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RACEBOAT ROUNDUP WHILE NEW GRAND-PRIX BOATS CONTINUE TO EDGE US EVER HIGHER ON THE SPEEDO, IN THE RECREATIONAL DINGHY MARKET THERE’S A REFRESHING NEW TREND TOWARD HIGH-PERFORMANCE, TOO. OUR 2015 BOAT OF THE YEAR LINEUP IS LOOKING GOOD. By Dave Reed

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The on-watch foursome of Team Alvimedica acclimate to the fast and wet life of the VO65 during a transatlantic training session. Photo by Amory Ross C O L U M N S

020 O N E - D E S I G N The centennial celebration of the world-renowned Herreshoff H 12 1/2 design.

030 J O B S O N R E P O R T Tackling the extended tactical, physical, and psychological challenge that is the Newport Bermuda Race.

036 L E F T C O A S T, R I G H T B R A I N Craig Leweck asks, “Why is Etchells world champ Bill Hardesty so good?” FROM

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090 B O A T S P E E D Communication is the key to getting the entire speed team moving in the right direction.

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085 046 TEST OF CHARACTER

Who’s the clear favorite going into the 2014-’15 Volvo Ocean Race? We’ve got your definitive guide to the world’s toughest ocean race. By The Editors

078 THE EDUCATION OF HAP FAUTH

For Hap Fauth and his Bella Mente sailing team, getting to the front of the international mini-maxi class has been one hard lesson after another. By Sean McNeill

O N N E VA N D E R WA L

094 E L E C T R O N I C S Here’s how to better understand Course Over Ground versus Speed Over Ground.

098 R U L E S Same racecourse, different legs. Dick Rose deciphers who has rights. D E P A R T M E N T S 010 WET NOTES 0 1 6 S TA R T I N G L I N E 085 TECH REVIEW 114 DR. CRASH

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Creative Director David Weaver Associate Editor Lisa Gabrielson Digital Editor Eleanor Lawson Art Director Joe DeLeon Editors at Large Peter Isler, Gary Jobson Racing Editors Ed Baird, Terry Hutchinson, Mike Ingham, Jonathan McKee, Ken Read, Tony Rey Contributing Editors Craig Leweck, Dave Powlison, Dick Rose, Dr. Stuart Walker, Dobbs Davis, Angus Phillips Editorial Intern Rachel Perry SAILING WORLD EDITORIAL OFFICE 55 Hammarlund Way, Middletown RI 02842 (401) 845-5100; fax (401) 845-5180 www.sailingworld.com, [email protected]

On a perfect day for a demo sail with Team Alvimedica, skipper Charlie Enright let me drive: 20 knots felt good. Photo: Dave Reed

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IT WAS ALL HAPPENING VOLVO TEAMS, MAXIS, NEW BOATS, AND A REGATTA-PACKED CALENDAR MADE 2014 AN UNFORGETTABLE SUMMER OF SAILING.

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THERE’S MORE TO COME.

HAPPENSTANCE. THAT’S WHAT I FIRST thought when the stories in this issue, No. 557, started to come together in the planning stages. All of sudden the magazine was shaping up to be full of stories from my hometown of Newport, R.I. Sometimes the package is like a jigsaw puzzle, and we’re searching for that last story to arrive and finish it off right. This time it was the lead photo on page 16. Those two pages are reserved for an image that should make you and me stop turning pages. The photo, from the hustling, long-time shooter Daniel Forster, is of a baby-blue catamaran, its leeward bow plunging ever so slightly as the boat carves through a mark rounding, crew flying high and hold-

ing on. It captures one spectacular and fleeting moment in what was an amazing summer of sailing in Newport, R.I. The pricey carbon cat, with its comic book inspired logo “Pow!” is registered to one Ken Read, the town’s most high profile sailor. The new boss at North Sails has been putting his money where his mouth is by regularly taking his nephew and his crew joyriding on the 32. Not without adult supervision, of course. More notable, however, is the fact that Kenny and Co. were racing on a “stadium sailing” course at New York YC Race Week, Presented by Rolex. The New York Yacht Club? Really? The hard-line traditionalists from the no-denim clubhouse up on high? Yes, that New York Yacht Club. In an excellent display of listening to the we-needmore-variety-in-our-races lobby, the club introduced the stadium course to the Marstroms and all the big keelboats, including the maxis, the IRC rockets, and the PHRF fleets. Rather than one more day of windward/leeward courses on Rhode Island Sound, most everyone had their turn at short-tacking the rocks for current relief, dodging traffic, and setting kites before they could even be packed. It was highheart-rate stuff that everyone was talking about under the party tent. The bay was positively jam-packed that week in July. There was a team-racing re-

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Three of my summer-sailing highlights: Summer Sailstice with friends and family on the company sailboat (top); Thursday night J/24 racing; High-speed PHRFing on the C&C 30. Photos: Dave Reed

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Etchells sailors in town for their world championship. Ninety-five white, needlelike boats with white sails meshing together at the top of a two-mile beat is an incredible sight to behold from a 65-foot luxury press boat (tough job, yes, I know). Even more incredible, however, is watching the wiley Bill Hardesty and his young team picked apart the fleet of America’s veterans, pro sailors, and top amateurs. They were so good they scared the competition: “They ran away from us!” he tells our man on the West Coast, Craig Leweck, who shares his interview with Hardesty on page 36. Consistent, indeed.

gatta, countless kids in Optis and 420s, daytrippers, sunset cruisers, 12 Meters, and Moths out flying around for the fun of it. Even a pack of VX One-Design sailors managed to wedge themselves into a corner of the bay to conduct their North Americans. A friend who’d been driving over the Pell Bridge when it was all happening said he’d never seen the bay so covered in sails and wakes. “The Fishbowl” was full! This, of course, was only one regatta, at the height of the Newport sailing season, which now extends from May well into October, but the intensity was there all summer. The wave started with the Bermuda Race fleet in June with the usual run on West Marine for last-minute gear. Café Zelda and its neighbors at the IYAC had steady business before everyone set off to the Onion Patch. The disappearance of the Bermuda Race crowd transitioned to the occupation of

Then, of course, came Bacardi Sailing Week and the Sail Newport Regatta, an onslaught of dinghies and keelboats. Every year it gets bigger and bigger, the bay more crowded. In all, before the end of August there would be more than 20 big regattas, with sailors rolling in and out of rental houses before the cleaning services could change the sheets. And as I write, we await the arrival of the Panerai Classic Yacht Regatta crowd, followed by roughly 100 J/70 teams for their first world championship. The J/24s will eventually be in town for their worlds as well. The scene will wind down in late September. The college and high school groms will take over the harbor in their 420s, and then the frostbiters in Lasers and Turnabouts will carry the torch through the long, icy winter. Spring 2015 will arrive with the Volvo Ocean Race Newport Stopover. It could be, and should be, the biggest sailor party to hit the U.S. East Coast since the Australian’s left town with the America’s Cup in 1983. To get the Volvo to come Newport was no small task for the volunteer army at Sail Newport, the stopover’s official host. The seven teams, their support crews, their sponsors, CEO and VIPs, and the hordes of personnel of this incredible moving circus will take over the town in May, and chances are you and I will find the sailors at Zelda’s or the Candy Store with stories to share. I assure you, for two weeks in May, the sailing capital of the world will flip on the switch, starting the sailing season even earlier. I can see it now: Volvo Ocean 65s going at each other in The Fishbowl, just like the Marstrom 32s were. It’ll be a frenzy not to miss.

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STARTING LINE

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Races set up by the New York YC placed the Marstrom 32, Pow!, in the same waters as the 2012 America’s Cup World Series. Spectator-friendly “stadium sailing” is beginning to take hold, giving competitors short, near-shore courses that require a higher level of endurance and boathandling. Photo: Rolex/Daniel Forster

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IN THE FISHBOWL ONE CLUB’S STADIUM SAILING INITIATIVE AIMS TO BRING SAILORS AND SPECTATORS CLOSER TO EACH OTHER THAN EVER BEFORE.

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The author is a 19-year-old from Newport, R.I., and yes, nephew of SW Racing Editor Ken Read. Uncle Kenny was called away on business after the first day of racing, leaving the kids to their own devices. Their results improved in his absence (although to be fair, they did change to a lighter mast); they finished third in the six-boat fleet.

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THERE’S AN EXPERIMENT happening in high-performance racing. Events are replacing long windward/ leeward laps with short-course, stadium-style racing. They are more exciting to watch, and a lot more challenging, competitive, and fun for my friends and family on the Marstrom 32 Pow! When the New York YC race committee announced the addition of “Stadium Sailing” to its race week this summer, I had no idea what we were in for. The sailing instructions had a six-leg America’s Cup racecourse: reaching start to the first mark, deploy the gennaker, short downwind, followed by a long upwind/downwind, a shorter upwind, and finished off with another blast reach to the finish. It all happened close to the shoreline in a small and busy slice of Narragansett Bay. The legs were insanely short. As the traveler trimmer, my to-do list going into the leeward mark was to hand off the mainsheet to the upwind main trimmer (who trims the gennaker downwind), run down into the boat and furl the gennaker, sprint back up to the windward rack, reset the traveler, and look for anything else that needed to be done, like board height, rotation of the mast, or cunningham. The races were 15 to 20 minutes at most, and after each race we were completely out of breath. The racing was also a lot closer than it normally is in our local Marstrom 32 races, which meant there was no room for error. Stadium courses are set close to shore so the public can watch. Because the boats often made it to the marks at the same time, there was excitement at our roundings. I’m sure it was as good for the spectators as it was for the competitors. This movement can help make racing in all classes more fun and competitive. It makes sailing a lot more visible and just might get more people involved in the sport. The course is not just for multihulls, either. It can work for planing dinghies and many other sportboat classes, too. It could become the norm for high-performance sailboat racing.


BY BRENDAN READ

S TA R T I N G L I N E OFFSHORE BY BRUCE GAIN

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Sedlacek’s transats were a test of the volcanic-fiber composite used to construct his Open 16. Photos: Courtesy Team FIPOFIX

PROOF OF CONCEPT SOLO SAILOR HARALD SEDLACEK CROSSED THE ATLANTIC TWICE TO VALIDATE THE DURABILITY

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OF HIS PINT-SIZED OPEN 16.

THE FIRST TIME Harald Sedlacek sailed across the Atlantic alone on his insanely small 16-foot boat, the going was rough. His autopilot stopped working soon after leaving Gijon, Spain, and the wind was far from breezy for much of the way. Behind schedule, his food supplies were quickly depleted. He was forced to live on 1,100 calories a day for much of the trip until arriving at Palm Beach, Fla., 87 days after leaving Spain. Just over a month after arriving in Florida in April, Sedlacek mustered the courage to board

his Open 16 boat again to complete the circle. He was able this time to take advantage of northwesterly winds, completing the crossing to Les Sables d’Olonne, France, in 47 days. His return, however, exacted a mental and physical toll. He ran into gale force winds, knocking his boat down more than five times. He admits he was scared more than once, as he wondered just how much the Open 16 could withstand being slammed by waves before breaking apart or dismasting thousands of miles from shore. He focused on maintaining speed, but consequently could only sleep in spurts of 10 minutes at a time. Sedlacek says his adventure was not so much about testing his merits as a sailor and his capacity to withstand hardship. Instead, he says it was the sturdy Mini Class-like design of the Open 16 that made the trek possible. “ I D O N ’ T T H I N K YO U CO U L D SA I L S U C H A S M A L L B OAT AC R O S S T H E AT L A N T I C T E N Y E A R S AG O.”

“Many people said a Transat wasn’t possible on such a small boat the first time,” says Sedlacek. “But now we know it is possible with my boat—and I did it twice.” In many ways, the purpose of the voyage was to demonstrate the seaworthiness of the boat’s “volcanic fiber,” a fiberglass replacement formulated by FIPOFIX, a company Sedlacek’s father owns. The boat design owes its light weight of 550 kg to the patented fiber material. “I don’t think you could sail such a small boat across the Atlantic 10 years ago without the technology my boat has,” says Sedlacek.

In one mid-Atlantic gale en route to Les Sables d’Olonne, bearing the brunt of 30-foot waves and 45-knot winds, the wave crests eventually laid the boat on its side for more than two hours. Sedlacek managed to drag the mainsail out of the water and strap himself down to wait it out. “The boat would begin righting itself, but each time, another wave would knock it back down,” says Sedlacek. “All I could do was wait for the sea to calm down.” After the boat righted itself and Sedlacek saw there was no major breakages, he was understandably relieved—and more confident than ever in his boat. “Think of the Open 16 as a life raft that you can also sail,” Sedlacek says. “It’s unsinkable. Even if the cabin was filled with water, it would still float.” At the end of the day, the Open 16 FIPOFIX is a sailing boat, however, and Sedlacek says he averaged a steady 5 knots when he sailed from Florida to France. His top speed was 15.8 knots when surfing down a large wave, and he once did 150 miles in 24 hours sailing downwind in an ideal 18- to 25-knot breeze. Sedlacek says the Open 16 is ideal for jaunts not too far from the coast and possibly racing if the “design catches on.” He also does not tout the Open 16 as a Mini Class alternative for transats and offshore racing. Unlike Mini Class boats, for example, the Open 16’s autopilot is not designed for when the wind blows more than 30 knots, or when the seas gets rough, which are more than common in the middle of the Atlantic. The cabin and cockpit, needless to say, are cramped. “Life on board is not easy. For food, about all I could do was drink tea or coffee and maybe cook some noodles,” says Sedlacek. “It is really hard living in such a small space.”

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S TA R T I N G L I N E ONE-DESIGN BY SEAN MCNEILL

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OF THE MORE THAN 500 designs from Nathanael Greene “Captain Nat” Herreshoff, arguably one of the greatest yacht designers of all time, the only one that bears his name is the Herreshoff H 12 1/2, a daysailer with open cockpit and easy-to-handle sail plan. This year marks the centennial for the design, which was originally created as the Buzzards Bay Boys’ Boat and came to life due in part to the interruption of the 1914 America’s Cup. In the first half of 1914, Robert W. Emmons II, a noted Corinthian sailor of the day, was the managing director for the Herreshoff-designed Resolute as it prepared for the 1914 America’s Cup. Resolute was stellar in the New York YC’s observation trials for the defense, handily beating defense rivals Vanitie and Defiance in racing. Resolute would’ve been selected defender, but the outbreak of World War I forced a postponement of the match until 1920. While managing the development of Resolute, Emmons commissioned Herreshoff to design and construct the H 12 1/2. Emmons had previously com-

N AT ’ S NAMESAKE CELEBRATING THE CENTENNIAL OF NATHANAEL HERRESHOFF’S TIMELESS H 12 1/2 DESIGN.

missioned Herreshoff to design and costruct the Buzzards Bay 15 (later known also as the “E Class”). But Emmons and friends wanted a smaller boat, one that would be easier for their sons to handle on the choppy waters of Massachusetts’ Buzzards Bay, where his two sons spent their formative summers. “It’s such a classic design, and easy to sail,” says John N. “Jay” Fisher, Jr., the H Class treasurer and reigning national champion after winning in Edgartown, Mass., in 2013. “It handles rough weather, wind, and waves very well. Kids can sail it, or you can put four to five adults

on it for an afternoon sail. There are a lot of families that have had the boat throughout their history.” Fisher’s family is one shining example. The 60-year-old skipper from Cataumet, Mass., is a two-time national champion—he first won the title in 1976 in the family’s original wooden H 12 1/2 Privateer. “I was just a year out of college,” says Fisher of the championship won 38 years ago. “I’d sailed the boat actively from my mid-teens until the mid-1980s. My dad was a past commodore of the Buzzards YC and past president of the H Class Association. We won that championship together, and my brothers and I have won the junior championships. There’s a fair amount of history in our family and it all started in the mid-1960s.” Fisher will be on hand looking to add a third championship when the fleet hosts the celebratory centennial anniversary nationals. Although the nationals was first held in 1928, 14 years after the dinghy was first launched, there’ll be plenty of feting an old gal worthy of her salt at the Buzzards YC.

The Edgartown (Mass.) YC, with 50 registered H Class boats, hosted the class’s 2013 class nationals (above). Photo: Amy Ballentine Stevens

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Once referred to as “Adult Summer Camp,” Whidbey Island Race Week (Wash.), under the new ownership of Charley and Schelleen Rathkopf (below) will focus on adding shoreside events for kids and families. Photo: Steven Lapkin

KID ZONE FOR THE NEW OWNERS OF WHIDBEY ISLAND RACE WEEK, THE PACIFIC NORTHWEST’S BIG REGATTA, IT’S NO LONGER ABOUT ENTERTAINING ONLY

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THE ADULTS.

