RIB International fly to one of the most prolific boat building countries in the world today, Poland, to trial a recently launched range of sea going RIBs built by a company with a long history of industrial manufacturing. Already having established themselves as a supplier of RIBs right across Europe, Parker RIBs now increasingly look set to make a name for themselves here in the UK too. Hugo Montgomery-Swan dons his winter woollies and heads north

Perhaps you didn’t know it, but many of the world’s most famous pleasure craft are built in the boat yards of Poland. Some of the biggest brands in the manufacture of lifejackets and marine clothing also have their plants based here. Comparatively speaking, labour costs are low in Poland plus people are keen to work, for good jobs in this old communist state are few and life is hard.

Poland has some 500 miles or so of coastline. The Baltic Sea, which washes its shores, is as warm as the Med come the summer and the country’s coast is blessed further by white sandy beaches that are backed by mile upon mile of ancient deciduous and coniferous woodland. This idyll stretches virtually unhindered down the entire length of the country’s seaboard save for the odd small town or village along the way. Of course, the season is short in these parts with perhaps just 3-4 months of true summer weather, but despite this limited window of opportunity and the savagery of the country’s ice-bound winters, the Poles are becoming increasingly dedicated to their love of boating.

Though already established as Poland’s exclusive distributor of Mercury marine engines, Parker’s decision to involve itself in the manufacturing of RIBs was actually due to one of its company directors becoming an avid RIB fan. From merely an enthusiast, Andre Scott turned his growing passion into another arm of the family business, and along with his brother Philip, began to steer a professional course into boat building. Happily, applying their professional skills and company’s business resources to this new venture, quickly brought returns. Having now serviced repeated orders to several of their country’s most significant professional operators Parker RIBs appear to have quickly established a highly credible foundation upon which to grow and expand.

The Parker 6.30m
Parker have engaged the expertise of several well known people in the industry to help develop their product. Making such an investment has proved very worthwhile as the RIBs benefit from sound design based on knowledge developed over some considerable time in the ‘field’.

The 6.3 is a robust RIB of compact proportions that takes its inspiration from the commercial RIB world. We tested two of these craft, both identical, but one liveried in typical commercial orange and the other clad in bright leisure colours. The design of the 6.3 appears to lend itself well to both guises. With standard jockey seats, double width helm console and s/s stern arch, this is very much a 4x4 type, multi-application RIB. With a simplified fit-out, of course it would also suit diving applications, thanks to its relatively low freeboard and strongly constructed deck and internal fittings.

It was the first time either of the 6.3s had been in the water and hence there was a slight air of tension as the boats were craned into the lake for our trial/photo-shoot. Once afloat, the 6.3 lay surprisingly level with its sponsons just touching the water aft. Diesel powered RIBs can often look stern heavy at rest due to their increased engine weight, but even though the 6.3 is a relatively small boat to accommodate an engine of this type, it was clear that the diesel did not detract from her being correctly balanced.

Once behind the wheel, the internal layout immediately felt right with the boat’s jockey seat/helm console configuration following the traditional route and all items benefiting from functional design. The helm position I felt was just right with everything correctly placed for maximum control including the boat’s instrumentation which was clear and easy to read. Good quality s/s handholds were suitably located for passenger safety and comfort.

A sturdy laminate windshield which extended to head height when seated allowed one to talk normally even at speed and protected us from the chill of the early spring air. Tidy wiring and a dual battery installation within the helm locker was encouraging to see. The boat now ran true and level as we powered away from the shore. With the rev counter climbing, the wheel came easy in the hand as the trim adjustment then allowed the hull to plane to its optimum.

Examining things more closely after the initial ‘spin’ I noted the following additional points: the lumber supports to the jockey seats, though an excellent idea, need to be adjusted. In their present form their angle is set too wide and hence they would prove ineffectual in a lively sea. Furthermore, set as they are, they’re preventing access down the middle aisle between the seats. I have to say that the seats, though well made, were about the hardest I have ever known on any RIB. In discussing this matter with Parker, I was assured this detail could be adjusted according to the owner’s wishes. The tops to the seats, which when lifted revealed semi-dry console storage, also needed additional means to secure them. In their present form, minus catches, the Velcro strips were simply not sufficient. On the subject of lockers, the only real dry locker was the anchor locker up in the forepeak. Dry locker stowage therefore needs to be addressed - especially for leisure applications.

