JUNE 2017

26
Let battle commence
The racing nally gets under way in
the 35th Americas Cup this month.
We analyse the teams chances
going into the Challenger Series

AT A GLANCE
ON THE WIND
Sam Greeneld / Oracle Team USA

10 Volvo Ocean Race to decide on the

boat of the future: monohull or multi?
11 Ian Walker announced as RYA
director of racing
14 Ofcial report published into the
deaths of two Clipper Race crew

NEW GEAR AND YACHTS

70 New Yachts

36 44
Oyster launches two new models
plus the Swan 65 announced

78 Tested: 3 head torches

Finding the right sailing head torch is
no simple task. We test three at sea

PRACTICAL
80 Special report Paul Heiney on
becoming a pilot book author

84 Extraordinary boats Arkema,

the wing-sailed ying Mini 6.50
Mutiny the inside story Stripped and reloaded 88 Masterclass with Pip Hare
Ocean racer Conrad Humphreys on the TV Behind the scenes with The Boatyard team Deploying drogues and sea anchors
recreation of Captain Blighs voyage of in Portugal retting the Volvo Ocean Race
survival 4,000 miles across the Pacic eet of one-design VO65s 90 Weather brieng How tides
create sailing wind in a at calm

92

50 62
Get out of that Damian Foxall on
perfecting your spinnaker drops

REGULARS
5 From the Editor
19 Letters
20 Andy Rice
22 Matthew Sheahan
24 Skip Novak
59 Great Seamanship
96 Yachts for sale
Pacic Bound On test: Hallberg-Rassy 44 104 Classied advertisements
Chris Tibbs chronicles his departure from Pip Hare braves Arctic conditions for a two-
110 Backre
the Caribbean and into the Pacic Ocean day test of the latest new launch from
taking in the Galapagos Islands bluewater stalwarts Hallberg-Rassy JUNE 2017
NZ$16.70 Holland 8.99 Spain 7.90

Made for
C$13.99 US$10.99 A$11.75
JUNE 2017 4.90

adventure
HR44 Hallberg-Rassy rebooted
COVER PICTURE
HOW TO...

Made for adventure: the coast

DO THE PERFECT KITE DROP
GEAR
READ TIDAL WIND EFFECTS
Our pick of the
SAIL THROUGH A STORM best head torches

RACING
CRUISING
Stripped and reloaded:
Chris Tibbs on a Volvo Races 8m ret
Pacic adventure
The extraordinary
foiling wingsail Mini

of Sweden makes the perfect

Published monthly on the second Thursday of the month by Time Inc (UK) Ltd, The Blue Fin Building, backdrop for the HR44.
110 Southwark Street, London SE1 0SU Time Inc (UK) Ltd, 2016 ISSN 0043-9991 MUTINY THE INSIDE STORY
THE SHOCKING TRUTH BEHIND
TVS SAILING REALITY SHOW

COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW Photo by Magnus Rassy

MEMORIES IN THE MAKING.
Oyster Yachts, over forty years of British craftsmanship, quality and pride.

Find out more about our three latest Oyster models, the 565, 595
and 675 (pictured) the perfect family yachts for ocean adventures.

See us at the London On-Water Show, 8th-11th June 2017.

oysteryachts.com
Call us on +44 23 8083 1010
S A L E S | B R O K E R A G E | C H A R T E R | C U S T O M & R E F I T Email us at info@oysteryachts.com
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The spirit of adventure and innovation

Ready for battle

Were on the brink of the 35th Americas Cup. It
looks as if it could be one of the most tightly
contested, if not the most closely fought, in the
events 166-year history.
There have already been three rounds of
practice racing. Some say the Defender has the
advantage. Some say the Swedes are looking
good. Others favour lonely hunters Emirates
Team New Zealand. And what of Land Rover
BAR, relatively late to start up could they
really bring the Cup home?
The Americas Cup being what it is, there is
no shortage of expert opinions. But one of the
side effects of being based in mega-expensive
Bermuda is that its too costly to stake out
whats happening, and the journalistic
snooping, the inside scoops of previous
editions have gone, to be replaced by signed-off
team press releases. So take with a pinch of salt
any insiders chat about whos a favourite and
whos not.
There are many sailors who cant like the
AC50s. The style of sailing and the aesthetics
are so different from the past. The sailors, too:
the extreme physical conditioning now sets it
apart from most other sports, never mind
sailing. But once it gets going in machines that
are beginning to see bear-
away speeds topping 43
knots, I bet even the
Harry KH/Land Rover BAR

naysayers will feel proud of

our sport. They should.

Elaine Bunting Editor

Twitter @elainebunting

AND ANOTHER THING . . .

Global warming? Or just the effects of high pressure
When solo sailor Lisa Blairs Open 50 was The catamaran Race for
bringing more counter-clockwise winds this spring?
dismasted, she built a jury rig and sailed to Water has been testing
Whatever the reason, over 450 icebergs were counted
Cape Town, via a hairy refuelling at sea from a out a kite drive sail system,
near the Grand Banks in the rst week of April alone,
ship. Her account of the latter is riveting. similar to the sails used by
where the average is usually 80. Ships taking a Great
lisablairsailstheworld.com kitesurfers. The vessel is the worlds rst
Circle Route across the North Atlantic were adding up to
kite-powered wind/solar hybrid yacht
350 miles to the route to keep south
and the 40m kite can drive the 35m,
100-tonne boat up to ten knots.

Become a Yachting World reader with benets: visit yachtingworld.com/16S to subscribe today
on the wind

6 I June 2017
Picture this
An exciting ride
he Blue Peter carves into the seas off

T English Harbour, Antigua as she fetches

into perfect 17-knot tradewinds during
Antigua Classic Yacht Regatta in April. The 65ft
Alfred Mylne-designed cutter, which dates from
1930, was racing in Vintage Class B against yachts
such as the 77ft Fife yawl Latifa and Anne Marie, a
57ft Harris-designed gaff yawl.
Antigua Classics this year attracted almost 50
yachts and besides some great racing off the island
its highlights include a lay day with cream teas (and
women wearing extravagant hats) at the Admirals
Inn, and gig racing sculling, rowing and sailing.
Photo by ELWJ Photography.

June 2017 I 7
on the wind

Picture this
Would you dare?
ow about this for a tight squeeze? This is

H Wally 78 Carrera threaded into a cove on

the east side of Sardinia. It was a situation
specially set up for photographer Gilles Martin-
Raget. He explains: Luca Bassani, the founder of
Wally, is a keen sailor and knows this place very well.
As the conditions were windless with flat seas, he
offered to take the yacht in. The Wally has a
hydraulically lifting keel that reduces the draught to
2.5m. We didnt anchor, but in summer smaller
yachts do spend a few hours or even spend the
night in this magical place if the weather is settled.
Photo by Gilles Martin-Raget.

8 I June 2017
June 2017 I 9
on the wind
Volvo Race plans milestone
new design for next edition
New ceo mark turNer is debatiNg betweeN a moNohull or a multihull
new one-design for the next
A editions of the Volvo Ocean
Race is to be unveiled in May. In
a surprise announcement in April, race
CEO Mark Turner said that the designer
had been chosen following a tender
process, but not the design itself. It has
left up in the air a widespread debate
about whether the race should stick with
a monohull or move to a multihull.
The tender process produced
some radical proposals and some very
These are the first photos
of one of Ed Duboiss final
designs, the 58m/190ft
Ngoni, emerging from Royal
Huismans Vollenhove yard
in the Netherlands in April to
be shipped to their Holland
Jachtbouw facility in Zandaam
for rigging and launching.
The design, nicknamed The
Beast because her owner
commissioned Dubois to
design me a beast, is a
powerful aluminium-hulled
superyacht with plumb bow
and reverse sheer. She stands
as a poignant reminder of the
late designers diverse talents
10 I June 2017
different ideas it was a fascinating
process, said Turner. Monohull versus
multihull is a very difficult question and I
have had hundreds of opinions. There are
amazing things happening in monohulls
and multihulls out there so you could
argue it both ways.
Without finally deciding which option
to choose, Turner and his team plumped
for designer Guillaume Verdier, who
has top level experience in both monos
and multis. Verdier has been involved
in design teams behind the latest maxi
trimarans, foil-equipped IMOCA 60s,
the supermaxi Comanche and is fresh
from working with Emirates Team New
Zealands AC50.
Turner also announced that Italian
yard Persico will be contracted as a
lead builder. The yard was part of the
consortium that built the VO65s and
rebuilt Team Vestas Wind after it was
wrecked on a reef in the 2014-15 race. It
has recently completed the eighth VO65,
the newest boat in the fleet, for the latest
Amalia Infante / Volvo Ocean Race
new team Akzo Nobel.
Turner also hinted at other significant
decisions and promised that the big
reveal on 18 May would include changes
for the next decade it will be one of the
milestones for significant changes.
Our objective is to re-engage and
re-excite. Ultimately we are looking for a
formula that will excite the sailors, and
something that we can continue to evolve
to have a stronger than ever business
proposition. Thats difficult because of
the developments that are going on.
Its one of the most amazing
moments in the sport in terms of big
evolutions and the problem is that
Above: Discussing everyone is going at stop-start speeds
the options
designer Guillaume
we dont know where its going to go
or what boats are going to look like in
Verdier (left) with five years time. So its a tough time to
VORs Mark Turner make that decision, whichever route we
go we are going to be plugging into a
whole new generation of technology and
innovation.
See our feature on the refit of the
VO65 one-design fleet on page 44. Full
details online and on our Facebook page
in May.

Ian Walker lands British sailings top job
an Walker, double Olympic
I Silver medallist and winner of
the Volvo Ocean Race, has been
appointed director of racing at the Royal
Yachting Association (RYA). Walker takes
over from John Derbyshire, who held the
position for 16 years, and now heads up
racing at British sailings national body.
Walker, 47, first won a Silver medal at
the 1996 Olympics in Savannah, crewing
in the 470 with John Merricks. After
Merricks was killed in a car accident
the following year he paired up with
Mark Covell in one of the Gamess most
striking partnerships, this time helming
the Star after Covells own helmsman,
Glynn Charles, had tragically died in the
1999 Sydney Hobart race. The hugely
popular pair won a Silver medal at the
Sydney Olympics in 2000.
For the following Olympic cycle,
Walker coached Shirley Robertson, Sarah
Ayton and Sarah Webb to Gold in the
Yngling at Athens in 2004. He was a key
member of the first British Americas Cup
bid for 14 years when named skipper of
GBR Challenge in 2003, and also joined
the Italian +39 Cup team in 2007.
However, Walkers most recent
successes have been in offshore racing.
He skippered three Volvo Ocean Race
campaigns, the first being the 2008-09
Chinese-Irish entry Green Dragon, which
demonstrated his can-do attitude.
I wasnt planning on sailing
aboard Green Dragon for our first
campaign. But when I couldnt get the
skipper I was after because we had no
Off to a flying start. One of the
new Clubswan 50s, Genapi, racing
in April at SNIM 2017, held by the
yacht club Socit Nautique de
Marseille off the French city in
April. Photo by Pierik Photo
money, I realised I would have to do
it myself, he told Yachting World last
year. At the time I knew nothing about
this kind of offshore racing and had
lots of self-doubt and we made loads of
mistakes, too. But what I did do was to
surround myself with good people.
In the next race he skippered Abu
Dhabi Ocean Racing, but was dismasted
Matt Knighton / Abu Dhabi Ocean Racing
on the very first night. A vocal supporter
of the Volvo Ocean Races move to one-
designs, he returned with Abu Dhabi
for the last race in VO65s, dominating
the 2014-15 edition to win. Last year he
received an MBE for services to Olympic
and competitive sailing.
His friend and long-time business
partner Jamie Boag described him
before the last Volvo Ocean Race as:
So competitive hell race you to butter
toast first in the morning! but Walker,
who has two teenage daughters,
Above: Ian Walker has made no secret of the fact that
pictured during his
winning campaign
he was not hankering after a fourth
circumnavigation. Instead, the new RYA
as skipper on Volvo role, which Walker formally takes up in
Ocean Race team the autumn, will see him tackling a range
Abu Dhabi of challenges on shore.
Broadly speaking its divided
between the UK Sport performance
side of things and the pathway to the
Olympics, and rest of racing in the UK
be that match racing, team racing,
club racing, junior racing, Portsmouth
Yardstick all the different aspects. I
think one of the challenges is going to be
balancing those two.
One of his first tasks will be to appoint
the new Olympic Manager after Stephen
Sparky Park also left the RYA, moving to
British Cycling this year.
June 2017 I 11
on the wind
Spirit Yachts to build superyacht
Ipswich-based modern classic builders
Spirit Yachts has started construction on
its largest project to date, a 34m sloop,
Spirit 111. The project will be one of the
largest single-masted wooden yachts
ever built in the UK and sees the yards
first partnership with interior superyacht
design specialists Rhoades Young.
Like all large Spirits, the 111 will
be built in wood epoxy composite on
New yachts for
Ellen MacArthur
Cancer Trust
he Ellen MacArthur Cancer
T Trust, which offers sailing trips
to young people who are in
recovery from cancer, has now taken
delivery of two brand new, specially
adapted Beneteau Oceanis 45 yachts.
The Trust, which has previously relied
heavily on chartered yachts, received
the new boats thanks to grants from the
Peoples Postcode Lottery. Caledonian
Hero is based at the Trusts new centre
in Largs, Scotland, while Solent Hero is
based in Cowes and already in use for the
2017 season.
Both have been specially adapted to
make them more accessible for young
people with limited mobility.
Trust CEO Frank Fletcher explained:
12 I June 2017
stainless steel space frames, and there is
a strong focus on it being as eco-friendly
as possible. An electric drive system
powered by four lithium battery banks
that regenerate when under sail will
enable the owner to spend long periods
of time onboard using minimal fuel.
Spirit says that air conditioning,
generators and water heaters will be set
up to reduce power consumption.
Young people who have had sarcomas,
which is cancer of the bone, have often
had an amputation or internal prosthesis
and have a lot of mobility issues. Also,
if you have a brain tumour as a young
person sadly as soon as you start doing
surgery on the brain you often suffer
mobility issues, and balance is affected.
The whole point of the boat is the fact
that it has been modified by Ancasta
Group to really make it more accessible
Above: Renderings
of Spirit Yachtss
We are delighted to be working with
Rhoades Young on Spirit Yachtss first
sublime looking collaboration with an external design
new 111ft yacht agency, said Spirit Yachts CEO and
head designer Sean McMillan. We
have created an aesthetically beautiful,
lightweight yacht that will be easy to
handle with minimal crew.
The Spirit 111 will be set up for
cruising and racing, with carbon spars
and hydraulic winches. It is due to launch
in the summer of 2019.
Above: Two new for young people to come sailing with us.
Beneteau Ocean The new Oceanis 45s feature electric
45s have been fold-down transom platforms making
adapated for the getting on board easier. The yachts have
cancer charity also been modified with the primary
winches moved forward to create extra
space in the cockpit. Details have been
added to make the young people and
teenagers, many of whom have not sailed
before, more comfortable on board, such
as split-level bunks for added privacy.
Maiden returns
for new project
In April the Whitbread maxi Maiden
returned home to the Hamble. It was
from here she set off on the round the
world race in 1989 with skipper Tracy
Edwards and an all-female crew.
The 58ft maxi went on to win two legs
and finish 2nd overall in the race, and the
crew made headlines when they sailed
back into the Solent in May 1990.
Almost 28 years on, the yacht has
changed hands several times and ended
up abandoned in the Seychelles, where
Edwards tracked her down in 2014.
The yacht arrived in Southampton
by ship and was towed round to Hamble
Yacht Services, where she will be refitted
in time to take part in the Volvo Ocean
Race Legends regatta from Gothenburg
to The Hague in June next year.
Maiden is in very poor condition,
Sailor ends transatlantic in 42-inch yacht
Just 24 hours into his first attempt to sail
solo across the Atlantic in a 42-inch boat,
Matt Kent has had to turn back.
Kent set off from La Gomera in the
Canary Islands on 6 April in his tiny yacht
Undaunted, but returned after concerns
about his boats seaworthiness.
He explains: I wasnt really in too
much danger, [but] there was a weak
point in the boat that was concerning
me. The emergency floatation system
component that was on the rudder
assembly was getting hammered so hard
in these really close together waves. The
float was getting jammed upwards so
fast and so often the boats movement
couldnt keep up.
It was the worst, most unpredictable
and erratic conditions I have ever sailed
it with that boat. When it started gusting
45 knots I decided that I shouldnt keep
going with such an obvious weak link.
Kent estimated his crossing time
at some three months, so Undaunted
cannot be fixed in time to avoid the
hurricane season this year. He therefore
plans to postpone his next attempt until
the autumn.
He still hopes to set a record for the
smallest boat ever to cross the Atlantic.
Both of the guys that held this record
had to wait months or even years as
setbacks took their toll.
lacking a mast and most deck fittings.
Down below is even worse, says Edwards.
She looks like shes been vandalised.
But after her year-long refit and the
Legends Regatta, she will go on to a
new mission in keeping with her original
role. She will do a three-year world
tour to raise funds and raise awareness
for womens education in developing
countries. Something that Maiden stood
for was enabling girls doing what they are
capable of doing, says Edwards.
Right: Matt Kent
peers out of a
porthole in his tiny
yacht, Undaunted
Above: Maiden is
craned off a ship in
Southampton after
shipping from the
Seychelles. Right:
Tracy Edwards
(front) and some of The funding for the project, called The
her original crew Maiden Factor, has come from Princess
Haya Bint Al Hussein, daughter of King
Hussein of Jordan, the original backer
and staunch supporter of Maiden. Read
more at www.themaidenfactor.org.
Centenary rally
The centenary of one of sailings
most famous watering holes,
Peters Cafe Sport in Horta in the
Azores, is being celebrated next
year by a pursuit rally. Hosted by
the Ocean Cruising Club, the rally
will be open to other clubs. The
premise is simple: calculate your
passage from any point to cross
the line at Horta on the date
and time specified by the rally
organisers. The events will begin
on the week of 18 June 2018.
More details from
www.oceancruisingclub.org.
Ernesto Azevedo established
Peter Caf Sport in Horta in 1918.
It is now run enthusiastically
by his great grandson, Jose
Henrique Azevedo, who also has
a historic scrimshaw museum
upstairs. It is a popular place for
sailors of all nations to gather.
June 2017 I 13
ON THE WIND

Ofcial accident investigation into

Clipper Race deaths raises safety issues
REPORT DETAILS HOW TWO CREW MEMBERS DIED IN SEPERATE INCIDENTS AND MAKES KEY RECOMMENDATIONS
he Marine Accident Left: The cockpit

T Investigation Branch (MAIB)

has released its findings into the
layout on CV21,
IchorCoal
investigations of two accidental deaths
aboard the Clipper Race yacht CV21,
Mainsheet traveller
IchorCoal, during the 2015-16 Clipper
Round the World Race.
The 73-page report raises some
pertinent safety issues that apply to
all sailors, notably on the subject of
Grinder
clipping on with tethers and the use of
preventers. In particular it highlights how
Secure point
using splices and knots in modern ropes
can reduce their breaking strains.
Andrew Ashman, 49, died during the
Anti-chafe piece
first leg of the race after being knocked
unconscious during two uncontrolled
gybes 122 miles west of Porto, Portugal
on 4 September 2015. Sarah Young, 40, Cockpit jackstay
was washed overboard from the same
yacht while mid-Pacific Ocean during the
long transpacific leg between Qingdao in

