Author Archives: pauljackman

Building the Rampion Windfarm – New Book

A new book is now available to accompany the windfarm tours aboard Defiance. This is the first edition published in February 2019, just weeks after the official announcement of the completion of the windfarm.

Building the Rampion Offshore Windfarm Book
Cover of new book on building the Rampion Windfarm

This new book is in full colour contains over 60 photgraphs taken during the actual construction of the windfarm. The text covers the construction process, leading to the fully operational windfarm we see today.

There are many contractors involved in the project. The roles of major contractors involved are listed.

Construction vessels fulfilled a major part of the works. Many are pictured as they work building the windfarm, to show how they are adapted for their specific tasks.

The principle construction techniques are illustrated, to give better insight into this project. The book gives an overview of the construction. People who are technically minded can ask further questions on the trips to the windfarm, as there is a great deal more information available on board Defiance.

The book is currently exclusively available to customers of Rampion Boat Trips on the windfarm tour. Copies will be available to purchase on board Defiance as a souvenir of the trip.

If you are interested in a windfarm trip. Please contact us via out contact page or by email to

Please follow us on Facebook – Rampion Boat Trips

Drone usage within the Rampion Windfarm

Guidelines for drone usage at or near Rampion Offshore Wind Farm

Safety is always the first issue to consider and it is the drone operators’ responsibility to comply with the Drone Code, as published by the Civil Aviation Authority (CAA).
Drones must be kept:-
1) at least 150 metres from working vessels and people at site, both offshore and onshore.
2) at least 50m from wind turbines and offshore substation
3) within sight of the operator
If the drone is being operated from a vessel, the vessel itself must stay out of the statutory 500m Safety Zone around construction activities on wind turbines and the offshore substation.

The drone operator will be held responsible for any incident or damage arising from failure to comply with the above.

For the original information  Click Here

Drones aboard Defiance

In addition to the above and the Drone Code and any licensing that may be required to operate a drone. The drone needs to take off and land safely from the vessel and would only normally be considered within a group of drone operators or around passengers familiar with their operations.
Drone operators should also be aware that some Return-To-Home functions will not work as the boat will move. Drone operators will need to be able to control the craft to safely land and take off from a moving platform.

Installing a wind turbine

Installing a wind turbine

Adventure lifting tower

On our trips to the Rampion Windfarm construction site. We are able to witness the installation of wind turbines at various stages.  Pictured is MPI Adventure lifting a tower onto the base installed last year.

Placing a tower

MPI Adventure and the other wind turbine installation vessel MPI Discovery can carry a total of 8 turbines per load. Each load of the the Vesta turbines are loaded in Denmark, and the vessel then sails to the Rampion windfarm off Sussex. The towers are stacked either side of the vessel and can be easily seen stood up on deck. The blades are stacked horizontally behind the bridge and are a bit horder to see. The generator itself or nacelle are also on deck, but not visible.

Picking up Blade
Picking up Blade

Once in position, the vessel turns from a ship to a working platform by jacking up on its six legs. The process of assembing the 5 main components usually only take 24 hours. Once the tower is in position the nacelle is lifted on top. Lastly each of the the three blades are lifted from the stack using the specially designed cradle visible in the picture and each one bolted on. Once complete the vessel lowers itself back down to become a ship once more in order to move to the next location. Where the process starts again.

A day out to an offshore wind farm on a boat called Defiance

This article was published in the new statesman about a trip to the windfarm. I have re-published it here with all credits to Christian Donlan and the New Statesman to see the full article with photos please follow this link

A day out to an offshore wind farm on a boat called Defiance

Exploring something beautiful and alien on the edge of Brighton.

By Christian Donlan

Nearby, the boats have names like Lady of the Lake and Skyedancer. Ours is called Defiance. It’s a small, businesslike craft with a bright orange hull, and it’s tethered to a little wooden jetty, dwarfed by the ghostly presence of a floating Chinese restaurant that wallows beside it, shuttered and missing a roof.

When we meet our captain, the name of his boat makes sense: self-contained and wry, there’s a sliver of defiance glinting within him too. “It’s kicking off early today,” he announces, gesturing to his chirping radio before taking us through the safety briefing.

He speaks with that indulgent tone mariners sometimes adopt when talking to their passengers – a pronounced gentleness, as if faced with a species that, while clearly inferior, is not without its charms. “If you decide you want to fall overboard, stay still and we’ll throw you something floaty,” he concludes after a minute or so.

Then we’re off, the engine sending out a single atomiser puff of sweet-smelling smoke.

The Rampion Offshore Wind Farm has been an obsession for my wife for the best part of a year. We’d read about it in the news and on Facebook – prolonged arguments for and against its existence, covering everything from the noise pollution of its construction to the impact on the local seabird population.

But when it started to rise on the horizon, dark shapes suddenly visible in the silvery distance from the bus into work each morning, we both discovered that we were in the “for” camp almost without our choosing. Here was something beautiful and alien on the edge of Brighton: pillars emerging from the sea while huge shadowy hulks – the rigs that would do the actual building work – seemed to hover magically above the water, shifting positions every few days.

