Advice

The decision to buy a sportsboat is just the first in the choice making process. The next thing to consider is the kind of sports boating you are going to do. As you can tell from the varied boats and activities covered by this magazine, the type of boating you intend to do is best matched by the style of boat designed for the purpose.

Specialist waterskiing boats have hulls designed to give clean, low wakes for the best possible water astern of the boat. They are generally conventionally driven, with a midmounted engine and fairly flat hull shape. This type of hull planes very easily and with a fine entry bow can deal with small waves quite happily, but they are meant more for lake use rather than conditions at sea. Of course, in calm conditions, when you would be skiing, they can be used on the sea quite happily but they are not meant for general boating duties in the lumpy stuff. They tend to have plenty of seating capacity and stowage for water ski gear.

Wakeboard boats are very similar to dedicated water ski boats and utilise the same engine configuration. The hull is of similar design but the chines are usually shaped to give a large wash with steep sides for good launches. The signature of a specialist wakeboard boat is the tower. Wakeboarding needs a high tow point and the skeletal tower provides this. The cockpit layout and stowage is like a tournament water ski boat.

One aspect that both water ski and wakeboard boats share is performance. As neither activity takes place at any great speed the emphasis is on clean acceleration out of the hole, not out and out top speed. For these disciplines 36mph, the standard slalom speed, is as much as anyone needs. Other waterskiing and wakeboarding events take place at slower speeds. Typically wakeboarding is done at about 20mph. The big motors these boats use provide armfuls of torque and spin large props. Under normal operation the engines are barely above tick-over (2,000rpm 2,500rpm). Taking them up to the red line of around 4,500rpm can still have you whisked along at over 40mph, but a large capacity V8 running at those speeds will drink petrol like you're pouring it down a drain. Many regular skiers and boarders run their boats on LPG for added economy with no loss of performance.

Coastal Cruising

Sports cuddies and express cruisers are the fare of those who intend to use their boats for visiting other waters on a self contained basis. The difference between the two is really just down to the number of berths. Sports cruisers/cuddies below 30-feet in length tend to be two berth. They place more emphasis on performance and comfort for two than they do to family accommodation. Express cruisers have more superstructure and a greater capacity for accommodating a family. They can be of a similar size to the sports cuddies, but they also go much larger. As they are meant for more extended cruising, performance tends to be limited in favour of economy, so diesel power is the favourite. Sports cuddies are widely available in either petrol or diesel options.

When venturing into this world there are various aspects to consider. Many people have aspirations of cruising to places beyond their capabilities and buy a boat based on dreams rather than realities. When the boat is delivered she doesn't tend to go further than a port or two either side of home. Be realistic about your boating aspirations and buy accordingly. It will save you thousands in a very short space of time. If you are not an experienced boater then budget for some courses to enable you to make the most of the boat you are about to buy. I would suggest, for extended cruising, a minimum of the advanced powerboat level and a VHF course. You should also have a good knowledge of meteorology. This can be gleaned from RYA books and will prevent you getting caught out on a longer transit like a channel crossing.

Fishing and diving

The new wave of centre console and walk around boats is all the rage. They are extremely practical boats with plenty of deck space, which is why they make such good platforms for fishing and diving. These boats come in many sizes and can even be large enough to provide more than two-berth accommodation. The open deck is very exposed to the weather, so a really good set of oilskins is a must if you are going for a boat of this type. In good weather they are fine but in rain or windy conditions you will get soaked to the skin without good waterproofs. The versatility of the centre console has challenged the RIB and offers a genuine rigid boat alternative.

General boating

When sportsboats were in their infancy they were basically speed boats with the label, 'sports runabouts'. The classic layout is with a closed bow and various seating options. The most popular is bucket seats forward, possibly back-to-back, with an across the stern bench. Older versions used small car engines mid mounted with single or twin cockpits. Compact sports boats are still built using outboard power. They are surprisingly capable little boats in the hands of an experienced helmsman. This is the type of sports boat that has evolved from race bred hulls, and many of them are merely civilised race boats.

A more leisure-orientated version is the bow rider. The extra seating capacity in the bow is a trade off against sea capability. A closed bow boat can take a stuff over the bow and shed most of it off the windscreen. They are capable of dealing with small to mild chop, but in anything heavy they are at risk. Because most people don't go boating when there is a heavy sea running the bow rider is very popular because of the extra space and seating for friends.