OVER THE PAST decade, Charley and Schelleen Rathkopf saw something distressing from their perch on the committee boat at Whidbey Island Race Week, aka the Pacific Northwest’s “Adult Summer Camp.” The only kids at the event were usually theirs. So when the opportunity came along to purchase the regatta from organizer Gary Stuntz, the Rathkopfs already had a plan percolating: To get more competitors to the island they’d give the kids their own version of race week. By 2015, the Rathkopfs are hopeful Race Week will instead be “Family Summer Camp.” Schelleen, a marketing and public relations specialist before becoming a full-time mother, has already hired an experienced camp director, secured use of boats, and roughed out a plan using Optimists from Oak Harbor YC, as well as shoreside activities summer camps usually provide, such as hikes, games, and art projects. In the hours after racing, while the adults attend to their post-race social engagements, the kids will have their own supervised area. Stuntz, who shepherded the event through the tough times since 2008, recognized the missing family element, and had made his own attempts to change, including a three-second rating credit for boats with children onboard. In the end, the ap-

proach wasn’t popular given the typical challenges of rating adjustments. At this year’s Race Week, a 72-boat affair, racers were supportive of the Schelleen’s efforts. Tears came to Della Hoag’s eyes when she learned of the Kids Camp. “I’ve been wanting this for 20 years,” she says. “I spent a lot of time dragging my kids around to places they didn’t want to go instead of racing.” This year Hoag finally got to race with her husband John because their youngest (14) was old enough to be part of the crew. Mark Harang and Brad Baker, who were sailing Harang’s Evelyn 26 Nimbus with their sons this year, agreed. “Brilliant idea,” says Baker. One of Harang’s first race weeks, 25 years ago, was aboard a boat crewed almost entirely of teenagers. No matter what the parents say, the most important sailors in the equation are the kids. Baker’s son Bryce, now 16, though no fan of Optimists (“They’re tubs”) said, “Sailing dinghies would sure be better than sitting around doing nothing on a big boat.” Even clubs not directly involved see the potential of Kids Camp. Seattle Corinthian YC rear commodore Jerry Diercks is hoping CYC can lend a hand. “This is in tune with our vision on how to build racing in the years to come. It’s in our best interest.”

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S TA R T I N G L I N E C L A S S FAV O R I T E B Y L I S A G A B R I E L S O N

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FA M I LY DAY IN THE INTEREST OF SELF-PRESERVATION, STALWARTS OF THE O’DAY DAY SAILER ARE SHIFTING ATTENTION TO THEIR YOUNGER SAILORS.

ON THE SHORE of Lake Massapoag, Mass., Ellen Fuller is busily tying her dinghy boots while an audience of friends bombard the 14-year-old with questions: Will she get wet? What if the boat tips over? She fields them with a mix of youthful enthusiasm and teenage apathy. “I think I’ll get really good at sailing and then we can become a team,” says one friend. Fuller smiles, nods enthusiastically, and fastens the Velcro on her boots. Today, she’s sailing in the Day Sailer Junior National Regatta with her aunt Allison and mother Natalie as crew. “I think it’s really fun,” says Fuller. “I’m not really used to the Day Sailer. I sail 420s most of the time, but it’s easy to learn.” Like her older sister Sarah, who won the Day Sailer Junior Nationals in 2009, Fuller has had a diverse youth-sailing experience, which her mother hopes to parlay into a long sailing career. “A lot of youth programs sail only with the Opti and 420,” says Natalie Fuller-Coleman. “And those are such strict one-design boats. I think it’s important to introduce the flexibility they’ll need in different boats along the way. The Day Sailer opens their eyes to other types of rigs and setups. I have three daughters and I’ve in-

troduced them all along the way to the Day Sailer in order to expand their horizons, and also to continue the tradition of women sailing in our family.” It’s this generational continuity, and the enthusiasm young sailors bring, which the Day Sailer class is cultivating in effort to maintain interest in the 56-yearold design first built by O’Day Sailboats in 1958. While remaining true to its intent as a familyoriented, easy-to-sail one-design, class officers struggle with waning membership and regatta attendance. Its future lies in younger sailors, but more specifically in youth-driven family racing. As author Nicholas Hayes encourages in his book Saving Sailing, the class management is making a concerted effort to pair adults and youth together in the same boat, literally. At the 1999 Day Sailor North Americans, many of the adult competitors had young sailors crewing for them, says Bob Blake, VP of youth development. “We didn’t have a lot of youth who were actually steering the boat, and we wanted them to get the experience and just get them out sailing. After the races were over, we asked the skippers if they’d flip-flop with the juniors. They did it, and it went really well.” The Day Sailer Junior Nationals took root that day and was formalized five years later. Any sailor 18 or under is eligible to skipper, allowing them to independently tackle the course. “We want kids in involved in sailing no matter what,” says Blake. “If we can get them out on Day Sail-

“ W E WA N T K I D S I N VO LV E D I N S A I L I N G N O M AT T E R W H AT,” S AYS B L A K E . “ I F W E C A N G E T T H E M O U T O N DAY S A I L E R S , T H AT ’ S G R E AT, B U T W H AT W E R E A L LY WA N T TO G E T T H E M O U T T H E R E I N G E N E R A L , G E T T H E M ST E E R I N G .”

The Day Sailer Class’s youth sailors, affectionately referred to as ‘utes by adults, have sustained their numbers even as overall class participation has waned. With next year’s championship taking place on Cape Cod, class leaders have high hopes for the Junior National Regatta. Ellen Fuller, above at the helm, competes at the Junior Nationals on Lake Massapoag (Mass.). Photos: Deborah Mason-McCaffrey

ers, that’s great. But what we really want is to get them out there in general, get them steering.” Perhaps it’s the anticipation of summer vacation, or the infectious energy of the curious friends who gather to watch the racing, but the junior sailors arriving in the picturesque town of Sharon, Mass., are ready to wrest the tillers from the adults. On the first day of races Fuller sails alongside six other junior boats, her long ponytail skimming the water as she hikes out in the puffs. Her family’s

black-hulled Day Sailer glides easily through the lake’s smooth surface and after two afternoons of casual racing she finishes second overall. “I was really impressed that the kids were really good at sailing,” says Fuller. “There was even a 10-year-old boy who was really good, even when it was a little fluky. It wasn’t as intense or scary as I thought it would be—it was actually really fun. If we keep our Day Sailer, I’d love to race with my mom and aunt again and again.”

COLLEGE SAILING LIFE TEAM SPOTLIGHT: CORNELL UNIVERSITY

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# P R O T E C T M Y WAT E R S Congratulations to Team Mcbride In June of this year, the Cornell University athletic department announced that their women’s sailing team would be elevated from a club level sport to varsity status, adding to the 36 other varsity teams on campus. “It’s [varsity status] always been on people’s minds, wondering if it would be possible,” says Brian Clancy, head coach for the Cornell sailing team. “But it’s not entirely what we focus on. We focus on the image of the program. We want it to represent the Cornell Big Red to the best of our abilities.” Clancy joined the Cornell team as head coach in 2010 after a two-year stint working as an assistant coach at the U.S. Naval Academy. “The team has been around for a while, but it had been at the club level and it needed some structure. It was nice to Skipper Lauren Turner and Crew Lindsey Ludwig, come and develop it in that way,” both All-American’s in 2013. Photo: John Payne he says. “I would be lying to say that it didn’t catch the The addition of the Merrill Family Sailing Center attention of the college sailing community and in 2009 caught the eye of Clancy, as well as the Cornell athletics that we finished on the podium college sailing community at Cornell. “I knew that the program was coming along and there was a at a national championship and had an All-American skipper and crew,” says Clancy. “But I think lot of buzz when they put up their sailing facilit shows the hard work of the program, the team ity, so I thought there was a lot of support for the and everything that we work towards, which is team and a lot of potential,” he explains. The sailing center is located about two miles setting goals and achieving them.” Now that the women’s team is a varsity sport, from campus on Cayuga Lake and is where the team stores their fleet of 18 420s and six FJs. Clancy states that it will not change how the team operates as a whole or how they will set A generous alumni donation made the state-ofthe-art facility possible and made it easier for the their goals for the coming seasons. “The coed team is just as important as the athletic department to consider adding the womwomen’s and the women’s is just as important en’s sailing team to their varsity roster. Another contributing factor is the recent suc- as the coed, so from the beginning we have alcess of the women’s team. In 2013 the wom- ways said that we don’t have a coed team or a en’s sailors captured third place at the Sperry women’s team or a singlehanded team, we are the Cornell University Sailing Team and that’s our Top-Sider/ICSA Women’s National Championship. motto, to work together.” This is the best finish the Cornell sailing team has -Jennifer Vandermoer Mitchell ever had at a nationals.

Wilson for winning this month’s #ProtectMyWaters contest! The olympic hopefuls travel around the world, growing environmental awareness and teaching others to love the ocean. They put this message into action by organizing monthly beach clean ups at local beaches or popular sailing venues. They also share ocean-healthy habits with the junior sailors they coach, such as switching to reusable water bottles and ensuring trash is properly thrown away. And even when they are flying around on their 49er they manage to pick up trash out of the water! Want to be featured here? Enter the #protectmywaters contest by Sept. 15 for more information visit sailorsforthesea.org/ college-sailing

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I WAS ALREADY awake when Mike grabbed my ankle, signaling to me that I had 15 minutes to get ready for the night watch. I was awake because it was loud; not Volvo 70 freight train loud, but loud enough to know we had good breeze. I was excited, but also a little nervous. The motion of the boat is always a little coarser down below than it is on deck I got dressed for action, bracing myself against the jerking motion of the boat as I put on my boots and salopettes, and I made sure my watch mates, Fritz and Greg, were awake. It was all smiles when I got on deck: 20 knots wind speed, A4, staysail, and full main. Our counterparts Mike, Trevor, and Fritz did a few jibes and a peel during their watch, and with a right shift and increasing breeze, they were comfortably settled on port jibe, 10 degrees off rhumbline and hammering toward Puerto Vallarta, Mexico. With low clouds and no moon, the night was an extra shade of dark. Only the loom of the bow light allowed us to see the spinnaker and the waves ahead. I got on deck five minutes before midnight, enough time to get a little debrief from the other watch and get used to the conditions. This was the most wind we had seen for the whole race, and I was anxious to see how the J/125 would perform. The


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MIDNIGHT RAMBLER THERE’S NOTHING LIKE BARRELING INTO THE DARKNESS UNDER SPINNAKER AT 15-KNOTS, WITH ONLY YOUR SENSES TO GUIDE YOU THROUGH THE WAVES.

race had gone really well to this point, with our more offshore routing paying off, and good sail selection and driving keeping us fast. All we had to do was get through the second night without incident. As Fritz and Greg came on deck, we discussed the situation, reviewing the sails, the wind shift, and the spin-sheet position. Normally Greg drives first, but for some reason I gravitated to the helm to start the watch, with Greg on the sheet and Fritz on the main. When the others finally left us with a “have fun,” we settled down to concentrate on go-

ing fast without crashing. Because of the windshift, we were more aligned with the waves than normal, so we could ride the bigger waves down a little if the boat was planing well. We had to be careful to not stay too deep in the trough, and instead, head up enough to build apparent wind again and keep good flow on the kite. That’s the trickiest moment; when the boat slows and the apparent wind increases. Get too slow and heeled, it’s easy to broach, and nobody wants that on their watch. As my night vision improved and I got a feel for the wave pattern, Greg dialed into the right range on the spinnaker sheet. Fritz started to feel when he needed to ease the main to relieve the helm, and we settled into a fast mode, with speeds between 14 and 16 knots. After about 20 minutes the sky grew even

“ T H E T R I C K I E ST M O M E N T I S W H E N T H E B OAT S LOWS A N D T H E A P PA R E N T W I N D I N C R E A S E S . G E T TO O S LOW A N D H E E L E D, I T ’ S E ASY TO B R OAC H , A N D N O B O DY WA N TS T H AT O N T H E I R WATC H .”

shifted the weight forward again, trimmed the staysail, and I took the sheet while Fritz went below to brew some coffee. When he returned with three steaming hot mugs, it got really quiet on deck. No one said a word as we sailed along into the emerging dawn, but I believe we were all thinking the same thing: There’s no place I’d rather be. Footnote: The J/125 Hamachi, owned by Greg Slyngstad, of Seattle, finished second overall in the 2014 San Diego to Puerto Vallarta Race.

H E AV Y - A I R R I P P I N G Racing in 25 knots, especially at night, can be intimidating, but to enjoy such moments you need to sail your boat well because disaster is waiting to happen! Here’s some thoughts on keeping it fun. Don’t be afraid to reef. If you are on a bigger boat, reduce sail as much as is appropriate for the conditions. Small jibs and kites are definitely your friend. Keep it simple. Two extra tacks or jibes can be the difference between a good watch and a bad one. Better to plan your maneuvers very precisely, and reduce the number and complexity of maneuvers.

Keep your weight out and aft. You really need all the righting moment you can get to keep the boat moving fast. Downwind, you also need as much weight aft as you can muster to keep the bow up and the boat planing. Pack extra gear accordingly, and be aggressive with crew weight. Be dynamic with sail trim. You need to play more range on the jib sheet than normal, to keep the boat in balance in the big puffs. Downhill, you need a really big ease on the sheet at the beginning of the puff, to unload the boat and lift the bow. Don’t be afraid of a big curl in the luff, especially when you’re on the edge. In big breeze, you need active trimming (and good grinding)! Steer to heel angle. In my experience, the best helms are responding almost entirely to heel angle. Upwind you trim the sails for good balance, then steer the boat to maintain the optimum heel angle (different for each boat). Downwind, in most fast boats you are generally trying to go as high as you can and still maintain good control. Forget the polars, the telltales, the competition, etc. If you can get locked into the right heel angle and maintain it, you will be fast. —J.M.

Photo: Paul Todd/OutsideImages.com

darker, as a black cloud snuck up behind us. The wind quickly built another 4 knots to the mid-20s. Fritz moved two of the sails on the stack to the transom to keep the bow up (stacking is legal in this race). My full attention was on keeping the bow up enough to keep Hamachi ripping along. I asked Greg for a bigger curl in the kite, which gave me a lighter helm, but that meant he had to go through more range as we surfed down the waves. We were doing 16 to 20 knots through the water now, really flying along. This was exhilarating but required my full concentration, and the darkness was menacing. After an hour, the horizon started to brighten. It was too early for sunrise, but a few minutes later the moon appeared behind the clouds on the horizon. Once we could see again it was easier to steer because I could see the waves ahead and plan my course further out. After an hour of steady boatspeeds over 15 knots, we switched positions, with Greg taking the helm, Fritz on the kite sheet, and me on the main. After 5 minutes, Greg was locked in and steering as fast as I was. The cloud overhead passed, the wind gradually lightened and lifted, and 20 knots of wind now felt tame. With the visibility it was “easy” sailing again. We

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“WHILE SITTING ON THE RA I L , WATC H I N G T H E WAV E S A N D C LO U DS S TA R T I N G L I N E JOBSON REPORT BY GARY JOBSON

PA S S BY, I H A D T I M E TO THINK ABOUT LIFE, U P CO M I N G SA I L I N G , A N D H OW S O OT H I N G I T I S TO B E AT S E A . W E ’ R E A L L R E F R E S H I N G LY OPEN OUT ON THE OPEN O C E A N .”

FRESH AIR THE LONG AND PEACEFUL WATCHES OF THIS YEAR’S NEWPORT BERMUDA RACE OFFERED THE PERFECT OPPORTUNITY TO CONTEMPLATE THE

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ALLURE OF OCEAN RACING.

THE HAZY HOURS of a long-distance ocean race are filled with either spurts of intense focus or wandering reflections where our minds drift off across the horizon. I had plenty of both during the 2014 Newport to Bermuda. The race started on a beautiful summer day in June, with bright blue skies, a building sea breeze, and a flat sea ahead. Our first 100 miles of the 635-mile course pass by quickly, with 15-knot gusts pushing Llywd Eccle-

stone’s 65-foot Kodiak down the rhumbline, but once we reach the Gulf Stream’s Northern Wall, the wind stops. Completely. Zeros on the instruments. The Gulf Stream is the Bermuda Race. Within a few miles you can be fighting against a 4-knot adverse current, or riding a meander in the direction you want to go. Getting it right requires some careful weather and ocean current studies long before race-day boat call. If there’s any light wind in the forecast, we avoid getting close to areas of strong adverse current, using every weather resource available. At the chart table we huddle around the latest weather data, and we study the position and performance of our competitors. Everyone in the afterguard is on these sessions. There’s merit in using collective wisdom. Aboard Kodiak we keep to our original game plan, only making small modifications along the way. If any one of us were to compete in 100 long-distance races over the course of our lifetimes, and we only stuck to one strategy—

staying to the rhumbline—our results would be better than average. The reason is simple; the rhumbline is the straight line. Historians say the key to the Bermuda Race is to “sail 30 miles west of the rhumbline.” It’s an excellent rule of thumb because the Gulf Stream generally flows to the northeast. In theory, by staying west, the current will set you on the rhumbline upon exiting the Stream. But first, one must get through it, and our passage through the North Wall is a test of patience. I assure you there’s no greater test of morale than slating on a calm sea. Sail changes seem to take place with every helmsman every rotation and jokes run their course. Worst of all, the distance-to-finish needle doesn’t budge. When this happens we fear the competition is somewhere over the horizon, speeding away. So we remind ourselves that other boats nearby are suffering, too. But then the Stream’s confused sea prevents the boat from gliding over the waves, and when there’s no wind, no amount of sail trim seems to work. It’s a struggle to build speed or simply hold a straight compass course. Nerves start to agitate. In these conditions I avoid staring at the large bank of displays, and instead scan the water for puffs, check the telltales, concentrate on steering, and use the compass. One of our helmsmen, Fred Detwiler, of Detroit, sails a lot in light winds on Lake Michigan, so he’s a natural at nudging Kodiak along in sloppy conditions. His technique is to sail a slightly low course while on the wind to generate speed. When the wind was coming from behind, he’d keep a slightly higher course than normal to get the boat moving and the water flowing past the underwater foils. Keeping a positive attitude is a challenge

Kodiak’s skipper Llwyd Ecclestone and his 15 crewmembers enjoyed frustrating calms and three major squalls before finishing the 635mile Newport Bermuda Race in 86 hours. Photo: Daniel Forster

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in these conditions. It helps to set small, attainable goals. For example, we keep track of the time it takes to sail one mile. Then, try to sail the next mile in less time. It’s good mental therapy for everyone because racing sailors, by nature, like a challenge. Of course, there’s the inevitable and healthy competition between watches. There is a quiet satisfaction when you’ve gained more miles during your four-hour watch. During one long stretch, Detwiler’s watch outperforms the other watch by 10 miles, twice in a row. Of course, part of this is pure luck, but it stokes our competitive fire.

