fishing

I doubt there are many regular boat anglers that haven’t at some time fished aboard an Offshore 105. I’ve fished on loads, both in the UK and in Ireland. It’s a boat steeped in angling history, but that’s what the old type 105 is now, history. The offshore company recently introduced a new design and shape to create a brand new version called the Pro-Charter 25-35.
The company has also taken on a modern evolving attitude to boats and boat building in general, the aim being to give the customer exactly what they want and need. The best example of this is a closed GRP box section to cover the deck area during the build to both protect the workers and the building process from the weather. These boxes are to have a web cam fitted which will allow the customer to monitor the progress of the build as work continues.
Just like some house builders, Offshore will take stage payments as each stage of the boat build is completed, but only after the customer is fully satisfied with the build. This maintains a high build quality and produces the best in customer relations. What it also does is bring the boats within the price range of more people.
During my interview with them they were also keen to point out that any boat development is always done with the companies own money. No experimentation is undertaken on customer boats, which is a more common practice with some companies than you realise, and this is an interesting issue that Offshore have raised.A different modern approach then, from a company looking to provide the new generation of charter boats that will become commonplace in our marina’s and harbours.
CONSTRUCTION AND DESIGNThe new boats are modular built allowing pretty much for any interior design shape the customer requires. They are called the 25-35 because they offer a choice of length between 25 and 35 feet using a floating transom, which basically means that you increase the length of the boat by sliding the transom in the mould to produce the required length.
The material used in construction is called Needaplas, a polycarbonate in honeycomb format with a GRP coating that is easy to work, but unbelievably tough and resilient. We tested a small section of Needaplas with my lad laying in to it with a series of blows from a claw hammer. After repeated blows you can just about make an indentation on the surface but it leaves the honeycomb construction underneath in tact.
The other advantage with Needaplas is that it is easy and neat to repair should it ever need it.
The Pro Charter Sport on test was fitted with and IVECO 330hp Turbo Diesel engine, but with a Hamilton jet drive unit and the hull has been designed around the jet to get water to funnel directly in to the jet intake to maximise propulsion at the outlet.
The bow is now tri-hedral to give a quieter forward motion when planing and improved wave entry, plus has a sharper V to it to cut through water better improving both speed and economy. The design also includes a more rounded shape where deck unnecessarily long pointed upper bow section that would otherwise incur extra mooring fees for non useable length.
The new hull also sits higher in the water giving a better profile and again improving speed and economy by reducing drag.
They have also improved the visibility from the helm seat inside the cabin by making the forward windows in to just two sections giving you a full field of vision.
BUILD FEATURES
Full height safety rails run across the stern and up the gunnels, the latter splitting at the cabin for access. These are ideal for adding bolt on rod holders too. There is an additional safety rail running fully around the bow section for security when working forward.
Each stern corner is fitted with stainless steel Samson posts for mooring and tying up to, also stainless steel cleats just rear of the cabin mounted on the gunnels.
The engine hatch is raised, but leaving heaps of room around the deck sides for walking and working. Some skippers prefer a raised engine hatch as it gives somewhere for the anglers to work off and store tackle away from the deck walkways.
Lifting the engine hatch you see that there is plenty of room for basic maintenance and access is good for changing hoses and the like.
The deck is finished with a stipple effect to give good grip and coloured in grey to limit light reflection.
There are two spacious hinged lockers, one either side of the cabin door. The port side opens outwards and the starboard locker hinges upwards. These also double up as extra seats and are protected by the cabin roof extending out over this forward deck area.
The outside cabin has stainless steel grab handles running vertically down each side of the door, with large windows each side of the door to give full vision from inside the cabin to the rear of the boat.
The cabin door opens to port and entering the cabin the helm position is on the starboard side. The test boat has a single air cushioned helm seat, with two air cushioned seats for passengers on the port side, but with a large open area rear of the seats giving extra standing room, or additional loose storage space. The seat consoles also hide large lockers for more storage space, these accessed from the rear.