Make a list

By being sensible and looking at your prospective purchase objectively you can make an informed decision. Sit down and write a list:

• What do you want the boat for? water skiing or wake boarding, cruising and general boating, fishing/diving, just a bit of skiing and messing about inshore.
• Where you are going to keep her? waters accessed, possible future passages.
• Mooring facilities - at home on a trailer, in storage away on a trailer, dry berthed, marina berthed, swinging mooring.
• How often will you visit her? - Be realistic. A boat 200 miles away will not be seen every weekend. After the initial interest a remote boat is often seen less than once a month, or even less.

When looking at a boat for the first time be brutal. If it's second-hand, look along the keel line carefully for scratches, dings and evidence of hard knocks. Then look over the sides of the hull very carefully and give a good thump on the side every now and then. If all is well it should sound solid.

Whatever you intend to do with your boat, invest some time ensuring you make the right choice. It will save you a good deal of money and you will get more enjoyment out of the boat you do buy. If you can't find the boat you really want immediately, bide your time. Eventually one will come up.

Now she's yours it makes sense to ensure she's protected. But a new set of rules on the selling of insurance and mortgage finance come into force over the next 12 months. So what does it all mean for new and used boat sales, where financial services agency dealing is often regarded as a value-adding opportunity?

When you're in love, it's not always easy to think straight about the practicalities. You've fallen big-time for that boat in the showroom or the broker's yard. You'd sell your very soul for her. Yes, you tell the guy, you're ready to pay the asking price. And that's when he starts talking insurance. "Insurance?" you say distractedly, "Oh yeah, where do I sign?" How can a chap think about things like proposal forms and competitive quotes when his heart's aflame? Of course, the need to insure against relevant perils is an issue that any boat owner must take seriously. It's just that, at point-of-sale, conditions aren't always right for making well-informed choices with regard to such matters.

This is not to say that all sellers of boats, whether new or used, are out to gull starry-eyed buyers into signing up for an insurance policy or finance deal. However, there is that potential commission at stake. The dynamics of such business always place an incentive on the seller to add some extra value to the sale. The truth is that many a love-struck new boat owner has bought duff boat insurance or overlyexpensive finance at one time or another.

Enter the FSA

Now, however, all this is set to change. The Financial Services Authority (FSA) has been directed by the Treasury to take charge of the whole area of mortgage and general insurance selling. From 31 October 2004, no company or individual will be allowed to advise on or sell mortgage finance unless they have formal FSA approval. From 14 January 2005, the same will apply to general insurance and, in all cases, failure to comply with the new regulations could result in hefty fines, imprisonment or both. A major factor influencing the Treasury's decision to regulate general insurance selling and administration has been the need for the UK to comply with the European Insurance Mediation Directive.

What it means for leisure boating

Essentially the old order, in which the seller of marine craft could arrange insurance cover at the point of sale, will alter radically. Any yacht broker or salesperson who wishes to continue selling or advising on insurance needs or mortgage finance will now have to apply to the FSA for accreditation as an 'approved person'.

The options for boatyards and dealers are to stop doing finance and general insurance business, to apply directly for FSA authorisation, or to become an 'appointed representative' (AR), licensed by an FSA-authorised firm. The dealer who opts to stop handling financial business may continue to be an 'introducer' without applying to the FSA. This permits relevant commercial literature to be handed over to the buyer - but absolutely no intervention by the seller in terms of advising, gaining quotes or filling in proposal forms. However, there is no restriction that forbids an insurer to pay a commission to the introducer when a sale results.

In the 'appointed representative' scenario, the authorised firm takes responsibility for compliance with the regulations - knowing that failure to keep a tight rein on point-of-sale activities could land them in deep trouble.

Word from the yard

Opinion seems somewhat divided among the marine insurance fraternity about how the new regulations are likely to affect the industry. Some say that the changes will be sweeping and dramatic. Others say FSA intervention will do little more than formally endorse what any responsible seller of insurance has been doing anyway.

"We take the view that our business is selling boats, not finance or insurance," one yacht broker told me. "We'd rather be in a position to give our customers straight-up, unbiased advice."

Of course, unless he decides to gain the necessary accreditation, under the new regs that broker will have to cease giving advice, unbiased or otherwise. Surprisingly, one senior salesman admitted that they had heard nothing about the forthcoming changes.

"Absolute news to me,' he said, "but it sounds like we should be doing something about it, because we've traditionally helped customers with getting quotes and filling in proposal forms.'

The loss adjuster's view

Peter Clark of Romford-based C Claims is a specialist marine loss adjuster of 30 years experience who says some boat owners have been left without adequate insurance.

"It's very good news that something is now being done to impose tighter controls. In my experience, the majority of people - especially buyers who are new to boating - are naive about finance and insurance. I frequently come across cases in which a boat owner turns out to have no insurance at all, sometimes with disastrous consequences."