We avoid a lot of extra conversation among the sailors on watch because if the talk isn’t about the boat’s performance, our performance suffers. The best time for conversation and story telling is during meals, when everyone is more relaxed, and the chatter doesn’t disrupt the flow of trimmers and helmsmen on deck. A good attitude on and off deck is important. Frequent sarcasm destroys confidence and team spirit. I once heard the great Captain Irving Johnson say to a crew before leaving the dock, “If we each do a little bit more than our share, we will be OK.” Great skippers, watch captains, and tacticians build morale by

asking for ideas and input. Whether to use the input can be decided later. Sure, it’s common sense good manners, but “please” and “thank you” do positively contribute to the boatspeed. A favorite old-time ocean-racing adage dictates that one should not race on a boat shorter in length than one’s age. Kodiak, at 65 feet LOA, gives me a one-year cushion. Three crewmates are in the 70s, three of us are in our sixties, and several others are over 50. It’s great for us to be out enjoying this at our age, but I’ll admit it’s not getting easier. The process of going on watch is exhausting, especially with the boat pounding in big waves and no wind. At one point chuckle to myself, thinking how much pleasure I used to get from going on watch. We were young, rugged, and didn’t know any better, but the rewards of ocean racing forever outweigh any forgettable discomfort. We endure three agonizing calms, each lasting 8 to 12 hours. Between them, we’re pounded by three powerful storms. At the helm, it’s difficult to see through the intense rain, but the strong winds and resulting speeds lift everyone’s spirits and recalibrate their minds back into race mode. At one point during the race, I’m talking to Karl von Schwarz while I preparing to go on watch. It’s 0340. No one had gotten much sleep with the boat pounding. I ask him if we still have the same spinnaker flying? He laughs and says, “We’ve had six sail changes.” It’s hard to believe I actually slept through all the commotion on deck, but maybe deep sleep comes with age, too. Kodiak is a 19-year-old Reichel/Pugh design. It has sailed under different names, including Exile, Blue Yankee, and Aurora. It’s a wellrounded boat, and the Bermuda Race organizers, the Cruising Club of America and the Royal Bermuda Yacht Club, score the race using different handicap rules. Often a boat will end up in a different finishing position depending on the rule applied, which creates all sorts of confusion. It sure would be great if race organizers would use one handicap rule to avoid the inevitable argument of who actual won? We win our class in ORR, and placed second under IRC, so we get a trophy. Finishing at 0200, after 86 hours at sea, a hard rain drenches our long motor into the harbor. The rain bothers no one. Our minds are on race committee patrol boat passing us cold beer. With each swallow there’s great satisfaction that an amateur crew of veteran sailors has successfully completed the thrash to the Onion Patch. After a long shower at the hotel I check the dates of the 2016 edition and wonder if Ecclestone would stretch Kodiak by another foot.

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The handsome hull is coupled with a powerful rig with large main and selftacking jib, which makes the 275 not only fast, but also super-easy to sail. The new award-winning Catalina 275 Sport just may be the boat you’ve been waiting for.

The cockpit is what the 275 is all about. The helmsman will become reacquainted with the simple pleasure of steering a wellbalanced responsive boat with a tiller from the comfortable, ergonomically designed outboard coamings.

Maybe you want to recapture the pure joy of sailing in a simpler but stylish boat that doesn’t require much effort or crew to get you out on the water… Maybe you no longer need the amenities or complications of a larger boat just to enjoy an afternoon out on the water with a few friends… Maybe a pretty and fast boat will just be more fun to own! The new Catalina 275 Sport is the 5 Series’ newest design from Catalina. It reflects what many sailors have told us – they no longer need that big boat, but don’t want to give up racing or day sailing. They are spending fewer nights aboard, but still want the ability to overnight, even if it’s an occasional trip with kids or grandkids. The 275 Sport was designed to meet these desires and exceed expectations. We started with a modern, long waterline, and kept the beam modest to allow trailering.

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Sally Barkow (Waukesha, Wis.), Team SCA 6JGƂTUVDKI755CKNKPIGXGPV+TGOGODGTEQORGVKPIKPYCU the U.S. Junior Women’s Doublehanded Championship CV 5QWVJGTP ;CEJV %NWD +V YCU VJG ƂTUV VKOG + YCU TGCNN[ involved with an event of that caliber and was a great jump-start into the bigger aspect of the sport. It was an important moment for my sailing career as it made me realize what potential opportunities were out there. US Sailing played a huge role in allowing me to continue racing at a high level. It was the avenue for me to race on the Olympic circuit and then in the Olympics, and I really could not have done that all on my own.

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S TA R T I N G L I N E L E F T C O A S T, R I G H T B R A I N B Y C R A I G L E W E K

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C O N S I S T E N T LY GOOD AS ONE OF THE WORLD’S BEST ONE-DESIGN SAILORS, BILL HARDESTY MAKES WINNING A 95-BOAT WORLD CHAMPIONSHIP LOOK EASY.

BILL HARDESTY had already won the Naples Sabot Junior Nationals twice when I recruited him for a road trip to Ohio for the Snipe Nationals in 1991. My Snipe was lashed to the roof of our van and we were towing a Star that we were going to deliver along the way. Hardesty, 16 at the time, was behind the wheel when the trailer came unhitched and rolled into a roadside ditch. I’m sure there was a lesson or two he took away from that trip—other than how to recover a trailered boat from a ditch—that helped him eventually earn College Sailor of the Year and the Rolex Yachtsman of the Year Award in 2011.

Today he’s a professional sailor, equally adept at tactics and marine engine repair. He came through junior sailing in the days before coddling, from an era of regatta travel in beater vans, learning to keep them running, and simply getting by. When he won his Rolex watch he gave it to his father, settling a 20-year promise made when he needed cash for a junior event. With three world titles in the Etchells, two in match racing, two in the Melges 24, and one each in the Farr 40 and Melges 20, Hardesty recently shared with me his advice and observations of what makes a winning campaign.

In each world championship win you’ve been more dominant. This year, you won by 35 points, without having to sail the last race . . . In a huge fleet of world champions from the past 18 years. How could you be so dominating? We put it in more effort. I never assume we’ll be ready for the next worlds just because we won the previous worlds. There were teams that put in more time than us, but they are starting at a lower level. Our level is high, and when we put in the effort, we keep pushing it higher. I had a great crew, but we had to work hard to become a good Etchells team. Sailing two-mile legs, in big fleets, hiking hard on a 30-foot boat, is a different game. I had a pretty low confidence going into the event. We hadn’t dominated going into it, as we had in the previous two campaigns. I woke up nervous the first day, and I was coming to grips that winning might not be a realistic outcome. My expectations weren’t too high, and I decided to go out and have fun. So we

got out on the course, and all of sudden there was this energy onboard. It began with one person, but became contagious. The communication started rolling, and after months of struggle it all came together. Our tuning decisions and our tactical decisions were sharp. We posted a 2-2 that day. How does one get away clean from a 95-boat starting line? This is about risk management. We had a hard time determining the advantages on the course, and whether a side would prove favorable. It was a very tricky venue, where the right side would be favored on one upwind leg and the left side would be better for the next upwind leg, with no obvious reason why. We found it to be very mysterious. So, to manage the risk, we almost always started in the middle of the line. With the long line there was a mid-line boat, so we started there most of the time, to the right of it, which helped us with our distance to the line. This allowed us safe starts, and let our speed pull us to the front group.

Team Line Honors Sailing en route to Bill Hardesty’s third Etchells world title. The foursome’s worst finish was a 20th in the nine-race series (they sat out the final race). Photo: Sharon Green

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Etchells world champions Stephanie Roble, Marcus Eagan, Taylor Canfield, and Bill Hardesty, topped a fleet packed full of veteran and top-tier pro sailors. Photo: Sharon Green

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After a few minutes off the line, you get a sense of which side of the course is favored. We’d dig in a bit, and get to the first weather mark no worse than 20th. We’d chip away from there. Another factor in starting line placement is seeking lowdensity areas. An end might be favored, but if that end attracts a pack of boats, the advantage is negated. Our strategy during our set up would be to get on starboard tack a little sooner than the boats around us. We’d set up high, aim deep on a broad reach to get down to the line, and this let people know we were going to start in that area, which most of the time would push people to other areas. We had a reputation of getting off the line well, with decent speed, and nobody wanted to be aside us. As the regatta progressed, it became easier to achieve low-density starts. What was your strategy on the first run? Our strategy, regardless of fleet size, is to seek space and avoid packs. This is our focus, to get separation from those around us to maximize

our options. This gives you clear water, so you are not riding the wakes of the other boats, and you get clear air. When it got light and lumpy we had the space to put the bow up. We learned “up in the lulls, down in the puffs” in junior sailing—You just have to put your boat in an area of the course to execute it. It might look bad initially, distancing from the fleet, but long term you can pass a lot of boats. One split downwind we probably passed 20 boats.. Having space allows you to keep your boatspeed moving at its optimal. When you’re in a bunch of boats you spend all your energy trying to stay within a narrow wind lane. You are more focused on surviving instead of sailing fast. Adapting to the type of boat is key. The Etchells is a heavier boat with a symmetric spinnaker. A sportboat with an asymmetric spinnaker doesn’t create as much of a wake as a displacement boat does, and the apparent wind is further forward, but they gain a lot more speed [sailing higher angles], and having that option is vital to keeping the boat moving fast. But regardless of

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© US Sailing Team Sperry Top-Sider/ Will Ricketson O F F I C I A L S I LV E R P A R T N E R

www.harken.com

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Your profession is sailing, which isn’t the most stable environment. Yet, you spend money to sail your boat, sacrificing income to do so. Why do it, and why the Etchells? I forgot who told me this, but they said that it doesn’t matter what you sail, but it’s best that you sail what every-

How do you adapt to new venues and complications? The venue was busy with other events and it was difficult to get crane access to work on the keel. We found ourselves working late, after hours, into the night. This event required effort, it took adjustment, and it was important to adapt, and not let it be a distraction.

All the best from Harken to the US Sailing Team at the 2014 ISAF Sailing World Championships, Santander, Spain, September 8–21

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In big fleets, missing a few shifts is magnified; how did you avoid any deep finishes? Our hero race of the series was our 13th. It was a really long five-leg, two-plus hour race. It was light, and we started at the mid-boat. Everyone that took our stern to go right was ahead of us, and we rounded the first mark somewhere in the 50 or 60s. The conditions were really hard, really bumpy, but these are the kind of conditions when big movement is possible. We set out carefully managing the risks. We sought out opportunities to advance, to get leverage, and they always worked. We never lost sight of boatspeed either. It was easy to be slow, and when others lost sight of their speed, we remained fast. What may have also helped us with the comeback is that it was late in the series, and given the standings, and the size of discards of our closest competitors, we theorized that getting a big score wouldn’t kill us. Of course, it’s not what we wanted, but that fact did help us relax and sail a bit freer. It’s easy to make good decisions when relaxed. Having that comeback may have won us the worlds. Often, at the end of the regatta, the results are determined as much by the top scores as they are by recoveries like that one.

one else in the area was sailing. So in San Diego, the big fleets were the Etchells class and the Snipe class. So I got involved with these classes. I first got into Etchells as a teenager, sailing with the local fleet, crewing for a few people including Dennis Conner. They were adult classes, and I borrowed boats and raced in these big fleetsagainst the best in the area. These were the classes that you wanted to be in. I bought my Etchells in 2007 for $15,000. It had sat for a while, unused, and wasn’t looking too good, but I put in the time and money to fix it. This was when I was trying to making a living at sailing, so it might have seemed counterproductive to be spending money on my own boat, but when you look at the guys that had built up their professional careers, the bigger guys like Paul Cayard and John Kostecki, they all had their own programs. They had their thing, and then they had what they did for work. Yes, you lose some professional opportunities sailing your own boat, but I look at it as marketing and keeping my sailing skills sharp. Plus, when I got my boat I was still learning about sail design and tuning, and how changes impact performance. The Etchells has been good for this. It is technical, with rig tuning encompassing shroud, mast butt, and mast-bend controls. We sail test, and have different jibs and spinnakers for different wind strengths. All these lessons have helped me better serve my customers.


boat type, whenever you are sacrificing optimal VMG due to boat positioning, you have to ask yourself if it’s worth sailing conservatively to be near other boats. It might seem risky to split when it’s actually the better option.

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TEST OF MANY TIMES OVER THEIR 40,000 MILES AND EIGHT MONTHS, THE CREWS OF THE VOLVO OCEAN RACE WILL EITHER ASK, OR BE ASKED, WHY THEY SUBJECT THEMSELVES TO SUCH MENTAL AND PHYSICAL ANGUISH. THE ANSWER IS A COMPLICATED ONE, BECAUSE FOR EACH OF THE SAILORS THERE’S A PERSONAL TWIST. IT’S NEVER ABOUT THE PAYCHECK BECAUSE NO AMOUNT OF MONEY COULD JUSTIFY THE RISK. NO, IT’S ABOUT THE REWARD, SOME DEEP-ROOTED PERSONAL FULFILLMENT. Q WITH VOLVO OCEAN RACE ORGANIZERS PUSHING FORTH THEIR AGENDA FOR A ONE-BOAT, ONE-FLEET TEST OF SKILL, ONCE EASY EXCUSES HAVE BEEN STRIPPED AWAY. THE OUTCOME WILL HAVE NOTHING TO DO WITH THE BOAT, THE SAILS, OR THE EQUIPMENT. EVERY TEAM STARTS WITH THE SAME POTENTIAL. IT’S WHAT THEY DO WITH IT THAT COUNTS. IT IS THE ULTIMATE TEST OF TEAMWORK AND AN EVEN TALLER TEST OF CHARACTER.

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Team Alvimedica is driven by an eager young group of international sailors, led by co-skippers Charlie Enright, of Rhode Island, and Mark Towill, of Hawaii, both first timers to the race. Photo: Gilles Martin-Raget

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THE BOAT 048 TEAM ALVIMEDICA 050 THE SAILS 051 THE NEWPORT STOPOVER 052 TEAM ABU DHABI OCEAN RACING 054 TEAM SCA 056 THE RACE TRACK 058 THE ONBOARD REPORTER 60 THE MEDIA FEED 068 TEAM BRUNEL 070 THE VETERAN 071 TEAM DONGFENG 072 THE GEAR 073 TEAM CAMPOS 074 TEAM VESTAS WIND 076

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Abu Dhabi Ocean Racing’s crew gets a taste of life aquatic onboard its Volvo Ocean 65 during a transatlantic passage. Photo: Matt Knighton/ADOR

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Stern scoops fill aft ballast tanks (211-gallons each). When filled, these “wing tanks” help prevent the bow from submerging in waves.

The 15-foot canting keel swings to a maximum of 40 degrees from centerline, and has 5 degrees of incline axis to allow it to act as a lifting foil as well.

A 290-gallon centerline ballast tank, forward of mast, allows the sailors to add water to balance the boat according to the sea state.

Dowwind and reaching headsails are flown from the 7-foot bowsprit, projecting the sails away from the effects of the mainsail.

The boats are identical and relatively simple, but getting the most from them can be complex. Photo: Rick Tomlinson/SCA

THE VO65 FEELS somewhere between the VO70 and a normal keelboat, but the acceleration and power are so much more. At top speeds, everything is fully loaded. It’s extremely wet, and extremely noisy. When you sheet on, sounds come fast: water rushing past the hull, winches grinding, pedestals turning, and people huffing and puffing. As the boat loads up, it heels quickly and spray instantly comes over the deck. And when you bear away, even just a few degrees to build speed, the sheets groan as they creep around the winch drums. The jibs appear relatively small, but in 25 knots we’re pretty overpowered in our medium jib. We might put in a reef to keep the boat on its feet, which is most often between 20 and 30 degrees of heel. Managing this feels like being on a teeter-totter: We’re trying to hold onto the power to accelerate forward and releasing the power in the sails to get the boat back under control.