The console area directly in front of the helmsman is an elongated half circular shape mounted upright and carries all the instruments etc, and gives excellent identification of all the current readings. You also have masses of space on the console and shelf area to mount your electronics where suits you best.
The throttle lever is mounted on its own console at knee height when sat, and the wheel is a round car type with a rubberised grip that is extremely comfy to hold for long periods.
The forward cabin area is accessed through a door and hides a toilet area forward with locker bunk seats either side.
The main cabin area has hardwood dividers across the roof, a grey forward bulkhead and white walls and rear bulkhead which maximises light and makes the already spacious cabin area feel even larger.
Both side windows run the full length of the cabin and feature slide down ventilation windows in the middle. The front screen is split in to two for maximum forward vision and there is a windscreen wiper on the helm side. You also have cabin lights either side for night time illumination.
Access to the bow is open, easy and safe. The bow features a stainless steel bow roller and Samson post, with no other clutter to impede working.
The Nav lights are housed good and high on the forward cabin sides, and the upper cabin roof area sports sectional stainless steel safety grab rails with masses of room to fix a stainless steel gantry to carry VHF aerials, GPS receivers and the like, plus a life raft.
I also checked the load bearing plates used underneath the safety rails and these are as large as can be fitted in to the space available to maximise strength.
Bearing in mind these boats are a true work boat designed to earn money for the owner seven days a week if required and should not be compared to some of the gin palaces taking room in our marinas, then the overall finish is good and above all consistently so.
PERFORMANCEThe Pro Charter Sport was moored inside Padstow harbour, Cornwall and the area had just experienced a couple of days of wild weather, but had settled down and a warm sun was hinting summer wasn’t too far away.
Heading out through the outer Camel Estuary passing between Stepper Point and Pentire Point it was obvious the sea though was still carrying some swell, but conditions were good and would give a reliable indication of the boats performance.
Using another boat as a camera platform it was interesting to see the 25-35 underway at speed. The water is deflected in a mayfly wing shape outwards from the hull and it was also instantly obvious that the boat does truly have minimal contact with the water at speed.
Jumping aboard her myself and taking the wheel, I took it steady and just headed out in a straight course to get the feel for her. Easing the throttle forward there is literally no hint of hesitation as power piles in. The boat shoots forward continually increasing speed and powers over the hill in to full planing mode in the blink of an eye.
Turning the wheel hard over in to a tight turn the boat shows minimal tendency to neither lean, nor any sign of hull slippage at the stern. She remains stable and predictable and without throwing the passengers off balance.
Running across the waves at a slight angle I was trying to induce some sideways slide, but the boat holds a true course with sign of the bow sheering off at an angle as a wave puts sideways pressure on the bow.
Running forward again at speed you are instantly aware how much quieter this hull is regards hull chatter in comparison to the old 105. Inside cabin noise levels are vastly reduced and there was no sign of shudder in any of the build panels. The jet drive also reduces the noise level to a good degree. I also found that the boat gives the passenger a much softer ride without jarring your whole body through your feet, as those of you used to the old 105’s will remember well.
Even punching in to an almost moderate sea, spray getting back on the windows was minimal and vision from the helm seat was excellent, both forward for travelling, and to the rear through the cabin windows for manoeuvring.
Getting the local skipper to back the boat in to the waves, I was at the stern and saw that the pressure bulb of water built up against the stern only halfway and just odd wind blown splashes made it over the stern and on to the deck.
Under no power and letting the boat free drift she comes to sit with the bow just off the wind at a slight angle and holds there. There is no sign of yawing to the wind, so she is a good boat for drift fishing.
The sea was a little lumpier out here, but on the drift with us on deck we found her very stable, not prone to over rocking side to side and I’d say she’d make a really stable platform to fish from in all normal fishing conditions. I also watched how much water accessed the deck via the scuppers, but this was minimal on the day and my feet stayed dry in just a pair of trainers.