Rapid growth in boat ownership is another reason why stricter regulation is required, says Peter.

"The number of boats on the water now is ten times that of 40 years ago. It's a shame that we have to get heavy-handed about it but, really, what is being proposed is no more authoritarian than controls that already apply to motorcar drivers."

'Too many grey areas'

Nonetheless, many in the industry have misgivings about how the new FSA regulations will work in practice. Richard Winter, secretary to the Insurance, Financial & Legal Services Association arm of the British Marine Federation, appreciates the need for change but feels that the UK government has gone about implementing the EU directive in quite the wrong way.

"There are still too many grey areas. We've seen how, in the travel industry for example, the proposals have failed to take account of different conditions in different business sectors. The FSA has already had to make an exception in the selling of travel insurance."

Bottom line

So what's the bottom line for boat owners? The industry view is that the FSA's intervention is not likely to impact on the cost of insurance premiums, and that placing greater emphasis on the boat buyer to arrange insurance will encourage a more proactive attitude. Moreover, as Peter Clark of C Claims hopes, the new regulations may well stimulate greater awareness of the need for boat owners to make proper insurance provision as a priority, rather than an optional extra. After all, nothing is ever as easy as simply falling in love.

Points to remember when buying insurance

• Boat insurance is not compulsory. However, most people choose to insure their boat and crew. Some harbours, water authorities and marinas, insist on third-party cover of at least £1 million as a minimum.
• Premiums vary according to the type of boat, location and experience of owner.
• Check your policy has the cover you require. Check for inflatable towing and watersports and make sure you read the small print.
• When it comes to declaring the value of your boat be honest, it doesn't pay to exaggerate the value as you could lose out altogether.
• Many new policies require you to act 'with due diligence' and take care of the boat to the best of your ability. Your policy could be void if you are proved to be negligent.
• If you are using your boat commercially you may not be covered, unless you get the underwriter's agreement beforehand.
• Most policies will cover loss of or damage to your boat 'through the perils of the sea' by fire, sinking, stranding, collision or theft, but check the small print.
• Contents of the boat are usually covered but only if locked away or locked to the boat. Outboard motors must be secured with a lock.

Welcome to the Launch Guide. Launching information is provided by boatlaunch.co.uk in asociation with The Good Launch Guide. For more information or to purchase your copy of The Good Lauch Guide click here.

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Marine Electronics Reviews

Buying a new boat

There are generally two sorts of boat buyers, the second-hand merchants who wouldn't dream of buying new because of the fear of new product depreciation even before the boat gets wet and those for whom the thought of acquiring a boat with a helm seat that had already had some alien posterior hovering over it would make it totally unacceptable.

First time new boat buyers are, in my experience, usually rather naive and expect a new boat, like a new Jaguar or Mercedes, to be tested, run in and in all ways ready for sea on the first occasion they set eyes on her. Well, buying a new boat is not always quite like that. For one thing, modern sports boats, although mass-produced in the generic sense are not, in the main, constructed by robots. There is considerable human involvement in the assembly of modern boats and, for every human, there's plenty of opportunity for individual expression that could well be generated by the Friday afternoon syndrome. So lesson one, be prepared for your new arrival to have one or two teething problems. However if you are happy to put up with the initial hiccups of owning a new boat, then you have all the advantages of being able to specify the equipment, colour scheme and of course your new boat's name.

To help you in your deliberations of how suitable a boat is, the European Union (EU) initiated a Recreational Craft Directive (RCD) on 16 June 1998 that introduced minimum standards that new boats built within the EU or imported into it have to meet. Pleasure boats with a hull length of more than 2.50 metres but less than 24.00 metres are divided into four categories of sea going suitability.

EU Recreational Craft Directive

Applies to all pleasure vessels 2.5m - 24.0m built in the EU or imported into the EU after 16th June 1998. This gives you a yardstick against which to measure the suitability of a new craft against your own requirements. Obviously it can only give you a guide and remember that these are minimum standards, but if you are considering two seemingly similar vessels each having different RCD categories, it opens up a series of questions to put to manufacturers to lead you towards the one which really should fulfil your needs.

• There is no need to register your boat if kept and used in UK waters. However, many owners choose to. For overseas use it must be registered. It must also be registered if it's company-owned or subject to a mortgage. For more info contact the Register of British Shipping in Cardiff.
• Boats kept on or visiting canals (British Waterways), rivers (Environment Agency) and broads (Broads Authority) must have a licence issued by the relevant authority. Boats on British Waterways or Environment Agency waterways have to conform to the Boat Safety Scheme.