Out of a tack, we can feel the change in the boat’s behavior as the keel swings from 40 degrees, to centerline, and back to 40 degrees on the other side—that’s maximum cant angle. If the keel doesn’t get up in time, the underwater foils stall because everything, combined, above the waterline is very powerful relative to what’s below the waterline. Adding water to the ballast tanks dampens the boat’s otherwise jerky motion. When there’s water in the aft tanks the transom drags a bit in the water and you can hear it bubbling. If there’s water in the forward tanks I can feel the bow digging into the waves, which makes it harder to drive through them. Noise is ever present on the boat. When we’re crashing it’s extremely loud. The whole boat is shaking and there are violent slapping sounds as waves hit the exposed underbody of the hull. Even if we’re going upwind, up and down the waves, and not necessarily pounding through them, it’s incredibly loud below. My goal when below is to be out of my bunk for no more than five minutes. Because all the boat’s motions are magnified below, and because you can’t see when the boat is about to launch off a wave, you can instantly be thrown clear across the boat. We can feel when it’s out of control and too overpowered, and when it is, we must change the sail configuration. If we know there’s an increase in breeze coming we can go for the first reef, and if we’re already out of range we can change headsails and go in and out of reefs, based on what the wind forecast is. It’s a balance; we never want to be in the small jib with the full main, which isn’t a good combination. Surprisingly, we feel faster with the reef and that’s probably because

there’s so much power up high. With the daggerboards we can really feel the leeway when they’re in the wrong position. Daggerboard trim is critically important, though, because when they’re right, the percentage in speed increase is significant. The fundamental challenge is trying to control the power. The helm is surprisingly light, even when we’re into the upper wind range. The magic comes when we crack off under the big kite. When that happens everyone’s aware it’s going to get wet, that we should be clipped in, and have everything set before we do it. The lightness of the helm allows us to drive around a bit in flat water, but it’s much different in big waves. There’s a lot of windward helm when both rudders are in the water, but when there’s only one in—when we’re at 20 to 30 degrees of heel, the helm is light and very responsive. It gets tricky in big waves. We have to be aggressive on the helm sometimes to keep it under control and avoid wiping out. It all has to do with heel angle and power. If we heel quickly and we can’t get it to come back down we’re definitely going to wipe out. That’s why we’re aggressive with the wheel. Night driving is incredibly difficult and requires a different level of focus. It’s purely a concentrated focus on the numbers. Sometimes it can be smooth and easy, while other nights it’s hard to keep the boat on the right angle. The race isn’t all about blast reaching though. There are slow moments that require more patience. Everything we can do to keep them going is critical. It’s a constant of playing with flow and smooth driving. If you do stop dead in the water you can easily lose steerage and keep everything you have all the time. —Sally Barkow

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hen Farr Yacht Design drafted the Volvo Ocean Race’s new one-design, the mandate was simple: make it fast, make it powerful, and make it last. To live up to the race’s extreme status, the boat’s redline speeds had to be as good or better than its predecessor, the VO70. Team SCA, the race’s all-female squad, got its hands on Hull No. 2 and promptly put the boat to the test, logging more than 20,000 miles in the past 10 months. Come race day, the ladies of Team SCA will have more experience behind the wheels of a VO65 than any other team, so trimmer/helmsman Sally Barkow, of Nashotah, Wis., knows full-well the thrill ride the boat can deliver. Barkow shares her thoughts on the 65-foot carbon sled that she will help drive around the globe.

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TEAM ALVIMEDICA C H A R LI E E N R I G H T ( L) A N D M A R K TOW I LL , friends and alumni of two high-profile youth offshore racing programs, were on the sponsorship hunt when race management introduced them to their eventual partner. In less than four hours of meeting, the two parties were aligned to deliver the race’s youngest team. Photo: Amory Ross

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hen we were kids everyone knew that, if you wanted to win, you had to be on Charlie’s team,” says Jon Enright, younger brother to Alvimedica’s co-skipper Charlie Enright. The 30-year-old son of a dentist from Bristol, R.I., may have been king of the neighborhood pickup games, but today it’s not just Charlie’s team, it’s his buddy Mark Towill’s, too, and the seven others they’ve hand picked to take along on the adventure of their young, crazy lives. At the heart of the Alvimedica campaign is its effervescent Turkish owner, Cem Boskurt, pronounced “Gem.” The proud CEO is the team’s biggest fan, and his medical device company is poised to enter the North American market. He’s keen to see his team do well because, as he says, their core values align. “Like my company,” he says, “they’re agile, courageous, collaborative, and caring.” The media spin on this team started out as being all about “Charlie

and Mark.” Charlie would run the sailing team, Mark the management of the program. Neither have sailed around the world or across the Southern Ocean, but as the co-skippers of the black and orange Turkish- and American-flagged VO65, they’ve got the spirit of the Newport (R.I.) stopover propelling them, as well as the desire to win. The squad is a mix of relatively unknown sailors. They’re all young (average age is 30), hungry, and have just enough collective experience to make a run at the prize while having fun along the way. They briefly thought about entering an exclusively-young-gun team, but saw the advantage of having someone with a few laps under his belt already. So, with two-timer Will Oxley, of Australia, navigating they’ll have oldschool brains below and new-school brawn on deck. For the ultimate in media delivery they have award-winning photographer Amory Ross commanding the onboard reporter’s media desk.

S A I L S

Only eight sails are allowed on board each leg. The sails (except the A3 and storm jib), are all North Sails 3Di with pre-impregnated tapes of black Twaron Aramid and clear Dyneema SK75 fibers. Downwind sails are Cuben Fiber.

J3

A3

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J4 The VO65’s combined upwind sail area is 5,037 sq.ft., with the 1,732-sq.ft. mainsail and the masthead Code 0. The maximum downwind sail area is 6,221 sq.ft., with mainsail and A3 gennaker. Photo: Yvan Zedda/Dongfeng Race Team

(932 sq.ft.) This furled multipurpose jib will see use inshore and offshore. Its working range is 13 to 25 knots. Downwind, it can be used as a staysail, set inside the Masthead Code Zero or the A3. (468 sq.ft.) At 20 knots the J3 is key. It can be flown inside the A3 or Masthead Code Zero, or inside the J1 and Fractional Code Zero as a spinnaker staysail. (4,520 sq.ft.) The Cuben-Fiber A3, a deep-downwind truewind angle working sail, flies on a furler. (2,529 sq.ft.) The Fractional Zero goes to the hounds, and sheets to an outrigger that extends 16 feet from the deck. In strong winds it can fill in for the A3 or the Masthead Zero when reaching. (3,282 sq.ft) The Masthead Zero gets called to duty in winds below 6 knots. It can also be used when reaching in moderate conditions and downwind in strong breeze. (319 sq.ft.) The J4 is the storm jib. It can be used in emergencies, and its use must be documented.

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J2

(1,420 sq.ft.) This hanked jib is the lightair upwind workhorse in up to 15 knots.

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A Long Time Coming

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oberto Bermúdez de Castro, who has sailed the Volvo Ocean Race six times in 20 years, effortlessly pushes the grinding pedestal handles through two rotations and then glances up from his hunched stance toward the lush, tumbling lawn of Hammersmith Farm, passing by at 12 knots. “It is very, very beautiful here,” he states softly in his deep Spanish accent, grinning behind dark sunglasses. “I think this will be the favorite stop.” It was on a sun and sea breeze kissed afternoon in June, when Abu Dhabi Ocean Racing’s crew was giving VIPs from Etihad Airways a two-hour joy ride on their VO65 on Rhode Island’s Narragansett Bay. De Castro, who’s seen his share of ports, had never visited Newport, but he’d heard plenty about it. The 375-year-old seaside city has been an epicenter of colonial commerce, naval power, tourism, and sailing in all its forms. Today, it’s teeming with tourists most of the year, and it’s the one place where visiting racing sailors find what they expect: reliable winds and a lot of bars. While Newport has hosted plenty of America’s Cup matches over the years, it’s never had the Volvo Ocean Race. And that’s about to change. Brad Read, leader of the Newport Stopover, says the stopover team’s pre-race plan is to take the two-week festival beyond the typical, compact village teams will find elsewhere along the race route. He witnessed the remarkable turnout in Galway, Ireland, in 2012 when his brother sailed into port with Puma Ocean Racing, and he envisions the same for his hometown. “The entire city of Newport and the State of Rhode Island will be the race village,” he states emphatically every time. “It’s going to be unreal.” The fleet will arrive from Brazil in the shoulder month of May, likely a few days after the Race Village opens May 5, 2015. The Village, by day, will take over Fort Adams State Park, where the boats will berth at a new 240foot pier. Team compounds, sponsor pavilions, bars, and interactive displays will flank the boats, berthed at the fort. The stopover will also host an educational village for visiting schools, with a focus on marine education and ocean conservation. When the sun drops and the Village winds down, the afterhours action and entertainment will shift to downtown, with easy water taxi runs. For a chance to hear stories straight from the race crews themselves, weeknights at the usual sailor haunts is a sure bet. The must-see portion of the stopover is the leg-start weekend, which has Pro-Am Races and one stadium-style in-port race. May 17 is the big send off, starting with the emotional morning dock-out ceremony, and followed by a few laps outside the harbor before disappearing past Castle Hill and over the eastern horizon. Next stop, Lisbon. All efforts are on making it easy-in, easy-out for visiting race fans, offering plenty to do, plenty to see in the city by the sea. —Dave Reed

Sail Newport, at Newport, R.I.’s historic Fort Adams will serve as the primary race village during the May stopover, hosting the teams, the in-port races, and a sprawling race village. The bustling town itself will become the village by night, with concerts and special events. Photo: Onne van der Wal

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Pro-Am Races Sponsors, VIPs, and lucky guests get to mix it up with the race teams on the racecourse off Fort Adams.

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Prize Giving With all teams in attendance, the Leg 6 Prize Giving and concert at the Volvo Ocean Race Village at Fort Adams is one big party.

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In-Port Race Seven teams go head-to-head on the Narragansett Bay, a spectacle not to miss, followed up with a prize giving on the stage at Fort Adams.

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Leg 7 Restart Led off by an on-the-water festival, the boats depart for Lisbon, with excellent race viewing from the shoreline at Fort Adams.

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Concert Series Newport Volvo Ocean Race Concert Series at Newport Yachting Center: bands downtown on the big stage.

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Sailing Festival While the teams arrive and settle into the city, opportunities for youth sailing, try sailing, and regattas keep the action alive on the water. The Race Village at Fort Adams is open daily.


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Race Village Open In advance of the fleet’s imminent arrival, the Race Village at Fort Adams, with free public access, will feature dozens of interactive displays, sponsor pavilions, team bases, bars, and food vendors.

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AB U DHAB I OC EAN RAC ING IAN WA LK E R , of England, will lead his third Volvo campaign (his second with Abu Dhabi Ocean Racing). He has assembled what is considered to be the most experienced team in the fleet, and has focused intensely on refining the boat’s performance. With all things being equal, he says, boatspeed will ultimately make the difference. Photos: Matt Knighton/ADOR

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f we have to spend our time learning how to do maneuvers, I’ve selected the wrong guys,” says Ian Walker. The Englishman, who is on his third Volvo Ocean Race, hedged wrong on the hull design in the last edition and paid for it all the way. With no speed there was no motivation, no team chemistry. “I’ve got a much different group this time,” says Walker. “These guys actually get along.” His teammates say he’s highly motivated to make good on his two unsuccessful campaigns, and Abu Dhabi Tourism has given him strong support, and high expectations. Of all the teams in the lineup, Walker has enlisted more veterans than any, including Spaniard Roberto Bermúdez de Castro, Irishman Justin Slattery, and even the young British navigator Simon Fisher, who will be spending less time routing and more time driving. Also key in Abu Dhabi’s lineup is Luke Parkinson, one of the

team’s two under-30 crew. The Australian was his country’s young offshore sailor of the year in 2012. The Abu Dhabi stopover of 2012 was as sophisticated and grandiose as they come, with the tourism department organizing a massive party over the Christmas and New Year’s holiday, and Walker says the race can expect more of the same. “I regret that one area of the campaign we failed last time,” says Walker. “We didn’t get the point across about how incredible a destination Abu Dhabi is. Even the families of the sailors were reluctant to go to the stopover, but that won’t be the case this time.” Walker, of course, has a few things on the agenda this time around, his hopes riding on his yacht Azzam and the eclectic mix of sailors he’s assembled. The boat’s name is Arabic for “determined,” appropriate in many ways.

THE VOLVO OCEAN RACE COMES TO AMERICA Ian Roman/Team Alvimedica

May 5-17, 2015 FORT ADAMS STATE PARK NEWPORT, RI The Race’s only North American stop. P O RT S P ON S ORS

volvooceanracenewport.com

Follow us:

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TEAM SCA SAM DAVIES The diminutive sailor from England is the “person in charge” of the 11-crew, all-women’s team. As a highly experience singlehanded sailor with two circumnavigations under her belt, she brings the invaluable understanding of how to pace and anticipate situations. Photo: Corinna Halloran/SCA

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tatisticians would rightly argue the race is Team SCA’s to lose. The women have the historical upper hand: Time. The Swedish-backed team was first to enter, first to sail the VO65, and is funded through and through. They’ll sail with eleven crewmembers to the eight of the men: the equalizer being strength in numbers. “I think it will be an advantage,” says American helmsman and Olympic medalist Sally Barkow, one of the team’s earliest recruits, and herself a first timer to ‘round-the-world racing. “The watches will be stronger with two fresh,” referring to the four-on-for-off rotation of the men. SCA is the world’s third-largest producer of paper products and toiletries, and has proudly put its money behind the storybook women’s entry. They had resources aplenty while training and bulking up in Lanzarote. They’ve got the media’s attention, making the morn-

ing talk show rounds and had a television documentary in the works before the October start in Alicante, Spain. They’re a sure bet to get the race public recognition, and the most practiced, but more importantly, there’s talent aplenty onboard. They’re the best female sailors in the world today—a dream team in pink and blue. They’re taking a different approach to their team hierarchy; there is no officially named “skipper.” Sam Davies, of England, however, is the “person in charge.” A solo sailor of outstanding reputation and skill, she’s also supported by wrong-way solo circumnavigator Dee Caffari. Months of tryouts netted a team deep in skill and personality, and SCA is all about empowered women. They’ve given them tools, the time, and the resources to wipe away the physical disadvantage. “The guys can muscle their way through situations,” says Sophie Ciszek, of Australia. “We’re hoping to use our smarts.”

PROUD SPONSOR OF THE VOLVO OCEAN RACE NEWPORT STOPOVER HOST CITY

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Passing Lanes and Pitfalls

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Our in-house Volvo Ocean Race navigator Wouter Verbraak explores the challenges of the 2014-’15 race route. No one ever said it would be easy.

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The first leg won’t be huge waves or big storms. Instead, light winds, coastal twists, and squalls are all in the cards, leaving the sailors without much sleep for the first 48 hours. Exiting the Strait of Gibraltar in the lead is a getaway card. First to touch the northeast trade winds gets away. The most common strategy then is to head west for a good wind angle farther down the track. The big obstacle is the Doldrums, notorious for powerful squalls and large windless holes. The shortest course is east, across a much wider windless area. Going too far west could result in beating upwind in the trades after the Equator. It is a balancing act, with a lot at stake. The next hurdle is the St. Helena High and the exit ramp to the Southern Ocean’s speed-record alley.

With the threat of pirates diminished, the fleet will sail all the way into the Persian Gulf which, in December, has light winds from the Equator north. Passage to the Equator is blocked by adverse winds. The strategy is to get east using the westerlies in the Southern Ocean to reach the ESE trades. Then comes the decision to leave the westerlies. Go early and have a shorter route, or invest in the east to get a better and much faster wind angle. The VO65s like the wider wind angles, so big gains can be made here. After the trades, the Indian Ocean Doldrums are next. They’re less defined than those in the Atlantic, but the squalls and holes can be destructive. The stretch from the Equator to the entry of the Persian Gulf is light northerly winds. Tactically, this means there are a lot of options until the very end.

Welcome to the northeast Monsoon season. The Monsoon is stronger in the east, so the boats will gradually sail into more and more breeze. Strong currents and squalls between India and Indonesia can be a real game changer, as was shown in the previous two editions of the race. Then it’s into the tricky Straits of Malacca. Spring tides, no wind, sea breezes, ships, tree trunks— they are all part of the package. Typically this takes a day or two, and then there is no rest for the wicked, as the stretch through the Chinese Sea to Sanya is all upwind sailing. As the winds follows the contours of the land, the standard scenario is to play the left-hand side of the course, short tacking up the Vietnamese coast in 25 to 30 knots. Any takers?

With the strong northeast Monsoon the dominant player, conditions are challenging. With the cold start in Sanya, the wind angle will be good; a fast and furious reach. But after this, the track to New Zealand takes them across the Doldrums at its worst. Investing in the east will take them well off course, so finding the right moment to get east will be key, and will mainly depend on finding a good wind angle to do so. Wait too long, and they might get trapped west. If they manage to get east, their hard work might pay off with a good angle in the east to southeast trade winds south of the Doldrums. Then it comes down to playing the high-pressure area best. The approach to Auckland is unpredictable: Sometimes inshore wins, sometimes the outside gets the end-around. Eyes open here: the fight is not over until you cross the line.