The Hamilton 270 Jet Drive is interesting too. The jet drive has what’s called a bucket on it which is basically a water deflector. This can be used via the drive lever to steer the boat under minimal power bringing either the stern or bow around for tight manoeuvring and for mooring in between other boats and against quays and pontoons. It also acts as a brake too, reducing speed.
It sucks water in under the boat and spits it out at the back and is said to expel a third of a ton of water every second. It’s also been found that these jet drives give a more natural noise in the water, possibly akin to bait fish shoals being attacked by big predators, and it’s been noted that dolphins are attracted to this boat more so than boats with traditional propulsion units.
This got me thinking that maybe these units might be of benefit if you’re keen to drag lures for tuna and other potential game fish in UK waters?
We were cruising easily at about 24-knots, but flat out you’re looking at around 35-knots in ideal conditions.
Fuel consumption would be in the region of 2 to 3 gallons per hour taking an average figure.
THINGS I’D CHANGEI found the engine hatch cover flexed pretty easily under my weight and these need to be stronger on a boat designed to graft for a living.
The safety rails on the gunnels and stern especially flexed too easily and I was afraid that a big guy slipping on deck in bad weather might produce enough impetus to actually bend the rail enough to cause a safety problem.
I mentioned both these things to Phil Mitchell of Offshore and he immediately agreed with me and said they’d already picked this up as a potential problem and was in the throws of eliminating both the flexing engine hatch and the weak safety rails.
Underway inside the cabin, I’d also fit a grab handle positioned on the console in front of the seated passengers. Given the awesome speed of this boat, and its capability to power ahead in to a big sea, then something for the passengers to hold on to is a must.
I also felt the instrument console on the test boat looked old fashioned, and sure enough I was shown a new style console back in the work shop that replaces the old type.
I only review the boat as tested, and it’s likely that Offshore customers requesting things like additional grab rails would see the company happy to supply them.
CONCLUSIONA different boat altogether then, than the original 105 with massively improved performance and sea keeping ability, plus a reduction in noise levels when underway.
She is extremely stable with minimal rock, has acres of deck space for comfortable fishing. She is also pitched at the right price to be bought by charter skippers, both new and established, and by individual anglers than can afford a boat of this size for personal fishing.
I see the shorter 25ft version being a major consideration for groups of four anglers looking to buy a cost effective craft between them for regular use, plus this smaller version is ideal for the new breed of charter skipper working bass and cod trips, shark trips etc, around smaller groups of four to six anglers.
These boats have already sold in good numbers to people who rely on the sea for a living and they will become an even more popular boat than the original 105 in the years to come.
PIKE BAITS FOR CONGERAlthough sea fish baits work pretty well in freshwater for pike, zander and catfish, freshwater bait fish are rarely tried by sea anglers. You can see why. Sea baits like mackerel and herring are usually oily with a high scent content, whereas freshwater fish tend to have little obvious body oil and you’re relying on the blood to give the main scent trail.
Doing a fair bit of rock conger fishing, and conger being territorial, I was keen to find new baits to give these static heavily fished for eels something else to choose from amongst the traditional mackerel, herring and squid. It’s often the case that a “new” distinctive bait will take territorial sea fish that are wary of commonly used baits after being hooked previously, as occurs in carp fishing.
The first bait I tried was lamprey. Being very bloody with a high scent trail, these were an instant success for the conger, and transferred over well to general boat fishing taking thornback rays, huss and tope. Being streamlined they also cast very well.
Farm reared supermarket trout also work well in the sea, though fed on pellets the flesh has some oil content and gives a good scent trail when punctured or split in to a flapper bait. Trout is a good bait for estuary bass too, but also worked well on the conger and huss, plus is a good bait for offshore sharks and wreck ling.
Smelt were another obvious one to try and gave some surprising results for a relatively small biat. This proved to be a selective bait generally taking a higher percentage of bigger conger over 20lbs. Whereas the lamprey would take all sizes of eels, and generally be eaten pretty quickly after being cast out, the smelt needed to be left to fish far longer to get a bite. No surprise really, due to the limited scent trail emitted even from a well punctured smelt compared to the bloody lamprey. Having the selectivity towards bigger eels though, was a useful edge to have.