The engine box, home to the Mercruiser 1.7 litre 120hp diesel engine is both discreet and also attractive in design. It’s also very compact, thus taking up as little room as possible in the rear section of the boat. Mind you, it does mean that the engine inside is a pretty snug fit and allows little or no room for additional storage. Whilst having a nose in here, I didn’t notice any fire extinguishing equipment - something I believe is now a requirement on all craft of this type sold within the EU. I did see, however, a cloth rag and some sand paper down in the bilges, plus the engine was covered in a fine layer of factory dust. Not good in my book, and furthermore, just imagine the damage done underway if that oily rag had got thrown up into one of the drive belts!   

Other points noted included the 6.3’s good sized scuppers, high quality fashioned stainless steel work, well made tubes manufactured by Eurocraft of the UK. The overall indication, in terms of design and choice of materials, is that the boat was put together with the purpose of really being used at sea.

Though several of these smaller Parker RIBs have been supplied in cabin format to the Polish Border Guard as inland water patrol craft, essentially, with their deep-vee, flared bow/multi chine hulls, they make very surefooted, offshore craft. The 6.3 runs exceptionally level and dry, and coupled to this particular power-pack, delivers a healthy 38 knots at full bore. Though the boat possesses quite a flat side profile, thanks to the hull’s high degree of forward buoyancy, it’s my reckoning that it would perform well in a following sea.

The boat was responsive to both helm and trim, gripped the water exceptionally well on hard lock - both port and starboard, so giving the impression of being very surefooted. Did she come off a wave level and true? Yes. Was the ride soft? My answer to that is perhaps not so concise. Please don’t get me wrong, in no way does the Parker 6.3 give a hard ride, but it could be likened to a sports car with performance suspension as opposed to a springy Buick. A tidy package all in all and potentially of interest to a broad range of user types.

The Parker 9.00m 
This is a very different craft to the 6.3, but then, you don’t need me to tell you that, the pictures tell all. The 9 metre on test featured a ‘safari’ lay out with a multi-inline seating format of typical commercial specification ahead of the console. Very strong, built to be used, (and no doubt abused too by some) everything one would expect from this big RIB is in harmony with its appearance. It truly is what it looks like, an all-weather load carrying craft of tremendous substance. I won’t spell out the obvious but I can confirm that the helm position meets all the requirements necessary for both military and commercial applications, plus in its current position, it also allows the coxswain to keep a close watch on his ‘cargo’. I did find it a little difficult to see forward beyond the bow with this particular internal layout, but that could be resolved quite easily with the addition of a raised deck section to the helmsman and navigator positions. Parkers assure me that they are able to handle any specific purchaser’s requirements in relation to customisation. 

The deck is fully self-draining even at rest - an important factor for a true professional vessel of this type. Obviously, with a comparatively light twin 150hp outboard rig, the boat sits quite high in the water towards the stern, although it’s heavy enough for this not to compromise stability. The craft’s beam is substantial enough to take a twin diesel installation and would even be well matched to jet drives in my view.  A full cabin version is also available, and having seen the architectural drawings, I have to confess to feeling that the 9m Cabin could be a most interesting offshore cruiser.

The manner in which the boat rides, coupled to the sheer of her hull/sponson profile, means that the bow presents itself to the oncoming seas in a very reassuring manner. There is no reason to suspect this vessel would prove any less capable in a following sea-state either. 

I did find the dual throttle control hard work - it needed adjusting to ease movement. I would say that the 150hp set up represented the absolute minimum in terms of horsepower as it did prove a tad sluggish to get up on the plane. Once up and running however, she turned in a good turn of speed - delivering a best fully trimmed out speed on flat water of just under 50 knots.

Putting the RIB into a hard lock I managed to get the stern to skip out twice. This, I am told, is quite unusual on a boat with a twin rig, especially bearing in mind the moderate amount of horsepower involved. This habit demands caution on the part of the helmsman and I am surprised Parker had not discovered this tendency prior to the RIB International test. An adjustment in the engine set up may assist to correct this potentially dangerous fault.

The hull struck me as being very familiar, both in the way it handled and in appearance - it clearly takes its inspiration from a tried and tested design. This is a craft that has much potential for many offshore applications, particularly professional of course, but private enthusiasts may also find the Parker 9 metre has serious appeal in cabin format.

HMS