ALICANTE TO CAPE TOWN

CAPE TOWN TO ABU DHABI

ABU DHABI TO SANYA

SANJA TO AUCKLAND

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06 07 BRAZIL TO NEWPORT

NEWPORT TO LISBON

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Welcome to the proper Southern Ocean leg and Cape Horn rounding. The exit from Auckland is messy, with choices to be made to stay inshore or go offshore when sailing southeast along the New Zealand shore. Once clear of the mainland it’s crucial to set up for the first frontal passage. If timed right, they can ride the frontal wave for a long time at exhilarating speeds. Get it wrong and be ready to loose 500 miles overnight. While surfing the fronts to Cape Horn, the lowpressure systems slow down as they pile up between the Andes and the Antarctic Peninsula. Winds can be light if too far south. Celebrate rounding Cape Horn after two weeks of cold misery, and then it’s a sunny game of getting north as best as you can.

This is leg is pure tropical reaching joy. Or is it? The bay between the Itajai and Rio de Janeiro is called the Bay of Death, and is dominated by light winds and strong counter currents. The challenge after the start is to get out of it and into solid winds to the east. A radical move can net big, but can turn quickly sour as well. The big decision is how far to stay off the Brazilian coast. Closer is shorter distance, but further offshore winds are typically 2 to 5 knots stronger, which makes a big difference. After the Caribbean drag race things get complicated. The tradewinds decrease in strength, and turn to the south, resulting in a long light-air run north. Options, options. To make things even more complex, there’s the Gulf Stream and its many meanders. It’s the Bermuda Race in reverse—oh so tricky.

Spring weather can still be very violent with intense low-pressure systems developing seemingly out of nowhere. Then there’s bound to be ‘bergs in the Labrador Current and more meanders in the Gulf Stream. Ahead of the fronts there are good strong southwest winds. Behind the front, winds typically get light quickly closer to the Azores High. So, like in the Southern Ocean, it’s all about positioning for the front and then milking the southwest winds for all they’re worth. The other strategic hurdle is how to play the curve of a slow moving Azores High. The Volvo 65s love the reaching angles, so any good windshift gets the jackpot. Big time.

Time to pay attention. The legs are shorter and the pace is going higher. These are the final minutes of the match. Overtime before the penalty shootout. Every shift counts. The devil is in the details. So what to look out for? This leg will again be all about negotiating the Azores High, but now there’s the turning mark at its very center. Movement of the High is an unpredictable affair and calls for a conservative approach. Once around the Azores, it’s off to the Bay of Biscay and the French coast. Hopefully it will be a downhill ride all the way, surfing a cold front. Lows and their fronts tend to slow down as they approach Europe, throwing curve balls at will. Local effects are numerous and will be crucial for the final approach. Bon courage!

Surely the last leg will be a straightforward reach to the finish, no? Afraid not. The Channel and North Sea are known for strong tides and unexpected changes in the wind pattern. With all the land around, the relatively stable weather systems of the Atlantic get jumbled, leaving an erratic wind pattern in their wake. Add to this coastal effects and sea breezes. No rest for the navigator. So, it will be key to switch modes from ocean racing to coastal racing by playing more tactics and the smaller strategic points on the racecourse. Every detail and every boatlength counts. Oh, and do mind the rocks. Bricking up on one is not the way to finish a round-the-world extreme adventure.

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LORIENT TO GOTHENBURG

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AUCKLAND TO ITAJAI, BRAZIL

REPORTING

FROM IT’S THE TOUGHEST JOB IN THE TOUGHEST SAILING RACE: THE ONBOARD REPORTER. IT’S A MANIACAL EXISTENCE FOR THICK-SKINNED STORYTELLERS AND GALLEY SLAVES. THEIR SUBJECTS ARE THE MATES THEY MUST COEXIST WITH, BEFRIEND, AND ENTRUST WITH THEIR LIFE. THEY SHOOT, EDIT, TRANSMIT, COOK, AND CLEAN. FOR 140 DAYS AT SEA THEIR STUDIO IS A DANK, 65-FOOT CARBON DRUM. THEIR WORKDAY IS DICTATED BY A BRUTAL SCHEDULE, ANSWERING TO THE DEMANDS OF RACE AND SPONSOR. THEY MUST CAPTURE ALL ELEMENTS OF RAW HUMAN EMOTION. WHEN THINGS GO WRONG, THE CAMERA MUST ROLL. THE MOST EXPERIENCED OBR IN THE FLEET GIVES US A GLIMPSE OF WHAT’S TO COME.

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PHOTOS AND WORDS BY AMORY ROSS

EXPERIENCE

ing the team’s second transatlantic training run.

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anticipates a return to the cockpit of Alvimedica dur-


Alberto Bolzan, 32, of Italy, geared up for another watch,

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THE VOLVO OCEAN RACE isn’t always on the brink of insanity. It’s the image that’s often portrayed: high speeds, big waves, and strong winds. The extremity of a life at sea is easily dramatized by constant action, but there are long stretches without any. When onboard life slows down it’s never a case of having less to do. Everyone has their lists and notes from the past few days, whether it’s finally getting to them, or whether it’s preparing for the next phase of sailing.

THE IDEA IS to be race ready as soon as possible, but that doesn’t just include sail crossovers and trimming techniques. Racing around the world is a huge undertaking and training sessions like this one are vital to things like communication skills and organizing life onboard. It’s why we’re here, now, and the learning never stops.

I FIND IT exceptional, how one day you’re restless and rolling in your bunk because life is tame and you want to be productive, and the next you very simply don’t have time to do any-

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thing but survive. The contrasts are enormous, and they often change in an instant. One minute you’re on time, maybe ahead of your own schedule, and the next you’re two hours behind. Everything takes four times longer and is twice as exhausting.

THE AIR IS DAMP and the water is warm; the precious little fans are the only things keeping bunks bearable. But we don’t really know how much energy they take up, so we run them, and we run them hard because we need to learn.

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I REMEMBER CONCLUDING from the last Volvo Ocean Race that the first 500 and the last 500 are often the hardest miles of a leg: the first because you need to acclimate, and the last because you remember all of the things you’ve missed. I think it tricks us into thinking we’re closer than we actually are. 500 miles is 500 miles, and that’s still a long way to go.

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olvo Ocean Race partner and official satellite communications provider Inmarsat will play a larger role in bringing the race to fans’ desktops and mobile devices. The 2014-’15 race will be Inmarsat’s fourth edition. Its satellite services underpin the work of the Onboard Reporters aboard the boats purpose-built with digital communications in mind. Inmarsat’s satellite array is a key enabler for all aspects of the race—including position reporting, transmitting live video footage and photos of on-board action to the world’s media, updating social media, providing safety communications, and boosting crew morale by enabling them to call and e-mail loved ones during the eight-month circumnavigation. Inmarsat’s FleetBroadband service takes media coverage of the race into a whole new era. Faster transmission speeds will deliver higher quality live broadcasts from the raceboats in the middle of the ocean. Each VO65 is equipped with five camera points: one each on the port and starboard spreader, one on the mast under the radar mount looking forward, one on the aft data mast looking forward and another under the coach roof looking aft into the cockpit. The aft-most camera will be a fisheye lens this year, giving a new perspective on waves washing down the deck. Senior producer Rick Deppe says he plans to take advantage of the huge amount of data streaming off the boats with a daily live studio show, as well as live finish shows. “The goal of the communications team is to tell the sto-

ry of the race in a more personalized way, because there are great stories among the sailors out there,” says Deppe. “That’s where Inmarsat comes in. With their platform we’re able to have live video streams off the boats and we’ll be using that video in ways we haven’t done before.” With America’s Cup veteran Leon Sefton onboard as Executive Producer, Deppe says the daily shows will make use of a live link with the skippers, who’ll each be required to give 5 minutes of chat time. Live broadcasts are also planned when the crews are approaching the leg finishes. “We’ve made a commitment to do daily live shows from headquarters in Alicante with the centerpiece being the live connections with the boats,” says Deppe. “We’re also prepared to do live arrivals as an extension of that. “We’ll go live 15 to 20 minutes from a boat finishing,” Deppe continues. “We’ll have a host in studio, live tracking, a cameraman in an inflatable, and the live connection with the crew. So there are potentially four nice angles. It’s a massive commitment, but should be cool, especially for sailing fans.” In recognition of the role broadcast media plays in bringing the excitement of the race to millions of spectators and delivering millions of dollars in valuable media coverage for race sponsors, Inmarsat will present its Onboard Reporter Award of $1,320 on each leg of the race, plus $13,200 prize for the best overall contribution to race coverage. —Sean McNeill

Satellite transmission rates of up to 432kbps allow e-mail, Internet access, real-time electronic charts, and weather reporting. The FleetBroadband 500 service has connection rates of up to 256kbps for live, high-definition video stream.

Photo: Ainhoa Sanchez/Volvo Ocean Race

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TEAM B RU NEL B OU WE B EKKING , the Dutch skipper with six failed Volvo Ocean Race attempts weighing upon his shoulders, has serious unfinished business. With the strong support of sponsor Brunel and others, an international team with a mix of talent, and early start to their training, they’re one of the clear pre-race favorites. Photo: Sander van der Borch/Brunel

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or Bouwe Bekking, it’s six tries and no wins in the Volvo Ocean Race. But if experience counts for anything in this one-design experiment, his Dutch-flagged Team Brunel has much better odds. More so than any other skipper, Bekking has unfinished business. “There’s no question he brings the highest level of experience,” says Brunel watch captain Jens Dolmer, one of Bekking’s earliest recruits. “He has a clear goal to win.” With early backing from Brunel, an international recruiting company, Bekking wasted little time selecting an international squad from 600 applicants. His veteran sidekick is Andrew Cape, of Australia, entering his sixth edition. As the most experienced navigator in the race, the

critical decision-making relationship between Bekking and Cape will allow Bekking to be more involved in the physical sailing of the boat. “We are prepared,” says Dolmer. “We trust each other, and it’s a good mix of experience. For sure the key for all of us is to enjoy the new boat and win the race, but I think we have a strong team, and we understand what it takes.” Like their counterparts on Abu Dhabi Ocean Racing, the primary focus of the campaign has been on gathering performance data on the Volvo Ocean 65. They completed their qualification sail early, got their promotional tour in Holland out of the way by mid-summer, and were confidently race ready by August.

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Abu Dhabi Ocean Racing bowman Justin Slattery, 40, (below) will embark on his fifth consecutive Volvo Ocean Race. Slattery is a tough Irish bloke, the product of a self-made father in County Wexford, Ireland. “There’s one thing I learned from him,” he says. “When you start a job, you always finish it.”

Abu Dhabi’s Justin Slattery knows when a facefull is coming. Photo: Matt Knighton/ADOR

P E R S P E C T I V E

Y O U W E R E A FA N O F T H E V O LV O OCEAN RACE SINCE YO U W E R E 1 4 . H OW D I D YO U B ECOM E AWA R E O F I T ?

I was lucky to have the opportunity to step aboard NCB Ireland one day in Dunmore East Harbor (Country Waterford, Ireland). I went down with my father. We took a RIB out and jumped aboard. I remember being totally captivated by the sense of adventure and how cool what these guys were about to do. I’d never sailed at that point but it always stuck with me. It wasn’t until I started sailing at 17 that I started on the road to getting there.

W H AT K E E P S B R I N G I N G YO U BACK TO THE RACE?

Certainly, the racing. I don’t do it for the paycheck, or I won’t survive long in this game. It’s too punishing; no amount of money can justify what we do out there sometimes. It’s all about the sailing. We’re crossing the major oceans and that opens up the doors to some of the most phenomenal sailing we can do. We do 5-, 6-, 10-day stretches in the open ocean, and we let the boats do what they can’t do anywhere else in the world in any kind of racing. I love competitive racing of any nature. Put it together with this race and it’s one of the best in the world in terms of offshore events.

AND IT TESTS YO U R S K I L LS ?

We end up in some absolutely ridiculous situations for all sorts of reasons. We see every type of weather pattern and every challenging sea state for the boats. Sometimes the boats break, and usually we’re often the furthest away from land as can be. Satellites are closer than the nearest point of land, and you have to deal with it. Everyone’s driving, trimming, doing everything. I guess that’s what sets this race apart, is the ability for everyone to fill a lot of positions.

W H AT ’ S Y O U R MOST MEMORABLE EXPERIENCE?

The first race is always special. Rocking up in Southampton is something I’ll never forget. Suddenly I’m with the big names I’d read about for years and taking part in one of the biggest challenges in my life. I love the old route. I started out in the VO60s in my first edition. And the old route’s special, with two proper, full-on Southern Ocean legs. As the race progressed the course has deviated as commercial interests have taken over. Volvo has been a fantastic race partner; they’ve held the event since I’ve been doing it. We have to remember without companies like that the race may not be here. So we have to buy into the race going to these destinations to keep it commercially viable and happening. Even though it’s off that traditional track, the racing’s still phenomenal. As long as seven boats are doing what we do, we can send them anywhere.

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TEAM DONF ENG C HARL ES CAU D R E LI E R , skipper of the Volvo Ocean Race’s first full-fledged Chinese entry, admits his team faces a long uphill climb. With four young and inexperienced sailors learning the ropes, he’s optimistic of their improvement, but the ultimate goal is to raise awareness and the profile of sailing in China. Photo: Yvan Zedda/Team Dongfeng

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n offshore sailing powerhouse China is not, but it is the world’s largest economy, and an important commerical partner of the race. With Volvo AB (Volvo trucks, which owns the race) purchasing 45 percent of Dongfeng Motor Group in 2014, they’re now a truck manufacturing power in the world’s largest truck market. To kickstart a new generation of offshore sailors, Donfeng enlisted French skipper Charles Caudrelier to lead the enviable task of developing a team from scratch. Caudrielier is the least known of the VOR skippers, but he served as performance manager with Frank Cammas’ Groupama (winner of the last edition). He’s a whiz with the technical, and his equal on the management side is Groupama teammate Martin Stromberg, of Sweden, said to be the “glue” between Dongfeng’s four Chinese natives and the remaining French crewmembers. The program is small in scale and most of its early days were spent trying out Chinese candidates. The language barrier will be an undeniable challenge. “It’s very difficult,” says Caudrielier, “especially with three languages, but that is what the training is for, to improve the communications. Everyone speaks English, but some not very well.” The first step to assimilating this first-generation of Chinese ocean racers into the offshore racing fraternity was to assign them nicknames. The hopes of a rising sailing nation are therefore riding on Kit, Leo, Horace, and Wolf.

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Besides competitive drive, physical fitness, and a strong team, it takes specialized gear to outfit Volvo Ocean Race sailors. Team Abu Dhabi Ocean Racing partnered with Musto and other suppliers to outfit each member for all 38,739 miles. (FROM TOP LEFT) 01 Harness for clipping in after dark and in heavy weather. 02 Musto Dynamic Pro Sailing Shoes The rubber soles have two different tread patterns to improve surface grip. 03 Fourth Element 5mm Neoprene Hood (on top) and WaterSport 5mm Hood (underneath) To prevent cranial heat loss, the Neoprene hoods provide warmth and spray protection. 04 Fourth Element Neoprene Dive Gloves These 5mm waterproof gloves are lined with Fourth Element’s Thermoflex. Their carbonite finish provides both durability and grip. 05 Fourth Element Beanie For use under a hood as an extra layer of warmth or on its own, the beanies are made of Polartec Powerstretch which was originally developed for use by NASA. 06 Gecko MK11 marine safety helmet Volvo Race teams take their cranial safety seriously. The spray shield is ideal for wear in rough seas, when head and eye protection is most vital. The helmet also includes an integral communications unit. 07 WaterSports Neoprene Gloves Lighter and waterproof for when dexterity and chafe protection are paramount. 08 Crewsaver Ergofit 290 Lifejacket Customized for Abu Dhabi Ocean Racing. 09 Musto Southern Ocean Boots Named after the daunting stretch of ocean that is the fifth race leg, these boots keep feet dry, warm, and firmly planted on the deck. 10 Musto HPX Dry Smock Is the top half of the dry gear. Built with GORETEX PRO and an Ocean Technology membrane, the full suit offers 2 to 3 hours survival time in 34-degree water. 11 Musto HPX Salopettes The most important piece of dry gear, designed for all conditions. The sailor’s salopette covers the legs and chest.