Primarily using these baits for conger has finally proved something I’ve suspected for a long time. Small conger up to about 15lbs are not at all territorial and are very active feeders roaming over a wide area searching for food most tides, but tend to concentrate on following up heavy dense scent trails, hence the effectiveness of the lamprey and traditional baits like mackerel.
Big eels over 20lbs are territorial and tend to dominate a much smaller area, literally their own piece of ground with little or no competition from other eels. These eels rarely move far to feed relying on ambush and water borne food. Being more static, and having learning time behind them, these fish as suggested have been more than likely hooked and either lost or released previously, undoubtedly on traditional sea baits. Putting unusual baits out like smelt, with a weak but steady release of juices appeals to the much more cautious feeding pattern of the bigger suspicious eels that often leave a bait right by them untouched for an hour or more before taking it.
In a nutshell then, experimenting with freshwater baits has led me to deliberately try and identify where bites from smaller conger are few and far between. This indicates a much bigger eel dominates this area. Avoid traditional baits and fishing smelt, trout or lamprey in these areas puts you in with a shot at catching her.
TIPS AND TRICKSPirks and jigs used for wreck and deep water reef fishing rely mainly on movement to lure predators like ling, cod, pollack and coalfish towards them when they pick up this movement through their lateral line.
You can though, increase the effectiveness of this type of lure by adding a 4-inch section of luminous yellow tubing to the line above the pirk or jig. Use a strong link or link swivel tied to the main line to attach the lure. Slide the tubing up to the link or link swivel and tight to the jig or pirk, and make sure it is well charged with light before consigning it to the deeps.
This combination of luminescence and the bulky movement of the lure being jigged tight to the seabed adds extra vital attraction to the lure and increases your overall catch rate, especially when the fish are less inclined to feed.
BOAT COALFISH TACTICSThe bigger coalfish are always found over deep water wrecks, with the biggest fish often showing in the February to April period, especially in the English Channel. In fact you can pretty much guarantee that the coalfish get bigger the deeper you go. Remember this as it helps you choose the right class of tackle on the day.
In experienced hands a 12lb class rod and reel holding 12 to 15lb line gives maximum sport in water up to 175-feet deep. In very deep water over 200-feet, go for a 4 to 8oz uptide rod, and a 7000 sized reel holding 300-metres of 20lb line.
Coalies are predators feeding mostly on sandeels, mackerel, herring and small white fish. Launce sandeel form much of their diet and using artificial eels and plastic worms on a long 15-foot trace off a 15-inch metal boom is the most effective method. Coalies have hard abrasive mouths and coupled with their diving power can break weak hook lengths. Use a 20lb hook trace on 12lb gear, and a 30lb hook trace on the 20lb tackle.
They take primary lure colours like black, white and red, but when you only seem to be able to catch pollack on these named colours, switch to a luminous green, orange or yellow lure and this can often selectively pick out the coalies. Carry eel in sizes 6-inch to 10-inch and experiment on the day.
The way to fish these eels in this long trace is to release line until the lead hits the seabed, then begin a steady retrieve to make the artificial eel swim. Pollack tap on the rod tip, but keep winding until the rod tip pulls over and the fish crash dives setting the hook. Coalies fight harder even than pollack and don’t suffer decompression as much as pollack, so fight right to the surface.
The biggest coalies live right in amongst the wreckage and almost at seabed level, but average sized coalfish are often found in huge shoals at a level just above the pollack and way above the wreck making it difficult to reach the bigger coalies below. Changing to a heavier lead and releasing the line at speed to crash through the coalfish shoals is the best way to get to the bigger fish below.Campion is not a name many in the UK will be familiar with, but it a long established company of some 31-years based in Kelowna on the shores of Lake Okanagan in British Columbia, Canada.