14 I June 2017
China to Seattle on 1 April 2016.
The MAIB has an important role in
ensuring that the valuable learnings from
accidents are shared with the industry to
help improve safety, said Clipper Race
founder and chairman, Sir Robin Knox-
Johnston. These two fatalities, resulting
from two very different incidents, were
the first in our long history and are tragic,
especially as they were caused primarily
through momentary lapses in applying
basic safety training.
MAIB recommendations
The common link between these
tragedies that resulted from the
investigation is that the MAIB found a
lack of effective supervision featured in
both accidents.
It has recommended to the Clipper
race organisers that future Clipper
yachts should be manned with a second
employee or seafarer with appropriate
competence to support the current
skippers, who are the sole Clipper
employees aboard. We put this to Sir
Robin see his answer overleaf.
The Clipper Race organisers already
place a meticulous focus on safety that
complies with, and sometimes exceeds,
the rules and regulations set by Royal
Yachting Association, World Sailing
and the Maritime and Coastguard
Agency (MCA).
The report, however, also details
safety issues that include the
recommendation for more regular
practical MOB drills, reducing the
distance between guardrails (or using
mesh between them), and the loss of
strength caused to high modulus rope
when knots or splices are used. It should
be noted that Clipper addressed most
issues immediately after the accidents.
The report gives full accounts into the
build-up and timeline of both accidents,
of which we have quoted the summaries
here, as well as the reasons behind why
the MAIB came to its conclusions and
recommendations.
Andrew Ashman
Andrew Ashman, a trained paramedic
from Kent, was one of 21 fee-paying crew
onboard CV21, IchorCoal, together with its
professional skipper. He was described as
an experienced sailor who had completed
the Clipper coxswain course and was the
starboard watch leader on that leg.
The incident occurred four days into
the first stage of the race from London to
Rio de Janeiro in the North Atlantic with the
yacht located approximately 120 nautical
Hatch
Andrew Ashman
Helmsman
Danger area
miles west of Portugal.
Before the accident, CV21 had been
sailing under its No 1 yankee and full
mainsail on a broad starboard reach when,
due to increasing winds Andrew decided
that it was necessary to reef the mainsail,
the accident summary in the report reads.
He had stepped forward of the
mainsheet traveller to brief the crew when
the yacht altered course. This caused the
wind to catch the leech of the mainsail
putting the sail aback, causing tension on
the preventer line.
The forward strop securing the
preventer line to the bow broke, releasing
the boom, which then moved swiftly to
starboard across the cockpit in an
accidental and uncontrolled gybe.
The yacht then performed a second
uncontrolled gybe with the boom
swinging back onto the port side before
the helmsman was able to regain control.
During the uncontrolled gybes, Andrew
Ashman sustained a fatal neck injury
and, despite the efforts of his crew
mates, could not be resuscitated.
Aft winch grinder
Approximate
location of seated
watchkeepers
D-ring to which Andrews
tether was attached
Above: This The cause of the unexpected and
diagram shows sudden movement of the yacht was
exactly where the accidental gybes, during which
Andrew Ashmen fell the preventer securing strop failed.
on the deck Following the accident, actions taken by
Clipper were aimed at improving crew
safety on board the Clipper 70s, and
included: the introduction of a second
preventer line; the marking of the area
to be avoided while running downwind,
when an accidental gybe was possible;
and debriefing the crew with the lessons
learned from the preventer strop failure.
The MAIB identified three different
possible mechanisms leading to
Ashmans injuries: either the boom or
mainsheet (or another rope) struck him
during the gybes; or the motion of the
vessel caused him to fall against the
starboard cockpit coaming.
The report goes on to note: had
Andrew not taken the short-cut across
the traveller, but skirted around the
Left: Andrew starboard side where both tethering
Ashman, a points and hand-holds were readily
paramedic, died available, this accident might have
during the rst leg been avoided. Andrew might have been
June 2017 I 15
ON THE WIND
Partial
splice
prompted to take the route prescribed
during the Clipper training sessions
had there been a visual reminder of the
danger zone, such as visible markings on
the deck.
There were no eyewitnesses to
the mechanism that led to Andrew
Ashmans fall, however the report says
the investigation has identified the
most probable cause and a number of
contributory factors. These include
the timing of the decision to reef, the
skippers decision to remain below,
the route taken by Ashman across the
cockpit, and the failure of the
preventer strop.
During previous Clipper races, the
yachts had experienced problems with
the preventer line arrangement causing
distortion to cleats and deck fittings,
says the report. Clippers in-house
rigger constructed strops with a partial
splice created in the middle. Preventer
lines rigged on each side of the yacht
ran through one of the two hard eyes at
either end of these strops before being
tied off.
The report notes: The strengths of
the preventer line, strop and pad-eye
were estimated but not documented and
no estimate of their expected in-service
loading had been recorded. MAIB tests
concluded that the primary failure mode
was consistent with overload failure at
the strops partial splice.
A recommendation has been
made to Marlow Ropes Ltd, the rope
manufacturer, aimed at improving the
information provided to users on the loss
of strength caused by splices, hitches
or knots when using high modulus
polyethylene rope.
16 I June 2017
Thimbles
Sarah Young
At 2324 on 1 April 2016 Sarah Young was
washed overboard IchorCoal mid-Pacific
while the yacht was on leg six from
Qingdao, China to Seattle, USA. One hour
and twenty minutes later, after a series of
failed attempts, she was recovered
unconscious, having been located by her
personal AIS beacon, but she never
regained consciousness.
CV21 had been sailing in 20-25
Above: Sarah Youngs lifeline tether, which had not been used
Left: The MAIB knots under full mainsail, staysail and
report showed the No 2 yankee, says the report. Shortly
preventer that was after the starboard watch took over at
used and how it 2200, the wind increased in strength and
was spliced backed, so the crew started to reduce
sail by reefing the mainsail and the
skipper took the wheel.
Sarah then went below to ask
some of the off-watch crew to help with
taking down the headsails, the report
continues. On returning to the cockpit
she became involved assisting another
crew member without first clipping
on her tether. The combination of the
yachts motion and a wave breaking
over the deck caused her to lose
her footing and she fell down to the
starboard guardrail.
The report notes how the watch
leader tried to grab her, but how another
wave washed her down the starboard
side and overboard.
There were a number of complications
during the MOB rescue attempt, not
least the conditions it was a dark night
with wind gusting over 60 knots at the
Below: Sarah Young time. The tether securing the watch
died after being leader prevented him reaching the dan
washed overboard buoy until he unclipped. The dan buoy
on the leg between was then launched but the attached AIS
Qingdao and Seattle beacon did not activate.
Sarah Young had a manually activated
AIS beacon fitted to her lifejacket (no
auto-activating AIS beacons are currently
available). The report states: It is highly
doubtful that Sarah would have been
recovered if she had not been wearing a
personal AIS beacon.
This was the second MOB in two
editions of the Clipper Race where the
casualty has been recovered thanks to
crewmembers carrying their own AIS
MOB device. For the next edition of the
race, all crew will be provided with a
personal AIS MOB device fitted to
their lifejackets.
The inability to turn the yacht around
quickly cost valuable time. The skipper
tried to heave-to but he was unable
to turn the yachts bow into the wind.
Conscious that he did not want to risk the
yacht losing way and sailing backwards,
potentially damaging the steering
gear, he instructed the crew to get the
headsails down.
Three crew on the foredeck hauled
the staysail down first. The conditions
were such that as the crew hauled the
sail down it filled and self-hoisted again.
When the yacht approached Sarah
Young in the water it was apparent, says
the report, that she was conscious, but
her lifejacket sprayhood was not in
position. Several attempts were made
to approach Sarah, including twice when
she slipped out of crews hands and
then out of consciousness. After a lifting
hook was successfully secured at 0044,
Sarah, who was unresponsive at this
time, was lifted on board and lowered
onto the deck.
The MAIB report states that the
accident was a consequence of Sarah
Young not clipping on. The training had
emphasised the importance of clipping
on, so why did she not?
Clippers standard operating
procedures states that all crew shall
clip on at night, when offshore, when
reefed and when working on the
foredeck. Its training drills into the crews
the need to clip on early. It also says
that: skippers will set an example in the
wearing of lifejackets and in the use of
safety tethers.
Practical drills
The investigation established that:
the tethering practice on board CV21
was inconsistent. To prevent this there
needed to be a robust safety culture
built on strong leadership, discipline and
effective oversight.
The report also notes that falling
overboard might have been prevented if
the distance between the intermediate
guardrail and the deck had been smaller
or fitted with lacing or mesh.
The inability of the crew to quickly
get the headsails down or for the skipper
to be able to turn the boat through the
wind, resulted in a 32-minute delay
before the yacht turned to search for the
MOB (then two nautical miles away). The
report identifies two main factors that
delayed the recovery of Sarah Young:
the difficulty of lowering the headsails
and the time taken to recover Sarah once
on scene.
It says that, while man overboard
drills were briefed regularly, no practical
drills were completed with the race leg
crew together and suggests some of the
delay, despite the atrocious wind and sea
conditions could have been avoided
had the crew been more practised in the
procedure.
Following Sarah Youngs fatality,
Clipper Ventures laced up guardrails,
carried out MOB drills on each boat and
emphasised the use of sprayhoods. It has
also introduced a windspeed of 11 knots
true wind above which all crew must be
clipped on.
Clipper Ventures Next MoNth
On sale 8 June
responds to the report
we asked chairman sir
robin knox-johnston
For his comments
n issue that emerges from
A the report is the amount
of pressure the Clipper
skippers are under and it makes
a recommendation for a second
paid hand or contracted seafarer
on board each yacht. The report details how each skipper was
required under their terms of contract to: ...work for no longer 50 years young
than 16 hours per day, allowing for any watch system that Boisterious racing and one of the
is being operated as appropriate and ensuring the safe and biggest and most diverse fleets
effective operations of the yacht at all times... for many years marked the 50th
The MAIB found lack of effective supervision featured in anniversary regatta of Antigua
both accidents. Chief inspector of marine accidents, Captain Sailing Week. Helen Fretter joined in
Steve Clinch, recommends that Clipper does even more to the racing and the serious fun
review and modify its yacht manning policy and shore based
management procedures so that Clipper yacht skippers are The two-year plan
effectively supported and, where appropriate, challenged to Businessman Caspar Craven spent
ensure safe working practices are always adhered to on board. five years planning to go off cruising
Sir Robin Knox-Johnston says these areas have been round the world with his young
developed and will continue to be regularly reviewed. He family, building up his plans day by
points out that the Clipper Race is a customer-operator day. He explains what was involved
organisation, not a regulating body. Clipper has developed its in planning and setting up the
current manning levels and qualifications in conjunction with sabbatical of his dreams
the Maritime & Coastguard Agency.
We frequently implement and develop safety procedures Great Atlantic ARC survey
where there is no actual requirement, said Sir Robin, they Our annual survey into equipment
are under constant review as a matter of course and we will used in the transatlantic ARC rally
continue to do so in light of the reports recommendations. takes an in-depth look at routine
We asked Sir Robin if Clipper was considering manning gear breakages what are the usual
their yachts with a second paid hand. The ethos of Clipper has suspects and whats the best way to
always been to bring people on and turn them into safe seamen avoid breakages or jury rig them?
to start and then racers, Sir Robin replied. If you want people
to be responsible you must give them responsibility. Hence we Rescue in Tierra del Fuego
choose watch leaders from amongst the crews. When a lone skipper ran his
Some years ago, we realised that if a skipper was yacht ashore in a remote area of
incapacitated we would need someone aboard who could Patagonia, who better to come to
sail the boat to the nearest port where we could send a his rescue than Skip Novak and the
replacement skipper. We did try introducing interns who held crew of Pelagic Australis?
a RYA Yachtmaster Offshore but found them of varying ability
and usually lacking in offshore experience. We discussed this
with the MCA, who saw our point, and together we created the
Clipper Coxswain Course, which is offered to selected people
who have demonstrated their ability during our training. The
theoretical part of the qualification is the RYA Yachtmaster
Offshore, but the practical side is on our larger boats.
We are setting up a safety committee with the holders of
the coxswain course to assist the skippers in enforcing the
rules regarding tethering and other safety issues around the
deck. But Sir Robin argues: What is the difference between a
paid person and an unpaid person when it comes to ability?
For a report summary see: yachtingworld.com/ichorcoal.
The full MAIB report can be found at www.gov.uk/maib
June 2017 I 17
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18 I June 2017

LETTERS
email yachting.world@timeinc.com
Write to The Editor, Yachting World, Pinehurst II, Pinehurst Rd, Farnborough Business Park GU14 7BF
Letters may be edited as appropriate
Jovelino Matos Almeida/WCC
Glassy calms
Starting the engine as soon as the wind
drops off robs the passage of a lot of
pleasure, in my opinion. Dealing with
calms, is just as much part of sailing as
barrelling down the waves.
To illustrate I would like to share the
following experience: in 1988 I sailed
with the Australian yacht Sundancer
from Sydney to the UK. Sundancers
engine was rather useless, so we took
the propeller off before we left Sydney,
to reduce drag.
Working our way up the Atlantic, we
got becalmed in the Doldrums. As we lay
there, waiting for wind, I was awoken in
the middle of the night and told to get on
deck, walking slowly so as not to disturb
the boat. There I found a moonless night,
with millions of bright stars. In the pitch
black night, the horizon was invisible and
the stars reflected in the glassy water.
When you looked up, and then slowly
down to the side of the boat, all you saw
was stars. We sat there the whole night
feeling as though we were in space. No
drugs or alcohol required, just a little
imagination we even felt a slight sense
of vertigo.
It was an unforgettable experience,
and I have only once read about a similar
experience in sailing literature.
www.twitter.com/yachtingworld
In 2019 I will be sailing in the
MOD34, a one-design, singlehanded,
non-stop round the world race for
S&S 34s, which starts and finishes in
Sydney, Australia. And even though I
will enjoy barrelling down the Southern
Ocean, I am also looking forward to the
Doldrums, hopefully having another Neil
Armstrong moment.
Derek Desaunois
Snakes alive
My wife and I were motoring at 15 knots
in a 4.5m aluminium tender near High
Island, south of Cairns, Queensland,
when the vessel suddenly stopped
almost dead and veered to starboard.
Thinking we had hit a floating tree, I
peered over the stern and the culprit was
quite a large yellow sea snake, at least as
thick as my arm, with a big paddle tail. It
had now looped itself around the Honda
engine leg which we had to raise out of
the water to free ourselves.
Prospective cruisers to Australia
should know that at least one person is
killed per year by a crocodile in Australia.
The latest victim was
a young man killed
a mile north of the
Mulgrave river mouth,
at Palmer Point, right
LETTERS
www.facebook.com/
yachtingworldmagazine
opposite High Island where we go a lot
to snorkel. My wife and I now go suitably
armed at all of our favourite spots.
Dr Tim Coyle
Getting online
Thank you for your review of the Iridium
GO on yachtingworld.com. We bought
one in New Zealand last February and
use the unlimited data option with
PredictWind offshore. We pay for
Oceanweather data plus email.
Weve since sailed from New Zealand
to Australia and on across the Indian
Ocean and the Atlantic. We find the GO is
easier and quicker to set up and use with
an iPad than an ordinary Iridium system
was with a laptop, plus the iPad is easy to
view anywhere on the boat. Each month
we get a report on data usage, showing
that the unlimited package is worthwhile.
John Dyer
Above: The clarity
of the night sky at I have been using the Iridium GO for
sea can be a almost five months now in an open
revelation even for canoe around New Guinea. It still works
seasoned sailors although the rubber has cracks in it and
the display has a row of dead pixels.
The Facebook update option that is
advertised doesnt work (because FB no
longer permits users to post via mail ).
What it can do is post on twitter,
send low-resolution pictures by mail, get
weather updates, track my navigation,
and text and call. Its a rugged product
but not a gateway to the worldwide web.
Thor Jensen
Foreign ret
Thanks for your article about refitting
overseas (yachtingworld.com). I have
found language barriers to be a problem.
I experienced this first-hand in
Malaysia when one local contractor was
asked to under-coat beneath the bunks
in white or grey. When asked whether he
understood, he looked puzzled. So I said:
Is that clear?
He said, Yes.
I came back to find he had epoxy
clear-coated under the bunks of the
entire boat, which I then had to sand and
redo in grey undercoat myself.
Chris King
June 2017 I 19
AmEricAs cup
AmericAs cup diAry
With All six teAms noW in BermudA the rumour mill is Beginning to churn With
tAlk of A second teAm looking At ride-on grinding. ANDY RICE reports
E
mirates Team New Zealand is making
the most of its status as the dark horse of
this Americas Cup. As I write, the Kiwi
AC50 has not long emerged out of the
nose cone of the Emirates cargo plane
that delivered its precious payload from
Auckland to Bermuda.
While the Kiwis are miffed to have missed out on the
practice racing sessions that have already taken place,
skipper Glenn Ashby and his crew are looking forward to
getting stuck in and seeing where the boats speed slots in
against the other five already training on the Great Sound.
Currently Artemis Racing looks to be the form boat,
having won all nine of its
races from the windy
Oracle might be making a practice session in
late play to switch out of mid-April, including four
wins against Oracle.
traditional pedestals Behind the Swedes were
Oracle Team USA, which
beat all the others.
SoftBank Team Japan lost five races but beat Land Rover
BAR and Groupama Team France once apiece. The Brits
raced each team once, but beat only the French, who won
none of their matches.
Its fortunate for Ben Ainslie and Franck Cammas that
so much practice competition has already taken place,
giving the designers a sense of where the changes need to
come in the final month before battle begins. What we
dont know is how much each team is revealing of its best
hand, how much sandbagging is going on. Not very much,
I suspect. This world of high-speed foiling is still very new,
and every day lining up against a rival is a huge learning
curve, too valuable too waste on playing mind games.
There is also the question of what design changes will
come out of the final foil packages that the teams bring
Andy Rice has out for the Cup proper. Its all about the trade-off between
reported at three
straight-line speed and creating sufficient lift to keep the
Americas Cups,
three Olympic
boat flying through the turns and the light-wind patches.
Games and every The weather forecasters will be earning their crust like
Volvo Ocean Race never before, because teams will want to feel confident
since 2001 about choosing their light/medium or their medium/
20 I June 2017
heavy foil set. Its going to be as crucial as selecting the
right set of tyres for a Formula One car on an
intermittently rainy day.
As ever, its those crafty Kiwis keeping the rest guessing,
with a rumour that the New Zealanders are working on
one foil set that will carry them through the wind range
and removing that morning weather forecasting
headache. At what cost to top-end speed youd have to
wonder? Even the Kiwis cant change the laws of physics.
The grinders-on-bikes option taken by Emirates Team
New Zealand continues to cause a stir, with the rumour
mill suggesting that Oracle Team USA might be making a
late play to switch out of traditional pedestals and onto
saddles and pedals instead.
Bearing in mind just what the Americans achieved in
that 36-hour window back in 2013, when Oracle managed
to fly every available composite boatbuilder up from New
Zealand to San Francisco and put the AC72 through
extensive overnight surgery halfway through the 34th
Cup, maybe swapping out some grinding pedestals for
eight bicycle frames doesnt seem such a big deal. But
technical challenges aside, surely even the mighty
resources of the American-Australians are incapable of
turning its finely-honed upper-body musclemen into
Olympic-standard cyclists in the space of six weeks or so.
While we wait to see the New Zealanders join in with
the pre-event competition on the water, there has already
been a shoreside contest between all six teams. This was
the #EatLionfish Chefs Throwdown, an event organised by
11th Hour Racing to help raise awareness of the issue of
lionfish, said to be a serious threat to marine habitats in
Bermuda. Celebrity chefs from the host nations of each
Cup team did battle to conjure up the best lionfish dish,
and it was a British victory for Chris Kenny, head chef at
Necker Island, who won $20,000 of prize money for
charity, half of it going to Land Rover BARs 1851 Trust.
The lionfish challenge is one example of the Cup
displaying more of a social and environmental conscience.
It also shows that the teams are getting on with each other.
But how long will the entente cordiale remain? As the
pressure comes on, chances are that things will get a bit
more tetchy.
COMMENT
Matthew sheahan
This winTer Two men experienced very differenT voyages ThaT
challenged Them To The limiTs of Their deTerminaTion
B
oth Conrad Colman and Conrad
Humphreys are long distance offshore
sailors. Both have completed several
circumnavigations including a Vende
Globe each. Both have recently been
faced with seemingly impossible odds
yet have managed to complete their tasks. But most of all,
both have showed a level of grit and determination that
has produced two remarkable stories
Conrad Colmans tale was one that caught many
peoples attention before he had even left the dock.
Without a sponsor and struggling for funds his fight just
to get to the start line was a tough beginning to his Vende
Globe. Given the percentage of the fleet that is forced to
retire in each race, combined with his shoestring budget,
Colman, more than anyone, knew what he was up against.
But while he might have been short on cash, he proved
to have an excess of ambition. And that wasnt all. The
candid and upbeat way in which he described his struggles
to get to the start
there was one story he followed by his regular
warts-and-all, blow-by-
hadnt told, even to his blow account of his trip
wife falling overboard around the world made
him a big hit with Vende
Globe followers.
As we now know, his race nearly ended with starvation
after his mast came down just 700 miles from the finish.
He had already been low on food, now he was critically
short on food, water and power.
When he finally arrived home in Les Sables DOlonne to
a heros welcome aboard his dismasted, singed, wreck of an
IMOCA 60, he didnt behave like most of the skippers and
kiss the deck. He didnt burst into tears and he didnt show
any hesitation in stepping over the guardwires to get off
the boat.
Unlike most other solo sailors who, despite having
longed to be home, can barely bring themselves to leave
Matthew Sheahan
the security of their 60ft world, Colman leapt off the boat
is head of
performance like a deer jumping a hedge, hitched a ride on a passing RIB
sailing at and ran to the crowds lining the harbour entrance.
Sunset+Vine Id spent 110 days on that boat, there was no way I was
22 I June 2017
going to prolong that experience, he told me the next day
without the slightest hesitation or embarrassment.
But despite his candid accounts, there was one story he
hadnt told until he returned, not even to his wife, and that
was the night he went overboard in the Southern Ocean.
Just a few hours after he had made the shock
announcement to a stunned press conference, I
interviewed him for the World Sailing TV show, when he
recounted how close he had come to losing his life. It was a
harrowing illustration of how being hooked on can
sometimes put you at greater risk than not being tethered.
But as we chatted, his story went even further. Losing
his father in a sailing accident before he was old enough to
even know him was something that has driven him
throughout his life. More recently, losing his brother after
he took his own life was another source of distress and
deep motivation.
Conrad Colmans story is one you must hear. But then
so is Conrad Humphreys.
His pivotal part in a recent Channel 4 documentary
retracing Captain Blighs incredible 4,000-mile journey in
an open 23ft boat is impressive (see page 38). Humphreys
was the sailing master and navigator aboard a boat full of
nine men, many of whom had not sailed before.
Their trip from mid-Pacific sought to recreate both the
track and the conditions that Bligh and his men
experienced. The results were strikingly similar and made
riveting viewing. Rarely do you see sailing footage that
makes an IMOCA 60 travelling at full bore in the depths of
the Southern Ocean look like a more comfortable option.
It was a fascinating recreation and you really have to
see it. If youre outside the UK, fire up that VPN server
connection and go to the Channel 4 app for the catchup
options and look for Mutiny. Then, sit back and enjoy the
fact that youre not having to live on 400 calories a day
aboard an open 23-footer in the middle of nowhere with
waves breaking over you in the dark.
Catching up with Humphreys at one of his talks at the
Royal Geographical Society was an opportunity not to be
missed, nor could I resist doing a short video interview
with him (www.sailing.org) in which you can find out more
about his thoughts on the trip.
Comment
Skip novak
Since 2011 the number of veSSelS viSiting AntArcticA hAS riSen SteAdily And in
2016-17 exceeded the All-time high. if you Are going to go, dont leAve it long!
A
fter the month of February on the
Antarctic Peninsula I migrated north to
thaw out in Miami for three days. Well,
not completely as I spent the three days
in an air conditioned hotel meeting
room participating in an IAATO
(International Association of Antarctic Tour Operators)
Executive Committee meeting. One of the topics we
discussed, which is now firmly in the sights of the
organisations strategic plan, is how to manage the
explosion in expedition ship tourism in particular the
influx of Chinese tourists and ship companies.
This is of interest to anyone who has dreamed of taking
their yacht either to the Antarctic or anywhere in high
latitudes north or south. High latitudes cruising is
considered to be an exotic destination in what some call
wilderness, and the perception is of untravelled cruising
grounds, managed to some extent but not overrun.
That was what Lars Lindblad and the Explorer was
offering as an Antarctic
experience for cruise ship
Gone are the days of tourists with his first trip to
being alone in any high the Antarctic in 1966. That
same year Bill Tilman sailed
latitude destination there on his yacht Mischief
and dipped down to
Deception Island. It was believed to be the first yacht, and
was followed in 1973 by Dr David Lewis on Ice Bird.
Like so many changes and upheavals we have seen in
the world in recent memory the story begins with
Perestroika. Overnight the Russian Academy of Science
fleet of ice-capable vessels (and there were hundreds) were,
with some exceptions, mothballed when their budget was
cut by the new government. Clever entrepreneurs from
Europe, the USA and Australia saw an opportunity and did
deals for peanuts to charter these vessels, making
accommodation for guests, deck crew and hotel staff.
A look at the statistics tells the story. In the 1991-92
season there were roughly 2,000 ship-borne tourists to
the Antarctic. By 2006-07 it was closing in on 40,000 and
at the time this was considered saturation level. The
economic crash that followed in 2008 softened the
24 I June 2017
numbers back down to 25,000 for a few years and then an
IMO ban on heavy fuel oil burned or carried in the
Antarctic also put some ships out of the game. This was
also welcomed by the Antarctic Treaty community, which
was beginning to take serious notice of the upward trends.
Since 2011 the numbers have risen steadily and in the
2016-17 season just past we have exceeded the all-time
high with 43,000 visitors, mostly ship-borne.
But this is not all. Although the old Russian ships have,
by and large, been replaced, new companies are joining the
party and the established tour ship companies are
building more modern expedition ships.
The number of expedition ships is predicted to rise by
50 per cent by 2019. The conundrum for the Antarctic is
that it is non-sovereign territory so there is no obvious
way to limit the number of operators. IAATO is therefore
looking at self-regulating by various means; possibly by
the companies agreeing to one landing per day instead of
the two they currently offer in their itineraries.
On the other hand, the Antarctic Treaty might restrict
what is on offer by designating more landing sites
Specially Protected Areas, which would squeeze landing
opportunities and might create a self-limiting effect
leading some companies to bow out.
In the high north it is a different dynamic. The Arctic
rim countries claiming sovereignty can be more proactive
with limitations imposed at short notice as tourist
pressure increases.
Gone are the days of being alone or at least one of a
handful of yachts in any of these high latitude
destinations. The reality, though, is that the total number
of yachts anywhere in high latitudes at any given time is
still very small. In the Antarctic it is measured in the tens,
not hundreds. Luckily for us, high latitudes are not every
sailors cup of tea for obvious reasons.
Having said all this, a well equipped and properly
manned yacht, preferably steel or aluminium, can still
duck and dive, to some extent, mitigating the crowding
effect. Recent arrivals of glassfibre hulls, catamarans and
those worried about their paint job will, Im afraid, be stuck
in the rush hour traffic lane. If contemplating a high north
or south voyage, dont leave it too long. Carpe diem!
 ADVANCED A80
The Real Blue Water Experience

NEW NEW NEW

www.advancedyachts.it
marketing@advancedyachts.it
 COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW

Let battle
commence
THE 35TH AMERICAS CUP PROMISES TO BE ONE OF THE
MOST CLOSELY FOUGHT EVER. WE LOOK AT WHY

I
f Jimmy Spithill had been invited to step into a time machine
ten years ago to catch a glimpse of what his future looked like,
even his famously cool head would have exploded with what
he saw. Flying about the water at 50 knots in catamarans? It
would have seemed like pure science-ction.
Ten years ago Spithill had never even sailed a multihull. The young
Australian was plying his trade as one of the hottest match racing
helmsmen, employed to get the best out of Luna Rossas Version 5 keelboat
at the 2007 Americas Cup. No Version 5 ever exceeded much more than 10
knots, upwind or down. Now he pilots a craft capable of almost ve times
that speed.
As Spithill sits at the wheel of a foiling spaceship capable of warp speed,
with an array of PlayStation-style controls at his ngertips, all those wasted
hours of his youth playing high-speed video games mustnt seem so wasted
after all.
Ten years ago, Russell Coutts had been cast into outer darkness. The
infamous Coutts Clause put in place by Alinghi was designed to keep