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TEAM CAMPOS IKER M ARTINEZ continues the tradition of Spanish teams competing in the Volvo Ocean Race. Although extremely late to the party, he has the knowledge and experience to quickly get his teammates up to speed. If recent history is any indication, the Spaniard will no doubt be a podium contender by mid-race. Photo: Francisco Vignale/Team Campos

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s their competitors Team SCA, Alvimedica, Abu Dhabi Ocean Racing, and Brunel were wrapping up their pre-race training and final crew selections, the anticipated sixth entry from Spain finally came out of hiding behind Olympic 49er gold medalists Iker Martinez and Xabi Fernández, the same pair that led Telefonica’s campaigns in 2008 and 2011 (finishing third in the later). Whereas its rivals have a formidable jump-start on developing performance polars, sail crossovers, and crew chemistry, the skiffsailing Spaniards have proven they’re comfortable keeping the pedal down when given the opportunity. It’s a one-design, and when they figure it out, they’ll be plenty fast. In July, with no official sponsorship announcement, they went about getting up to speed on the VO65 under the direction of Michel Desjoyeaux, aka “el profesor,” one of France’s most successful ocean racers. It’s no coincidence that Desjoyeaux also helped Martinez and Fernandez hastily prepare for their 2010 Barcelona World Race (doublehanded, around-the-world) in which they finished second overall.

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TEAM VESTAS WIND C HRIS NIC H O LS O N , the mild-mannered skipper from Australia, enters the race well behind his competitors in terms of sailing time and development of the VO65. He says, however, his ultimate goal is to build an experienced core team that’s consistent throughout the race, allowing to get up to speed on the fly. Photo: Hamish Hooper/CAMPER ETNZ/Volvo Ocean Race

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he old saying, “there’s a first for everything,” now rings especially true for Chris Nicholson, of Australia, who was announced as the skipper of the Volvo Ocean Race’s seventh and final entry in mid-August, only two months before the race start. While most other teams were entering the final phases of their training, Nicholson, was waiting for the paint to dry on his boat. “I don’t think it’s ever been done this late,” says the four-time race veteran and father of two. “But a one-design lets us at least have a chance, which in the past wouldn’t have been possible.” As the boat was finished in England under the direction of Nicholson’s longtime colleague Neil Cox (one of the best project managers in the business), crew selection was still a “major” and ongoing concern. “For sure, we’d only be able to pull a team together at such a late stage because of our experience in the race,” he says. “It really helps that the boat is not a concern, so that it purely comes down to getting the crew and our shore support in line. I can’t stress how extremely high the mountain is of what we’re taking on.” For the team’s sponsor, Vestas, the world leader in wind energy with headquarters in Denmark, the race is tailor made, says Nicholson. The company plans to use the race for global brand awareness, client entertainment, and applying their technology to the team’s resources. “It goes to their key markets, so it’s a perfect fit for them and for the

sport of sailing. With wind-power generation there’s a lot of synergy between them and this race . . . it’s a great story.” Such a late-blooming campaign isn’t Nicholson’s preference, but he says he’s thought it through and goes into it without reservation. “All of these programs, they take a lot of work and at one stage I thought I wouldn’t do the race. I was pretty comfortable looking around at other types of sailing, but there was certainly a hollow feeling that if I wasn’t doing a Volvo project that I would be missing out. I thought I’d be doing legs and fill-in for sure, because there will be a fairly high turnover of people with the added pressure of one-design, but I’m happy and fortunate to be now in this position. “I’ve thoroughly enjoyed every Volvo experience I’ve ever had, and I want this one to be the same. Starting this late almost places a risk on that being the case. There are a lot of things at stake rather than the end result—that’s only a small part of the equation.” He admits it will be tight in terms of getting to the starting line, and some genuine concern of the level they’ll be at relative to a few of the other teams. In interest of a level playing field would the others help him get up to speed? “I’m absolutely sure we will be getting zero assistance. As with anyone in the race we show everyone the utmost respect, and I’m sure they’ll do the same for us, but they certainly won’t be helping us—we’re on our own.”

YOU BELONG ON A HOBIE hobiecat.com

THE EDUCATION OF HAP FAUTH COMPETING IN THE RARIFIED WORLD OF MINIMAXI RACING DOESN’T COME WITHOUT ITS LESSONS. SOME ARE HARDER THAN OTHERS, BUT THE MAN BEHIND AMERICAN SAILING’S MOST AMBITIOUS PROGRAM IS TAKING THEM ONE AT A TIME.

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STROLLING THE DOCKS in St. Tropez in June 2005, John “Hap” Fauth paused at the 66-foot Sotto Voce, a two-year-old custom Judel/Vrolijk design. It wasn’t anything like his 116-foot cruising yacht Whisper or his Little Harbor 58 Black Tie. But Fauth was itching to get back into racing, which he’d done as a child. He couldn’t refuse himself the guilty pleasure of owning a sleek racing yacht. He envisioned something in the 60-to 70-foot range, something more substantial than a stripped-down 40-footer, and after weighing the pros and cons of the purchase, Fauth eventually presented Sotto Voce’s Dutch owner an offer he couldn’t refuse. Only some seven months later, after a remarkably windy Key West Race Week, did Fauth realize the magnitude of the step he’d taken into grand-prix racing. He thought he was ready to jump in and create new memories built on those from his teenage days in the 1960s, racing big boats on Long Island Sound. But 21st Century racing sloops pack a lot more power, especially in Key West’s biting 20-knot winds and short, sharp chop. He never anticipated, says his longtime sailmaker, Tom McLaughlin, how quickly things happen aboard a big boat on a short course.

As he’s climbed a steep grand-prix learning curve, Hap Fauth, 69, has invested heavily in his Bella Mente program, empowering the design and sailing teams to take calculated risks with new builds and technology. Photo: Rolex/Daniel Forster

FAU T H R E A L I Z E D H E H A D T O G E T A PROFESSIONAL CREW TO MAKE T H E P R O G R A M S U CC E E D , A N D HAS SINCE SURROUNDED HIMSELF W I T H A B U N DA N T , A L B E I T W E L L CO M P E N S AT E D TA L E N T.

“Race after race, they’d come around the top mark, and by the time they’d get the spinnaker set and the headsail down they’d be past the layline to the leeward mark,” says McLaughlin, a confidant to Fauth for the past 12 years. “So they’d put a jibe in and come into the leeward mark all overstood, on two wheels, having to hoist the jib and then turn downwind to get the spinnaker down. Every single run it was the same scenario.” That week was Fauth’s proverbial jump into the deep end, says McLaughlin. “He realized two things: the boat goes a lot faster than anticipated, and he had to get a crew that’s more cohesive and stronger than the sum of its parts.” “That was my crossover boat,” says Fauth. “It had training wheels— owner training wheels.”

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Fauth grew up on Long Island, in Babylon, N.Y., the son of an aerospace engineer father and schoolteacher mother, and learned to sail at the age of seven on Great South Bay. At 15 he began racing on big boats, which were active on Long Island Sound at the time, crewing on the Ziegler family’s Gem as an apprentice sailmaker. He also worked summers and after school with sailmakers Owen Torrey and Skip Shaw at their loft in Oyster Bay, New York. His life path led him to Georgetown University, which he attended at the behest of his mother, who “was a big fan of the Jesuits.” Fauth was a three-sport athlete at Georgetown, representing the Hoyas in football, ice hockey, and sailing, and serving as captain of the football and sailing teams. But sports would eventually take a back seat as his business education took root. He and his wife, Geren, were also busy raising three children. Fauth graduated in 1967 with a degree in business. He credits his experiences at Georgetown with shaping the person he is today—part entrepreneur, part risk taker, part consensus builder, part philanthropist. He is Chairman Emeritus of the Board of Advisors, Georgetown University McDonough School of Business, and a Director of Georgetown University. He also was a prime benefactor and fundraiser for the new business school. After graduation he joined Citicorp and, in 1982, he founded his own enterprise, The Churchill Companies, a privately held investment firm with a diversified portfolio. “We’re about nurturing companies,” says Fauth. “A core belief of mine is that any business we get involved with should be a business where I can create value. Ultimately, unless this business will be better served with us as owners, we don’t acquire it.” Fauth also founded and subsequently sold Churchill Equity, which managed more than $1.2 billion in top-performing subordinated debt and equity investment funds—making investments in more than 100 companies for recapitalizations, acquisitions, buyouts, and growth.

A bulldog at heart, Fauth is a history buff and holds Winston Churchill, the “British Bulldog,” in great admiration. His companies are named after the steadfast Prime Minister of Great Britain during World War II. Fauth greatly regards Churchill’s ability to make unflinching decisions. He also sees human failings between the two, in their love of cigars and an occasional glass of scotch, and that they also tend to put their tongue before their mind. “Churchill was extremely bright. He failed as much as he succeeded; he was a hero and goat in the same breath,” says Fauth. “He wasn’t the ultimate politician, but he was very smart. He could think down the chess board 15 moves ahead. He was very misunderstood.” TO

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The calendar reads June 12 and the clock 1000 hours. Fauth has just arrived at Newport Shipyard for the day’s practice sail in a few hours. His clothing leaves little doubt as to which boat he races aboard. On this grey, chilly morning he’s wearing a Bella Mente jacket over a layer of fleece and a couple of undershirts, all emblazoned with the yacht’s name and sail number, US 45, and the crossed burgees representing the New York YC and Storm Trysail Club. (Some crew’s shirts even have a giant bulldog screened on the back.) His tan shorts and tan cap both bear an orange star that is the icon of the program. Now 69, and with a flock of white hair distinguishing a man of confidence, Fauth is still spry. He needs to be. His current Bella Mente, a Judel/Vroljk 72, is his second custom grand-prix racer since purchasing Sotto Voce. (Some might say he’s purchased two and a half boats, but more on that later.) It was launched in 2012 and has an aggressive inshore and offshore racing program spanning the Atlantic and Pacific oceans, Caribbean and Mediterranean seas. Sitting at a picnic table at the Shipyard, Fauth recounts his learning experiences over the past eight years. Although that first Key West Race Week didn’t go well, he worked hard in the months following to tighten up his program. The team in Key West was largely a pick up mob, friends of the captain at the time who were more accustomed to 30-footers, not powerful 60-footers. That was Fauth’s first and perhaps most important lesson: To win he needed a competent crew. Fauth’s diligence paid off with an impressive result six months after his debut event when Bella Mente won line honors in the Newport Bermuda Race. It was one of the slowest Bermuda races, but they’d played their way across the Gulf Stream with aplomb, earning a silver and cedar plaque for first to finish in the 175-boat fleet, crossing the line more than two hours ahead of the 98-footer Maximus. “That was our first major race,” says Fauth. “We were excited because we knew the boat wasn’t competitive.” McLaughlin says that Fauth realized he had to get a professional crew to make the program succeed, and he has since surrounded himself with abundant, albeit well-compensated talent. Alongside McLaughlin, Bella Mente’s crew regularly includes the likes of John Cutler (America’s Cup skipper/helmsman), Terry Hutchinson (winner of many world championships), Ian Moore (America’s Cup and Volvo Ocean Race navigator), Mike Sanderson (America’s Cup and Volvo Ocean Race veteran), longtime grand-prix sailors Hartwell Jordan and Grant Spanhake, and America’s Cup grinders such as Craig Monk, Mark Newbrook, and Matt Welling. Fauth, more consensus builder than dictator, gives everyone a say and then picks the best thoughts to make a decision. “Anyone that’s been as successful in business as Hap has been is good at getting talented people around him and getting the most out of them,” says Sanderson, the Kiwi who skippered the winning entry in the 2005-’06 Volvo Ocean Race. “He’s very good at using everyone for their strengths and respecting their experience in their area and using as much as he feels appropriate.”

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Hap Fauth, at the helm, points Bellemente’s bow towards Bermuda in 2014. The team finished second to its rivals on Shockwave by seven minutes. Photo: Onne van der Wal

“ONE WEEK HE’S TRYING TO WIN T H E M I N I - M A X I WO R L D S A N D T H E N E X T W E E K H E ’ L L H AV E S O M E V E R Y BIG BUSINESS DEAL GOING ON AND T H E R E ’ S N O P L AC E I N H I S H E A D F O R T H E R AT E O F T U R N I N A J I B E .”

Fauth treats his management team at Churchill much the same way. He sees himself as a coach who allows them to run on an open field, offering guidance and suggestions along the way. That sort of laissezfaire approach has been a boon for Fauth in business, but sometimes it can be a hindrance in sailing. McLaughlin is often frustrated by the lack of an organizational chart, but that’s how Fauth does business. “The dictator style doesn’t work well for Hap in general,” says Rob Oullette, the project manager. “He doesn’t feel one person has all the answers. He likes to surround himself with guys that are great at their jobs, intelligent, and passionate.” Fauth, however, doesn’t rely on them exclusively. He’s a bona fide owner/driver, helming day races and taking his turn during offshore races. McLaughlin and Sanderson both describe him as a competent driver, despite his age and the physical nature required to keep Bella Mente on an even keel. While 69 might be the new 50, Bella Mente is a powerful yacht with a lot of load on the helm—the nearly 9-foot deep rudder also acts as a lifting surface. Watching the athletic Sanderson wrestle it during a power reach shows how fit Fauth is for his age. “He’s a very good amateur driver, no one has complaints. He has tremendous concentration skills,” says McLaughlin. “The difference with Hap,” says Sanderson, “is that he’s got one hundred other balls in the air where some of us only have sailing on our minds. One week he’s trying to win the Mini-Maxi Worlds and the next week he’ll have some very big business deal going on and there’s no place in his head for the rate of turn in a jibe. He’s got a great understanding of what makes the whole thing tick, and that makes it more enjoyable.” Fauth and crew have had their share of fun, especially if you spell fun as “w-i-n.” Victories have been scored at the Rolex Mini-Maxi World Championship (2012), Palma Vela (2013) and the Fastnet Race (2013), with line honors in the Newport Bermuda Race (2006), Transpac (2011), and Caribbean 600 (2014). On the flip side, there’ve been two troubling mast failures, two keel

fin and three ballast bulb changes, a new engine, and the disastrous first custom Bella Mente launched in 2009, which was well wide of its intended target. “He paid for two but got one,” says McLaughlin. The 69-footer featured hard chines in the aft 30 feet and had a myriad of problems, one of which was it couldn’t point sailing upwind. The chines were the result of a misinterpretation of computer data and that left Fauth with two choices: he could donate the boat and walk away or he could rebuild the aft sections in an attempt to make it competitive. (It should be noted that a sistership design, Alfa Romeo, now Shockwave, had a new hull designed and fixed to the original deck.) Despite the expense, he chose the latter. “Hap said if you’ve got lemons let’s make lemonade. He was extraordinary,” says McLaughlin. “In the end, the designers stepped up and helped rebuild the back end of the boat, and it came out nice. They also designed a scoop for the Transpac and we won the Barn Door.” The racing lifestyle is certainly enjoyable, but Fauth admits to still flinching when he sees a bill come across his desk. He won’t share his annual budget, but with so many pieces, parts, and personnel a reasonable guess places it upwards of $3 million. At its height, the Bella Mente program moves around almost 30 people (including a sailmaker, boatbuilder, chef, and support staff), three containers, the yacht’s cradle and, when available, a spare mast. Fauth’s learned philosophy, however, is that you can’t starve a program such as this. Without the appropriate resources, something would break every time, and if something does break, a spare better be readily available in order to race the next day. “The reality is it’s all ridiculously expensive, but if you can’t dance then don’t play,” he says. “You have two choices: you can bitch, moan, complain, and create a lot of broken glass and maybe get a reduction on your bill, or you can just out earn it. It’s the same choices as in life. Just make enough money so it’s irrelevant. It’s part of the sport, it costs what it costs.” A week after we met at the Shipyard, Fauth and his crew of 17 set off on the Newport Bermuda Race, eight years after his first line-honors victory. He was, of course, intent on repeating the feat. The race started well enough, with Bella Mente opening a comfortable lead over rivals Shockwave and Caol Ila R as the sun set on the first night. In the cover of darkness, however, Bella Mente sailed into a windless hole and its rivals, watching her moves from astern on radar and the AIS safety tracking system, skirted a course to the west and put Bella Mente in their rear view mirrors. The next day and a half was a sprint to catch up, but Bella Mente finished 7 minutes behind Shockwave in the battle for line honors, a bitter pill to say the least. “That first night the AIS was still on and they could see we were parked,” Fauth recalls. “Whatever. We put the pedal down and really ripped the rest of the race. We closed 30 miles in a day and change, which is a ton. I don’t think there’s much else we could’ve done. It was one bit of bad luck.” It was a hard loss indeed, but Fauth remains unbowed. His stated goal for the year is to win the Rolex Mini-Maxi Worlds, scheduled for Sardinia in September. He wants to dominate the regatta; he’s already won it. “To dominate would mean that we’ve optimized the hull shape and sail plan and didn’t make any mistakes on the water,” he says. For a man who has the world at his fingertips, a convincing win would be a nice kicker to close this chapter of his education. Check that, his continuing education.

A few of the many “Bella Boys.” Steve Wilson, of Southern Spars, Hap Fauth, and Mike Sanderson at the New York YC in 2014. Photo: Onne van der Wal

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TECH REVIEW A L L

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R AC E B OAT ROUNDUP 2015 WITH EXCITING NEW OFFERINGS IN ALL CATEGORIES, OUR 2015 BOAT OF THE YEAR LINEUP IS AS IMPRESSIVE AS EVER.