I sent an e-mail to a fishing friend based in Vancouver, British Columbia asking him what he knew about Campion. His reply was that they are one of the most noted names in Canadian boat construction with a reputation for advanced design and innovation. Due to the sheer size of many Canadian lakes boats need to have open sea capabilities regards rough weather and the Campion range is a frequent choice for popular choice for Canadian anglers working the inshore waters off Vancouver and Vancouver Island.
I was heading down to Poole, Dorset then, to test a Campion Explorer 582 that looked ideal for inshore fishing for bass, wrasse, plus longer range work in ideal conditions.
BUILD FEATURESCampion boats feature a redefined hull with exaggerated high pressure zones to increase stability and to give a higher planing speed with improved economy. Their hulls are built using a glass fibre stringer system eliminating the chance of rot, increasing strength and encouraging light weight.
They also feature 3TEX which is a 3-D woven fabric that requires less resin to form the layers of fabric in to one with a higher glass to resin ratio. This creates laminates that are lighter, stronger and stiffer.
Checking over the boat myself, the bow features an anchor locker built in to the bow structure, but there was no bow roller fitted on the test boat. Forward of the bow is a raised off the deck triangular upholstered seating area concealing a large storage locker accessed via a hinged hatch. This is large enough to take fenders, spare rope and other essential items.
There is also a full stainless steel safety rope fully encompassing the bow from the front edge of the centre console and a T cleat for tying off at the bow. Additional T cleats are sighted on the mid gunnel tops.
The console is built with a stainless steel frame carrying a Florida Keys style sun protection canopy keeping the sun off the helm area. These stainless rails also act as grab handles when manoeuvring around the boat. The top rear of the frame also carries four stainless rod holders built rocket launcher fashion, plus a deck light.
The design of the console itself features a double seat built in to the front of the console which hides a live bait well via a hinged hatch cover. There is also a cushioned backrest above this for added passenger comfort.
At the port side the console has a hinged door which gives access inside the console to more storage room. This area is surprisingly spacious and will hold stacks of tackle securely, plus gives enough room for a small boat toilet to be carried. An important point when the family are on board.
The helm wheel is on the port side and is a round car type with a slightly roughened rubberised coating, but this gives good grip and is very comfortable to use.
The ignition is low down on the port side of the wheel, with the instruments easy to read and mounted in a slightly angled dashboard rear of the wheel. The throttle lever is to starboard of the wheel and at a comfy height. The upper flat area of the console has more than enough room to fix GPS and sounder, plus a compass putting each in direct view when seated. The console is completed with a spray dodger that protects the occupants when seated.
The helm area also carries a two/three man bench seat with a back rest that can be levered forwards or backwards allowing the bench seat to be used facing the stern when fishing. This bench seat area also hides an additional storage locker ideal for spare clothing, spare life jackets and other items
The inside of each gunnel has been recessed to take rods, deck brushes and the boat hook storing them out of harms way for working in side the boat easily.
There are stern lockers either side at the stern built in to small dive platforms. These again offer a surprising amount of inner space. The splash well does jut out in to the main deck area which does limit room a little. This is topped with a short safety rail.
On the outer stern dive platform there is a stainless steel boarding ladder. The T cleats at the back are situated inside the back edge of the stern corner. This can be a problem when mooring and tend to be best placed on top of the gunnel for better access and to minimise boat rub from ropes.
The gunnel height from the console to the stern is not that high, I’d guess at about 20” at the stern and this really is too low for sea work without having a safety rail fitted.
Assessing the whole boat though, it is well designed to give easy work space for fishing, and the storage space for the size of the boat is exceptional. The overall finish was good and the quality of fixtures and fittings top grade.
It looks good too finished in all white with a black line.
PERFORMANCEMy test Campion Explorer 582CC was partnered with a Yamaha 150hp 4-stroke engine that hinted at lively performance.
It was late afternoon test with an intermittent sun and wind over tide, though the sea was fairly flat as we headed out towards Swanage Bay.
Initially there were four of us aboard, but even this well loaded at cruising speed the boat proved very stable and not prone to suddenly leaning over to one side when one of us suddenly shifted position.