We bought binoculars, and soon Sarah was downloading apps that allowed her to track local shipping. The rigs we saw each morning suddenly had names, the Pacific Orca and the MPI Discovery, and they were here out of Amsterdam. In photographs on the internet they appeared vast and weather-beaten, beautiful in a sombre, industrial way.

It was much harder to get a sense of the wind farm itself however: it still just looked like a few spars of metal coming out of the sea. There was no easy way of grasping the ambition and scale, no clear indicator that Rampion, when finished, will occupy an area of 72 square kilometres, or nearly three times the size of Manhattan Island.

Sarah wanted to get closer, which is how we found out about the Defiance, a diving boat for the most part, whose owner had suspected there might be enough interested locals to schedule the odd trip out to the farm. We bought tickets and, for a few weeks, my wife received wonderfully terse text messages from the captain, mainly about the weather, telling us of the fluctuating likelihood of making our journey any time soon.

A Sunday morning in late January turns out to be perfect: clear and cold with no clouds on the horizon. “You’re not going to get a better day than this,” says the captain as we leave the marina behind us. The water’s an oily mineral green, little white peaks bouncing away from the bow.

The construction looks close from the coast road, but it’s an hour’s journey – around eight miles – to the site itself, thick cords of froth tumbling and tangling in our wake as we pick up speed. Sarah’s giddy with happiness.

Forty minutes out and we suddenly realise that for the last few miles we’ve been entirely alone, Brighton disappearing into the yellow bloom of the horizon, leaving buoys as the only nearby landmarks, bobbing frantically as they pull against submerged tethers. It does not take much to leave the world behind, and in its place we grow quiet and introspective.

It’s cold this far out, and a slight breeze is picking up by the time windfarm platforms start to appear around us. They’re beautiful and stark: cylinders painted a bright yellow, topped with gantries and cranes. These platforms are the little stubs we can see from land, the bases for the turbines themselves. Out here, they already tower over us, but they’re still only ten to 15 per cent of their final height.

The scale is surprising, but so is the layout. From the coast it looks like a lone row of columns, placed at regular intervals, like nails sticking out of a piece of wood. Up close, we’re in the middle of a muddle of buildings appearing seemingly at random.

Ahead of us a much larger structure looms, the frame of a barn almost, or a climbing frame painted the same bright yellow as the platforms. “That’s the substation for this section of the farm,” says the captain, noting that a guard ship has been dispatched to follow us. “They must be so bored,” he says as the ship gets closer, its radar turning. “If they’re coming out for us it must be a slow day.” He laughs, and it strikes me briefly that Sarah and I might just be the idiot tourists in the first act of a disaster movie.

For the last few minutes we’ve been able to see a complex grey shadow on the horizon: “It’s the MPI Discovery,” gasps Sarah, starstruck. The Orca must be back in Amsterdam.

The Discovery grows bigger and bigger before us, losing none of its alien nature, its industrial surrealism, as we approach. It looks like a freighter, a mini-tower block at one end attached to a bright red hull – but that hull itself has been lifted out of the water by a series of thick metal legs that descend to the sea floor.

Soon we can see the sun reflecting from windows, thin lines of cabling stretching from cranes and pylons. At the stern is a giant propeller, lifted clear of the water and hanging in the morning air. The Discovery seems both weird and perfect: an improbable tool for the construction of an improbable project. I tend to think of otherworldly things as being insubstantial, ghostly and gossamer, but this vast ship, held out of the water and aloft on the horizon, is the most otherworldly thing I have ever seen.

On the way back home, the captain pulls out sea charts and obligingly answers our idiotic landlubber questions. He explains to me that the little names inked on his charts in a tiny, precise hand, belong to wrecks. Wreck diving is his main business, and there are hundreds of them in the channel, invisible wonders rusting on our doorstep.

We look over the names: The Minion, sunk under tow, an M Class Destroyer on its way to decommissioning. The Duke of Buccleugh, a cargo ship long-since salvaged for its silver, but still filled with boxes of china, just waiting down on the seabed. The Bessel, a favourite of the captain’s, 60 metres down and more: china again and tiny perfume bottles scattered around it. He’s held some of these bottles in his hands. He’s seen dolphins out here, and porpoises.

As the wind farm fades into the distance and Brighton reappears ahead of us, the captain brings tea and biscuits. Sarah blinks back tears, going over what she has seen in her head. We raise mugs to mouths and reflect on the fact that, despite all we’ve witnessed today, it’s not yet noon – and that the captain, this stark, intense, quietly generous man who lives his life in the liminal zone between the land and the watery depths, makes the best tea we have ever tasted.

Alternative Air Source – New Guidelines

In Europe divers should be aware that there have been changes to European Standard EN250. This Standard concerns the manufacture of underwater breathing apparatus. The changes concern how alternate air sources are used.