26 I June 2017
June 2017 I 27
Sam Greenfield / Oracle Team USA
 COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW
ACEA 2017 / Austin Wong
Above: Head to the wily Kiwi out of the game after he had so spectacularly
head practice fallen out with his former employer, Ernesto Bertarelli.
racing between How the tables have turned since Couttss replacement
Defenders Oracle boss, Larry Ellison, has given the New Zealander free rein
Team USA and to shape the Cup as he sees t.
Artemis Racing All that we see today originates from the creative mind
of Coutts. Not that everyone likes what they see, because
this brave new world is not everyones idea of what the Cup
should be.
The single driving force behind everything leading up
to the 35th Americas Cup in Bermuda is Russell Couttss
strong desire for commercialisation. He has borrowed
heavily from Ellison, one of the wealthiest patrons ever to
have contested the Cup, in order to steer the event away
from its reliance on the privately wealthy towards a model
of corporate sponsorship.
After the barnstorming nale of the 34th Cup in San
Francisco, you might have thought that the corporate
world would be queuing up to plaster their logos down the
side of these spectacular boats. But the sponsorship world
is never as simple as that, and we have yet to see this drive
for commercial viability achieve much traction.
Faltering commercial aspirations aside, Couttss radical
vision is primed to deliver one of the most thrilling events
in the Cups 166-year history. In some ways, thats not
saying much. Any rose-tinted views of this event might
cloud the fact that the vast majority of Cups have been
boring, one-sided affairs in which one boat clearly proved
superior within the rst minute of the rst race.
We thought that was going to be the case four years ago
DEFENDER CHALLENGERS
ORACLE TEAM USA Artemis Racing
Skipper: Jimmy Spithill Skipper: Nathan Outteridge
Key crew: Tom Slingsby may also helm. Tactician Key crew: Francesco Bruni is stand-in helmsman, Iain
Andrew Campbell the US input on a mainly Aus team. Percy tactician and Paul Goodison wing trimmer
What to expect: Under-performed in the World Series What to expect: Inconsistent in World Series but has
but have been fast and looked strong in practice racing shown ashes of brilliance and strong in practice races
28 I June 2017
on San Francisco Bay, especially after a dire Louis Vuitton
Cup where Emirates Team New Zealand was often the only
boat to nish a race because of the unreliability of the
other challengers AC72s. Who could have predicted such a
thrilling showdown in the nal?
Now the question is how the action in Bermuda will
compare to past Cups. On the laws of probability, its
highly unlikely to live up to the once-in-a-lifetime thrills
of the 2013 nale, but Bermuda certainly has the
ingredients for a much more open and unpredictable
event than perhaps any Cup previously. This is because
there has never been a Cup in which the challengers have
conducted so much full-bore practice racing.
Not only that, theyve been consorting with the devil -
the Defender!
To the traditionalists, doing anything to help the
Defender is the height of heresy. And theyve got a point.
The Defender almost always stacks the deck in its favour.
So why help them out any more than theyve helped
themselves already? Wouldnt it have made more sense
if you were really serious about wresting the Auld Mug
away from USA for the challengers to have organised the
racing between just the ve of them?
Part of what governs this unusual spirit of collaboration
is the so-called framework agreement, which four of the
ve challengers signed up to in January along with Oracle.
Its a groundbreaking document that, for the rst time in
the Cups history, means that we know the dates of the
next two editions , 2019 and 2021, and we know that the
AC50 will continue to be the weapon of choice.
Emirates Team New Zealand
Skipper: Glenn Ashby
Key crew: Peter Burling at the helm, hugely
experienced Ray Davies tactician, Blair Tuke trimming
What to expect: Down-under approach is the least
conventional, early signs look threatening
 Right: Jimmy
Spithill at the helm
of Oracle Team USA

The only team that refused to join the party was

Emirates Team New Zealand, with the Kiwis objecting on
some fairly woolly grounds. On the face of it, the Kiwis are
the most commercially driven of any Cup team, so why
wouldnt they welcome the framework?
Probably because behind the scenes the Kiwis are much
more reliant on the nancial backing of a few sugar
daddies, not least Patrizio Bertelli, the Prada tycoon who
took his Luna Rossa toys away in a huff a couple of years
ago. Bertelli is thought to despise pretty much anything
that Ellison and Coutts are doing, so the more he can upset
their grand scheme, the happier he tends to be.
Not only are the Kiwis the political black sheep of this
Cup, in technological terms their decision to put their four
power crew on bikes rather than standard grinding
pedestals sets them apart from their rivals. Word is that
they might be generating up to 40 per cent more power
through their legs than other crew through their arms.
In which case, why didnt everyone jump on the bike?
Most of the teams say they considered it but rejected it on
grounds of increased windage and the extra time required
to hop on and off the bike during manoeuvres.
Generating more power gives you the ability to trim
the wing rig and the foils more regularly and more
accurately. Which means you might be able to carry
thinner, smaller foils that are inherently less stable
which might mean you end up with higher top-end speed.
Javier Salinas

But although many of the large components of the

AC50 are one-design, not least the hulls themselves, the
design challenge is proving greater than ever. This time

Groupama Team France Land rover Bar SoftBank team japan

Skipper Franck Cammas Skipper: Ben Ainslie Skipper: Dean Barker

Key crew Australian Adam Minoprio is wing trimmer Key crew: Squad includes wing trimmer Paul Key crew: Chris Draper on tactics joins ex-Team New
and stand-in helmsman. Coach Bertrand Pac Campbell-James and strategist Giles Scott Zealand crew, eg. Jeremy Lomas, and two from Japan
What to expect The outsiders of the bunch. Cammas What to expect: Carrying high expectations in the UK, What to expect: Masses of talent and technical
has the multihull chops, but chances hard to call very well prepared, but practice racing was lacklustre know-how. Dont bet against this team

June 2017 I 29
 COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW

round, developments could add up to four or ve knots of

top-end speed, but at what cost to manoeuvring in the
AC rules require each sailor
tight connes of the race course? Theres a huge
to carry a personal air supply
compromise between ultimate speed, lift, stability and
which can be used hands free.
reliability. A beam failure resulted in Artemis Racings boat
Land Rover BAR each carry a
folding up into pieces during training, albeit it was one of A grab handle at the
42.5lt Aqualung emergency
the Swedes test craft and not their race boat. collar means the
air bottle, which sits in a
In the early phases of practice racing, however, it was sailors can remove
recessed panel on the back.
Artemis that were setting the pace in their race boat with An airline and regulator
the entire PFD in
Oracle not far off. SoftBank Team Japan, skippered by the attaches to the front . A knife five seconds in case
experienced Kiwi Dean Barker, is also showing good signs is also recessed into the PFD of being trapped
of speed, while Groupama Team France is working hard to underwater
get on terms with their rivals.
The biggest surprise and a worry for British fans has
been how slow Land Rover BAR has been out of the blocks
in Bermuda. While the crew have been putting in some
excellent boathandling around the course, speed through
the water has been distinctly lacking. Ben Ainslie points
out they were still working on their rudders and foils.
But if anyone has beneted from the practice sessions,
it is the Brits. Theyve seen where they need to be and how
much they need to improve if theyre going to stand a
chance of making it to the nals.
Written by Andy Rice

The modern Americas Cup sailor

The shape of the six men competing on each challenger
has changed literally. Two factors have altered the
make-up of Americas Cup teams beyond all recognition:
the move to foiling multihulls, and the total crew weight
limit of 525kg for six men. Sailors in the 35th Americas
Cup now have to produce near constant power rather than
short bursts of intense grinding to trim or hoist a sail, and
they have to do it with fewer, smaller crew.
Land Rover BAR sailor David Freddie Carr epitomises
how the role of the Americas Cup sailor has physically
shifted. Carr began his Americas Cup career in 2003 with
GBR Challenge and recalls the grinding crew on the old
IACC yachts: They were huge, powerful machines, big
prop-forward looking men who could bench press 200kg.
And their explosive power was absolutely phenomenal,
something that us current crop of Americas Cup grinders
could get nowhere near.
Weve changed from these power sprint athletes into 87.5kg
endurance athletes that are required to hold a constant average crew
weight
wattage for 20-25 minutes on these Americas Cup boats.
Land Rover BAR teams head of strength and
conditioning, Ben Williams (an ex-Royal Marine),
comments: I broke down the old Americas Cups and
The ultimate
navigators gadget?
Tactician Giles Scott has 25,500kg
an additional feature on the average weight lifted
front of his PFD a flip-down by a sailor in a week
display screen for data read-
outs which hinges downwards.
Then when he lets go of it, it
automatically snaps back up
into a recess, and tucks in so
it cant get snagged, explains
Hijack

30Spinlocks James Hall

I June 2017

The Henri-Lloyd rash
vests have bright red
arms, a request from
sailing team manager
Jono Macbeth for
visibility in the water,
for example to help
spot a crew reaching up
in the event of a capsize
Air temperatures in Bermuda
in June can reach 28C so Land
Rover BAR has swapped thick
neoprene training kit for nylon
and Spandex running-style
leggings and a 1mm neoprene
rash vest top, custom-designed
by Henri-Lloyd. With the AC50
crews largely working on their
feet, abrasion resistance has
been exchanged for increased
flexibility and breathability
1,560
watts
184 bpm: max power recorded
max heart rate on arm grinder in
recorded during training
a 25-minute
race. Average is Spinlock T2 buoyancy
164bpm aid, with integral
rash vest for reduced
wind resistance and
motorbike-grade
shock absorbing body
armour panels on back
The race wear is highly panelled
for an unrestrictive fit, with liquid
silicone backing on the seams to
avoid rubbing in areas such as
behind the knees. Nick Hutton
worked closely with Henri-Lloyd
to develop the clothing, including
a thick neoprene warm-up jacket
to keep muscles warm pre-race
June 2017 I 31
 Harry KH / Land Rover BAR
COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW

Above: Land Rover fitness training. Because the loads going through the
BAR used Jaguar shoulders and bouncing around the trampoline are huge,
Land Rovers wind there could potentially be a lot of shoulder niggles, impact
tunnel to analyse injuries and lower limb injuries. We do a shoulder
how to make their conditioning circuit every morning, which will completely
PFD more open up your shoulder. Were doing upwards of 7,000
aerodynamic and revolutions on the handles every day, so youre really
look at the impact asking a lot of that joint.
of crew positions,
down to the Keeping agile
optimum elbow The other thing we do is yoga. At the high speeds on these
Harry KH / Land Rover BAR

position for helming
Above: Freddie the work-to-rest ratio was 1:6. In the last Cup in San
Carr weight Francisco it was 6:1. So how do the current Cup sailors
training: the Land produce all this power?
Rover BAR grinding The BAR squad train for around 14 hours a week before
crew spent the final they even step onto the water. Technogym Arm Grinder
month in a simulators, aero bikes, rowing machines and an awful lot
maintenance phase of repetitive weight training dominate their routines.
before tapering Artemis Racings Chris Brittle can reportedly bench press
their workouts 160kg. Louis Sinclair, Oracle Team USAs bowman,
dead-lifts 180kg. Boxing and SUPing let some crews blow
off steam, but are another opportunity for working on the
all-critical power.
Aerobic capacity is also pushed to the max. Carr
explains: On the AC50s, youre constantly north of 85 per
cent of max heart rate. Free-diving training is both a
safety technique and a way of maximising lung capacity.
The combination of repetitive movement and huge
loads put the sailors at big risk of injury. Carr explains that
what the team dub pre-habilitation is a big part of their
32 I June 2017
boats, when youre up around 40-50 knots, its very easy to
become very tense and to bring that off the water with
you. You find your body over the course of a sailing week
basically just tightening up. It resets your muscles, and
for all that youre standing stretching with a group of big
burly sailors it does reset the mind as well.
Almost every AC team has seen a man overboard or a
near-miss. The Land Rover BAR squad incorporates agility
training to keep the team foot-sure. We try to replicate it.
We do a lot of hopping courses and a lot of changing
direction courses, says Carr. Its akin to what youd see
NFL players or football players doing; [they] have to have
great acceleration and deceleration.
When were crossing the boat we have to be very agile
on our feet. Thats hard enough when youre doing it
across a gym, hopping over hurdles and jumping onto
boxes, but doing it in the middle of a foiling gybe at 40
knots two metres above the water with the pitch of the
boat changing, adds another dynamic altogether. Without
doubt the best training for crossing these boats is actually
doing it, but we try and get as close as we can in the gym,
so our limbs have a bit of muscle memory stepping
around the boat in those high pressure manoeuvres.
AC crew have to be able to make split second decisions
even when pushed to the limit aerobically. Oracle Team
USA trained with US Navy Seals to test themselves
 ENGINEERED
TO WIN
P R O U D T O PA R T N E R L A N D R OV E R B A R
T H E B R I T I S H C H A L L E N G E R F O R T H E 3 5 T H A M E R I C A S C U P

Images Harry KH/Land Rover BAR

HENRILLOYD.COM
is a registered trademark of Henri Lloyd Ltd
 COUNTDOWN TO BERMUDA AMERICAS CUP PREVIEW

mentally while physically exhausted. They were put

through an ice-bucket memory game, where sailors War of the foils
sitting in ice baths could only get out once one of their
highly fatigued team mates correctly solved a puzzle.
ElainE Bunting talks to nick Holroyd
Land Rover BAR has taken a different approach. We try of SoftBank team Japan aBout foils
and leave our out-and-out heart and lung training in the
gym, explains Carr. Then when we step onto the water we t first glance, the teams AC50s may look similar,
work 10-15 per cent less than that and are able to
cognitively think the boat around the racecourse.
A but out of sight within the hulls and under the
water lie significant differences in foil designs
Thats where the real skill of the sailor comes in, where and control systems. The margins to be found in these
you are operating at 80-90 per cent max heart rate, so will be key to winning (or losing) the Cup.
youre breathing pretty hard, but youre also very aware of Nick Holroyd is technical director of SoftBank Team
how the boat is set up; not only what move is coming next Japan and previously worked as technical director at
but what is likely to come at the bottom mark and how Emirates Team New Zealand on NZL2 and NZL5, the first
that might change if one boat gybes early and gets a split foiling AC72 catamarans. He explains: This is a very,
at the bottom gate. very long way from a one-design environment. It really
Thats where the skill comes: being physically stressed is a full development class. Having the hulls and cross
and fatigued but being mentally able to structure as one-design is a benefit as it lets you focus on
cope and plan ahead. the stuff that makes you go fast.
KEY DATES
With a total weight limit of 525kg, Since foils were first introduced to Americas Cup
Louis Vuitton Americas Cup many teams have been slimming down racing in San Francisco in 2013, the advances made in
qualifiers and challenger play-offs: their helmsmen to shift the weight foil design and efficiency have been startling. Looking
26 May-12 June 2017 allowance onto the power-driving back now, Holroyd says: That was a once-in-a-
Red Bull Youth Americas Cup grinders. Even so, there is no weight generation Wild West of yacht design. It was very hard to
Finals: 20-21 June spare. Carr radically changed his diet to keep velocity prediction tools up with our state of
Americas Cup J Class Regatta:
the Sirtfood plan, which saw his body development. So the mathematics behind it were
16, 19 & 20 June
fat drop to just seven per cent. relatively crude and because those mathematical
Americas Cup Match:
Working with nutritionist Aiden models of the boat were lagging we didnt have much
17-18 & 24-27 June
Goggins, the team have been having ability to optimise.
quarterly blood tests to personalise
their diet, explains Carr. And without a
doubt the most interesting two of those was the first blood
draw he did and the one he did three months later after we
implemented his plans. Fundamentally I had been
Matt Knighton / SoftBank Team Japan

brought up in the RYA youth system where carbohydrates

were king and slow burning energy was the thing.
Goggins advised that Carrs body struggled to convert
carbohydrates to energy.
We made some very drastic tweaks to my diet. I didnt
change the volume of my food intake, if anything I
probably increased it a little bit, and within that first three
months I lost 7.5kg and a load of stuff that was potentially
in the red within my cell health became one of my strong
points. Everyone in the team had their own stories like
that, with dietary tweaks that not only helped them lose
or gain weight but actually helped them find 5-10 per cent
in performance.
Written by Helen Fretter
See our exclusive news and video
during the Cup at yachtingworld.com
Above: SoftBank Team Japan technical director Nick Holroyd is in
charge of development and a longtime expert on Cup foils
Four years on, design tools have been defined and
developed that give teams a more much accurate
prediction of the behaviour of the boats and allow teams
to optimise performance. So not only are the AC50s
significantly faster than were the AC72s, but they fly on
foils far earlier in the wind range, at 7-8 knots true.
Under the current protocol, the boats race between 6
and 25 knots of wind. Once the breeze lifts off the
bottom end of the wind range, everything changes
quickly power, loads, stability. At 6 knots the boats are
in displacement mode and slow (though winds this low
are very unlikely in Bermuda in May and June). With
only half a knot more wind speed, they are fully foiling
and boat speeds surge from 7 knots to 12 knots.
At 7-8 knots TWS, these boats are foiling downwind

34 I June 2017
and, with a little more, foiling upwind
too and flying right around the course
without touching down, including
through tacks.
Throughout the practice racing in
April and May, teams have all been
trying out upgrades to boards and
rudders. Optimisation will continue
throughout the racing and indeed
through the match itself.
Teams were allowed six foils for their
development boats, based on the
AC45s used in the World Series. For the
AC50s, four sets of boards are allowed.
Teams are allowed to make unlimited
small changes to these boards,
provided 90 per cent of the original
stays unchanged. They each also have
four trump cards to play, in that they
can make one significant change to each set of boards,
affecting up to 30 per cent of its mass.
The aim has been to contain costs, but this scope of
development is still extremely costly. A pair of foils is said
to cost approximately US$500,000, but that is purely the
time and materials needed to build them it doesnt
include the huge number of hours that go into design,
testing on the water and analysing the data afterwards.
With that added, development burns through millions.
The four big changes that can be made to each set of
boards will allow teams to replace the whole of the wing,
or horizontal part at some point. A well choreographed
team could accomplish that in a matter of four days, says
Holroyd. So you could make those changes quite late.
The smaller ten per cent changes can also be used to
tweak performance, perhaps by slightly changing the
camber of the wing, or extending or shortening it. Tips
could be changed between two versions of the same board,
or a team could optimise a set for up the wind range or
down the range. These changes can be done on a short
timeline and will be important in a game of tiny margins.
Each team will have foils to use in different wind
conditions but for each day of racing they will have to
decide which foil set to use. The foils are all pre-measured
and have to be declared five hours before the first race and
then cannot be changed during the day.
Foil development is one of the Cups most closely
guarded secrets. But have the differences in what teams
have been trying to achieve been notable?
Yeah, I think so, says Holroyd. Its very hard for me to
comment specifically on other teams, I guess, and well
have to leave it to the racing to find those things, but for
sure we see some teams that have emphasised the very
top end performance. So maybe theyre looking hard at
being quickest on the reach and being first round mark
one, and defending that position.
Maybe youre prepared to pay a cost of net time
around the course to ensure you have that capability. But
if youre confident you can design a board thats good
enough to keep in touch along the first reach and down
the run, you might make a trade to be significantly faster
upwind and make passing opportunities there. So what
Matt Knighton / SoftBank Team Japan
youre going to see in the foils is a little bit of a reflection Above: SoftBank
of how those teams see the game playing out. Team Japan using
It is not only foils that could give a team a decisive edge, one of their foil sets
but also the hydraulic systems that control them, another during practice
extremely important area of open development. racing in April
These are the areas you dont see: the hydraulics and
systems that control the electronics, explains Holroyd.
The two areas, foil design and controls, are very
intertwined. If I can design hydraulics that get my
daggerboards to their target position faster and more
smoothly, and an interface for the helmsman to use that
is more natural and more fluid, all these things serve to
increase the stability I have when foiling. In turn, that lets
me re-look at the board design and I can design a board
that has less inherent stability engineered into it.
As a general rule, teams pay a price in greater drag
when they design stability into the boards. Back in the
AC72 generation, if the boat was flying level and some
force like a wave acted up on the boat that moved it away
from its target ride height, the design of those boards was
such that they were positively stable, says Holroyd. The
boards we have now on the AC50 are the opposite: they
are unstable. We do that because we can reduce the drag.
So we are very reliant on the helmsman to maintain
that stability. The control system, how intuitive it is to
operate it, how quickly it achieves that correction, those
things dovetail to define our design space.
These controls are operated by the helmsman via
buttons on the wheels. Oracle Team USA recently showed
off a wheel developed with sponsors BMW though, like
most teams, they havent shown photos of what the
wheels actually look like on the boat.
As the development programmes have progressed,
speeds have continued to rise. When asked about ultimate
top speed seen, Ben Ainslie says the Land Rover BAR team
has been clocked fractionally over 43 knots during a
bear-away. Speeds of 40 knots are not uncommon. Ainslie
even suggested that, were foils built simply for straight
line speed, these boats would be capable of over 50 knots.
When it comes to the Americas Cup, these boats will be
racing each other at closing speeds of almost 100mph.
Sailing has made many claims over the years to be a sport
akin to F1-style, but this time it really will be true.
June 2017 I 35
36 I June 2017
Mutiny the inside story
Conrad HumpHreys on tHe tV reCreation of tHe Voyage of William
BligH and 18 men Cast adrift after tHe mutiny on tHe Bounty in 1789
e staggered up the beach in a
W
remote part of Timor, our weary
legs gave way as each of us collapsed
onto the pebbly shoreline. Tears of
relief ran down our cheeks as we sat
motionless for the first time in over 60 days taking
in our strange surroundings. I felt oddly numb.
Looking back out to sea at the tiny 23ft wooden
boat that had been our world since leaving Tonga, I
suddenly wanted to be back on board. Cameras,
interviews, people, hassle surely Bligh didnt have
to contend with this. Maybe he did? He certainly
did not arrive to a heros welcome. His men were
half dead and most would die within a few weeks of
their arrival.
This was to be our story, a modern day
recreation of Blighs 4,000-mile open boat voyage
from Tofua, where he was cast adrift from HMS
Bounty, to Timor where he skilfully navigated
Bountys launch through some of the worlds most
remote islands and treacherous reefs. Blighs only
mantra was survival. Cast adrift after a mutiny, he
and his followers were left for dead with enough
rations for only a few days sailing, a sextant,
Photos courtesy of Channel 4
June 2017 I 37
MUTINY
some declination tables, a pocket watch and some
carpenters tools. No-one really knows what was in his
mind as he pointed the launch towards Tofua, 35 miles
away, but what unfolded was the greatest feat of
navigation and survival in British history, although Bligh
was not regarded as a hero by any of his peers.
When I was first approached by Windfall Films to be the
professional skipper on board this ambitious recreation,
my heart raced at the thought. Ive never been shy of
taking on sailing challenges, but this was at best audacious
at worst reckless. A crew made up of mainly non-sailors:
a handyman in place of a ships carpenter; a student
doctor in for a surgeon; and a whisky salesman in place of
the ships clerk. To think that we could really pull this off
was bold to say the least. Could modern man survive the
same fate as Bligh and his men? Clearly we could and did.
Many comparisons will be drawn about Bligh and his
ability to lead his men to safety. For us, our captain was
former SBS soldier Ant Middleton. Like Bligh he was only
35, but unlike Bligh he was not an experienced sailor. Ant
does know how to survive and shouldered the weight of
leadership like he was born to be on water. When I looked
across to him one night as the wind howled and the
heavens unleashed a torrent of rain on our shivering,
terrified crew, he looked at me with a broad grin. It was
enough for me to realise that, as in 1789, its only wind and
water and if we kept sailing west wed eventually arrive.
We listened for breaking water.
suddenly all hell broke loose
From the moment we were cast adrift 35 miles south-
west of Tofua, I knew that I would no longer have access to
any weather information. As a sailor, not being able to
forecast would mean navigating with a far wider margin
for error. When Bligh was cast adrift, he was given some of
his navigation equipment, including a sextant and a
pocket watch. He would not have had any idea of the
expected forecast.
In the months before we were cast adrift, I studied the
weather every day and tried to build up a knowledge of the
patterns in my head. Bligh had charted many of the
islands around Tonga and Fiji with Captain Cook, and was
able to recall them in his head. I hoped that I would be able
to do the same. As the rope was cut and we were cast adrift,
I knew that within five days the weather was due for a turn.
The tradewinds, south-easterlies, that would blow us along
at up to five knots would be replaced by a strong south-
westerly front and what looked to be a serious amount of
rain.
Like Bligh, we would set sail to Tofua to get extra
supplies and water. I was nervous about wasting time on
Tofua, but agreed that one night would be OK as long as we
set sail early the next day. My objective was to get safely
through the Lau Group of islands and reefs that lay some
200 miles to our north-west before the winds changed. We
arrived at Tofua on the evening of the first day, just before
dark, so we decided to hold off until first light. That
evening the winds picked up and gave us all a taste of what
38 I June 2017
was to come. The waves broke over the boat and by
daybreak, we were all soaked to the bone.
Making landfall the following day took a huge effort,
with the strong Trades blowing us away from the island.
Bountys End was cursed with an inability to go to
windward, so a long and arduous row was necessary. All
the time, the clock was ticking...
The stop on Tofua proved fruitless, with only a handful
of coconuts to show for our efforts. Meanwhile, we were
now a day behind my schedule and our strategy to follow
Blighs original course through the Lau Group and Blighs
Passage, was now looking extremely dodgy. Worse, the
Trades were weaker than the previous day, so our progress
towards the Lau Group was not as I had expected.
As time wore on, I calculated that we would not pass
through the Lau Group in time and decided we should get
some more southing into our westerly course. Ideally wed
aim to pass south of the islands before the wind veered
into the south-west, allowing us enough sea room to the
north if we needed to run off on our approaches to Fiji.
That was the plan. The sunset looked a little ominous as
we spotted our first island out to the west. We were not
quite as far south as Id have liked, but there was a
reasonable four-mile gap between the reefs that I thought
wed be able to sail through.
I briefed Ant and the crew on what to expect. We would
attempt to sail west through the reefs and to the south of a
small island called Kabara. From there, wed be able to bear
away a few degrees and head for the
next volcanic island. This approach
to navigation is not something that
Id ever done before, heading
towards an island to pinpoint your Above: Becalmed,
position. The early Polynesians dehydrated and
were masters at wayfinding, which was done exactly like starving in the final
this, and Im sure that Bligh used the same techniques. days before arriving
That night as we passed between the reefs, I asked the guys in Timor
to listen out for any sound of breaking water. We were all
tense and then all hell broke loose. Suddenly the wind
changed direction and picked up dramatically. It was a
weather front and we were now on a course heading
Ant Middleton and, at the helm, Conrad Humphreys. For the purposes of the show, Humphreys
was known as the sailing master he was the professional skipper for the voyage
Preparing for a
barrel drop. Twice a
day we exchanged
camera equipment

