with whether the RCD is enforced rather than the capabilities of the boat itself!
 
Hi,
I also wouldn't worry. My 33 Nova Coupe was CAT B but didn't have a 'threshold' at the bottom of the sliding door between the cockpit & saloon.

Also on the MBM Normandy cruise this year there was a Nimbus Coupe 28 and they didn't seem to have any problems.

Here, hang on. I've just realised the new 42 Nova doesn't have a sill at the bottom of the saloon doors or on the transom ! The transom just has two gates. I had wondered about the open transom but it is still CAT B.
 
Stupid is'nt it? I bought a new Nimbus 380 Commander a few years ago and one of the changes from the previous model was that plate. It was the first thing I got rid of! Everyone kept tripping over it and it added nothing to the safety of the boat IMHO.
 
Sounds more like something to do with the effect on stability when flooded.

If the design keeps an extra tonne of water (don't know the dimensions BTW, just guessing) out of the bilges and ensures it drains over the side, then that has got to have a massive effect on stability in extemis, and therefore the RCD Category.

You saw what happened to The Herald of Free Enterprise!
 
My 3 meter Zodiac C310 is rated at 'c'

I would prefer to be in the Nimbus to cross the channel /forums/images/graemlins/smile.gif

It makes a mockery of the system /forums/images/graemlins/confused.gif
 
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It makes a mockery of the system

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got to disagree

it's the application of the system not the system itself that causes the problems.

the RCD areas are related to anticipated mean conditions (wave heights) and as such not absolutes only indications and even then don't take into account extremes of local conditions (Portland Race/ Alderney Race for example).

If the channel looks like a mill pond then a cat E boat is going to be fine (until it doesn't!) Equally I have been on Loch Lomond in conditions that would test a Cat D craft.

Most manufactures were putting existing designs through pre set tests when the system was first introduced and are now considering the implications (more from a marketing pov) when designing new models.

In the context of this thread the question is more "what conditions should I avoid for a channel crossing from A to B in a Nimbus 310?" than is a Cat C boat suitable for crossing the channel.


and I know you know that Daka!

is this the room for a 10 minute argument?
 
Many thanks for all the relevant comments! Noone actually answered the question though, which was, more or less, do you fall foul of the authorities if you are in France with a CAT C boat? Do they stop you leaving, impound boat etc? I feel totally confident in the boats ability to cross the channel in the right conditions as per Duncan's comment.
 
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the RCD areas are related to anticipated mean conditions (wave heights) and as such not absolutes only indications

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the French, or anyone else, would only have cause to get involved if the conditions exceeded the indicated design category of the vessel, or you were overloading the vessel, in their waters or leaving one of their ports and this would be effectively have to be 'unseaworthy' .

the issue of actual v forcast or predicted is much more interesting, and probably relevant.

in short there is nothing legally to stop any registered vessel making such a trip in the conditions for which the vessel is classified.
 
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Noone actually answered the question though...

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Hey! That's interesting. You're right - I didn't answer your original question. Sorry.
About France & RCD? I know nothing.
General feedback on Nimbus 310? Nice boat. I like her. They handle well at sea. ...Err... the enclosed wheelhouse will keep you all nice and warm - and dry - in our inclement UK weather... (hopefully!)...
 
I agree with most of what has been said, but all relate to hull and sea state. There is another factor for cross channel - how many engines - I personaly prefere 2. How many has your intended Nimbus?
 
well I have 1 and have made 4 crossing legs in company and 6 alone in the last 14 months (Poole / CIs).

I don't dispute 2 engines has an enhanced get you home factor that improves your measure of safety but it's not the be all and end all of chanel crossing safety. IMO it is generally placed far to high on most peoples list - just look at the commercial fleet!
 
know what you mean duncan, once went from Ayr to Arran in a GP14 that is the same distance as a channel crossing didn't have the sails on that day used an ancient seagull, but that was in my young and foolish youth when men were men and sheep were frightened. /forums/images/graemlins/smile.gif
 
don't know about sheep but a few miles of Bolt Tail, having headed out from hope Cove, I met a basking shark when in a mirror powered by a seagull...............frightened? you bet!

as you say - in those days.............
 
Talking about sheep, its amazing how these forums stray off the point! The nimbus I am looking at has one engine and I agree thats a concern for an ex yachtie who always had alternative source of power. Thats why I posted for info about the Nimbus 310 and was looking mainly for advice on the Yanmar engine which was very smoky when running at tickover and cold. Do they become less smoky when under load and warmed up? Its only done 208 hours according to the meter. And I believe its been used on the Thames for a while so presumably run at little more than tickover. I will be using her on the East Coast s plenty of offshore stuff.
 
As you say, its all down to experience and personnal choice.
Touch wood, in the last 15 years of personnal ownership I have only lost a motorboat engine twice at sea, and fortunatly allways on a twin shaft boat.
However. I am a proffessional marine engineer and have spent about half of the last 40 years at sea, that time more or less split evenly between twin and single shaft vessels. Whilst I admit never having had to resort to calling for help or being towed, I have spent some very tense hours drifting without propulsion on single shaft ships franticaly working to rectify a fault.
Personnaly would not dream of going to sea with only one engine/shaft when it is my family, rather than a proffesional crew, that is onboard.
 
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