As equipment manufactured under the requirements of the previous version of the standard will be around for many years, the implentation of these changes will be slow. However, divers should be aware of these changes and know when to implement some of the changes concerning the configuration of alternate air sources.

The main changes that will affect any regulators manufactured in accordance with the new (2014) version of the standard are as follows:

  • An octopus rig is not a preferred option if the depth is greater than 30m or the water temperature is less than 10°C, instead an alternative fully independent system is advised.
  • Regulator first stages which are not designed for cold water performance shall be marked with “>10°C”.
  • Regulator first stages may be marked with a lower working temperature if specified by the manufacturer.
  • Regulators first stages will be stamped with an “A” if they are compatible to be fitted with an alternate air source (octopus rig).

These changes will come into effect gradually as more regulators are manufactured according to the revised standard. If you have any questions on how you can use a particular regulator, you should approach the manufacturer for advice.

Brighton Offshore MCZ


In January 2016 the area  located in the eastern English Channel, approximately 45km south of Selsey Bill, West Sussex has been designated the Brighton Offshore Marine Conservation Zone


The area covering some 862sqKm stretches from Brighton to the West and the southerly edges touch onto the median line with French Waters.The actual position is the area bounded by the following coordinates:

  • 50 22.916N 0 17.895W (North East)
  • 50 13.162N 0 15.583W (South East)
  • 50 08.172N 0 52.990W (South West)
  • 50 19.239N 0 54.20W (North West)


The seabed in the Brighton Offshore MCZ is predominantly coarse sands, gravel and shingle with areas of exposed bedrock and mixed sediments. There is a diverse range of species found living within the sediments. Hydroids, bryozoans and sponges occupy the boulders and cobbles, where hermit crabs and starfish also thrive. Burying animals such as worms, sea anemones, burrowing anemones, carpet shell clams, venus cockles and other bivalves live within the mixed sediments


The purpose of the MCZ is to protect features of this habitat. Activities will continue in this area that maintain the current situation, but will be reviewed if a deteriation is recorded. Activities that harm the environment will be limited to allow the location to recover. Benthic trawling will almost certainly be restricted.

More Information

Defra – Brighton Offshore MCZ

Joint Nature Conservation Committee

JNCC/Defra Brighton Offshore Assessment Document

TR Thomson

Position – 50 40.20N 0 05.53E

TR Thompson in port

TR Thompson in port

Circumstances of loss

Date of loss – 29 March 1918 sunk by torpedo from UB57

Voyage – Benisaf – Middlesborough with a cargo of iron


The TR Thompson was torpedoed by UB57. All but three of the 36 crew were lost in her sinking.

TR Thompson

TR Thompson


Built – 1897 – Short Brothers, Sunderland

Owners – J. Westoll

Dimensions – 3538 tons 109m x 14m x 7m

Diving Information

The TR Thompson lies in a general depth of 30m and stands up to 14m. The wreck lies E/W with the bow to the east. She is upright but the stern is collapsing and the superstructure has collapsed. Wreck was identified in 1994 when the bell was recovered.


Position – 50 37.80N 0 18.76W

Circumstances of loss

Date of loss – 20 May1917 sunk by torpedo from UB40

Voyage – Portland – Sheerness with a cargo of coal


The Porthkerry was torpedoed by UB40 whilst picking up the crew of the SS Tycho which was also torpedoed by UB40. The engine struck in the boiler room causing the boilers to burst.


Built – 1911 – J Crown & Sons, Sunderland

Owners – Porthcawl Steamship Co.

Dimensions – 1920 tons 85m x 12m x 5m

Diving Information

The Porthkerry lies in a general depth of 45m and stands 8m high.

HMS Minion

Position – 50 38.65N 0 13.97W

HMS Minion

HMS Minion

Circumstances of loss

Date of loss – 11 October 1917 foundered

Voyage – Under tow to breakers in Germany


Discovered in 1974 but no recorded dive until 1982. Originally thought to be the wreck of an L Class destroyer and named as the Laforay. Later identified by the makers plate as the M Class Destroyer HMS Minion (1992).


Built – 1915 – Thorneycroft & Co, Stockton-on-Tees

Owners – Royal Navy

Dimensions – 1025 tons 84m x 8m

Diving Information

The HMS Minion lies in a general depth of 54m and stands  8m from the seabed. She is upright with much of the bridge collapsed. Wreck lies NE/SW.


Position – 50 38.05N 0 13.02W



Circumstances of loss

Date of loss – 16 May 1917 sunk by torpedo by submarine UB40

Voyage – Sheerness – Barry with a cargo of military stores


The Pagenturm was torpedoed by UB40 on the starboard side by No 2 hold. 4 crew lost their lives in the explosion and the rest of the crew abandoned ship. The ship sank at 0730 just 80minutes after the torpedo struck.


Built – 1909 – JC Tecklenborg AG.

Owners – Royal Navy

Dimensions – 5000 tons 122m x 16m x 8m

Diving Information

The Pagenturm lies on her starboard side in a general depth of 44m. The bow points to the North. The wreck stands almost 20m high with a deep scour on the east.