June 2017 I 39
Mutiny
Without shelter we
would try to save the
dry clothes we had
Mutiny on the Bounty
In April 1789, Captain William Bligh set sail from
Tahiti after 23 weeks collecting breadfruit plants,
as directed by the Admiralty. Discontent had been
brewing since the previous year.
Ann Ronan Picture Library
In Tahiti, some crew had deserted and when
they were found, Bligh punished them severely.
Things came to a head shortly after leaving the
islands. The chief mutineer, masters mate
Fletcher Christian, accused him of abuse ... so bad
that I cannot do my duty with any pleasure. I have
been in hell for weeks with you.
Along with 18 officers and some men, Bligh was
placed into the ships boat. Bligh noted in a later
account that he got a quadrant and compass into
the boat but was forbidden, on pain of death, to
40 I June 2017
touch either map, ephemeris, book of
astronomical observations, sextant, time-keeper,
or any of my surveys or drawings.
When, finally, Bligh returned to England, a court
martial found him innocent. He was appointed to
another ship and, after his 80-page account of
the voyage to Timor was published, was hailed
a hero.
Some 14 men from the Bounty remained in
Tahiti where they were captured and taken
home to face trial. Of the ten defendants, four
were acquitted and two pardoned. Three others
were found guilty and hanged.
Eight other mutineers escaped on Bounty
with Christian, along with their Tahitian wives
and six servants. They made for Pitcairn Island,
where they ran aground and the ship broke up. It
would be 20 years before the outside world heard
from them again.
Today, the population of Pitcairn is around 50,
most of whom are descendants of the mutineers.

towards Kabara Island. I called for a reef to be put in both
sails which, given the experience on board, proved to be a
nightmare. In the confusion, bodies were caught up in the
sails and yards, at one point the sails ended up in the
water, and all the time, I was concerned that we were being
blown north onto the reefs.
We eventually got the sails set and with everyone
packed into the windward side of the boat as ballast, we
attempted to sail as close-hauled as possible.
The waves were now beam on and at best I estimated
that we were making a course of due west over the ground.
Kabara was only a few hundred metres wide, so we needed
to hold our nerve and get to windward of the island before
easing sheets and bearing away a few degrees. I could hear
the waves booming on the reef to leeward and now every
wave that broke over the boat made me imagine the worst.
I tried to put in a call to our support boat, to ask them to
warn us if we got to close to the reef. Unbeknownst to us,
the support boat had in fact lost visual contact with us in
the weather front and were unable to see our radar trace
on their screen. The radio was silent.
Thoughts were now racing through my head: do I bear
away hard and try and pass to the north of the island or
hold my nerve? What the hell were we doing in this
situation, with a crew almost paralysed with fear and a
support boat unable to render any assistance? We had to
Above: Bad
weather as we
approach Fiji it
rained non-stop for
96 hours
Right: Our Captain
Bligh was Ant
Middleton from the
TV series SAS:
Who Dares Wins
Above: Conrad Humphreys navigating with paper
charts. Bligh had no charts. Left: The effects of 400
calories per day: ribs and bones protruding from all
the crew, often bringing spirits very low
hold our course. I looked over at Ant, who looked back at
me with a broad grin. It was the comfort I needed. Its only
wind and water and if we kept heading west, wed get
through it.
Endless rain
You would never have thought that too much rain would
become a major issue during the recreation of Mutiny.
Bligh also experienced a lot of rain during his voyage,
which caused great suffering to his men. In the first two
weeks of our voyage it rained constantly. In fact during
one 96-hour period it rained without stopping. Rain was
the devil on board. It sucked morale and, as Ant expressed,
tapping his head one day: It just gets into your head
tick, tick tick.
Without shelter, we would strip as quickly as possible
and put on our wet clothes to try and save what dry
clothes we had. Not everyone could be bothered with this
life-preserving routine and before long, some of the crew
experienced severe shivering and found it difficult to
keep warm. We took it in turns to do squats and exercises
to try and keep warm.
We had capacity to store 140 litres of water (seven days
worth at our recommended 2lt/day) in two large 50lt
barrels and four smaller 10lt barrels. We refilled the barrels
on land, where we found natural water sources. In Yandua
we found a freshwater seep coming out of the ground. In
Vanuatu, there had been a drought and the locals drank
from a small stagnant pool. We ran a rolling boil to purify
the water, but it still tasted foul.
During the 1,600-mile leg to Restoration Island, one
50lt barrel smelt sulphurous. We had no choice but to
continue to drink from it, but everyone suffered from the
effects with stomach cramps and diarrhoea. After we
crossed through the Great Barrier Reef and made landfall
on Restoration Island we were able refill the barrels.
However, the bacteria in the bad barrel was not properly
removed and on the final stretch of the voyage it would
come back to haunt us.
Bligh stopped a few times along Cape York peninsula.
We made landfall on Sunday Island, but found no water
and again on Albany, the most northerly island off Cape
York. Here, all we found was an old boat with hundreds of
litres of rainwater in the bilge. We again topped up, but
when we left Albany, it was clear that we would need to
June 2017 I 41
Mutiny

The mood was good.

confidence on
board was high

The boat: Bountys End

Our boat, Bountys End, was built in Richmond by Mark
Edwards (who built the Gloriana for the Queens Jubilee,
among other film projects). Mark brought in naval architect
Stuart Roy to draw the boat and assess the safety and
stability of the design. The drawing of the original boat is in
the public domain. Looking at that, their first assessment
was that the boat was unsafe for its intended purpose!
They added an additional plank to increase the
freeboard by 9in, which certainly made the boat drier
than Bligh would have experienced, but it also changed
the rowing height. This made the boat far more difficult to
row, which had quite a bearing on our voyage. Chris Rees,
who built Spirit of Mystery for Pete Goss, was brought in to
design the rig and sails and decided a dipping lug was the
best sailplan for the boat.
I now own her and have created a programme with The
Island Trust which runs sailing programmes for young,
disadvantaged and disabled people. She will visit schools
and events as a living history project. For more on this, Above: Arrival on the beach in Timor after 60 days on board Bountys End. This photo shows clearly
see: www.theislandtrust.org.uk/the-bounty-project. how the meagre supplies of 400 calories per day had left them severely emaciated and quite weak

42 I June 2017
 Above: Conrad Humphreys using the sextant for a noon sight. Bligh
was cast adrift with only his sextant, tables and a pocket watch
conserve our water. Wed be right on the limit with just a
litre of water per person per day.
Progress was good along the northern tip of Australia
and we hit some of our best daily runs of the whole trip
passing through the Torres Strait and across the Gulf of
Carpentaria. The mood on board was good and confidence
in our water situation was high.
We passed through a couple of smaller rain squalls, but
such was the fear of rain from the crew, no effort was made
to collect it. In fact it caused quite a lot of angst that we
again would be subject to more rain. I briefed everyone
that, from the earlier climatology study, the weather in the
Arafura and Timor Seas would get progressively lighter as
the tradewinds reduced the further west we travelled. We
should expect to slow up. My briefing fell on deaf ears.
Rain was still seen as the devil!
Progress slows as the wind dies
Water in one of the 50lt barrels started to smell very
sulphurous and quickly became undrinkable. It meant
that we only had around 40lt of water with still over 800
Above: Making miles to Timor. Progress slowed dramatically as we
good progress with encountered a ridge of high pressure and our daily
some fast sailing average dropped from 100-plus miles down to 50. It was
north of Cape York obvious that we were going to struggle on the water we
towards the had, so Ant took control of the ladles and we reduced our
Torres Strait consumption down to 600ml per day.
After 48 hours in the sweltering heat, which was
melting the camera batteries, I felt that we needed to
change our tactics. The high pressure system had
intensified over us and I believed from the wind direction
and the cloud formations that we were right in the centre
of the system with no obvious quick way out.
I wanted to do two things, the first was to lighten the
boat and transfer anything that was non-essential over to
the support boat. The second was that for those of us that
were fit enough (and not all were) we would do a bit of
rowing in the night. There were small patches, zephyrs of
wind that we needed to get to and with just one person on
the oars, enough momentum was created to generate
some apparent wind to keep us moving.
Ant did not agree with my plan. He felt we were all too
weak to row and preferred to sit tight, conserve energy and
wait for the wind to fill. I understood the need to conserve
energy, but I felt strongly that doing nothing was not an
Above: Crewmember Rishi Rivalia notching off the days on the thwart
of the boat. In normal life, he works in the food and drinks business
option and the only way out of the high pressure was to
move towards Timor, however slowly.
Ant called a crew meeting and the vote was to wait for
the wind and give it a further 48 hours. I was pretty angry
and for the first time in the voyage I disagreed with Ant.
We would run out of water before the wind returned.
After waiting a further 48 hours, we went to my plan
and started to lighten the boat. Everything non-essential
went overboard (to be collected by the support boat). We
were down to the last drops of water and it was clear that
we would need an intervention or risk dehydration and
possible long-term health problems. Everyone was in a
terrible state.
Our support crew knew we were in trouble and radioed
us to say that we needed to drink urgently and that they
would resupply us with 20lt of water during the next
barrel drop. Ive no doubt that had we not had that
intervention, we would have experienced severe
dehydration and ultimately death in the Timor Sea.
Having drunk enough water to rehydrate, we set out to
row and soon found ourselves in a strong westward
flowing current that was taking us towards the Timor
coast. I noted the strength of the current as we passed an
oceanic buoy and estimated it to be at least two knots.
We spotted land to the north-west and our hopes and
dreams of completing the voyage soon filled the boat. The
burst of adrenaline and energy that Ant predicted when
we saw land spurred us on and soon we spotted wind and
signs of civilisation in the form of fishing boats on the
horizon. In the final hours before making landfall, we were
treated to one of the most spectacular sunsets of the
entire voyage.
We were now in Timor, and on the beach was a shack
selling chocolate and Coca-Cola. Seven tired and hungry
soulmates stepped ashore and wept with joy.
Conrad Humphreys, 44, competed in the
Whitbread Round the World Race at the
age of 21. He skippered the winning boat
in the 2000-01 BT Global Challenge, LG
Flatron, and in 2004-05 became only
the fifth British yachtsman to finish the
Vende Globe.
June 2017 I 43
Strap line

Stripped and
reloaded
Volvo Ocean Races 8m refit
What is the VolVo ocean Race one-design fleet doing in an old fish
maRket by the RiVeR tagus? elaine bunting finds out

44 I June 2017
 A
small eet of boats lies alongside a shed
that seems abandoned. Seagulls pick their
way past shing pots and nets. In this part
of the outskirts of Lisbon, by the banks of
the River Tagus, the only clue that
something more is happening inside the building is a sign
over the door saying simply: The Boatyard.
This is were the Volvo Ocean Race one-design eet has
been undergoing a comprehensive 8 million ret,
designed to bring the boats back as close to mint condition
as possible. It has been a tight schedule to get the eet
ready for its second round the world race, which starts from
Alicante in October. And this race could be even tougher
than the last: it will mark a return to the epic Southern
Ocean era with a non-stop 12,000-mile leg from Cape Town
to Hong Kong, sailing south of Australia.
The races ret facility was set up last year in what was a
disused shing market. Although unprepossessing from
the outside, it provided something in short supply: a 120m
covered shed with lots of empty dock space outside right
next to a marina with access to the Atlantic. A deal was
struck with Lisbon, which is a stopover port for the race,
and the maintenance arm for the one-design eet is now
based here.
The yard has been retting seven of the existing boats,
and tting out one new yacht, built at Persico in Italy for
new sponsor Akzo Nobel.
The term ret scarcely does justice to the scale of the
Pushing out the boat.
A newly prepared
yacht ready to receive
mast, keel and rudder
June 2017 I 45
VolVo refit

work. The VO65s are the hardest raced one-design yachts

in the world. In some cases, boats have logged double the
mileage of a circumnavigation. Team Brunel, for example,
had sailed more than 60,000 miles since being launched
in 2013. So to bring every boat up to a similar condition
has taken nothing less than an overhaul of every single
fitting and component.
Nick Bice and Neil Cox are in charge of operations at
The Boatyard. It was set up as an entity during the last race
to take the maintenance of the fleet of one-design yachts
in-house, ensuring that they remain strictly in class and
that the work done on them was consistent. Beyond this
refit, it is contracted throughout the next race to look after
deck hardware, electrical maintenance, boatbuilding,
sailmaking, hydraulics and engineering.
The refit for each boat is a 15-week process involving 22
people on site, rising to 45 or 50 when equipment
suppliers arrive to fit final systems. Some 6,300-6,500
hours goes into each yacht, costing around 1m each, and
with one clear aim: When we give the boat to the teams
they should feel as if they are getting a new boat,
comments Neil Cox.
Cox, like many of the team working in The Boatyard,
has a long background in the race. He has worked with five
previous Volvo teams over the years: SEB, ABN Amro One,
Puma, Camper and Team Vestas Wind. He gets boat
maintenance from both a crews and an organisers
perspective. At no point can any team have any doubt
about the one-design integrity, he says.
At any one time, four yachts were undergoing refit this
winter, with boats moving through sequential bays in the The first cab off the ranks, Dongfeng Race Team, having all the gloss
sheds in Lisbon every three weeks. Yachts began the inlays and non-skid paint removed from the deck ready for repainting
process in the strip-out bay, where everything from each
boat was removed, from bowsprits to rudders, electrical
wiring to engine, and all the deck hardware. This is the
this for each yacht is a three-week job for an A team longboards
'Everything is removed, from 18-strong paint team based in Lisbon. the hull of a yacht
After painting, the yachts travel through to get a straight,
bowsprits to rudders' to a third bay, the refit bay, where fair surface for the
everything is fitted back on the yachts. And new graphics
stage at which testing and any essential boatbuilding was by everything, they mean every last nut, bolt and cable.
done, with the aim of getting a sound composite More than 1.5km of wire cabling alone has been stripped
structure, fully repaired and ready to be painted. off each yacht and replaced, along with all the electrics and
One of the benefits of the one-design maintenance and electronics and deck gear, plus machinery such as engines
refit is that the performance and condition of every and watermakers.
element can be recorded and analysed. The Boatyard uses The yachts emerge from this bay complete apart from
the same NDT and quality improvement processes they mast, keel and rudder.
have from the first day of the one-design builds, and this This is the stage at which some minor modifications are
information contributes to a continuous log in which made to the one-design from the last edition of the race.
every failure is recorded. We can look at anything thats The class rules feature a clause known Appendix F that
gone wrong. We know where it was inspected and when, allow teams to get together to suggest and incorporate
whether it be rigs, keels, boats or structures and the Farr small upgrades, so long as they are not, strictly speaking,
Design office is tied into that loop, says Cox. performance related. During the last race they included
As dull as it sounds, these boats are incredibly robust. modifications such as extra handrails, padeyes for
The engineering was designed for a purpose and [in the stacking sails, catches to keep bulkhead doors open and so
last race] no one had a structural failure that had any on. By the end of the 2014-15 race there had been around
impact on their performance in the race. Its a fair thing to 75 amendments. The Boatyard team picked out the best
say that most failures were operator error. ideas to standardise on the boats.
In terms of time, however, the largest part of the whole Some of the biggest changes relate to communications
refit has been the painting stripping off the old paint, equipment and power. The new CEO of the race, Mark
resurfacing and priming, fairing, painting and branding Turner, has stated his aim to bring more of the real-time
accounted for a massive 2,200 hours per boat. Completing action and drama to our screens, including giving

46 I June 2017
Spray painting the individual crew the opportunity to use social media. That
hull. The new fleet has coincided with a new generation of longer life
uses paints by lithium-ion batteries.
sponsor Akzo Nobel The biggest enemy of communicating what happens
in the race is power, comments Neil Cox. But from even
three races ago [power generation] has changed so much.
In a perfect world, wed have a live feed and 24-hour
coverage from the boats, but the cost of the data and
power would be the obstacle. Even now, how you choose to
use power on board is part of the race tactics.
The yachts will not carry any more fuel than before,
despite the power demands, but they will be running Watt
& Sea hydrogenerators for the first time. These have been
really successful on the IMOCA 60s that race in the Vende
Globe and the cruising version is increasingly popular on
ocean cruising yachts. For the VOR, these units will be
attached to the transom with fittings that allow them to
be tacked.
Following the fit-out, each yacht spent three more
weeks in the branding shed and then a final three weeks
being commissioned and carrying out sea trials before
finally being handed over.
During this time, the rigs and appendages were refitted.
The Southern Spars rigs are the same, but additional
laminate has been added to the aft end of the spars. The
luffs [of the mainsail] are quite deep so teams were

giving it a fair bit of grunt to flatten it out, says Cox.

June 2017 I 47
VolVo refit

The first boat to come out of refit, Mapfre, broke its mast
above the first spreader.
This was the second dismasting in the fleet on the
2014-15 race, Dongfeng broke the upper part of its mast
above the third spreader during the leg round Cape Horn.
The reason was mooted to be a consequence of using a
masthead Code 0 with a reefed main in too strong wind
and sea conditions.
The rules allow teams to buy a new mast, rudder or
daggerboards, and six new masts have been ordered, with
Dongfeng, Mapfre and the new yacht, Akzo Nobel, taking
the first three. Not all teams will have the budget to buy a
new mast, but all will have new carbon ECSix side rigging,
and will probably replace that again during the race, either
in Auckland or Brazil.
Most will stick with the existing rudders and
daggerboards. These have been comprehensively tested.
The daggerboards were NDT tested and a rejected board
was subjected to a bend test. It was placed in a mechanical
jig with the same spacing as the top and bottom bearings
and bent with a hydraulic ram. The Farr Yacht Design
office ran the numbers and calculated that the board
would break at 13.8 tonnes. It broke at nearly 18 tonnes.
Some changes have been made to the sail wardrobe this
time round. In the last race, only eight sails were allowed
on board on any leg, from a total of 12. For the next race,
teams will be allowed eight race sails plus a storm jib, from
a total allocation of 17. The suit includes a new light airs
upwind sail, a J0, and teams can buy two of every type of
sail plus six for training before the race start.
North Sails are making the sails in Aramid and
Dyneema using their 3di moulding process. Once again,
they will be made in batches by the same loft team so each
yacht gets as near identical cloth and production as
possible. This also means that teams that announce entry
late wont be at a disadvantage.
As was the case last time, every batch of running
rigging is identical, to the extent of being supplied made
up to the same lengths and bar-coded for identification.

'The boats weighed within
30kg of each other'
But just how similar are all the VO65s under the skin?
After all, there is one brand new yacht and the preexisting
fleet of seven includes the former, massively rebuilt Team
Vestas Wind. To get the yacht that ran up on a reef in the
Indian Ocean back into the race last time took a
gargantuan rebuild effort, and it required a substantially
rebuilt deck and an entirely new hull.
Surely an advantage lies with the brand new yacht or
the semi-new Vestas?
VOR argues thats not the case. Certainly, the extent of
the refit is impressive and we were told at the time of our
visit in March that the boats then finished weighed within
4kg of each other. The range last time was 30kg across the
fleet, says Neil Cox. Before the race, yachts will be weighed
again and any corrector weights required added so that
they are all equalised.
Some teams will only get together shortly before the
start, so at least for the first legs, the biggest Volvo Pentas
advantage will lie in time on the water and a engineers
cherry-picked core crew experienced from inspected all the
the previous race. Mapfre (back sailing with saildrives and
a new mast) was the first to be launched this winter and is serviced engines,
enjoying a head start with an expert crew including while 1.5km of
skipper Iker Martinez, Jean-Luc Nlias, Rob Greenhalgh wiring was also
and Sam Goodchild. replaced in each of
Another firm race favourite, returning again, will be the yachts
Dongfeng. Until their dismasting in the last race, they
were a real contender for an overall win. Skipper Charles
Caudrelier has selected a rock-solid, multinational line-up
that includes fellow French sailor Jrmie Beyou, Kiwis Stu
Bannatyne and Daryl Wislang (ex Abu Dhabi Ocean
Racing), and Chinese sailors Wolf, Horace and Black are
also back again.
So far, only two other teams have announced: Simeon
Tienponts Akzo Nobel; and Charlie Enrights Vestas 11th
Hour Racing. That leaves four teams yet to show their
hand (or perhaps even to sign on the dotted line). For
those it will be a rush to catch up for the fleets first big

48 I June 2017
Above: Spanish entry Mapfre getting ready for her launch in February.
Right: After 12 weeks of the refit, the keels are re-stepped and the
boats commissioned and handed over to teams

race, the Rolex Fastnet Race in August and the start in

October. But the benefit of The Boatyard is that all eight
boats will be completely equipped and ready to sail.
Once the Fastnet Race is over, the fleet will return to
The Boatyard in Lisbon in September for a final check over.
While the boats are out of the water, the crews will go on
sea survival courses and first aid courses plus specialist
equipment and maintenance training from suppliers,
media training and crisis management planning.

A design conundrum
Since the VO65s were first conceived in 2011, design has
been on a lightning charge. Compared with foil-borne
IMOCA 60s, the VO65s look dated and, absurdly, a lone
sailor can at times sail markedly faster in a smaller boat.
Meanwhile, the era of 30m oceangoing Ultime fully flying
trimarans is just round the corner.
So what should the Volvo Race one-design be for the
next editions? This is the question Mark Turner and his
colleagues have been debating with designer Guillaume
Verdier. Some beyond the race would like to see a
monohull capable of being moded for the Volvo and the
Vende Globe solo race; others are in favour of a multihull
capable of competing in big French transatlantic races or
short-handed round the world.
The conundrum is to arrive at a design that is
sufficiently bulletproof to last the course and inspire
confidence in a sponsor. Better sustainability is also a
prime objective of the design and build.
The Boatyard will go on to manage the new generation
fleet. Indeed theres a suggestion that the capabilities of
the refit yard in Lisbon could in future be applied beyond
the VOR to other yacht races or one-design fleets.

June 2017 I 49
The Tibbss Wauquiez
Centurion 40s, Taistealai,
surges down the Trades
through the Pacific

50 I June 2017
 Pacific
bound
CHRIS AND HELEN TIBBS DESCRIBE HOW
THEY PLANNED AND SET ABOUT SAILING
ACROSS THE PACIFIC

A
red-footed booby landed on our pulpit and
hitched a ride as we approached the Galapagos
Islands. As dawn broke, it ew off, and the light
revealed a pod of orcas swimming nearby.
Cruising in the Pacic is a different world.
Nothing really prepares you for the abundance of nature in
the Galapagos Islands, even when you are ashore. Here,
sealions crowd the sidewalks and benches and you struggle to
avoid tripping over iguanas.
After crossing the Atlantic in the ARC in 2015 and making a
short cruise in the Caribbean, we returned to the UK to go
back to work, leaving our Wauquiez Centurion 40s, Taistealai,

in Grenada for nine months.
We had heard horror stories about mildew and

Photos: Rick Tomlinson

June 2017 I 51
Cruising
termites reducing the woodwork to dust, but they were no
more than that, and when we arrived back in January to
antifoul and launch the boat, she looked better than she
would have after a few months ashore during a UK winter.
We were hit, however, by the diving pound after Brexit
so it had become an expensive layup. And when returning
to Grenada we were a bit shocked when our bags were
searched at the airport for boat spares. Our pleas that they
were ships stores in transit fell on deaf ears and our only
choice was to pay a tax (which seemed a random amount)
or employ an agent, which would cost more than the tax.
But once the boat was launched we had a short cruise to
Saint Lucia with friends to join the World ARC, our
ultimate destination New Zealand.
On the way north to the start we stopped at Tobago
Cays and enjoyed a lobster dinner cooked by Neils mum
(Neil is a local boat boy who goes by the tag of Mandyman)
and carried on to Bequia, where we got a bit of a shock.
Bequia has grown and grown since I first visited in 1980
52 I June 2017
Helen at the helm in good ways and some bad. But Admiralty Bay is as I
while Chris has remember it, still prone to some gusty conditions, with
some food mixed holding.
We had a gusty night there in the Christmas Trades and
I was up and down out of my bunk quite a few times. We
have come to rely on the anchor drift alarm on our
Raymarine MFD/chartplotter. When daylight came we saw
a large catamaran hard aground on what is rather aptly
named Charterboat Reef. It made me thankful that we had
added another 30m of chain for the Pacific crossing,
although I now worry about the chain link connecting the
two lengths, and the fact that chain tends to bunch under
the windlass.
Colombia bound
This incident highlighted just how quickly a dream can
turn to a nightmare even in a sheltered anchorage GRIB
files were indicating 15-20 knots but as the wind funnelled
through the hills we were recording gusts to the low 30s. I
 Fishing has been patchy but there have been Helen relaxes in some calm weather while on
some good catches, like this skipjack tuna passage, under a makeshift awning

use GRIB files all the time and while they are good and
generally very accurate, there will be local effects around
islands and hills.
We were in Saint Lucia for New Years Eve and in early
January started the World ARC. Rallies are not for everyone,
but I must say we are thoroughly enjoying this one. I get a
little fed up with cruisers belittling those who take part in
these events. For us it means a huge reduction in the
paperwork and, quite importantly, it gives us a time frame.
It may be very well to have complete freedom of when and
where you go, but harbours and bays are full of yachts that
are not quite ready to go and in a years time they are still
there. A rally keeps the momentum going and its a great
way of meeting people.