Archambault A13R For those that have long raced crossover boats and cursed the interior as excess baggage on

C&C 30 One-Design When USWatercraft purchased the C&C line from Tartan Yachts in 2013, Randy Borges said it was a

C&C 30 One-Design

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the racecourse, the Archambualt A13R makes it a non-issue with a minimal interior. On deck and up the rig this thing is an all-purpose IRC-racer with quite a few modern design twists: a deck chamfer, angled sprit, twin rudders, and a plethora of slick sail-control systems. At 43 feet, and roughly 14,000 pounds, it’s a substantial raceboat that will need a crew of 10 to get around the buoys well. www.archambaultboats.eu

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THERE’S A LOT happening in the dinghy market with a handful of new doublehanded dinghies and sportboats for younger sailors. In the world of crossovers, the wide and light trend continues. We’re looking forward to sailing the following boats when our annual Boat of the Year tests kick off in October following the U.S. Sailboat Show in Annapolis. Look for more online and on our Facebook page as it happens.


Archambault A13R

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brand he’d always wanted to own, and he was thrilled to inject a new energy into it using his talented builders. He kicks off the rebirth with a striking 30-footer designed by Mark Mills. It’s a powerful boat with deep foils (lifting keel), but the overall emphasis is simple sailing: no hydraulics, three jibs in the inventory, and a string-takedown spinnaker system to make things easy for the crew. To accommodate the takedown, the hatch and companionway are offset to port. Race it with five and everyone’s got something to do. It’s wet, quick, and rewarding to sail right. $125K www.c-cyachts. com C&C Redline 41 What’s most striking of the new offshore racer from C&C (USWatercraft) is how narrow it is, especially in the new world of widetransom, reaching designs. For this one, Mark Mills was tasked to deliver a design that was a strong upwind performer, so he put power into the big bulb (6,790 lbs.) at the bottom of the cast iron fin, and plenty of sail area up high. The deck layout is set up well for simple offshore racing, with two sets of jib tracks (one inboard, one out by the rail for better outboard lead control). The interior is standard in accommodations and cabinets. C&C traditionalists will happily welcome this design to the family. $425K Farr 280 One-Design When the team at Farr Yacht Design looked across the one-design landscape they saw homogeny. There were plenty of white boats with bowsprits, boats that easily fit into the same modernday sportboat mold. So they took a different tack and came up with something different enough to easily stand out from the crowd— call it the black sheep of the onedesign keelboat flock. Applying concepts from their grand-prix design portfolio (it really does look like a mini TP52), they’ve come up with a boat that has features more commonly found on larger boats. It’s a “smaller, affordable, and man-

C&C Redline 41

Farr 280

Gunboat 55

Hobie T2

ageable package,” says Farr’s Ian Gordon. “The primary focus was to make it an inshore racing boat that would be sailed with a moderate crew sized [6 to 8].” It is quite the little rocket (PHRF 48) at 28 feet and 3,585 pounds. It has many tricked-out components, from every spliced-and-ferruled sail control on the boat to the internal hydraulic mast jack. $114,900, www.farrdesign.com Gunboat 55 Peter Johnstone’s Gunboat line is arguably the most aspirational sailing brand today. When the builder turned to designer Nigel Irens for its high-demand 55, the first boat came out looking good and is plenty fast. The 55 series is built at Gunboats’ factory in North Carolina and there are carbon applications in every corner of the boat, as well as enough options to make it pretty much custom, and as a lighter, faster package for apparent-wind sailing, furling sails replace cumbersome spinnakers. Full-length windows, more efficient hull shapes, and better use of space make it arguably the most gunboat Gunboat yet. Just get in line. $1,980K, www.gunboat.com Hobie T2 Capitalizing on the multihull momentum of the great America’s Cup multihull match of 2013, Hobie Cat announced the introduction of its 16-foot T2 catamaran, built in Europe. “Call it a Hobie fusion,” they say, “a combination of the durability and simplicity of a recreational plastic catamaran with the high performance and agility of fiberglass that will appeal to performance and recreational sailors alike.” After working out a few changes over the summer they’re gearing up for production of the twolayer, rotomolded polyethylene hull. A tall mast with a high-aspect, square-top mainsail give it plenty of power, and the wavepiercing bow profile helps minimize the tendency to pitch pole. It’s Hobie’s first double-trap rotomolded cat, too—a perfect up-

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TECH REVIEW N E W B O AT S B Y D AV E R E E D

grade for the cat kids outgrowing their Hobie Wave. $7,899, www. hobiecat.com Jeanneau SunFast 3600 Jeanneau is understandably excited about its SunFast 3600, which since its introduction in France last December, has received industry praise, awards, and—in its first racing season—quite a bit of hardware. Its stated design purpose is for “exceptional speed, practical comfort, and all around performance for one-design, and doublehanded or crewed offshore racing.” The ability to get downwind is key for offshore racing, so they’ve stuck with a tried-andtrue spinnaker package of symmetric pole-flown masthead spinnakers and a choice of short or long bowsprit for asymmetric kites. There’s a choice of twin tillers or steering wheels (for twin rudders), and the cockpit has short seats forward with exceptionally high coamings, opening up the working area, which race crews will like. To keep the boat light, the interior is perfectly minimal—no need to drag along the furniture— which gives the boat an open, airy look with quarter berths and twin aft cabins. The forepeak has sail storage and an enclosed head. www.jeaneau.com RS Aero If there’s one thing RS Sailboats, of England, could be accused of it’s over-thinking its boats, but it always turns out to be a good thing. With the RS Aero, their most ambitious singlehander, they’ve thought about everything. “The RS Aero is the result of three years of design and development, testing four different hull variations and numerous, rig, foil and layout options,” they say. “The result is a boat that completely re-set the standard for pure exhilaration in a simple singlehander. Ultra-light weight means the hull form and rigs need not be extreme, so the RS Aero is remarkably easy to handle.” The epoxy and carbon hull weighs in at an

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Topaz Argo The 14-foot rotomolded Topaz Argo is an International Sailing Federation “Learn to Sail” training boat. It has been adapted by many programs in Europe, mainly because of its versatility, but primarily because of its comfortable four-person capacity (ideal for sailing programs) and easyto-handle sail package. To handle the abuse of sailing programs, it’s a robust build with built-in safety features: grab handles on the inside of the cockpit for righting, masthead float, a single-line, three-point reefing main and roller-furling jib. There are also key options to take the beginner sailor to higher realms: a trapeze and asymmetric package. Zim 15 American dinghy manufacturer Zim Sailing, of Warren, R.I., saw a need for yacht clubs to have an outlet for younger members to get value out of their membership. The boats that they’re currently sailing are 25-year-old designs, says Zim’s Bob Adams. “We needed a fresh new design to provide some excitement to that age group, so we needed a more technical boat. We went forward thinking and like to say that we’re moving dinghy sailing forward.” The Zim 15 is clearly intended to cater to the team-racing crowd, and the design focused on a fast, but nimble boat best suited for shorter races. It has a carbon rig on a planing hull. Test pilots of the prototype, says Adams, praised the responsiveness and the maneuverability. The “dangle pole” for the jib gives the crew a few more things to think about during maneuvers, but also helps tremendously with sail trim both downwind and upwind. Zim will provide 24 boats to the U.S. Team Racing Championship for the Hinman Trophy in late September. $11,500. www.zimsailing.com

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FROM THE EXPERTS B O AT S P E E D B Y S E A N C L A R K S O N

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FROM THE EXPERTS W H E R E

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Onboard the Quantum Racing TP52, the dialogue flows fluidly between trimmers and tactician. Photo: Keith Brash/ Quantum Racing

INSIDE THE SPEED LOOP WHEN THE SPEED TEAM IS TALKING ANGLES AND NUMBERS, EVERYONE’S ON THE SAME PAGE.

THIS PAST WINTER, when I returned to racing TP52s after sailing the high-octane AC45s and AC72s, I found myself rethinking the “speed loop” between the helmsman, trimmers, and tactician. On the catamarans we had plenty of discussions on speed, feelings, modes, etc., but the communication was much more difficult because of the

radio systems we used and the blistering pace at which things were happening. A lot of the communication was small sound bites. Also, a mode change was normally a 5-knot change, not 0.1 knots. With this in mind, before I went sailing on the TP52 I had to dig into my notes and brush up on the best methods to communicate in a more “normal” environment.

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FROM THE EXPERTS B O AT S P E E D B Y S E A N C L A R K S O N

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The overall goal is to get everyone on the same page so the tactician can accomplish what he wants, and so the boat is sailed as close to optimum at all times. The mainsail trimmer will typically drive the loop because he has a really good view of the whole picture, he can see what is happening, can discuss with the helmsman what he is feeling, and also overhear the tactician’s conversation with the navigator or strategist. The speed-loop personnel depends a lot on the boat, of course, and the configuration, but using a TP52 as a baseline we predominantly have the jib trimmer, main trimmer, helmsman, tactician, and backstay trimmer. The navigator can chime in regarding modes, and with any feedback on the data he sees on his tablet screen. Obviously, on a J/24 it’s a lot different, but there will be similarities. A normal race involving the speed loop team will go somewhere along these lines: Before the start, discuss with the team what’s expected for windspeed and rig-tune, select a jib for the expected conditions. At this point you also want to do some upwind work with another good team. This helps get everyone in the groove, confirms your settings, and gets your target speeds sorted. Depending on wind weight, sea state, wind shear, etc., the target can vary quite a bit from your windspeed target. This period also helps the tactician get a feel for favored side, from where the first shift might come, etc. When the race starts, immediately assess your situation. The goal is to have a lane and be able to sail the target speed that was derived from your pre-race tuning. However, normally off the line it’s safer to sail a touch slower and higher to try and hold a lane. The tactician or trimmer will generally give a target based on relative performance of the boats to windward. The mainsail trimmer will also use this information and the proximity of leeward boats to give the helmsman a target for the situation. At this point the mainsail trimmer is also

asking the tactician how long he wants to maintain the lane they’re currently in, especially if it’s less than ideal. Hopefully, after a brilliant start, however, we can get into more normal “moding.” What I mean by this is the sails are locked in, and everyone’s hiking hard sailing the conditions they have. When it’s shifty, it’s really important to help the helmsman anticipate the shifts. This helps in two ways: firstly, if you’re slow on target but see a lift is coming, you keep the bow up in anticipation, and vice versa for a header, thus preventing a lot of over-steering. Secondly, in general it’s good to sail a touch over target in a lift, and a touch slow in a heading phase. It’s the mainsheet trimmer’s role to keep the speed team informed of the current target. This, of course, is also dependent on what the tactician needs. For example, he may want to stay high to get to new pressure, even in a lift. While this discussion is happening there might be a dialogue between the backstay trimmer, the jib trimmer, and wind spotter calling puffs from the rail. It’s important that the jib and main trimmer are in sync regarding any mode changes and keeping the boat in balance. There is no use having a perfectly trimmed jib and a flapping main, all you’ll have is lee helm, making it very difficult for the helmsman to steer—which we all know is slow. When time comes to tack, trying to be at speed and at the right angle before the turn is important. Coming out of the tack, finding the angle is sometimes difficult for the helmsman, so it’s important that the jib trimmer and main trimmer help the helmsman find the right wind angle and the heel angle. Depending on the situation, the rate of the speed build after the tack is critical. If you’re tacking on someone’s hip, it’s important to do a “high” build to try and hold the lane. In a seaway, it’s important to be patient, and all of this has to be communicated clearly through the maneuver. For example, the dialogue from

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For example, the dialogue from the main trimmer to the speed team could go something like this: “Good angle . . . speed is building . . . nice lift, so let’s do a fast build . . . runner coming up . . . trimming on main and jib . . . four-tenths to go . . . bringing it on the wind . . . on target . . . final trim on the main . . . nice tack guys.”

the main trimmer to the speed team could go something like this: “Good angle . . . speed is building . . . nice lift, so let’s do a fast build . . . runner coming up . . . trimming on main and jib . . . four-tenths to go . . . bringing it on the wind . . . on target . . . final trim on the main . . . nice tack guys.” The jib trimmer also helps, again using the input from the rail on windspeed to find the target speed. It’s always important to know going into a tack whether it’s light or whether there’s a big puff out of the tack. Once again, the afterguard plays a huge part in this, knowing that the plan is to tack slightly overlaid for the mark, for example, is very important and impacts the whole maneuver. Coming into the top mark, the speed team will have communicated to the bow team the downwind sail call, and for example on a TP52 whether a staysail will be deployed. After the spinnaker/ gennaker hoist and set it, is time to lock into finding the correct angle and speed. As it is in the first few minutes off the starting line, the boats around you might dictate the mode you have to sail. All of this has to be discussed with input from the tactician and continually evaluated. Normally, the

downwind trimmer will also coordinate the crew kinetics to try and facilitate the mode—as you progress down the run, the downwind trimmer will talk directly to the helmsman about pressure in the sail and speed. If it’s very windy, or you’re overlaying, the main trimmer must keep the downwind trimmer informed where he is on his trim, i.e., if he’s fully eased and the vang is off, the trimmer knows if things get a bit hairy it is all on sheet ease to keep things upright. On the approach to the bottom mark the speed team will make a call on the jib for the next beat, and if allowed any rig changes. Finding the correct angle out of the bottom mark can be tough, but like the start, it’s important to find your angle quickly and assess the situation relative to other boats, what phase you’re in, and so forth. All this may sound like a lot of talking, but you’ll be surprised to find with practice that it doesn’t take much at all. What’s most important, however, is that there’s no unnecessary talk—both within and outside of the speed loop. Also, choose the appropriate moment to talk or ask a question and always prioritize what is most important that very moment.

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B OAT S P E E D AND HEADING CRACKING THE CODES OF SPEED

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WITH THE INCREASING accuracy and update speeds of modern GPS units, it’s common for sailors to wonder whether using Speed Over Ground and Course Over Ground would be better than the old technology of paddlewheels and magnetic compass. In other words, is it time for us to throw away the paddlewheel and compass? To begin with, let’s take a look at where SOG and COG come from, and if we can rely on them. SOG and COG are output from your GPS receiver. There are two methods the receiver can use to derive SOG and COG. The first and most basic is to measure the change in position from the previous fix to the present fix and calculate the speed and direction based on the time between fixes. The second, more complex and more accurate way, is to measure the Doppler shift between the received signal and the primary carrier frequency from the satellite. Since the U.S. Government turned off Selective Availability in 2000 and WAAS was introduced in 2003, we have seen better position fixing accuracy and as a result more people using and relying on GPS. This has lead to some rapid technology advances and reduction of costs. Until recently, most GPS receivers transmit-

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FROM THE EXPERTS ELECTRONICS BY MILES SEDDON

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BOATSPEED TO CALCULATE TRUE WIND SPEED This simplified method shows how we use boatspeed to calculate True Wind Speed and True Wind Angle, and how we can use heading to calculate the True Wind Direction.

USING SPEED OVER GROUND If we replace boatspeed with SOG and current, we get a different result. The favorable current gives a faster SOG than speed through the water, but also reduces TWS and shifts our TWD. In fact, we are no longer calculating our True Wind Speed, but instead our Ground Wind Speed.

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ted position, SOG, and COG data once per second, making it slow for the purposes of yacht racing. In the past five years, we have seen an increase in the number of GPS receivers on the market that output position, COG, and SOG at five times per second (5Hz). This is much more suitable for racing, especially in a starting sequence when the yacht is manoeuvring a lot. Today, top-of-the-range GPS receivers, typically used for precision survey work, output data at up to 20Hz. As this technology becomes more afford-

able, we will see it filter down from the America’s Cup and Volvo Ocean Race to become common on every boat. So technologically, with a fast updating GPS antenna and more accurate GPS position fixing, there’s little reason not to trust the accuracy of the SOG and COG data, but as a racing navigator we should question whether this is the correct data to be feeding into our instrument system and what impact it will have on other numbers down the line. As their names suggest, speed over ground and course over ground are measurements re-

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lated to solid ground. This means that using SOG and COG as accurate sources of speed and heading is fine if we are in a car, as we are in direct contact with the ground, but in a sail boat we have water moving independently between us and the sea bed. Even on a large freshwater lake, the water often moves compared to the ground. If we want to be able to quantify the performance of our boat, we need to be able to measure our speed and heading through the water. This is best done with a sensor that measures water flow across the hull of the boat, such as a paddlewheel or ultrasonic speed sensor, and a sensor that measures the direction the bow of the boat is pointing in such as a magnetic compass, GPS compass, or, if the budget extends to it, a gyro compass. If we rely on SOG as a measurement of boatspeed and we are sailing in waters with any current, we will struggle to reach our targets. With foul current, we will never reach our target boatspeed, and with favorable current we will out perform our targets, leading our crew to have little faith in the polars, the instruments, or worse still the navigator. Most importantly, our instrument system won’t be able to calculate accurate sailing wind. Diagram 1 shows a simplified view of how we use boatspeed to calculate True Wind Speed (TWS) and True Wind Angle (TWA), and how we can use heading to calculate the True Wind Direction (TWD). In Diagram 2, we can see what happens if we substitute boatspeed with SOG and we are sailing in an area with current. In this instance, the favorable current is giving us a faster SOG than speed through the water, but this is reducing our TWS and shifting our TWD. In fact, we are no longer calculating our True Wind Speed, but instead our Ground Wind Speed. The same is true if we substitute heading with COG, we are no longer able to derive the TWD, but instead we can calculate the Ground Wind Direction. Ground wind has an important use on a sailing boat, it’s the wind

that blows across the land and is what’s given in your weather forecast, but it’s not the wind that we are sailing in, so tactically—and navigational—it’s of little use outside of Optimum Routing calculations. So if we cannot use SOG and COG for boatspeed and heading what can we use them for? If we combine an accurate speed through the water and heading with SOG and COG, we are able to derive the actual effects of the current on our boat. Some instrument systems will take this data and calculate the tide set and tide rate for us, which can have tremendous tactical advantages when racing in areas with significant tidal currents, such as San Francisco. If you’re fortunate enough to be sailing on a boat where the difference between the boatspeed and the tide rate is very large (such as a large multihull traveling at 30 knots in a 1-knot current) then it would be safe to use SOG as a replacement for boatspeed without many issues. In fact, at these high speeds, SOG is often much more accurate than a paddlewheel sensor, so it has become common practice on large multihulls to use SOG from top of the range GPS receivers as a replacement for speed through the water, especially at higher speeds. When we are out racing around buoys, or want to be sure we can lay a headland, COG is the essential piece of information to determine whether we’re making that mark or not. It’s good practice as a navigator to note your COG on each tack while sailing to a mark or, if you are using tactical software, to run a strip chart of COG for the past 15 minutes. As an example, if we are sailing up to the starboard layline on port tack, we should know what our last starboard tack average COG was, either from our “wet notes” or a strip chart. Provided the wind has not shifted, or the current changed, this will be the number that we want to see through the hand bearing compass when we tack, though there is still an large element of good luck involved in any layline call.