I transferred to another boat acting as a camera platform, and watching the 582 being put through her paces. I saw that the bow wave remains quite low pushing outwards, and the wake left behind was flat and minimal. You can see from this where those exaggerated pressure points work getting the boat on the plane and skimming the surface to maximise efficiency.
I jumped back aboard the 582 and took the wheel myself. The throttle power band comes in instantly and remains even throughout the full throttle range. Push the lever forwards and the boat hesitates for just a fraction before leaping forward and climbs over the hill quickly to hit full planing speed.
To get a better idea of the power band and top speed, I edged her back in to the accompanying boat to drop people off and reduce our crew to just two of us. During the transfer manoeuvre the boat behaved predictably at minimum speed, even with a slight side wind and is not difficult to steer under minimum power, something I had considered with her high planing capability.
Edging away from the other boat, I whipped the wheel over and shoved the throttles forward. In a straight line the boat was running at 40mph at around 4500RPM. My Yamaha engine bible tells me that the maximum fuel consumption on the F150A 4-stroke is 60-litres per hour, but in normal use economy would be better than that.
Taking my hands off the wheel I did notice a slight bias to pull to port, but this was minimal and not caused by poor distribution of stowed gear, so I’m not sure what accounted for this.
Looking for some more exciting water I started to hedge hop my own wake. The boat takes a good wave at speed well with little hull chatter, but you do occasionally hear a little panel flex noise rear of the helm when really pushing in to waves, but this is minimal.
Finding a series of slightly bigger waves I took the 582 at an angle across them looking for sideways sheer, but the hull grips well and I had to make little compensation at the wheel, the boat keeping a pretty straight course on her own.
Making quite tight turns and still under decent power the boat digs in at the stern and grips well, only showing a slight tendency to slide when forcing her through a turn exaggerated beyond normal use.
Finding reverse and backing the boat in to the waves you do see some water climb in to the splash well, but it didn’t get to high up the transom to cause any concern and showed little sign of water making it back over the transom and on deck in the conditions I had on the day.
Visibility when seated at the helm is good, but as always I preferred to stand for maximum vision over water, especially as I was in unfamiliar seas.
Cruising at a steady 30mph the boat is quiet and stable. I also noticed that the canopy made little if any noise which added to the comfort. The wind through some canopies can mentally wear you down on a long run home.
With the power off I found the canopy made no appreciable difference to the way the boat drifted either, even though the wind had built to a steady for 3 to 4.
Attacking waves head on and I did find that spray did find its way back to the helm. We had five back aboard travelling back to the marina with one guy sat on the live bait well getting soaked, plus the two of us at the helm getting a fair share of the damp stuff, but to be fair we were pushing the boat pretty hard and easing back would have reduced this, and its something most other boats of this type suffer from as well.
I found the Campion Explorer 582 handles really well, is easy to work with, stable and very predictable when at sea. She’d make a comfortable fishing platform, and with plenty of room to work from, even with the canopy frame.
THINGS I’D CHANGEI definitely fit a 6” stainless steel safety rail to both the gunnels and the transom. As it is the gunnels are too low and it would be all too easy for someone to fall over the side. You could then also use these as mounts for rod holders.
I’d change the positions of the stern T cleats and reposition them on the upper rear gunnels.
On the test boat there was no bow roller. I suggest fitting one to make lifting anchor easier and to minimise bow damage.
I was conscious of the ignition key on the port side of the console being a little too vulnerable should a knee or lower hip catch it and break it off. Maybe that’s just me though.
CONCLUSIONI see this as a two man boat ideal for inshore bass fishing, general reef fishing and picking your weather for longer range trips to deeper water. It has serious speed capability meaning you can launch and hit the throttles powering yourself out to offshore marks for just a couple of hours on a summers evening maximising your overall fishing time, as well making a full day of it. It has the room to take the wife and kids out for the day too.
I was really impressed by how much storage space the 582 has to offer, plus you’ve loads of seating area available. I also like the overall design which gives you easy manoeuvrability around the boat.