Through the Panama Canal

We went through the Panama Canal and into the Pacific in
late January. Now that we are in the Marquesas Islands (as I
write), our jobs list is getting smaller but some things are
being put off and may well still be on it when we get to
New Zealand.
It is interesting that although we are surrounded by
nature and fantastic sights, the main topics of
conversation among fellow sailors at the dockside bars
tend to be about power generation and batteries. On this
rally there seems to have been a lot of problems with
generators and getting spares for them.
A rally gives you momentum Although solar power has become common on most
cruising boats it is never easy to find enough deck space to
and a great way to meet people meet all your needs. Some yachts resort to large structures
off the stern, often resting them on davits or biminis but
this turns them from temporary sun awnings to more
solid structures.
Another alternative is to have wings that stick out
from the side but to me this is particularly unattractive
and liable to damage. There is no easy answer. We have a
combination of deck mounted panels and a wind
generator. In tradewind anchorages we can fulfil all our
power requirements and make water, but on a quiet
overcast day with little wind we struggle.
Once sailing, our hydrogenerator (Watt & Sea) provides
more than enough power as long as we are maintaining
more than 6 knots and, crossing the Pacific, we have been
In Bequia we were shocked to see this catamaran on the rocks of the
aptly named Charterboat Reef after its anchor dragged
lifting it up for about 50 per cent of the time.
This main topic of conversation is never exhausted
June 2017 I 53
Cruising

because power and its management are so important. Above: Helen in the
Refrigeration is another well discussed topic and as the galley making some
ambient temperature rises so too does the power pancakes. Right:
consumption. One boats answer was to fit fridge curtains Making steady
and as they had to buy well in excess of requirements they progress during an
kindly gave us some. early night watch
This has made a difference with our front opening
fridge, reducing the time the compressor has to work and
the amount of icing up of the plates. Front opening fridges
do not make a great deal of sense as every time they are
opened all the cold air drops out, but so many boats have
them and it is easy to find what is inside.
But back to the sailing. Our first stop was Santa Marta in
Colombia, with an approach that is renowned as a bit of a
wild ride. Ours was no exception, with gusts well over 40
knots coming off the hills. We declined a berth in the
marina there and anchored until the wind moderated a bit
but I was still very grateful for the half dozen or so helpers
when we eventually we did manage to tie up.

Pushing out to the west

Our first visit to Colombia was four years ago and at the
time we had no idea what to expect. We were pleasantly
surprised then, and it was a pleasure to go back. Leaving,
however, was however a different matter.
The intertropical convergence zone (ITCZ), which
sailors called the Doldrums and over land is often called
The wind was not the problem,
the monsoon trough, is close by and the normal pattern of
weather is for low pressure to form over Colombia. With
it was the short, steep waves
high pressure to the north and good tradewinds blowing
in the Caribbean the wind is accelerated along the coast That night also showed us a weakness of short-handed
from the low pressure and mountains, hence this areas sailing: a large wave slewed the stern around and the
reputation of being a windy spot. sudden load on the rudder knocked me sideways. It caused
To make this worse there will often be a counter- me to slip and I fell over, cracking the side of my head
current against the wind and some large seas will build up. against the cockpit combing. I hit my ear and the mixture
We left with three reefs and half a jib rolled out but the of blood and water made the injury look worse than it was.
wind was not the problem, it was the short, steep waves. But this gave Helen a difficult choice look after me
Pushing out to the west and into deeper water helps (yes, please) or the boat. The latter was the sensible option.
but even so our first night out was horrible if we put up The injury was not as bad as it looked and Helen took over
more sail we would go faster with the waves but surf the helm so I could sort myself out. The incident
somewhat out of control. If we slowed down each wave underlined to us just how vulnerable we are if one of us
would affect us to a greater extent and might have broken gets ill or injured.
over the stern. It is not always clear what is the best way We had plenty of time to recover in the San Blas islands.
and being two-handed we usually follow a more
conservative approach.
This is an amazing destination one of the most
beautiful cruising areas anywhere in the world. It was
54 I June 2017
A blue-footed booby, one of the inhabitants A marine iguana is one of the special sights of the Galapagos, often A leatherback turtle close to the boat. They can dive
of the wonderful Galapagos Islands seen around the rocky shoreline where they pull out to warm up to over 1,000m and stay down for 80 minutes

June 2017 I 55
Cruising

three years since our last visit on a friends yacht. We Waving goodbye to pod of orcas put on a spectacular display with great leaps
noticed that the number of yachts has increased and it is a the Galapagos out of the water. The Marquesas Islands are a spectacular
little more commercial. However, it is impossible to Islands on the way landfall, with high, green peaks rising over 1,000m and as
describe the feeling of bringing your own yacht into such to French Polynesia we neared the islands there was a marked increase in
a stunning place. squall activity.
You cannot but be awestruck by the Panama Canal, the We have sailed over 10,000 miles since leaving the UK.
increased size of the new ships and locks. It is an It has been a fabulous voyage so far and we have had some
unforgettable experience as you make your way through wonderful, fast sailing. We have learned some lessons and
it and out into the Pacific. Psychologically, this is a big step one of them is to make sure our anchor is dug well in. If in
there is no going back now and continuing onwards is doubt, we will reset the anchor even if we have to do it a
easier than returning. couple of times.
For us, from here on it has been nearly all new territory. I have always been a believer that anchor chain in a
We loved exploring the Galapagos Islands. Snorkelling locker is wasted, but sometimes in a crowded anchorage it
with sharks was a real highlight. From here, though, the is not possible to let out more scope. The general
next leg to the Marquesas Islands is the big one on the anchoring skill level in many places is poor, so we often
Pacific crossing. find ourselves anchoring somewhere a little deeper and
In the Galapagos we were joined by an old friend, the further away from the bar to avoid the melee. This is a
photographer Rick Tomlinson. Amazingly, as soon as he small price to pay for a good nights sleep.
stepped aboard a shark came to say hello and he snapped However, some things do not
it, getting a better picture within seconds than we had change. Although we are in the
managed in months. Tropics, the wind is howling
Rick has taken part in multiple Whitbread and Volvo Chris Tibbs is a through the rigging with gusts to
Races so he fitted in well and after a quiet first four days meteorologist and 35 knots and rain is reducing
the Trades finally kicked in. We had a reasonably quick and weather router, visibility to just a few metres.
easy passage. professional sailor and Once this trough of low pressure
Wildlife was in short supply and the fishing was poor. navigator, as well as an clears we will continue west-
We dont know if it was the presence of the factory ships in ARC safety inspector. south-west towards islands where
the area or the temperature of the water, which rose to He is currently doing a copra is still the main crop and
29C in what was considered an El Nio neutral year. circumnavigation with supplies come with the arrival of
However, the Milky Way was spectacular and a full his wife, Helen, on their a tramp steamer, life just like a
moon on the way made it special. On that last day at sea, a own boat, Taistealai novel by Joseph Conrad.

56 I June 2017
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 &&& 
 
    
 THE PEYTON WAY
YACHTING CARTOONIST MIKE PEYTON, WHO DIED IN JANUARY, TOUCHED SO MANY LIVES WITH
HIS ART AND SENSE OF HUMOUR, BUT HE WAS FIRST AND FOREMOST A GREAT SAILOR

N
ot many readers of this column will have
failed to come across the cartoons of Mike
Peyton. Whatever branch of yachting is our
choice, Mike caught us to a tee. His ability to
squeeze the juice out of a situation we all
have shared, while populating it with characters we know
so well, was unique. He died in January at a ne old age and
will be sorely missed, both by those privileged to be close
to him and by a wider circle of friends who knew him
through his work. Mike was one of the few men left with

Dick Durham
whom we could talk about the Second World War. He was
born in a Durham mining village in 1921, lied about his age
to sign up, fought in the desert with the eighth army, was
captured, escaped twice, but still spent enough time in a
POW camp to hone his skill at spotting the ridiculous and
committing it to paper.
The early post-war years led Mike to Essex, where he
became a bargain basement yachtsman. He started with
no experience at all, and the creeks of the Thames and the
North Sea fed his art and gave the rest of us a priceless
mirror on our own efforts. The extract below is from his

Courtesy of Kath Peyton archive

book, Quality Time (Fernhurst), a collection of
reminiscences and cartoons describing a different world
from our own. The photographs are from Dick Durhams
excellent biography of Mike (Peyton, The Worlds Greatest
Yachting Cartoonist - Adlard Coles). Both books are on my
bedside table. On the wall next to them is a framed
cartoon Mike doodled for me on the back of a cigarette
packet. It shows a desert island with two shipwrecked
sailors scowling at the mast of a sunken yacht. The
caption? If ever I meet that Tom Cunliffe
world-shattering events that were happening at the same
time. One of them was the Hungarian revolution. It was
because of this I also got my rst crew. Many people had to
My rst boat had been what was known as a leave Hungary in a hurry; people were asked to take them
INTRODUCED BY
penny sick, a 24ft open gaff-rigged in and we got Gabor, a student. So on our maiden voyage
TOM CUNLIFFE
centreboarder with 18in draught. In its working there was Gabor who was keen but couldnt speak English
life it had taken holiday-makers to the end of Southend and hadnt even seen the sea (hed own in at night) and
pier and back. When I bought it someone had built up the Tommy, an unappable ex-army friend of our desert days
topsides and decked it over, covering the deck with lino. It whom I discovered by chance was a near neighbour.
cost me 200 and left us with 3 in the bank. So we three tyros set off on our maiden voyage, the
Yachtsmen wore peaked caps in those days and put plan being to sail to the mouth of the Crouch and back. We
white covers on them, navy fashion, on the morning had on board a copy of one of the nest books in the body
ordained as the start of summer. Ensigns came down on of English literature Sailing by Peter Heaton. If Heaton
Quality Time? the dot at sunset. Paid hands were only just disappearing. I had one fault it was to advise his readers to eschew the
by Mike Peyton, went on boats where the only access to the forepeak was engine until they could handle a boat under sail. Im very
is published by through the forehatch where the paid hand had lived with good at eschewing and as the engine wasnt working it was
Fernhurst.
the paint and sails. only too simple. Peter Heaton had pride of place on the

14.99 ISBN:
9781912177011
I can date the rst sail I had in Vagrant (I called her that engine case where Tommy and I had frequent recourse
because she had no visible means of support) by the other to the information he had to offer, and Gabor had his

June 2017 I 59
 Great seamanship
Courtesy of Kath Peyton archive
Above: Mike new English-Hungarian dictionary to flip through and a
Peytons first boat, roving commission with the boathook.
Vagrant. Above We ran down the Crouch with the ebb tide under us in a
right: Clementine state of bliss, and it was only when we got to Shore Ends
that we found we hadnt quite the experience to sail back
against wind and tide. We didnt know enough to anchor
and wait for the flood, so we kept on running before the
wind. Our shoal draught kept us afloat as we ran up the
coast over the sands. The weather worsened as we sailed
north and we had a panic when Gabor flipped through his
dictionary and pointed below saying, Puddle, puddle!
Looking below we saw the floorboards were awash and
every time Vagrant pounded, the centreboard case grew
two watery ears where the centre bolt was.
We learnt a lot on that trip from Vagrant and Peter
Heaton, but the first thing we did when we got into West
Mersea was to sort out the engine. Vagrant continued to
teach me a lot as is the way with your first boat and Peter
Heaton, who had ended up as pulp in the bilges, was
Courtesy of Kath Peyton archive
60 I June 2017
Courtesy of Kath Peyton archive
replaced and now shared the bookshelf with Maurice
Griffiths and later Eric Hiscock. These two authors
influenced a generation of yachtsmen: it was either Essex
creeks or distant horizons. Personally I am pleased I
plumped for the former.
Moving on from Vagrant to Clementine
The day finally dawned when, looking at Vagrant from the
shore as oft times in the past and thinking that I must be
one of the luckiest men in the world to own such a fine
vessel, I found faults. I had outgrown her. I sold her to a
banana importer from Birmingham.
There were times when the denizens of the creek, of
whom I was now a paid-up member, would go down to the
Ferry Boat Inn at Fambridge for a drink where we would
rub shoulders with proper yachtsmen who paid to keep
their boats on swinging moorings and sailed to foreign
parts. It was here in the bar that I overheard a conversation
that had lasting implications for me. The speaker had just
come back from Holland where, because of the
polderisation, he told of rows of sailing fishing boats going
for a song in the fishing harbours around the Zuider Zee. I
hadnt many pounds at the time but what I had were then
rated as hard currency. A few weeks later I owned an
ex-Dutch fishing boat, E B 49, a 40ft Botter with a 13hp
Kromhout diesel. It had a fish well, all its gear, and I paid its
wooden-clogged owner 400 for it. The botters all looked
alike to me, but this one was varnished and all the others
were tarred, so that was how I chose it out of many.
Three of us went to collect it: Gordon, who had most
experience as the nominal skipper; John, who had lots of
sea time that was discounted as it had been on an aircraft
carrier; and myself to sign the cheque. We sailed on 5
November. I considered calling her Guy Fawkes but the sail
Number 49 led to the miner forty-niner and his daughter
Clementine and so I called her Clementine and forgot the
Sank beneath the foaming brine bit.
We were bound across the Zuider Zee for Amsterdam
and due to some oversight we hadnt provisioned the boat.
We arrived absolutely famished and by sheer luck found a

taxi in the dock area. It is difficult to believe now, but then
not all Dutch taxi drivers spoke English. We reverted to
sign language by rubbing our stomachs. Perhaps we
rubbed too low down or maybe he jumped to conclusions,
but whatever it was we were delivered to a brothel. The
Madam took the loss of business quite well and sorted it
all by arranging for the driver to deliver us to a restaurant.
Even more important, she ensured he would pick us up
afterwards, as only he knew where the boat was.
Enjoying a full English
Most people have a memory of some exceptional meal
and on this trip I had mine. It started by my being as sick as
I have ever been in my life. There wasnt a retch left in me
as Gordon and John nobly stood my watches. Then came
the time I realised I was over it and staggered weakly
outside to take the tiller. Before Gordon went to his bunk
he asked if I wanted anything, to which I replied Food. Dry
bread? was his query. No, food! was my reply. He later
returned with a frying pan full of sausages, bacon, eggs,
beans, tomatoes, fried bread and a large spoon. Steering by
leaning on the tiller I started shovelling it down. As I was
doing this he returned with a mug of tea which he placed
on the large gimballed antique compass, which was in a
box at my feet. Then he left me to it. Only a yachtsman can
appreciate what such a meal meant. It was then I also
realised how lucky I was. There was I, master before God of
this fine vessel with a fair wind on the quarter and brown
sails straining above as we rolled homeward bound across
the grey North Sea. Below was sleeping a trusty crew with
whom you could sail the seven seas. I can assure you, at
that moment I would not have called the king my uncle.
Back in England Clementine proved ideal for the East
Coast with her shoal draught and ability to take the
ground. All her gear was basic and pretty near
unbreakable, though heavy. You pumped her out, if that is
the correct term, with a shovel. This shovel had high sides
and fitted almost exactly in a channel in the bilges by the
fish well and, if you worked quickly enough, you could
scoop up a shovel full of water and get rid of it into the fish
Dick Durham
well which opened to the great
outdoors. She is the only boat I
have sailed in where I came
under unfriendly fire. It was a
dark night and I was chugging
up the Crouch on the tide
when two friends of mine
appeared rowing out of the
darkness in a large dinghy. Just
Dick Durham
the man we want, they said as
they climbed aboard and made
the dinghy fast. I could tell
immediately by the alteration
in the engine note that they had been and now I was Above: Aboard his
towing a drudge for oysters. No wonder they had been ferro-cement yacht
happy to see me, but what could I say? They were friends. Touchstone
Then shortly afterwards out of the darkness we heard
shouting and cursing from the sea wall and a shotgun was
fired in our direction. However, luck was on our side and
we got back to the creek unscathed.
A lot of people had a lot of pleasure on board her,
although the communal bunk it was 12ft wide was
never popular. I cannot recollect the details of her sale but
the day before the new owner was due to come and take
Clementine away I went down to the creek and on going
aboard found her leaking. There were two jets of water
coming in on the port side opposite the mast. When the
tide had left her I shovelled the water out and, putting on
my gumboots, waded through the mud and hammered
some caulking back in. The following day we were having
coffee with the new owner prior to the handover. He told
us the previous evening he had been at a party in South
Kensington where he had been talking to someone who
was considered to be able to see into the future. During
the conversation he mentioned he was buying a boat and
received the amazing reply, I can see it now. Very big and
brown, a perfect description of a varnished botter and
on the right side of it opposite the mast there
are two jets of water coming in.
I choked on my coffee.
June 2017 I 61
 On test:
hallberg-rassy44
Hallberg-rassys new 44 marks a big departure for tHis traditional yard.
pip Hare spent two days aboard in swedisH winter conditions
he bitterly cold wind is cutting through my four the Swedish winter but despite the Arctic conditions,

T layers of technical clothing as though they are

made of mesh and I can actually feel my lips
chapping on a second-by-second basis the moment I lift
my chin out from the collar of my jacket. The instruments
tell me the water temperature is 4C, something I well
believe when clutching the steering wheel with numb
fingers.
Im aboard the new and comparatively modern
Hallberg-Rassy 44, conducting a two-day test during
looking at my surroundings it is impossible to feel hard
done by. We are tanking along under full sail, weaving
our way through endless pretty pink islands, achieving
7.5 knots of boat speed to windward. I hand over the
helm to Magnus Rassy and slide forward in the cockpit
to make some notes under the cover of that trademark
windscreen. Instantly the wind chill disappears and the
suns rays are enhanced through the glass, wrapping
around me like a big warm hug, while warm air wafts

62 I June 2017
FacTs Tested by PiP Hare

Where we tested: north of

Gothenburg, Sweden
Wind: 7 to 24 knots
Model: Two-forward-cabin
version with owners cabin aft
and linear galley to port

Photos by Rick Tomlinson

June 2017 I 63
On test
up from the companionway and the
central heating below. Almost instantly
the cold is just a memory, I am protected
and comfortable, and can focus on
watching the beautiful scenery slide past.
Launched in April last year, the
Hallberg-Rassy 44 marks a serious step-
change for this long establish bluewater
boat builder, with a new German Frers
hull shape that suggests more powerful
sailing performance. This may appeal
to a growing group of customers that
aspire to cruising 200-plus miles per
day, but is this new shape really what
Hallberg-Rassy owners want? Will the
new features (such as twin rudders) be a
bridge too far from the traditional views
of seaworthiness?
Breaking with tradition
I spent two days aboard Magnus Rassys
own HR44 on a mini-cruise around the
archipelago just north of Gothenburg to
find out just how different this new boat
would be. Living on board I would get to
64 I June 2017
test every element of this boat to see
how well the traditional Hallberg-Rassy
values would sit inside their new skin.
From a distance the hull shape of
the HR44 looks more akin to a modern
cruiser-racer. The bow is blunt and
topped off with a short integral bowsprit
and anchor roller. The foredeck is long
and clear, there are wide empty side
decks spanning a centre cockpit and
a roomy aft deck. The topsides are
sheer and beam is carried aft to a wide
uninterrupted transom with a minimal
nipping-in above a waterline that reveals
the tops of twin rudders.
The more I looked at this hull shape
the more I liked it and it made me realise
what a departure this is for such a
traditional yard. The bluewater cruising
community may have fallen into a bit
of a rut with the accepted wisdom of
what is right for taking on the oceans
and previous HR models have followed
more or less similar lines. It takes a bit
of adjustment to accept this long legged
Above: Trimmed shape. But the closer you get, the more
properly upwind we the trademark Hallberg-Rassy elements
achieved 7.5 knots come into focus, including the blue
in just 12 knots of stripe, built in rubbing strake, deck house
breeze on day one and centre cockpit with windscreen.
Shapely furling mainsail
The first surprise of the day was
delivered as we unfurled the in-mast
mainsail to reveal a membrane sail with
a headboard and a roach, shaped and
supported by full length vertical battens
this was no saggy Dacron triangle.
Elvstrms FatFurl system creates a
genuinely well-shaped main. In 12 knots
of breeze, with full sail we set off from
the yard on a tight reach, easily trimming
the main with an electric winch on the
aft deck. Even with the relatively short
traveller length the vertical battens kept
leech tension in the sail without the
need for extra vang; within seconds we
were trimmed and up to 7.5 knots of
boat speed.
There is an adjustable backstay for
 Well organised halyard and control line
clutches and tail stowage

The full beam width is carried a long way aft

providing plenty of accommodation below

further mainsail trim and the top section

of the mast can achieve reasonable bend.
The backstay purchase is set up as 1:48,
which I found a little hard to trim and
would have appreciated an extra loop in
the cascade.
In a sensible show of balance,
Hallberg-Rassy has kept the more
traditional V shape underwater profile
forward of the mast, where others have
gone flatter for downwind performance.
This greatly reduces slamming upwind The bathing platform can be lowered from
and, coupled with the long waterline water level in an emergency
length and three spreader rig, created
a fast and comfortable upwind ride,
making the most of old and new.
The twin rudders are perhaps the
most controversial design feature; but
the choice to change from one large,
heavy rudder to two smaller ones was
made to improve handling both under
power and sail by splitting the load.
The boat features Lewmar progressive
steering which uses rods and a gear
box to connect the wheel and the The steering is light due to the twin rudders and the clever gearing
mechanism beneath the pedestal
Pip Hare at the wheel in Arctic conditions
testing the HR44 in Sweden

June 2017 I 65
On test
rudders the gearbox delivers a powerful
and uniform linkage between wheel and
rudders, so no matter how loaded up the
rudders are, the force required from the
helm to turn the wheel will always be the
same. The result is smooth wheel action
and a very well behaved boat even when
fully powered up.
The steering position is raised up from
the cockpit floor, which gives a great view
over the whole boat when standing. I
found it easier to sit out to leeward when
helming upwind as a lack of foot support
meant I kept slipping off the windward
side. Sitting-in was comfortable and easy
to brace across the width of the cockpit,
though it is hard to see the tell tales.
A central foot chock behind the wheel
would have given more options.
Following an upwind stretch out of the
harbour, we bore away and headed north-
west. With a TWA of 90 and TWS up to
18 knots the same effortless speed was
evident. Trimming using the reversible jib
sheet winches actually made me giggle
it was so easy. I sat to leeward nudging
buttons with one hand and steering with
the other.
The boat speed never dropped below
7 knots and though water rushed past
splashing on the side decks, in the high
66 I June 2017
centre cockpit we remained completely
dry. Ducking between islands the wind
dropped but we carried our way and
maintained a speed of 5 knots in less
than 10 knots TWS. The HR44 was now
ghosting along so silently I could hear the
beating wings of birds on the water as
they took off in front of us.
Short tacking performance
Tacking through a narrow channel the
following day I was really able to put the
HR44s windward performance to the
test. At most we had 240m (0.15 miles)
between the rocky shores and in the 24-
knot breeze both the main and the genoa
were reefed. Our track on the plotter
showed near 90 tacking angles. I have
never seen windward performance like
this in a boat with in-mast furling. It was
mind-blowingly good, with the full vertical
battens maintaining leech profile despite
the reef. Heading into the mainland
shore we were able to benefit from the
small lifts and accelerations caused by
neighbouring cliffs, the helm remained
light and responsive throughout.
After a full 45 minutes of short-
tacking I glanced down at my Fitbit,
which declared I had done zero minutes
of exercise today my index finger
Bluewater know-how
A deep appreciation of what easy removal. Through-
is important for bluewater hull fittings are kept to
sailing is woven into every a minimum by using
detail of the design and manifolds that are well
construction of the HR44. labelled and easy to access.
The transom drops down at There are two half-height
the touch of a button to make watertight bulkheads, one
a large bathing platform under the forward berth
while another button on the and the other forward of
waterline aft, connected the two rudder stocks. To
directly to the batteries, further allay any concerns
allows you to operate this over the vulnerability of a
platform from the water twin-rudder system, there is
should find yourself in the a quadrant on each rudder
water and unable to get back stock as well as attachment
on the boat. points for block and tackle.
Pumps that require The heating pipes
servicing and parts that are double lined for
may require replacing over insulation, and cupboards
time are made accessible automatically illuminate
and mounted to facilitate when you open the door.
wasnt even sore from all of that electric-
powered winching.
Despite the new shape there is no
getting over the fact that a boat jammed
with cruising luxuries is going to struggle
with downwind performance in light airs.
Waves passed under the boat causing
it to roll and with only white sails we
were not able to steer any lower than
150 true. I suspect in these conditions
Above: The in-mast owners may favour motoring.
furling mainsail was In 15 knots of wind and above, the
an excellent HR44 does start to come alive downwind.
performer, even It generates enough speed to keep up
reefed with the waves and feels responsive
enough on the helm to pick up the odd
little surf. The twin rudders made the
boat feel nimble rather than labouring
 This version had
armchairs in the
saloon. Note the
hull portlights

against the weight of a barn-door style

single rudder; I can only imagine this
benefit will be felt all the more in a
bigger seaway.

