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Please support the Irish Sea Crossing effort

This is a serious challenge that I hope will be worthy of your support.
Please get involved and be part of what is a bit of a crazy idea to help two very worthy charities - thanks.
Chris Todd.
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New More Capable Support Boat!

Support Boat Planning Posted on 25 Sep, 2012 14:21:53

The original support boat plan involved my single ‘open’ RIB, Katy Blue, which briefly appears in the video on the main website’s homepage.

However, we recognised from the outset that use of such a vessel was far from ideal, especially outside the main summer months, and the hope was always that we could get a more capable vessel or vessels involved.

The amazing news is that we may now have found such a vessel. Shortly after his website and blog went live, Chris was contacted by Bill Peters from Liverpool, offering the use of his purpose designed search and rescue RIB, all 14m (!) of it.

Bill’s RIB, called “Energy”, is a closed-cabin Hurricane 1400, which was previously in service with the Canadian Coast Guard. It has two inboard Caterpillar diesel engines, driving two Hamilton water-jet propulsion units. The RIB is normally skippered by Dave Rogers, a professional mariner who runs Ambient Marine from Albert Dock in Liverpool.

I visited Dave onboard “Energy” a short while ago, and it’s hard to imagine a more ideal solution!

Our sincere thanks go to both Bill and Dave for their incredible offer.

We are continuing to talk to Bill and Dave about dates and crewing, but as you may have read in previous posts, the biggest potential hurdle of finding a sponsor for the necessary marine diesel seems to be resolving itself.

For more information on Ambient Marine please visit their website at:

Predicting the Zig Zags

Support Boat Planning Posted on 21 Aug, 2012 12:12:25

Based on the trials to date, it looks like Chris may manage speeds up to 1.5 kts through the water, maybe a little bit more if we get the hoped for tailwind.

At that speed his passage will be massively influenced by the tide-induced currents. In the Irish Sea the currents predominantly head North on the flood tide (tide coming in) and South on the ebb tide. For the peak (spring) tides, these currents can be as much as 4 kts, especially where the water is ‘squeezed’ as it flows over the shallower areas near the Irish side.

Chris will experience a full tide cycle – slack water to peak Northerly currents back to slack water then to peak Southerly flow – roughly once every 12 hours. Throughout these cycles he will attempt to maintain a constant heading (broadly West), by following a fixed compass bearing. This maximises his progress Westwards, but it does mean that his actual track over the seabed will follow a sine wave type pattern as the currents drift him alternately North and South. In the support boat we will monitor his compass following performance, and offer guidance where necessary.

One key part of the plan is to launch into a Southerly current, to help maximise our separation from the main ferry routes.

Predictions have been made for the amplitude (‘height’) of the sine wave, based on the sea-currents data contained in the relevant Admiralty Tidal Stream Atlas. For such a long crossing (both time and distance) this is a major number crunching exercise, so the data was extracted into a spreadsheet, and the process automated as far as our skills allowed. (If only tides would follow a decimal pattern!).

Our latest predictions say that Chris can expect total North to South movements of at least 8 miles for neap tides, and 12 miles for spring tides.

In terms of predicting where Chris will be at any fixed time, the main additional factors are the actual speed he achieves and the wind effects. For example, an average speed difference of only 0.2 kts could see Chris missing a target aim point on the Irish side by the full 8 to 12 miles. And given the physical efforts involved, one luxury we really don’t have is adding more distance to the challenge by making gross course changes.

So we need a means of live prediction (and minor correction) as the passage develops. In the best traditions of keeping it simple, the plan is to plot Chris’s progress on a large scale chart, and to continually extrapolate this real track data to generate the future predictions. These extrapolations will be used to help finesse the target heading for Chris to steer; we expect to start introducing small changes from the halfway-point onwards.

We do have a target harbour in mind – more on that later – but it’s definitely been chosen because there are safe landing areas (beaches) a long way on either side!

Neil R – support boat skipper.