Your criteria

You might think that buying a new boat would be much simpler than buying a second-hand one. Well, let me tell you that if you are a first time buyer, you are the new boat salesman's dream. He can promise you the world and you are unlikely to know any different. If you have particular requirements, then you must get them written down so there is no doubt in anyone's mind as to what you are expecting. If you need to do a minimum of 25 knots, this should be part of the contract.

If you need a range of 200 miles, make this clear. Incidentally, it is usual to calculate range leaving a reserve of 20 per cent in the tank. So if you need a useable range of 200 miles, ask for a minimum range of 250 miles.

Once you get to the stage where your hand is itching to sign the cheque, you need to get clear in your own mind with whom you are dealing and whether this person or firm is in fact the builder of the boat, the builder's dealer or an agent acting on behalf of the builder or dealer. The Sale of Goods Act 1979 designates responsibility for servicing the warranty to the person, firm or company with whom you have made the contract. Therefore, if you buy a boat from the agent of a boat builder, it is the agent that should carry out any warranty work. The practicalities of this from a geographical viewpoint need to be recognised. If the agent is based in Scotland but you plan to keep the boat in Marbella, you may have a problem getting satisfaction. Many dealers and agents have offices all over the world to cope with this situation but it is best to flag it up and get it clear at an early stage.

Money matters

No matter how legal, decent, honest and truthful the salesman, you would be ill advised to part with any money until a formal contract for the purchase is established. You, as the purchaser, will have very different ideals to the builder, dealer or agent. You may be asked to make stage payments on all but the smallest new boats. This is a quite normal requirement but you do need to keep your wits about you. The greatest potential disaster is the builder or dealer becoming insolvent while your boat is under construction. Even if a deposit has been paid, it is unlikely to give the purchaser any rights over a part-built boat unless precaution has been taken to ensure that this matter is taken into account in the contract. There is a standard form of agreement issued by the British Marine Federation and approved by the RYA that, as far as possible, equitably satisfies the reasonable requirements of both builder and purchaser. However it is important that you read the small print very carefully and if in any doubt whatsoever, take professional advice.

Deposits

The amount most at risk in the purchase of a new boat is the initial deposit. At the time you hand it over, there is unlikely to be anything of tangible value relating to the new boat in existence against which you can claim, so it is inadvisable to pay more initially than is absolutely necessary. Generally you will be asked for between ten and 25 per cent up front. Looking at it pessimistically; don't hand over a greater deposit than, in the worst possible scenario, you can afford to lose. The contract of which you should be very wary is the one that demands a deposit or stage payments but does not pass ownership of the boat to the purchaser until the whole of the sale price has been paid. If your boat is being built to order and the contract specifies stage payments, it would be madness not to make sure that your interests are insured against building risks. This can be done in one of two ways. Either by having your interest noted on the builder's insurance policy or, better still by taking out your own boat construction risks cover for the duration of the build.

Delivery

If you require the boat to be delivered fully operational for a particular date, you may choose to insist that a late delivery clause is added to the contract. You certainly won't be offered this as standard for obvious reasons but it would not be unreasonable to ask for penalty payments of a fixed amount per day in the event of the boat being delivered late without reasonable cause. Few boats in my experience are ready when the purchaser expects and recently I was involved in the purchase of a new boat which was more than six months late. A sea trial is an important aspect of buying a new boat and you would be well advised to ensure that the contract includes the opportunity to see the boat in action before you hand over the last few pounds. It would not be unreasonable to include in the contract that the buyer should withhold the final five to ten per cent of the purchase price until the sea trial is satisfactorily completed. You need to remember that the final payment is probably the only one that actually includes any profit margin for the builder, dealer or agent, so he will be very keen to get it handed over at the earliest opportunity.

Contacts

• Registry of Shipping and Seamen. Tel: 029 2074 7333 Helpline: 029 2076 8206
• Royal Yachting Association. Tel: 0845 345 0400 www.rya.org.uk
• British Waterways. Tel: 01923 201 120 www.britishwaterways.co.uk
• Environment Agency www.environment-agency.gov.uk

Custom boat building

Typical stage payments

• 5%-10% deposit on signing the agreement
• 30%-35% on completion of the hull
• 40% on engine installation
• 5%-25% on completion of acceptance trials

Late delivery clauses outlining penalties to be paid by the boatbuilder can be built in to the contract.

For more information on buying a new boat, see the RYA Book of Buying your first Motor Cruiser, available from bookshops and chandleries at £10.99