Push button performance

I have never been a fan of thrusters on
smaller yachts, believing a few good
spring lines can get you out of almost any
situation, but I can appreciate that not
everyone wants to make a cats cradle
every time they leave a berth. Everything
else about this boat is so effortless,
why make the handling under power the
exception? With bow and stern thrusters
and a 75hp engine, the HR44 can park
sideways into boat-length spaces and yet comfortable. Space is used but not Above left: Good
turn in a ridiculously small circle. used up and making my way through the handholds either
Even anchoring was a push-button saloon while under sail there was plenty side of the
affair. Thanks to windlass controls at to lean on or grab and a minimal distance companionway
the pedestal, you can simply come up to to fall should it all go wrong. Handholds Above: The linear
your spot, press the down button and use are moulded into the furniture wherever galley is a very
the thrusters to keep into the wind while possible, including two grab holds in practical design
the chain pays out. The test boat also front of the galley and the chart table, Right: The chart
featured a rode counter. Picking up the and a mahogany handle on the deckhead table is bathed in
anchor can also be done without leaving in the saloon for those tall enough to natural light
the cockpit as the chain is self-stowing reach.
and the anchor stows perfectly into its The test boat had two armchairs
space in the bow roller without any need opposite the saloon table and a linear
for crew intervention.
Below decks the HR44 is understated,
galley fitted into the corridor running
down the port side of the boat. The
June 2017 I 67
ON TEST

DATA HALLBERG-RASSY 44

Above: The aft

owners cabin is
spacious but it
may not have the
most practical of
sea berths
Left: The bunk
beds are ideal for
use at sea but lack
stowage for guests Stability Curve

Full Load

Light Ship
RM - kgf*m

standard layout sees a U-shape galley
to starboard, however, so far, every
boat on order is specified with the linear
galley in the walkway to the aft cabin.
This layout stretches out the galley along
three surfaces and one can stand braced
There are multiple options for the
layout of cabins forward and the model
we tested had a V berth in the bow,
split from the saloon by a corridor
housing two open bunk beds opposite
a heads with shower. The bunks were Angle of heel - Degrees

between the two sides and have access a comfortable size and would make
to multiple cupboards, drawers, fiddled excellent sea berths, but they only had a
surfaces, a dishwasher, the cooker and small amount of stowage space.
SPECIFICATIONS
the sink. Standing headroom is achieved The aft cabin is the owners haven, LOA 13.68m (44ft 11in )
by positioning the walkway directly under swamped with natural light and a LWL 12.88m (42ft 3in)
the cockpit coaming. wonderful view from a hatch facing Beam (Max) 4.20m (13ft 9in)
aft. The test boats island bed would Draught 2.10m (6ft 11in)
Designed for living not work conventionally as a sea berth Disp (lightship) 13,300kg (29,321lb)
Natural light floods the saloon during the but, wedged into the enclosed aft end, Ballast 5,300kg (11,684lb)
day from multiple coachroof windows wrapped in my duvet and watching the Sail area (100% foretriangle) 106.2m2 (1,143ft2)
as well as two in the topsides. I was able stern wake reflected in the mirror, it
Berths 610
to appreciate how well placed these certainly was comfortable.
Engine 75hp Volvo Penta
topside windows were while eating lunch The engine is located under the
Water 650lt (143gal)
at anchor as the boat swung around cockpit sole, accessed from a small door
Fuel 365lt (80gal)
in the breeze I was treated to a beautiful aft of the galley. It is huge, with room on
Sail Area: Disp 19.2
vista exactly at eye-level from my seat at the starboard side for a generator and
Disp: LWL 173
the saloon table. A full-length, half-height with all the manifolds, switch panels and
Price 4,599,500 SEK (401,277 ex VAT)
stringer has been built into the structure piping easily accessible. I could stretch
Test boat 5,600,000 SEK (488,564 ex VAT)
to compensate for any loss in strength out easily and get my hands onto every
Design German Frers
caused by the addition of these windows. part of the engine.

68 I June 2017
 Our verdict
The HR44 in some ways shocked me. could take you to far flung corners and
I expected the comfort and luxury, but extreme climates yet still keep you dry and
aspects of the sailing performance warm with clean socks and freshly made
genuinely blew me away. This boat will never cakes. Some ocean sailors may struggle
have me jumping up and down behind the with the modern lines, which do not fit into
wheel with a big I love steering grin but the perceived notion of traditional ocean-
I certainly didnt just want to put on the going characteristics. I believe a greater
autopilot and read either. number will be drawn to its better sailing
The history and development that has performance as well as the superior
been passed down through this family liveaboard experience.
company is worked into every tiny detail In my opinion, what marks the
of construction to ensure the yachts will HR44 out from models past is
look after you to the highest level. All this that this boat is not just an
comes at a price of course. The test boat adventure enabler but part
with all of the extra upgrade comes in at of the adventure itself.
5,600,000 SEK (488,564). Is the price tag
justified? I say yes you are buying a couple
of generations worth of experience. These
boats have evolved and will keep evolving to
meet our ocean-going needs.
Sailing this boat has also opened my eyes
to the other way the fact that you can
actually enjoy adventurous sailing without
enduring physical discomfort. Its push-
button cockpit means theres no excuse for
not sailing, or for going into a marina instead
of dropping the anchor. The lush interior

Rivals

Gunfleet 43 comparable Xc45 a highly rewarding aft

as a premium-end centre cockpit distance cruiser the
cockpit model with twin original design is nine years old
rudders, but five years old but has been regularly updated.
now. 528,500 (ex VAT) 502,000 (inc VAT)
www.gunfleetmarine.com www.x-yachts.com

June 2017 I 69
NEW yachts
A brAce Of New Oysters
Oyster 565 & 595
he 55ft to 60ft sector is a
T versatile and increasingly
popular size for those looking
to sail long distance, but for Oyster to
announce two new yachts so close in
size, simultaneously, is an eye-opening
display of confidence.
Of course, few builders know this size
bracket better. The 575, which we tested
in 2011, has proven a very popular size for
the British company; together with the
previous 56, over 120 have been sold.
But that is a seven-year old model
now things at Oyster have moved
on very quickly in that time. Indeed its
entire range of large models has been
redesigned. This stemmed from the
extensive R&D work Humphreys Yacht
Design and Oyster did on the 885 in 2011.
The resultant shape and style spawned
a sixth generation (now labelled G6)
of large Oyster models with modern
hull shapes, superyacht styling and
engineering.
New generation Oyster
The success of these G6 models four
in the 65-90ft bracket and the latest 118
in build has encouraged the company
to announce two new models at the
same time the 565 and 595. These two
additions to the range recognise that,
at this size, some owners like to run the
yacht themselves while others require a
professional crew.
With over 100 Oyster yachts either
having sailed around the world or
currently doing so, and 35 yachts
launched over 24m, the company can
claim unprecedented know-how in the
large bluewater yacht sector. The 565
and the 595 feature refinements from
the larger models, such as twin rudders,
fixed bowsprits and flush decks. The
G6 generation carries maximum beam
70 I June 2017
Oyster 595
much further aft and features, higher
freeboard, more accommodation space,
and plumb stems.
From a naval architecture point
of view the lines are a bit more
asymmetric than they used to be, says
Rob Humphreys. The new range allows
more power the boats will be quicker
with more control, particularly when
pressed upwind or reaching. Humphreys
says that Oyster is now comfortable
putting more power aft. This can
increase passage speeds and help those
participating in the odd regatta.
Hull shape benefits
Humphreys was one of the earliest
adopters of these modern hull shapes
Above: The 595 has a slightly larger cockpit, a second set of
and twin rudders. It allows you to go
triple vertical portlights aft and the option of a fifth cabin. The
wider but with Oyster weve never
first is due to launch summer 2019.
pushed it [so] hard that you couldnt
get home if you lost a rudder. He also Oyster 565
explained the benefits of the modern
fixed bowsprit. It allows us to get a more
vertical stem, which gives significantly
more waterline length for the overall size.
In the old days you were strapped by the
stem angles needed to keep the anchor
clear. Now we have a finer entry angle as
a consequence and a slightly gentler
motion in head seas.
The 565 and 595 were designed hand-
in-hand from the offset, Humphreys
revealed. Like the 675, both new models
offer flexible layouts including forward or
aft master cabin options and whether to
have an integral dinghy garage.
The 565 can provide what Oyster
describes as that essential fourth cabin
an extra bunk or utility space while
the 595 has an option for a fifth cabin.
The Oyster 565 will launch at the end of
2018, with the 595 following on in late Above: The 565, like the 595, has the option for an extended
summer 2019. transom, tender garage or davits, and offers a forward or aft
www.oysteryachts.com master cabin. The first 565 will launch late 2018.
 NEW yachts
With toby hodges

Dimensions 595
LOA 19.26m (63ft 2in)
LWL 16.75m (54ft 11in)
Beam 5.36m (17ft 7in)
Draught 2.68m (8ft 10in)
Displacement 30,807kg (67,918lb)
Price (ex VAT) 1,690,000

Dimensions 565
LOA 18.09m (59ft 3in)
LWL 15.93m (52ft 3in)
Beam 5.10m (16ft 9in)
Draught 2.50m (8ft 2in)
Displacement 25,570kg (56,370lb)
Price (ex VAT) 1,280,000

June 2017 I 71
New yachts
Swan 65
Nautors Swan shows no sign of slowing
its run of new models. Last year was a
very successful 50th anniversary year
for the Finnish yard: We really made
a strong commitment to the future of
the company, said Chairman Leonardo
Ferragamo during the Dsseldorf boat
show. He highlighted the launch of
four Swan 115s, the new Swan 54, the
announcement of the Swan 78 and the
launch of the new ClubSwan 50.
During the last two years Nautor has
updated most of its Swanline from 50
to 115ft. This leaves the 66 as its oldest
model, hence the announcement for a
new 65 to come in 2018. It is intended
Grand Soleil 52LC
In 2015 Grand Soleil decided to produce
its first cruising yacht in over four
decades and introduced the 46LC (Long
Cruise), it proved an inspired decision.
Featuring a more voluminous shape than
previous performance-based Grand
Soleil models, its deeper hull sections
and higher freeboard provided not only
more generous accommodation and
tank volume, but also a softer motion.
The 46LC proved easy to manage, but
when we tested her (December 2015),
she retained the enjoyable sailing
characteristics for which Grand Soleil
is known. Unsurprisingly, the 46LC won
the European Yacht of the Year award for
best luxury cruiser.
The all-Italian collaboration between
Cantieri del Pardo, designer Marco
Lostuzzi and Nauta Yachts has now been
reunited to produce this larger sibling
and at first glance, the 52LC looks to
be another model suited for long-term
sailing in sunny climes.
The standard deck plan includes
a cockpit arch to which the main is
72 I June 2017
to be a timeless model in the same vein
as the iconic S&S Swan 65 from 1972
which it describes as a perfect cruiser
but a race winner.
She is new, clean and modern,
without being tied up to any short lived
sheeted, but a sportier version is also
offered that has a deeper keel, taller
mast, a lower boom and no arch.
The voluminous hull shape allowed
Grand Soleil to create generous
accommodation on the 46LC. For the
fashion, said her designer, German
Frers, who presented the project to the
press in January. He introduced the 65
as a cruiser-racer that will be able to
compete and go bluewater sailing. Her
size allows space for a permanent crew,
yet she is designed to be manageable
under sail without needing extra hands.
There has been a lot of discussion
about single versus twin rudders, said
Frers. Twin rudders help to heighten hull
performance. We found that by using
twin rudders there is a bit more drag, but
less angle of rudder for the same amount
of control so its easier [to control].
As per the new Swan 78, there is a
range of options to tweak the 65 towards
regatta sailing or cruising, including a
carbon hull (the deck is in carbon as
standard), telescopic or 4m performance
keel, square-top mainsail, self-tacking jib
and structural bowsprit.
The 65 has a particularly clean and
efficient looking deck with few winches. A
bridge-deck option seals off the cockpit
and creates headroom below for the aft
master cabin (owners can also choose
Above: The raised to site the master cabin forward). The
saloon on the Swan raised saloon area enjoys 5m beam and
65 is a full 5m wide shares the same format as the 78, with
the galley located further forward behind
an open partition.
www.nautorswan.com
new 52, this equates to an additional
tender garage aft, three double cabins,
all of which now have the option of an
en-suite heads, plus the choice of a crew
cabin or sail locker forward. The forward
master cabin can have an island or an
offset berth.
The first of seven 52LCs sold off plan
is due to launch imminently, and expect
the world premiere at Cannes Yacht
Above: The light Festival in September. Grand Soleil is
and modern also working on a new 48ft performance
interior is a model a smaller sister to the 58 that
signature style of launched last year due in 2018.
designers Nauta Price (ex VAT) 549,000.
www.grandsoleil.net
 65

Stands for cruising and racing versatility

Designed by Germn Frers she is a modern performance cruising yacht
perfectly conceived for safe, comfortable cruising, but equally capable of
being specified as a top level racer. With a clever deck layout, she is suitable
to be managed by a family crew with or without a professional skipper.
Offered in two different interior layouts, with flexibility for personalization and
the possibility to add racing options, this multipurpose yacht will be a fun
boat to own and to sail the waters of the world.
swan65.nautorswan.com

50 54 60 65 78 95 115

Oy Nautor Ab Pietarsaari Finland T +39 055 240 382 E info@nautorswan.com W nautorswan.com

NEW GEAR
TeamO BackTow lifejacket
220
What is it? A lifejacket with integrated harness that will tow you backwards
Who is it for? Anyone sailing offshore, at night or short-handed
here has been lots of innovation
T around lifejackets over the
past decade or so, which has
significantly improved comfort and
ergonomics. And the integral lifejacket
harness means it has never been more
convenient and comfortable to sail
clipped on to the boat.
However, none has addressed a
critical point: that a person wearing a
conventional harness cant breathe if they
are being towed face-first through the
water at anything above two knots.
With this in mind, solo ocean racer
Oscar Mead has spent the past few years
developing his BackTow lifejacket and now
has a type-approved product for sale.
After the tragic death of Christopher
Reddish [who died after falling overboard
from his Reflex 38 Lion during a RORC
Morgan Cup race] it became clear that
lifejackets had a major issue, says Mead.
This is a piece of equipment that we all
take for granted will save us if we end up
in the water, but the idea of towing people
74 I June 2017
face down in the water didnt make any
sense, so I created the BackTow instead.
Looking back, its obvious.
If you fall overboard and are being
dragged through the water while
wearing the BackTow lifejacket,
once it has inflated you
simply pull on a loop to
detach the tether from the
front of the jacket. The
load then automatically
transfers to the back of the
harness, so you are pulled
along on your back, face up and with
your head mostly clear of solid water
and spray. to a halyard for easy recovery of the
The presence of the lifejacket behind person in the water, even if only one
the neck tends to lift your head and crewmember is left on board.
upper body further out of the water than Both 170N and 275N buoyancy levels
with a conventional front tow lifejacket are offered and theres a choice of both
and harness. Being face up also allows regular automatic and Hammar versions.
for easy communication between the A light, whistle, sprayhood and crotch
casualty and the remaining crew on board straps are all included as standard.
the vessel. The lifejacket tether has been Price: 220 for 170N
designed to allow it to be connected www.teamomarine.com
The BackTow is a high-end lifejacket
complete with all the usual kit you
would expect, including light, whistle,
sprayhood and crotch straps
To switch to back tow mode
you pull a loop after the
jacket has inflated. Theres
also a lifting strop that can
be attached to a halyard.
 NEW GEAR
With Rupert Holmes

Leatherman Tread
This very cool wearable device completely
reinvents the multitool concept. Its worn
SOG Multitool
on the wrist like a watch and 29 tools are
provided as standard, including flat, with proper blade
Phillips and Pozidriv screwdrivers, hex Most multitools are at best a
drives, box wrenches and Torx drives. compromise, which means that while
Theres also a cutting hook, SIM card theyre useful for quick jobs that would be a
pick, carbide glass breaker and bottle faff if you had to dig around in a tool box, they
opener. The links are interchangeable, are not good for serious work. On any yacht
with further tools available such as the most challenging task you might be engaged
an oxygen wrench for dive tanks. As in without warning is to cut a line. SOGs Reactor
there is no conventional knife you can RC1001-CP has a proper blade, which maximises the
fly without putting it in hold luggage. chances of cutting a problematic loaded line before a
Price from 169.95. tense situation spins out of control.
www.leatherman.com/tread Price 65. www.sogknives.com

Easy networking
for electronics
It can be frustrating to get
electronics that communicate
using the NMEA0183 protocol
to talk to systems that use
Low cost lightweight satellite broadband the NMEA2000 system. The
Inmarsats Fleet One Global is designed to meet the satellite Astra GAMP 2000 wifi multiplexer handles both protocols simultaneously,
communication data needs of occasional or seasonal users. The system converting NMEA0183 data to NMEA2000 and vice versa. It also
provides simultaneous voice and SMS, data at up to 100kbps, with transmits all the data via wifi, allowing it to be viewed on a smartphone
flexible airtime pricing. Theres also optional wifi capability to connect or tablet. The unit has four NMEA0183 inputs where baud rate can be
smartphones and tablets. The compact antenna weighs just 2.5kg and individually configured, and one port for NMEA2000.
measures 27.5 x 22.1cm. Price: POA. www.inmarsat.com/fleet-one Price 852. www.astrayacht.com

Augmented reality
navigation app
Spyglass is a navigation app for iOS
devices that uses the camera as a
viewfinder and overlays positional
information using all the devices
sensors. In addition to standard
New generation Raymarine MFDs navigation functions it uses augmented
Raymarines Axiom family of MFDs has all-glass touch screens in 7.0, reality to show the position of places of
9.0 and 12.1 inch sizes, all with a powerful quad-core CPU and the new interest, and directions to them, overlaid
Lighthouse 3 operating system. The display has a sleek design for flush on maps or the devices camera display.
or surface mounting, with no buttons and a neat swipe-to-power control. Dozens of additional modes include a
Theres a built in 72-channel combined GPS/GLONASS receiver, as well as compass overlay, gyrocompass, tactical
Raymarines Realvision sonar, which produces a clear three-dimensional GPS, sextant, inclinometer, angular
picture of the seabed for up to 100m around the boat. calculator and rangefinder. Price 3.99.
Price: 745 to 3,295. www.raymarine.co.uk www.happymagenta.com

June 2017 I 75
New Gear

Standard Horizon VHFs with AIS Subermarine Seacork spray

The latest fixed VHF radios from Standard Horizon incorporate an AIS
receiver or transponder. The GX-6000E displays all the usual data for AIS
targets and has alarms for closest point of approach (CPA). In addition,
targets can be selected and called by VHF at the touch of a button. The
higher specification GX-6500E model adds an integral 66-channel GPS
and Class B AIS transponder. Other features of both models include full
DSC VHF functionality, a loud hailer and a GPS navigation page.
Price 579.95 and 839.95. www.standardhorizon.co.uk
This spray-on cork can be used to insulate the inside of a boat and comes
in 50 different colours. It has excellent thermal and acoustic insulating
properties. Once applied, the finish is soft and flexible, with a comfortable
feel and a natural appearance that can be used as the final decorative
lining. The system is used by a number of quality boat builders, including
the French Alumarine and Allures yards.
Price: 210 for 12kg. www.seacork.com

Bluetooth weather sensors

Skywatch BL weather sensors for
smartphones and tablets transmit
data by Bluetooth and can therefore
be mounted remotely, offering a huge
advantage over the more common
units that need a physical connection
to the device. There are three models
Updated handheld plotter
in the range: the BL300 records wind Garmins long-running GPSMAP 276C handheld plotter, which was
speed, humidity and temperature, launched in 2004, has had a makeover. The new 276Cx model has both
while the BL400 adds surface GPS and GLONASS antennas, support for an optional external antenna,
pressure and the BL500 a UV meter. faster satellite acquisition times, plus wifi and Bluetooth connectivity.
The units fit a standard camera The enlarged 5in screen is clearer in bright sunlight, and a barometric
mount, including Scanstruts Rokk altimeter and three-axis compass have been added. A new dual battery
Mini series. system allows for AA batteries to be used if the standard rechargeable Li-
Price: 190 (BL400). www.jdc.ch Ion battery runs out of juice. Price from 649.99. www.garmin.com

Formcards Henri Lloyd Shadow 3D Race range

This neat malleable plastic is useful This new generation of performance
for a wide range of quick repairs, foulweather gear uses a stretch fabric for
whether its broken sunglasses improved comfort and ease of movement.
frames, lost buttons or even to Its made using Henri Lloyds own TPR
make temporary clothes hooks. To fabric, a highly breathable, water and wind
activate the card you simply put it proof material with a saltwater-resistant
in a mug of hot water; the plastic coating that helps shed surface water.
can then be cut and formed to the The fit of the jacket is articulated to
required shape and will stick to reduce windage and there are stretch
some other plastics. Each piece panels across the shoulder and at the
is supplied as a credit card size elbow. It also has a zip-off hood with a hi-vis
rectangle, making it easy to stow on centre panel and a quick-drying mesh inner
board, or carry in your wallet. collar lining.
Price: 18 for pack of nine. Prices: Jacket 275, Smock 175,
www.formcard.com Salopette 250. www.henrilloyd.com

76 I June 2017
 52

INNOVATION
COMFORT
ELEGANCE

ICE YACHTS s.r.l. - Via delle Arti n 12 - 26010 Salvirola (CR) - ph. +39.0373.729220 - info@iceyachts.it - www.iceyachts.it
 TesTed Head TorcHes
A good heAd torch for
sAilors is surprisingly hArd
to find. We put three on test

n the dead of night and as the wind

I gets up, theres always work to be

done on deck. Far out to sea the
darkness can be like a blanket enveloping the
boat. Its hard to see the end of your arm, yet
you have to make sure that you grab the right
lines, open the right clutches and get the boat,
sails and equipment set up just right. Put
simply, that means you need a good head
torch and the best quickly become a prized
possession.
Its not complicated, but it is hard to
find. Look for one thats waterproof, has
a powerful red light and that the red light
comes on first. To our mind, it should then
have as few other features as possible.
Just ask yourself, do you really need that
multicoloured coloured strobe option?

What are lumens?

While we are used to measuring bulbs in
watts, this is just a measure of energy
usage. It doesnt directly relate to
brightness. With the advent of LED lights,
energy usage no longer bears much relation
to brightness. Lumens, however, is a
measure of brightness and thus much more
useful for comparison.

How many lumens do I need?

On a sailing boat, our view is you cant have
enough lumens. When something needs
doing, the more light the better. 1 lumen
gives just enough light to read a chart up
close. 100 lumens is the minimum we want
for deck work and anything over 200 lumens
lights a whole area of the boat up.

Weatherproofing
The minimum rating you should even
consider is IPX4, which means it can deal
with splashes of water from any angle.
Miranda Delmar-Morgan

IPX6 is much better, as it means the torch

can withstand a blast of water, but IPX8
is the best of all as it can withstand full
submersion in water.

78 I June 2017

Coleman CXS + 300 rechargeable
This is a technically advanced head
torch with a powerful 300 lumen
white beam that lasts for 2.5 hours. It
recharges via mini-USB and allows you
to switch modes completely hands-free:
a simple swipe of the hand in front of
it will get you from white to red and on
to any number of other settings. It can
also be set to adjust its beam strength
automatically and decrease power when
the object being illuminated is nearby.
The 300 is IPX4 rated, which means
Fenix HL60 R
This is a really rugged and properly
waterproof (IPX8) head torch. It has a
massively powerful 950 lumens neutral
white light that runs for 48 minutes, and
lower power settings that give up to 100
hours run time. It can then be recharged
via mini USB cable.
The Fenix is built from durable
high-grade aluminium and feels
indestructible. However, its red beam is
just 1 lumen in strength and this is not
Exposure RAW pro edition
What a head torch for sailors! Its rare
to be able to rave about a piece of kit
but occasionally we do and this is one
of those times. This is fully waterproof
(IPX8), made of aircraft grade
aluminium and utilises a bicolour LED
all of which keeps it small and very light
(only 45g).
The RAW has various power settings
that give up to 25 hours continuous
light and a maximum output of 200
lumens lasting an hour. This torch really
comes into its own as a bicolour LED. All
GEAR TEST
With Bruce Jacobs
55.00
it is only splash-proof, however it is
ruggedly built. For us it was just too
clever. We couldnt remember how to
get from one setting to the other and
often seemed to end up with a flashing
white light when what we wanted was a
continuous red.
Pros: Feature-rich and will be perfect
for many environments
Cons: Only splash proof and a little
too advanced for our needs
www.coleman.eu
60.88
strong enough for whats needed on a
yacht, where one needs to see sails and
lines often at some distance. It mars
what would otherwise be a very good
head torch and is probably better suited
to land sports.
Pros: Rugged, very waterproof,
powerful white beam, USB charging.
Cons: Red beam too weak, body is
rather large.
www.fenixtorch.co.uk
119.95
those lumens can be converted into a
massively powerful red light, which can
easily light up the top of our mast on our
60ft expedition yachts.
It charges via mini-USB lead so
it is always ready to go and on lower
power settings can run up to 25 hours
continuously. This really is the perfect
head torch for sailors.
Pros: Small, properly waterproof,
brilliant red light
Cons: Expensive (but worth it)
www.exposurelights.com
Bruce Jacobs is cofounder of adventure sailing company Rubicon 3 www.rubicon3.co.uk
June 2017 I 79

THIS MONTH Foiling mini 6.50 eFFects oF tide on wind storm sailing set-up spinnaker drops
Adventure 2013
SPECIAL REPORT
PAuL HEINEy on writing a pilot book
ailing slowly down the South Atlantic,
S heading for Cape Horn, I had with me
a constant and unfailing companion:
Charles Darwins Voyage of the Beagle. It
reveals Darwins meticulous examination of the
natural world, which planted seeds in his mind
that later flowered into his theory of natural
selection. Not a bad result for what must have
been a testing five-year cruise.
However, figuring out how the birds and the
bees came to be was not the main purpose of
the first two voyages of HMS Beagle. She was
sent to chart and survey waters where little was
certain. The Admiralty was seeking detailed
80 I June 2017
knowledge of the positions of uncharted rocks,
the flow of the tides and the safety of harbours,
not descriptions of birds beaks. Captains
Stokes and Fitzroy thought they were all there
to write a pilot book.
Now, following my voyage to the region, I
have compiled a pilot book covering many of
these same Atlantic waters in which the Beagle
sailed. It is called Cape Horn and Antarctic
Waters, published by Imray with the RCC
Pilotage Foundation (60, imray.com), and
covers spectacular cruising grounds around
Cape Horn, taking in southern Chile, the Beagle
Channel, Falkland Islands and the icebound
anchorages of the Antarctic Peninsular.
I may be more nervous about the
appearance of this book than any I have
written. I was once in a sailing club on a tricky
bit of UK coastline. A new pilot for the area had
been published and hadnt been well received.
I asked a member what he thought of the
authors effort? The mans a murderer! he
declared. The highest standards are rightly
expected of pilot book authors, and those
who dont rise to it will be swift victims of their
readers brutal opinions.
The truth about pilot books
Before you imagine me on my foredeck,
heroically taking bearings, hauling lead lines,
grabbing sextants to shoot the stars, or
sketching outlines of bleak rocky headlands, I
must admit that in no way am I an explorer, or
even a surveyor. Nor have I been to every place
described in this book I doubt any human
 { }
The RCC Pilotage Foundation is a charity sponsored by the
Royal Cruising Club which works with sailors to provide
pilotage books and passage planning guides for cruising areas
worldwide, both in print and online, with updates from those
who have explored the regions covered. www.rccpf.org.uk

Left: Half Moon Island, soundings, observed whales and dolphins

Antarctica Above right: and collected his notes together. No publisher
Miniature charts of was interested so into the bottom drawer it
Antarctica, drawn on went, destined to be forgotten. The start of
scraps of paper and the Falklands War in 1982 turned that dusty
passed from boat to boat manuscript into a gold mine of information for
the British task force. The pilotage information
being has, remembering that this book includes he had so carefully collected without doubt
Adventure 2013

South Georgia and other lumps of isolated,
bleak and distinctly unwelcoming rocks, such
as the South Sandwich Islands (a place less
suitable for a picnic it is difficult to imagine).
The truth is that the way pilot books are
compiled these days bears little relationship
to the empirical methods of the Beagle. I have
drawn heavily on the works of others, as all
pilot writers must. The first ever cruisers pilot
book to the long and intricate coastline of
Chile waters, written by Pilotage Foundation
authors as recently as 1998, acknowledged
contributions from no less that David Lewis,
Willy Ker, Hal Roth and Bill Tilman. The preface
reads like Oscar night for the high latitude
sailing stars including Skip Novak, Ian and
Maggie Staples and Tony and Coryn Gooch.
No pilot for waters as complex and varied as
these could be the work of one individual: with
one exception. You will find only a single volume
Above: Fending off bergy bits at the bow just one
of the many essential safety tips for cruising in ice
I have not been to every place in this
book I doubt any human being has
which provides any navigational information
for the small boat sailor confronted with the
intriguing scatter of rocks and islands which
form the Falkland Island group, and it happened
entirely by chance.
Serving in the Royal Marines, on a routine
posting to the islands in the early Eighties,
Ewen Southby-Tailyour spent much of his
off-duty time sailing. He drew sketches, took
turned the tide of the war. The most useful of
the anchorages he discovered are now in my
book, with hardly a change needed since they
were first observed 40 years ago.
Antarctica remains as enigmatic as ever.
Yachts will only ever visit a small portion of it,
the Antarctic peninsula,
but even here the surveys
can be elderly if indeed
there are any surveys at all.
Without the work of Pete
and Annie Hill, and others, visiting yachts would
have little idea where to drop the hook.
Modern aids, such as Google Earth, which
all pilot book writers now find a useful tool, is of
no help; the last time I looked, all the pictures
were taken in the winter when everything is
white with either snow or ice and not a rock can
be seen. It is rare for a pilot book author to
advise their readers to ignore the sketch
June 2017 I 81
Practical
{ }
The Falkland Islands have 15,000 miles of
coastline, Chile has 2,300 miles yet the country
averages less than 100 miles wide. The Antarctic
peninsula is 800 miles long but represents
thousands of unmeasured coastline miles
charts he offers, but in the Antarctic chapter
I stress, repeatedly, that most of them are
adaptations of freehand sketches drawn on the
backs of envelopes. These in turn are based
on a drawing from a previous yacht with coffee
stains still evident on the scrap of paper, many
of them having been hastily shoved through a
photocopier in Ushuaia.
Making sense of some of these tattered,
sea-soaked, handed-down drawings was like
trying to decipher the Dead Sea Scrolls. They
are just one more reason for people not to
venture to Antarctica unless their boat is built,
equipped and maintained to the very highest
order. It is no place for beginners; every day
can be a battle and is not the sort of place
where you want to be the loser.
But cruising in Chile, and in particular the
Beagle Channel, I found to be a delight and
anyone who has sailed a hard season or two in
Scotland should have no fear of these places.
Charts are adapted from
freehand sketches on envelopes
Even so, this is a part of the world where yacht
facilities are nonexistent, where rescue is
unlikely, and only self-sufficiency will see you
through. The ability to make do and mend will
get you there in the end, long after a pilot book
has ceased to be of any assistance, so my book
comes with no guarantee of a safe passage.
Pilot books have changed over the years,
and doubtless will in the future. But I find it
reassuring that a skipper planning a voyage
will first turn to the internet to get his broad
overview of the challenges ahead, but will
82 I June 2017
Left: Paul
Heineys Cape
Horn and
Antarctic Waters
pilot book,
published by
Imray
eventually turn to a paper book and chart for
complete reassurance.
Sailors these days are also more demanding
of information outside the strictly navigational.
Now they want to know about wifi, internet
sources of weather information, satellite
communication channels, as well
as such long-standing queries
as which day the launderette
opens. The highly technical
meets the utterly prosaic in
the modern pilot book. It has therefore been a
pleasure to also tell skippers where to go to buy
the cheapest lengths of line to tie themselves
to the shores in the Chilean anchorages,
and even how to find the Chinese butcher in
Ushuaia who will a supply a whole lamb to hang
in your rigging as you set off for Antarctica, as
tradition now seems to demand.
But pilot books cant cover everything and
I have no doubt some will find deficiencies.
I encourage those that do to pass on any
information they have. Pilot book authorship
Left: Alongside at the
yacht club in Puerto
Williams, the only totally
safe harbour in the
Beagle Channel
is now a cooperative effort. Even so, I have
sleepless nights fearing I have told someone
to leave a black perch to starboard, or should
it have been port? Were those tide times in
local time or UT? And which form was it that
guy at Chilean immigration demanded to see?
Such a big part of the world, so much scope for
error, and so many opportunities for me to eat
humble pie.
Fear and doubt
I was once alongside in a South American
country and saw first-hand what life for a pilot
book author can be like, and it wasnt pleasant.
I was chatting to a downcast Canadian couple
who had been refused entry into the country
because they didnt have a visa. The pilot
book they had read said they didnt need one,
and they took this as gospel. The authorities
begged to differ. Their boat was impounded,
they were instructed to leave the country within
12 hours, ordered to fly back to Canada to
get visas and only then would they be allowed
entry. This they did at the cost of several
thousand dollars, and all because the pilot book
promised they would not have a problem.
Imagine the scene, then, as into the next
berth along from the couple, glides the pilot
book author. I remember that moment well. It
was when I decided I would never, ever write
a pilot book. But now, like a fool, I have.
Writer and broadcaster Paul Heiney
started sailing in small boats on the
East Coast before taking to ocean
sailing, competing in the AZAB and
OSTAR. An 18,000-mile round trip to
Cape Horn is his longest voyage yet.
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 PRACTICAL
EXTRAORDINARY BOATS
ANDI ROBERTSON ON THE ARKEMA 3 MINI 6.50
Arkema 3 is a foiling Mini Transat design
by Romaric Neyhousser for young French
skipper Quentin Vlamynck. It is designed to be
recyclable whilst combining the latest wingsail
and foiling technology on a 21ft offshore yacht
to be raced singlehanded across the Atlantic in
the 2017 Mini Transat race
ooking at the armoury of innovations
L incorporated in the Arkema 3 Mini it
appears to be an all-out effort to blast
every other Mini out of the water, pushing new
performance frontiers for the offshore class,
which has always been a development hotbed.
But there is much, much more to this
project than winning a Mini 6.50 arms race.
Arkema 3 is a design and technology testbed
for a whole raft of new ideas. Top of the list
for innovation in the boatbuilding industry,
which needs to do much more to clean up its
manufacturing technologies, is the use of a
range of new resins and glues manufactured
by the global chemicals giant Arkema. The hull
and deck of the boat were made from Arkemas
thermoplastic composite Elium, a liquid acrylic
resin that is completely recyclable.
The 7.5 billion turnover Arkema group has
a successful history of innovation in ocean
racing through entrepreneurial French skipper
Lalou Roucayrol. The successful Team Lalou
Multi50 spawned a Mini Transat programme,
which since 2011 has brought on young French
skipper Quentin Vlamynck.
Designer Romaric Neyhousser is the very
Frederic Augendre/DPPI
84 I June 2017
smart but practical thinker behind of much
the foils work by Guillaume Verdiers design
and engineering group for the VPLP-Verdier
IMOCAs. He also collaborates with Verdier on
Team New Zealands Americas Cup cat.
The Arkema 3 Mini started with a blank
sheet of paper in 2015. A menu of ideas was
picked over, including canting rigs, canting
and extending keel, mast rake modification
systems, a system to control the orientation of
the keel in 3D, the wingsail, and foils.
Neyhousser says the now popular scow Mini
hull shape was a personal passion of his for
some 20 years. Then from the shortlist it was
decided the new Minis canting and extending
keel would incorporate a device to set the tilt The keel cants and extends at the same
angle. It is believed to be the only 6.50, so far, time. Tilt (angle in relation to horizontal)
using this concept. can be adjusted when sailing. Upwind,
A change to the Mini class rule opened the skipper increases the tilt to offset
the door for foils. The rule now states that leeward drift. The angle is reduced as the
appendages can increase the beam defined in boat accelerates and the righting moment
J-3 (3m) once the start has been taken. The increases, and when the boat starts to fly.
draught can also be increased after the start A big gain is that reducing the tilt can have
beyond the 2m limit. the same effect as reducing the cant angle
but without losing any righting moment.
Two-element wingsail
The two-element wingsail is the boats biggest
and boldest step. The Mini class allows only
polyester mainsails and so constructing a
shape which holds its design shape and rigidity
was a challenge. Neyhousser worked with
La Rochelles Incidences Voiles. Ease of use,
reduced loads and improved efficiency came
ahead of speed potential. In particular they
sought improved handling and loads during
the acceleration phase. The result is inspired
by C-Class rigs but it is not as rigid. In effect it
comprises two wings, each with symmetrical
panels over a carbon framework.
The rig design is a continually evolving
process, not least because there are neither
load cells nor data analysis of the sort used
extensively by the Americas Cup wingsail
designers. Instead the initial design analysis
included building a one-fifth scale model and
literally feeling the loads.
The real gain with a wing is the ability to
SPECIFICATION
develop a really clean, aerodynamic leading
Length (waterline) 6.5m (21ft 4in)
edge and that is a work in progress on Arkema.
It is difficult to have a nice leading edge, only Beam 3m (9ft 10in)
through the action of luff tension. It is too thin Draught 2m (6ft 5in)
and not round enough. So it is very important Disp (lightship) 800kg (1,763lb)
that we improve here, Neyhousser notes. Sail area (downwind) 107m (1,151ft2)
The gains we are sure we have is the sheer
usability factor. The tensions and loads are
{ }
The wingsail can be reefed singlehanded. To take in a
reef, the sail is lowered, the new tack of the first
element is attached to the boom, the reef line on
element 2 is pulled in, the leech of element 1 is
attached and then the luff of element 2

Frederic Augendre/DPPI

June 2017 I 85
Practical

{ }
The hull is infusion moulded from a recyclable
thermoplastic and carbon fibre composite. The
windows are made of an elastomer called Altuglas
ShieldUp which weighs half that of conventional
glass. Bostik glues are used in the build

low. In strong winds with the foil set up it is

important to be able to react with the sail when
the acceleration is so quick, from 15 to more
than 20 knots in a few seconds. Compared with
the classical mainsail that is very good.

Foiling options

Vincent Olivaud/Arkema
Vincent Olivaud/Arkema
Neyhoussers priority was to design a boat that
had good all-round capabilities across the wind
range and was not too extreme. Safety and the
ability to sail at high average speeds with ease
were the watchwords, rather than pushing for a
completely foiling design.
However, having designed and built Arkema Pivoting foils emerge from the hull through a A tackle system controls the lateral and
3, Neyhousser now believes full foiling is missile-shaped slot, resting on two bearings. The longitudinal position of the foil head guide. It is a
possible. We could have designed a boat structure means the guide for the foil head is very light and simple system but requires a lot of
which would fly most of the time, but I was shaped to the slot. care to ensure the seal remains watertight.
not convinced at the time, he explains. We
wanted to be prudent and the goal was to have
a boat which typically foiled at 18-20 knots boat
speed, at the highest end of the speed range.
The boat came out around 150-200kg
heavier than expected but still flies in 15-17
knots of wind at 18 knots. The top speed so
far in flat water is 24 knots. The designer says,
smiling: In 20 knots of wind you are sailing at
20 knots of boat speed, maybe a little more.
Arkema 3 has relatively small foils, which
work in different modes. The foils set on a
canting axis similar to normal keel systems,
with a 30 range. When the shaft is set more
vertically for slow speeds and upwind it acts
more like a daggerboard, when it is canted up it
acts more like an IMOCA-style foil creating lift Wingsail controls allow adjustment of the camber The bowsprit retracts inside the boat when not
and increasing the righting moment. The rake of the boom and overall rotation (more than 90). used for less windage. It is self-supported with no
of the foils are also adjustable. The boom is fitted into the mast. bobstay needed to hold or manoeuvre it but this
The scow hull shape also increases lift and strength comes with extra weight.
stability, so why have both? Neyhousser says
the wider scow bow allows them to better
manage the angle of attack of the keel and the
foils, giving a more direct flow onto the foils.
He adds: This is not an extreme hull, it
does not reach the max beam that I could
have gone for. The aim here is to reduce the
wetted surface at certain heeling angles. The
Vincent Olivaud/Arkema

Vincent Olivaud/Arkema

foil generates a lot of dynamic stability, which

compensates for the reduced beam.
Arkema 3 is a dynamic, exciting programme
that will continue to test the full team in order
to be optimised for the Mini Transat, which
starts 1 October 2017. The boat does not yet
have all her sails least of all an overlapping A forestay track allows the headsail tack to be T-foils on the rudders are not at the actual tip of
Code 0 and learning how best to use all the moved to windward or leeward for the most the blades. This allows a greater surface area
buttons will be a work in progress. efficient sheeting angles. within the maximum span allowed of 3m.

86 I June 2017
 SAILING MUST BE SIMPLE
OT H E RW I S E I T I S N OT SA I L I N G
MICHAEL SCHMIDT

B R E N T A 80 D C
Y8

M S Y A C H T B A U

N E W Y8

I N F O @ M S Y A C H T B A U . C O M
B R E N T A 80 S R D
S E M I - R A I S E D D E C K S A LO N

W W W . M S Y A C H T B A U . C O M

M I C H A E L SCH M I D T Y A C H T B A U
G E R M A N Y

Y7 Y8 Y 10
PRACTICAL
MASTERCLASS WITH PIP HARE
HOW TO SET UP FOR STORM SAILING
ccording to the Beaufort scale a storm
A is winds of 48-55 knots, high breaking
waves, dense foam streaks and an
average wave height of 9m. In reality the switch
to storm tactics is not determined by the wind
strength but will differ depending on your boat,
crew, levels of fatigue and sea room. I consider
the transition to storm tactics to be a gradual
shift in balance between crew activity or
intervention and control of the vessel, starting
with reducing sail but maintaining course. We
look at the options when sails cannot be flown.
Bare poles
Sailing under bare poles is not just being blown
downwind; with enough wind on the rig many
boats can gain sufficient speed for the keel
and rudder to work as normal and gain full
steerage. In this circumstance it is possible to
hold a course with the wind and waves around
60 off the bow, which should allow the boat
to gently climb up and over oncoming waves,
minimising downwind drift. You might find
there is less steerage in the trough of very large
waves due to the wind shadow created by the
wave itself. In big seas crew on the helm are
particularly vulnerable and should be on short
tethers; wherever possible use the autopilot to
keep crew safe but remember to keep an eye
on battery levels.
If steering becomes too dangerous or
difficult under bare poles then allow the boat to
lie ahull with the rudder fixed to steer the bow
up to windward. This is the no-sails version of
heaving to.
Drogue
If running under bare poles before a storm, a
drogue can be used to slow down or manipulate
the handling characteristics of the boat. This
tactic is more relevant to modern yacht designs
A drogue is usually the better
solution for maintaining control
of modern yachts
88 I June 2017
Jordan series
drogue Towline Cone
The maximum design load and
the number of cones is determined
by the displacement of the boat
Breaking
wave Bridle
Leader
Cones
Weight The drogue consists of a number of
small cones woven into a tapered line
with a small weight at the end
than a sea anchor and will help gain some
control and breathing space if travelling at high
speeds. Set the drogue on a long line from the
leeward cockpit winch then out through a block
or the centre of an aft mooring cleat ensuring
pushpit legs will not get bent. Lengthening the
drogue will slow the boat down and give a small
amount of lee helm; shortening the drogue will
increase boat speed. Playing the drogue on a
winch will allow you to maintain a course and
speed appropriate for waves and sea room.
Drogues should be kept with appropriate lines
attached if you need a snatch block make
sure that it is in the bag as well.
Sea anchor
Deploying a sea anchor is hard to do well and
once set will remove any control the crew has
to affect the course of the boat. It is a tactic to
use if the boat is damaged in such a way that
control becomes difficult or impossible, for
example by dismasting, or if the crew are too
exhausted to manage other options. Personally,
even in the most extreme conditions I have
always chosen to lie ahull.
A sea anchor is more appropriate for
heavier displacement, more traditional hull
shapes and before using one in anger it is
essential to have practised rigging, deployment
and recovery at least once.
The anchor could be set from bow or stern,
and the risks associated with each should be
considered. Setting from the bow may require
crew to work on the foredeck putting them
in a position of vulnerability. If you have a
large foredeck hatch you should be sure
it is watertight and able to withstand
the impact of a breaking wave. You
can also expect a certain amount
of snatching as the anchor and
the boat could end up travelling at
different speeds within a wave.
If setting a sea anchor from the
stern consider the impact of waves
breaking into the cockpit. How
quickly will yours drain? Cockpits
full of water can seriously alter the
stability of a vessel. Also check if
there is a sufficient step up from
cockpit to companionway to stop
water getting below. Care should be
taken to ensure the anchor does not
get washed forward into the rudder
or the propeller.
As with a drogue, the anchor
should be stored with all tackle ready to go. Of
particular importance is the anchor tripping
line, which is vital to its recovery. This line is
attached to the head of the sea anchor and
when pulled will collapse it even when under
load, allowing it to be hauled in. This line needs
to be light, long and strong and, when setting
the anchor, it will need to be carefully paid out
so it wont tangle. I would recommend a thin
Dyneema line. If attaching the anchor to the
bow, consider making a bridle across mooring
cleats to spread the load against snatching.
The trip line should be led back from bow to the
cockpit as when the anchor is fully under load
it will require a winch to trip it. Cockpit winches
can be used if setting from the stern.
QUICK STORM TIPS
Prepare to use sea anchors or drogues
before you need them, get them on deck
and the crew fully briefed ahead of time
If purchasing a sea anchor make sure it
is the right size for your boat
Storing drogues and anchors in boxes
rather than bags will all the lines from
getting tangled
Charge your batteries fully before the
onset of heavy weather
Ensure all sails and other equipment
stored on deck are properly lashed down
ahead of time
Next month: Pip looks at storm sails what to
carry on board and when to use them
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 WEATHER BRIEFING
CHRIS TIBBS ON TIDE AND WIND
n many places we are ruled by tides:
I they determine when we leave a
harbour and are a large part of our
passage planning. We generally look at how
the wind affects the tide in terms of sea state
and the progress we are likely to make, but its
rather different if we look at the effect that the
tide has on the wind, beyond simply what it
does to the apparent wind.
Why does the wind sometimes change
when the tide does? On light wind days when
there is little activity this can be due to the
change in drag. Theory tells us that air moving
over the earths surface is slowed and backed
(in the northern hemisphere, veered in the
southern) by friction. The rougher the earths
surface the greater the amount of friction: so a
tree-covered slope will slow the wind more than
a smooth grassy field. These are extremes,
however the sea surface will also slow the wind
but to a lesser extent than the land. How much
it does will also depend on how rough the sea
is, so a tide rip will slow the wind to a greater
extent than a smooth sea. However, this is
difficult to measure on board as the effect will
be largely hidden by the change in the apparent
wind due to the boat being moved by the tide.
If we have a flat calm or very little wind
the friction effect can work in reverse and the
90 I June 2017
moving water will drag the air above it, creating
a light breeze from the movement of the water.
We can see this sometimes on rivers where
there is a light wind from the same direction
as the current. If the river is tidal, as the tide
changes so too does the direction of the wind.
Sea breeze eects
On a light wind day as a sea breeze tries to
develop the change in the direction of the
tide can help bring in the sea breeze. This is
more commonly experienced in places like the
Solent, where the sea breeze tends to start in
the west and moves north and east into the
{ }
CHRIS TIBBS is a meteorologist
and weather router, as well as a
professional sailor and navigator,
forecasting for Olympic teams
and the ARC rally
Solent, rather than developing as an onshore
breeze blowing perpendicular to the coast.
The tide will also have additional effects on
the sea breeze; studies in the North Sea and
also at Thorney Island show that a flooding tide
that is covering exposed sandbanks will restrict
the development of the sea breeze. The change
in temperature with colder water covering the
warmer sand means that the developing sea
breeze will be delayed and weakened.
The relative temperature of the water and
the air above it also affects the amount of
friction as it affects the stability in the lowest
layers of the atmosphere. Warm water will heat
the air above creating turbulence and less drag,
whilst cold water will do the opposite.
Ground versus sailing wind
When racing we should look at the difference
between the ground wind and sailing wind.
Ground wind is defined as the wind measured
by a boat that is moored or anchored. Sailing
wind is that measured by a yacht that is neither
anchored nor underway, ie drifting. In areas of
strong tidal flow there can be quite a difference.
This becomes important at the start.
When setting the line, a race committee will
be anchored and therefore measuring the
ground wind. A line set at right angles to the
ground wind is likely to be biased depending
on the direction of the tide. The sailing wind is
a combination of the ground wind and the tide
and can be worked out by vectors, however
most sailors will measure the sailing wind by
going head to wind and sailing on each tack to
explore any bias in the line. It is harder for the
race committee as even a moderate tide can
affect the sailing wind by more than 10, giving
a biased line and beat.
Startlines in highly
tidal areas such as
the Solent are rarely
perpendicular to the
ground wind to
compensate for
line bias
 naval arcvitects, yacht designers & surveyors
w w w. v p l p . f r

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naval architects amsterdam the netherlands

www.hoekdesign.com info@hoekdesign.com +31 299372853
t. +31 (0)20 670 95 33 e. info@dykstra-na.nl i. www.dykstra-na.nl


-. /* 0 1 2

 
     
 
 
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Tel +44 (0)1252 555306 email: james.leaver@timeinc.com
Practical

Get out of that

Damian foxall ON perfectiNg a kite drOp

Damian Foxall, the Irish serial global ocean

racing sailor, offers advice on how to execute
the perfect spinnaker drop and shares some
tips on course planning and mark approaches

can just imagine the sort of comments

I flying around the boat as this helpless

bowman struggles to take control of
the kite: Has he got it down yet? Come on
mate, get it sorted! However, this is probably
not the type of encouragement your bowman
needs as he tries to get the yellow beast down
on the leeward side, on what looks like a late
bottom mark rounding.

How to get out of that

If you find yourself in this sort of situation, you
need to sort it as calmly as possible paying
particular attention to the safety of the crew.
It is important for the crew always to stay to
weather of the sail and lines as it comes down.
In this scenario, the bowman looks as
though he may shortly be in need of an extra
pair of hands. Unless the boat is small, this is
generally at least a two-person operation one
to gather the spinnaker and one to suck in from
below. Try not to get everyone involved though,
because you still need full-on concentration
to get round the mark, and sail the fastest
possible course on the next leg.
In extremis it is possible, when needed on
smaller boats and lighter winds, to action a
late drop whilst going upwind, but be careful,
it is rarely optimal. And most importantly, as
boats get bigger and wind speed goes up the
loads quickly become dangerous, even for the
bravest of bowmen.

How to avoid the situation in

the first place
Basically it is all about good preparation,
teamwork and timing so youll need to practice
and time your drops. There is nothing like a
perfectly executed leeward mark rounding drop
to help get a boat quickly round the course
whilst instilling confidence and pride in the
crew work.
For basic training you dont even need a
mark, just time the manoeuvre from start to
finish in the full range of wind speeds, note
them down and post them in the pit area.
Do the same for each type of manoeuvre; a
leeward drop in five knots of wind with the bow
on the mark requires different preparation and
timing from a weather drop in 20 knots of wind.
The speed differential between upwind and
downwind legs can be significant, especially on
fast planing boats where the speed difference
can be a factor of two or more. This puts
a premium on optimised timings for your
spinnaker drop at the bottom mark.
The person calling the shots should be clear
about what type of manoeuvres will be carried
out on board that day, bearing in mind that
each boat, class or crew is different. Also wind
speed and tactical situations will often require
different types of leeward mark rounding.
Often the side you drop the spinnaker on will be

92 I June 2017

defined by the next top mark rounding, so it is
important to think ahead.
A leeward drop may be the best option
on tight reaches or stronger winds, while the
advantage of a weather-side forehatch drop
when sailing deep or in lighter winds allows the
crew to work on the weather side and keeps the
spinnaker away from jib leads and winches.
In some classes, an aft hatch drop or
{ }
DAMIAN FOXALL (48) has raced around the world a total of eight
times, including five Volvo Ocean Races. He has four round the world
wins to his name, including in the Volvo in 2011 on Groupama and the
double-handed Barcelona World Race with Jean-Pierre Dick. He is
currently campaigning the record-breaking MOD Phaedo3
Quick tips
At least two crew
Unless it is a very small boat in light
winds, at least one crew on deck and
one down below hauling in the kite is
the minimum
Know your timing
Practice different drops in different
conditions so you know how long
each takes and count down your
approach to the mark
Plan your tactics
Will an early tack be needed? If so,
one crew needs to prep the jib sheets
Leeward options
A companionway hatch drop or
letterbox drop (over the boom) can
be an option for controlled leeward
drops in some classes
Paul Wyeth
even a letterbox drop over the boom works
well. However, in each case, the success of
the manoeuvre requires all the crew to work
together and, in many cases, the helmsman
can make a huge difference by changing the
trajectory to adjust apparent wind angle and
apparent wind speed during the manoeuvre.
Interview by Sue Pelling
Tips for mark approaches
1 Halfway down the run, start to define
the most likely manoeuvre and
estimate how many gybes to go before
the finish. Depending on boat speed, at
about two to four minutes to the mark,
make a final call to check everyone on
board is clear about the manoeuvre.
2 At this stage it is important to inform
the crew of any tactical considerations
regarding other boats, such as whether
the spinnaker pole comes off early or
not, which side the spinnaker is coming
down, whether the intention is to tack
immediately or stand on a bit beyond
the mark. If a tack is involved the crew
needs to prepare the jib sheets and any
other upwind settings.
3 Stick with your timing. If it takes 25
seconds for a foredeck drop in 15 knots
of breeze, then have your tactician/
navigator or crew boss count the timing
into the leeward mark. In this case at
30-35 seconds call the drop, leave a
small margin; the extra 5-10 seconds
allows for the crew to move from the
drop to upwind trim, and leaves a
margin for any small delays.
4 It is important to decide which corner
you are going to smoke, and keep the
other sheeted tight. Blow the halyard
to unload and start gathering, then
control the final third to keep the sail
from getting sucked into the water.
5 Be aware of strong tidal streams and
their effects. An early drop with tide
against you will mean a long jib run into
the leeward mark, while a late drop with
the tide is asking for trouble.
6 Always remember there will be times
that require timing outside the norm
for example a very early drop if the
leeward mark has a dozen boats piled
up, or a very late drop may be called
to stay ahead of a single rival with
a one tack leg ahead. An attentive
crew with good communication on
board will understand the reasons and
implications of these special calls and
adapt accordingly.
June 2017 I 93
 UK OPEN 7 DAYS A WEEK Join us for our latest news @BerthonGroup

I N T E R N AT I O N A L YA C H T B R O K E R S
Lymington United Kingdom Mandelieu La Napoule France Rhode Island USA
Phone 0044 01590 679 222 Phone 0033 493 636 680 Phone 001 401 846 8404
www.berthon.co.uk Email brokers@berthon.co.uk Email brokers@berthonfrance.fr Email sales@berthonusa.com

Swan 68 595,000
Scotland

Captivating German Frers from the masters in Finland, she rst

splashed in 1993. A proper cruiser racer, she has taken her owners
far in comfort and at speed. Also does the regatta circuit beautifully.
Lots of nice updates through life decks, paint, electronic widgets
and more, now slumbering under cover and awaiting a new
yachtsman to awaken her and put to sea.

Truly Classic 56 895,000

Scotland

Immaculate cruising yacht with sweet lines as Hoek can, she hatched
2001, and turns heads always. Massively updated in this ownership
and lled practical and modern new kit. Not only does she look the
business, but she is a capable and reliable long distance cruising
yacht. They say that there is beauty in function voila!

Marten 80 1,045,000 Dixon 80 900,000

Lymington West Mediterranean

Judel Vrolijk, she hails from Down Under, rst made esh in 2001. 2012 saw a Her dark blue hull livery shows off her handsome lines from the legend that is Bill
nautical makeover of gargantuan proportions very little of the original yacht now Dixon. From 2001 with a very special cherry interior and she has been much
remains. Carbon hull and spar, she delivers swift, effortless, powerful mile munching. re-widgeted in this ownership. She comes with a carbon spar, exotic construction
Seriously cool interior, and now in bobby bargain territory. and an epic pilothouse World ARC anyone?

Oyster 655 1,350,000 + VAT Shipman 63 985,000 + VAT

Portugal East Mediterranean

Not just another mollusc this Oyster comes with carbon rig, carbon cored Ferrarri red Shipman, pedestrian she is not. From 2011 with a gimballed saloon, nifty
bulkheads and funky sails. From 2007 for an owner who likes to be the rst in the drop keel arrangement and skipper maintained from the egg. Totally kerfufed for
bar and she delivers. Superb maple innards, special Franchini interior ttings and world cruising t-shirt now collected. A very recent price tumble makes her yet more
she is also totally togged for blue water. attractive, as well as being very, very red.
UK OPEN 7 DAYS A WEEK Join us for our latest news @BerthonGroup

I N T E R N AT I O N A L YA C H T B R O K E R S
Lymington United Kingdom Mandelieu La Napoule France Rhode Island USA
Phone 0044 01590 679 222 Phone 0033 493 636 680 Phone 001 401 846 8404
Email brokers@berthon.co.uk Email brokers@berthonfrance.fr Email sales@berthonusa.com www.berthon.co.uk

Discovery 50 749,500 + VAT

Lymington

Exceptionally well sorted and totally equipped circumnavigation machine, shes ready for a trip which is now sadly
cancelled, and is good to go. From 2010 by Dixon and immaculately put together by the Discovery crew. Her spare
hull gives her the volume and comfort of an 80 foot monuhull, yet all within a compact and manageable 50 foot
package. Carpet slipper sailing is de rigeur with watch keeping managed from both inside and out. Shes easy to
manage shorthanded with her push button, powerful sail plan. Also has a capable RIB for shopping trips and much
more which is easy to deploy. Unlike many of her compatriots, this yacht looks good from every angle, and of course
on passage no leaning is involved. Magic carpet material of the nest hue.
Ask us about the link to her video and for an appointment to view her.
Oceanis Yacht 62
Beneteau
1,052,254 (Tax Not Paid)

ancastayachts.com/OY62

Truly Classic 65
Hoek
1,000,000 (Tax Paid)

ancastayachts.com/Rita

Wally 77 Bordeaux 60
Wally Yachts CNB
1,250,000 (Tax Paid) 595,000 (Tax Not Paid)

ancastayachts.com/BarongB ancastayachts.com/Osprey

Oyster 72 Custom Stephens Waring Design

Oyster Isobel
1,800,000 (Tax Not Paid) 1,700,000 (Tax Not Paid)

ancastayachts.com/CrazyHorse ancastayachts.com/Isobel
 CNB 76
CNB
2,200,000 (Tax Not Paid)

ancastayachts.com/Leo

SWS 80DS
Southern Wind
1,750,000 (Tax Paid)

ancastayachts.com/SkipNBou

Nautor-Swan 82s
Nautor-Swan
3,000,000 (Tax Not Paid)

ancastayachts.com/Sedna

Contact: Ancasta Yachts

Tel: +44 (0)2380 450 000
Email: enquiries@ancastayachts.com
 SAILING YACHTS
Tofinou 8.0 2010 75,000
Island Packet 320 2001 79,900
Island Packet 35 1989 79,900
40ft Gaff cutter 1966 89,000
Jeanneau Sun Odyssey 45 2008 129,000
Sunbeam 37 2008 145,000
Hallberg Rassy 45 1989 149,000
Koopmans 45 Concord 1995 195,000
Sun Odyssey 49 DS 2005 199,000
Hallberg Rassy 40 2006 239,000
Hunter 50 CC 2010 249,500
Moody 54 2001 295,000
Beneteau Oceanis 54 2012 269,000.
Daniel Bombigher 55 2005 389,000
X-Yacht 612 1995 395,000
X-YACHTS 73 Moody 54 2000 P.O.A.
Rare and unique opportunity to buy one of the two X-73s ever built! True blue water cruiser with an innovative Jeanneau 57 2011 375,000
Nauticat 44 ketch 2007 419,000
combination of a pilot house and a deck saloon yacht. Professionally maintained by full time crew and extra ordinary Hallberg Rassy 62 1998 P.O.A.
Mallorca Spain equipped with recent twin 110hp engines, generators, full navigation equipment, dinghy etc. Current owner has Lagoon 560 S2 2012 USD 1,200,000
Tel: +34 971 673 555 renewed, refurbished and refitted from 2013 till today; teak decks, sails, etc.
Fax:+34 971 673 968
998,000 Euro

CNB 76 BENETEAU OCEANIS 55 LAGOON 420 PUFFIN 50

High performance aluminium cutter rigged sloop. Completely, technical
and optical, refitted in 2015/2016; new engine, teak partly renewed,
hull and underwater ship repainted, exterior woodwork varnished,
valves serviced/renewed, safety gear serviced and certified, sails and
rigging checked and partly renewed, new batteries, electrics checked, etc.
2013 from first owner with teak decks, in-mast furling main sail, furling
genoa, storm sail, furling Code 0 and electric winches. 75hp Yanmar with
bow thruster and Dock & Go. Furthermore goes with generator, water
maker, full navigation equipment, new bimini, sprayhood and cockpit
cushions, under water LED lights, dinghy with outboard, life raft, etc.
2009 powered by twin Yanmar 40hp diesels. Main drop system with Lazy
Jacks, 2 main sails, 2 furling genoas and a gennaker. Furthermore genera-
tor, wind generator, new anchor winch, inverters, solar panels, water mak-
er, washing machine, heating, alarm system, life raft, davits, dinghy with
outboard, Epirb, complete navigation equipment with AIS, Navtex, etc.
2003 steel cutter rigged sloop with lifting keel. Design by
Olivier van Meer. Powered by a 128hp diesel with hydrau-
lic bow thruster. Equipped hydraulic in-mast Furling with
genoa, generator, airco, heating, 2 steering positions. Full
navigation with radar, chart plotter, autopilot, GPS, SSB etc.
Totally refitted in winter 2015 2016: painted, windows
and rigging checked, engine and generator serviced, etc..

775,000 440,000 259,000 ex 675,000

We may consider your current boat in part exchange.

Feel free to speak or write to us in English, Spanish, French, German or Dutch!
Please visit us in Mallorca or view our complete listings on our website www.whitesyachts.com

KNOWLEDGE | EXPERIENCE | EXPERTISE | INTEGRITY

For Sale
ENTRADA
Bill Tripp Design - 2002 Turner 56
Entrada is an exceptional long range cruiser designed by Bill Tripp and built
by Turner Yachts to cross oceans and cruise to secluded islands in comfort.
Entrada has had one Owner since new, an indication of how pleased this cruising
couple have been with her sailing qualities and abilities. They have completed
their cruising plans and have just authorized a MAJOR PRICE REDUCTION.
Extremely robust & powerful Offshore Cruiser/Racer
Kevlar & Carbon in Epoxy Matrix
Wet-preg construction, vacuum bagged & baked
65% Fabric - 35% Resin Ratio
Offshore Galley w/Tropically Insulated Freezer & Reefer
Black Cherry Interior w/Foam Cored Bulkheads & Furniture
Carbon Features Include:
Rig, Park Ave. Boom, Wheels, Pedestals, Rudder Posts
Cruising & Racing Sail Inventory
Manganese Bronze Hydraulic Lifting Fin Keel with Lead Bulb
Electric Winches, a Breeze to Sail single or double-handed
Extremely Well Balanced Helm providing Effortless Steering

460,000 BP $ 575,000 US
CONTACT: Rob Turner
ANNAPOLIS | CHICAGO | HOLLAND, MI | SEATTLE Rob@TurnerJohnsonYachts.com | +1-410-533-1550
 2009 OYSTER 82 RIVENDELL 2011 OYSTER 625 BLUE JEANNIE
Magnificently maintained, constantly upgraded with modernised, tasteful interior. Clean, A stunning yacht with maple joinery and triple seascape windows in the
functional deck boasts a cleverly devised foredeck lounge. Trusted hull design, carbon spars, slab saloon. Simple sloop rig with furling mainsail and genoa. Ten berths in five
reefing and hydraulic furling make for a proficient passage maker and easy to handle whatever cabins, enabling private or charter use. Owner has his eye on his next Oyster.
the weather.
Lying: Oyster UK 1,200,000 ex VAT
Lying: Oyster Palma 2,750,000 ex VAT
PRICE REDUCED

2007 OYSTER 62 GALLOPER OF HAMBURG 2003 OYSTER 56 MOANA

Built in 2007 and very lightly used, this boat presents very well. Beautiful Highly specified 56, with taller carbon mast, and customised interior layout that sleeps five in
maple interior and very highly specified, push button sailing. Skipper- three cabins. Larger than standard owners stateroom, and huge sail locker forward are among
maintained from new and never chartered. Maintained regardless of cost. the practical features that lend her to luxurious ocean sailing.
Viewing highly recommended.
Lying: Oyster Palma 1,150,000 VAT paid Lying: Oyster UK 475,000 VAT paid
PRICE REDUCED NEW LISTING

2000 OYSTER 56 OLANTA
Hull number 14 of Oysters most successful Oyster
56 model, Olanta was designed with practical, ocean
sailing in mind. She has a unique layout with six
comfortable sea berths in three cabins - ideal for a
family and extensive cruising.
Lying: Oyster Palma 350,000 VAT paid
1986 OYSTER 55 ICENIC
Icenic is a great example of the Oyster 55, with many
recent upgrades of her electrical and mechanical
systems. She is ready to tackle the Atlantic or cruise
in comfort around the Mediterranean. Early viewing
recommended.
Lying: West Med 195,000 VAT paid
2010 OYSTER 54 SARA BLUE V
Highly specified and stunning 54 with sloop rig and
electric in-mast furling for easy push button sailing. Well
maintained since launch with luxurious cherry joinery
below decks. Undergoing yard period with Oyster Palma.
Ready to sail away this summer.
Lying: Oyster Palma 625,000 ex VAT

UK, IPSWICH USA, NEWPORT SPAIN, PALMA

T: +44 (0)23 8083 1011 T: +1 401 846 7400 T: +34 677 429 116
brokerage@oysteryachts.com newport@oysteryachts.com palma-brokerage@oysteryachts.com oysterbrokerage.com
 EUR 500,000 (VAT Not Paid)
TisTisisisaaunique
unique opportunity
opportunity totopurchase
purchase a world-class
a world-class carbon
carbon fibre/epoxy
fibre/epoxy cruiser.cruiser.
WellWell maintainedby
maintained byher
herowner
owner andandcaptain
captainshe boasts
she a large
boasts accommodation
a large accommodation with 3with
double cabins, cabins,
3 double
22bathrooms,
bathrooms, aaspacious
spaciouscockpit andand
cockpit a forward deck deck
a forward area. area.
Beautifully crafted, she has a lifting keel to access shallow anchorages
Beautifully crafted, she has a lifting keel to access shallow anchorages
and a dinghy garage with a custom tender which incorporates a large swimming platform.
and a dinghy garage with Newa Yanmar
custom engine
tenderinstalled
which incorporates
in April 2017.a large swimming platform.
She She
is currently lying in Mallorca and her only owner since her construction
is currently lying in Mallorca and her only owner since her construction is motivated
is very very motivated
to sell, to sell,invited.
offers offers invited.

We have clients seeking pre-owned Northshore Yachts :

SOUTHERLY . FISHER . VANCOUVER
Please contact us if you are considering selling your yacht

SOUTHERLY 42RST 2011 Lying Netherlands 291,945

SOUTHERLY 42RST 2009 Lying Chichester 260,000
SOUTHERLY 38 2009 Lying France 215,000
SOUTHERLY 35RS 2007 Lying Chichester 139,750
SOUTHERLY 32
SOUTHERLY 420 2012 Lying Hayling Island 160,000
SOUTHERLY 32 2009 Lying Solent 128,750
SOUTHERLY 110 2010 Lying Suffolk 139,950
SOUTHERLY 110 2009 Lying Solent 135,000
SOUTHERLY 110 2004 Lying Chichester 99,950
SOUTHERLY 110 2001 Lying Chichester 94,950
VANCOUVER 36 1996 Lying Chichester 83,500 For display and brokerage advertisment rates
VANCOUVER 34 1998 Lying Kos, Greece 49,900
please contact:
All prices are tax paid unless otherwise stated.

Michael Beattie, Advertisment Manager

NORTHSHORE SHIPYARD LTD.
Itchenor, Chichester, West Sussex, PO20 7AY. England
michael.beattie@timeinc.com
Tel: +44 (0)1243 512611 Email: sales@northshore.co.uk
www.southerly.com
 INTERNATIONAL YACHT BROKERS
With over 35 years of expertise with Swan Yachts
Tel. +44 (0)2380 454 880

PR DUC

NE TIN
RE

LIS
IC ED

W G
E
Swan 68 Sea Eagle of Shian III. Swan 46 Mynx.
Built in 1993, UK based, Sea Eagle of Shian III has an excellent cruising and charter A Frers mark 3 example presented in superb condition. Just launched and looking
specication. Supplied by us to her current owner she is now very seriously for fantastic with a polished hull and valeted interior, viewing is highly recommended.
sale asking GBP595,000 including VAT. The 46 is the perfect Med/Caribbean long distance cruising Swan with superb cockpit
and interior layout.
UN FF
O
DE ER
R

Swan 48 Alfa Helix Frers Design.
In great condition, with a full cruising specication and
very full inventory. We recommend viewing. An excellent
owners layout with large cabin aft and three sleeping
cabins in total makes this the layout to have.
Low usage in her current ownership means this is a
great opportunity to own a Finnish Swan!
NE TIN
LIS
Swan 80 Callisto. Swan 44 Rosy Pelican Sparkman and
We are proud to announce this new central agency listing. Stephens Design.
Based on the Swan 77 model, this is an extended version,
This is a unique 44 with redesign aft end and new semi
presented in beautiful condition, she is very well maintained
balanced rudder, carbon mast, new main engine, recent
by a permanent crew. Recent replacement main engine,
teak deck to name some of the upgrades this Swan has
two gen sets and mast service. She is Greek registered and
received. She is now in Sardinia.
is capable of up to 90 days charter per year. Viewing is
recommended and she is very competitively priced.

54
W G

Swan 48 Zen. Swan 46 Vixen.

Frers designed, and built in 1996. I dont think we have
seen a 48 at this price before. Excellent suite of North
3DL racing sails with regatta success. Carbon mast and
boom, well equipped for Swan Regattas or long distance
cruising. Lying South Coast UK, asking GBP195,000
VAT paid.
A stunning New Design by Germn Frers. We have never come across a Swan that is better looked
At Hamble, a brand new model after. The owner of Vixen leaves nothing to chance. She
will be the best Swan 46 on the market, and possibly
now available for delivery aoat today. The rst owner cherished her, the second
loved her, and the current owner does both and spends a
CALL FOR DETAILS
kings ransom making sure she lacks for nothing. Viewing
is not recommended, its essential.

CLASSIC S AND S SPARKMAN AND STEPHENS SWAN 36 CECILLE MUST BE SOLD BRING OFFERS
SWAN 77 (80) CAPERCAILLIE IS VERY SERIOUSLY FOR SALE AND THE OWNER WELCOMES ALL INTEREST
CALL US IF YOU ARE LOOKING FOR POSSIBLY THE BEST MAINTAINED SWAN 46 IN THE WORLD, VIXEN IS BEAUTIFUL!

Tel. +44 (0)2380 454 880 enquiries@lilleymarine.co.uk www.lilleymarine.co.uk

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June 2017 I 109
yachtingworld yachtingworldmagazine

Aerodynamics on the 49erFX
This photo of the Swedish
49erFX crew was taken just
before the start of the first
of three medal races at the
Trofeo Princesa Sofia regatta
in Mallorca on 1 April.
Moments before, a wave
washed the crew, Rebecca
Netzler, overboard (she is in
the lower left corner of the
image). Skipper, Klara Wester,
110 I June 2017
BACKFIRE
High yer Photographer Jess Renedo
tried to keep the boat under
control while Netzler fought
to get back on board. Finally,
moments before capsizing,
Wester had to jump.
The race ended up being
a demolition derby, with five
broken masts and the whole
fleet capsized. None of the ten
boats were able to finish the
third scheduled race.
yachtingworldmagazine #ywbackfire
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