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FROM THE EXPERTS RULES BY DICK ROSE

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THE CASE BOOK published by the International Sailing Federation contains the only authoritative interpretations and explanations of the racing rules that ISAF publishes. ISAF’s Racing Rules Committee reviews new cases each year and those that are approved are published in the Case Book. ISAF approved 10 new cases this year, and some of them contain significant new interpretations of important rules. Case 126 addresses the question of when two boats are on different legs of the course. The answer is obvious most of the time, but there are unusual circumstances in which the answer isn’t clear, and the answer can be critical to determining whether Rule 24.2 applies. Rule 24.2 states “Except when sailing her proper course, a boat shall not interfere with a boat . . . sailing on another leg.” Case 126 addresses two situations in which it’s not obvious whether two boats are on the same or different legs. Assume the race committee set a windward-leeward course with an offset mark near the windward mark. After starting, boats round mark W, mark O, mark L, and then finish between a committee boat and mark W. They round marks W, O, and L to port—in that order. Larry sails a great first leg and is the first to round mark W. However, he forgets to round the offset mark and heads directly for mark L after he rounds W. Further down the leg Wendy overtakes him. When it appears to Larry that Wendy will pass to weather, he luffs her and she protests. Thinking he hasn’t broken any rule, Larry doesn’t take a penal-

ENCOUNTERS ON DIFFERENT LEGS DETERMINING RIGHTS WHEN PROPER COURSE GETS COMPLEX.

ty. In her written protest Wendy alleges that, when Larry luffed, he sailed above his proper course and interfered with her. In the protest hearing Wendy claims that Larry broke Rule 24.2 because the incident occurred while she was sailing on the leg to mark L, but he was sailing on another leg, the leg to mark O. Obviously, Wendy is sailing on the leg to mark L when Larry luffs, but what leg is Larry sailing? Case 126 answers this question in stating: “For the purpose of determining whether Rule 24.2 applies to an incident, a boat is sailing on the leg that is consistent with the course she is sailing before the incident and her reasons for sailing that course.” Larry was sailing toward mark L, not mark O, and his reason for doing so was that he was unaware of the requirement to round mark O

and, therefore, thought that the next mark for him was mark L. Applying this interpretation, Larry and Wendy were both sailing on the same leg, the leg to mark L, and so Rule 24.2 did not apply when Larry luffed. Now consider a different scenario. Suppose that, as before, Larry does not round the offset mark. However, after sailing part of the way down the run he recognizes his error, changes course and begins to beat upwind to mark O. While on his way to O he encounters Andy, who has rounded O and is running downwind to L. Larry deviates from his proper course to mark O to interfere with Andy by forcing him to change course. Does Larry break Rule 24.2? We can apply the principle quoted above from Case 126 to this incident. Clearly, when the boats meet Andy is sailing on the leg to mark L, but Larry is sailing toward mark O and he is doing so because he now knows he is required to round O. Therefore, Larry is sailing on the leg to mark O. Larry departs from his proper course to interfere with a boat on another leg and, therefore, breaks Rule 24.2. Case 132 answers another question related to sailing the course: “When is a boat on a beat to windward?” Two rules require you to know the answer that question. Under Rule 18.1(a), if two boats are on opposite tacks on a beat to windward Rule 18 doesn’t apply between them, and under Rule 42.3(c), if you are on a beat to windward, you are not permitted to pump to initiate surfing or planing. Many people confuse the terms “a beat to windward” and “the windward leg.” The case

I L L U S T R AT I O N : K I M D O W N I N G

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states that, for the purposes of rules 18.1(a) and 42.3(c), “a boat is on a beat to windward when the course she would sail to finish as soon as possible in the absence of all other boats is a closehauled course or above.” Usually a boat is on a beat to windward when she is sailing on the windward leg. But that is, by no means, always true. The diagram shows a snapshot of seven boats sailing on a windward leg, but only five of them, Franklin, Lucy, Patty, Sally, and Charlie, are on a beat to windward. At the moment the snapshot is taken, the course each of those five would sail to finish as soon as possible, in the absence of all other boats, is close-hauled. One of the five, Charlie, is shown sailing below close-hauled, but he was only doing so because he is required to keep clear of Sally. If she were not there, Charlie would’ve been sailing close-hauled. Woodstock and Snoopy are, like the other five, on the windward leg. However, when the snapshot is taken they are overstood and the course that they would sail to finish as soon as possible is below closehauled. Therefore, they are not on a beat to windward. If either of those two catches a wave or a gust, Rule 42.3(c) permits them to pump once to initiate surfing or planing. The other five may not pump. There are circumstances, albeit rare, when a boat can be “on a beat to windward” while she is sailing on an offwind leg. Here’s an example. Barb and Bill are on a reach to mark X in light wind with a strong current setting them to leeward. Barb heads just enough above the rhumb line to X to enable her sail to directly over the bottom to X and round it without tacking. Bill, who is not aware of the effect of the current, doesn’t head as high as Barb and ends up down current and downwind of X, in a position from which he must sail close-hauled and tack in order to get back upwind to X. While he is sailing close-hauled and tacking he is “on a beat to windward.” I am often asked why Rule 18.1(b) is in the rulebook, and why

Rule 18.1(a) is not sufficient. Case 132 helps to answer those questions. Rule 18.1(b) states that Rule 18 does not apply “between boats on opposite tacks when the proper course at the mark for one but not both of them is to tack.” Rule 18 is not intended to apply when two boats sailing upwind on opposite tacks meet at a mark. Rule 18.1(a) applies to the majority of such meetings. But Rule 18.1(b) is needed to cover a minority of such meetings. These occur when two boats sailing upwind on opposite tacks meet at a mark while one of them is not on a beat to windward. Here are two examples of situations, which illustrate the need for Rule 18.1(b). Let’s suppose Barb and Bill arrive at mark X on opposite tacks. Rule 18.1(a) does not apply because only Bill is on a beat to windward. Rule 18.1(b) does apply because the proper course at the mark for Bill, but not for Barb, is to tack. Now look at the diagram again to see a second example of the need for Rule 18.1(b). Suppose that Snoopy and Franklin arrive at the mark on opposite tacks. Rule 18.1(a) doesn’t apply because Snoopy isn’t on a beat to windward. Rule 18.1(b) does apply because the proper course at the mark for Franklin, but not for Snoopy, is to tack. In both examples, we intend that Rule 18 be “switched off” and Rule 18.1(b) is required to make that happen. There is a second frequently asked question about Rule 18.1(b). Why are the words “but not both” in the rule? Consider Franklin and Lucy, two of the boats shown in the diagram. They are on the same tack, and the proper course for both of them at the mark is to tack. Because both must tack at the mark, Rule 18.1(b) does not apply, and therefore Rule 18 does apply. We intend that Rule 18 apply between those two because, if it did not, Lucy would be under no obligation to give Franklin mark-room and she would be permitted to luff him to the wrong side of the mark. It would be just like Lucy to spring that devious trap on Franklin. E-mail for Dick Rose may be sent to [email protected].

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2001 J/145, Ready for the next Hawaii race! Offered at $375,000

2002 Cape Fear 38, Take the family cruising and win races. Offered at $115k

AL E R I O N YA C H T S

Thoroughbred

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Yacht Sales

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GRUNDOOM

Custom 47' IRC/HPR CARKEEK The Carkeek 47 GRUNDOOM is an immaculate creation by yacht designer, Shaun Carkeek and builder Premier Composites Group in Dubai. GRUNDOOM has the very best of everything - brand new North Sails, complete B/G system, full safety gear, 26 foot support trailer. No expense spared to design, build and outfit the boat with the very best. Here is a chance to get racing and winning quickly at a substantial time and cost savings.

“The Carkeek 47 is incredibly fast and responsive to race effortlessly around the cans. Comfortable offshore ride clicking off many miles per day. Must see 2014 Bermuda Race video to get a real feel: http://youtu.be/xiAN4o9a5DM” Greg “Twister” Tawaststjerna

+1.410.267.9419 Greg Tawaststjerna [email protected] Mobile +1.540.687.0700

“GRUNDOOM created by the top IRC/HPR designer, top custom full carbon builder at a significant discount. Proven to win. Ready to race NOW!” William “Bill” Jenkins

www.tysyacht.com

[email protected] Bill Jenkins [email protected] Mobile +1.410.353.7862

THE INTERNATIONAL 110 Celebrating 75 years, this slim, 24-foot, double-ender designed by Raymond Hunt is a cult classic, with all the go fasts needed to satisfy the most demanding sailor: trapeze, bow-launched asymmetrical or symmetrical chute, and jib roller furler all make this greyhound sizzle. Sailed with two crew, the 110 points like a champ and is born to plane. Its large roomy cockpit and bulb keel provide stability, even in the stiffest of breezes, making this seaworthy superstar a blast to sail and a great choice for sailors of all ages and skill levels. In honor of the 110’s 75th anniversary and the location of its first fleet, the 2014 Nationals will be held in Marblehead, MA, August 11-14. For information on a new International 110, contact Westease Yacht Service, Inc., Saugatuck, MI. www.110class.com

VANG The vang is double-ended, allowing the skipper to easily play it in the puffs. The 12:1 cascade system lets the skipper quickly depower the main without taking his eyes off the racecourse.

FURLER Having the furler drum belowdeck keeps the tack height nice and low. The hoistable swivel allows the skipper to quickly adjust the luff tension on the large 150% genoa.

MAINSHEET SYSTEM The mainsheet is cleated on the Barney Post located in the middle of the boat and can be easily reached from a full hike. This is a great feature because you can keep the boat on its feet in a big breeze. *m includes underdeck furler and upper swivel. Upper swivel and hoistable swivel ( l ) are positioned at the top of the jib.

97

POWERED BY

IDEAL 18

SONAR

Ideal 18 is the safe, fun, and comfortable two-person keelboat. Find out why new fleets are forming throughout North America. Become an Ideal sailor. NEW BUILDER IN THE WORKS.

The 23-foot Sonar one-design keelboat has something for everybody. Designed by Bruce Kirby, it is an ISAF recognized high-performance racer and a comfortable daysailor—just right for getting the entire family or friends on the water together. NEW BUILDER IN THE WORKS.

IDEAL 18 CLASS ASSOCIATION 40 Marina Drive, Rochester, NY 14617 (800) IDEAL18 • Fax (585) 266-4722 www.shumwaymarine.com

INT’L SONAR CLASS ASSOCIATION LOA Draft Disp Ballast SA

17’ 10” 3’ 3” 1,240 lb 700 lb 168 sq/ft

Bruce McArthur, President (203) 655-6665, [email protected] www.shumwaymarine.com www.sonar.org

LOA LWL Draft Disp Ballast

23’ 0” 19’ 11” 3’ 11” 2,100 lb 900 lb

THE DAY SAILER

RHODES 19

Designed in 1957 by George O’Day and Uffa Fox, the Day Sailer combines the ease of sailing with the challenges of racing. A strong, family-oriented class continues to thrive, with over 40 fleets nationwide. Come join us and sail the Day Sailer. Builder: Cape Cod Shipbuilding, Wareham, MA.

Exciting, economical and competitively raced nationwide, the Rhodes 19 popularity is growing among families, couples and individuals as a comfortable daysailer and racer for all levels. Visit our website for class activities, FAQ, new and used boat listings, fleets, R19 message board and more!

DAY SAILER ASSOCIATION

RHODES 19 CLASS ASSOCIATION

Mary Niederberger, DSA Secretary 3840 Arrowhead Drive, El Dorado Hills, CA 95762 [email protected] www.daysailer.org

LOA Beam Draft up/dn Disp

16’ 9” 6’ 3” 9”/3’ 9” 575 lb

Stephen Uhl, (781) 367-5772 www.rhodes19.org [email protected] Builder: Stuart Marine (207) 594-5515

LOA LWL Draft Disp

19’ 2” 17’ 9” 3’ 3” 1,325 lb

FLYING TIGER 10 M

VIPER 640

High performance 33 foot sport boat at an affordable price. One design racing in United States, Canada and Australia. Easily trailed and launched with lifting keel. Carbon mast, boom and prodder. Designed by Robert Perry.

The high performance 21’ sportsboat. The Viper’s simple and modern design won Sailing World’s Boat of The Year Award. Keelboat groove upwind and leaps on to a plane downwind. The Viper is Fast, Easy, Fun and Affordable. Join the fastest growing smaller sportsboat class in North America with over 180 boats and an exciting regatta circuit.

FLYING TIGER 10 M CLASS ASSOCIATION Tom Hirsh, Class Coordinator (619) 889-9568 • [email protected] www.flyingtigerboats.com www1.ft10class.info

LOA LWL Beam Draft Down Draft Up Disp

32.68’ 30.31’ 9.12’ 7.61’ 3.28’ 4376 lb

VIPER 640 CLASS ASSOCIATION Peter Beardsley, Class President (917) 696-8229 4051 E. Desert Crest Drive, Paradise Valley, AZ 85253 • Viper640.org

LOA 21’1” Draft (keel down) 4’6” Beam 8’2” Disp 749 lb Mast Carbon Fiber

ULTIMATE 20

ISOTOPE

The best high performance keelboat on the market today, new or used. Easily trailered, rigged and launched with a fully retractable keel. Established class with one design racing at NA, regional and local levels. A competitive PHRF racer as well as comfortable family daysailer. Contact us anytime for a sail on LOA 20’ 11” “the Ultimate 20 footer”.

Racing to win or sailing for fun, the Isotope has been built since the late 60’s. One person can rig, race and right this cat with the “righting bar”. The Isotope’s perfectly balanced design is reflected by its earned .74 handicap. Custom rigging available. Can be sailed with or without a trapeze, solo or with a crew.

ULTIMATE 20 CLASS ASSOCIATION

Joleen Rasmussen PO Box 1976, Wake Forest, NC 27588 [email protected] www.intl-fiberglass.com

20328 Turnbull Way, Cornelius, NC 28031 Email: [email protected] www.U20class.org

LWL 18’ 0” Beam 8’ 4” Draft up/dn 12”/5’ 0” Disp(sailing) 1260 lb Ballast 450 lb

ISOTOPE CLASS ASSOCIATION

LOA 16’ 0” Beam 7’ 6” Draft up/down 6”/22” Disp 275 lb Sail Area(main & jib)185

SANTANA 20

COLGATE 26

The definitive small keel boat; a beautifully packaged one-design racer. Whether cruising with family & friends, handicap or class racing, the Santana 20 cannot be matched for affordability, ease of trailering, and fun to sail. A strong, growing, friendly association with established fleets around the country, promotes and preserves the class through seminars, regattas, and LOA 20’ 2.5” social events.

The undeniably fast Colgate 26 combines safety, durability and FUN at a remarkably affordable price. One of the fastest growing onedesign classes in America winning PHRF competitions nationwide, the C26 offers outstanding performance in both light and heavy air. Virtually unsinkable, the C26 is CE certified – Level B. With a comfortable oversized cockpit and berths for 25’ 8” four this boat is a big hit with family and LOA LWL 20’ 0” friends, Who says you can’t have it all?

SANTANA 20 CLASS ASSOCIATION www.s20.org • email: [email protected]

LWL 16’ 0” Beam 8’ 0” Draft (fin keel) 4’ 0” Disp. 1,350 lb

COLGATE 26 CLASS ASSOCIATION (866) 842-4355 • www.Colgate26.com

Beam Draft Disp

8’ 6” 4’ 6” 2,600 lb

POWERED BY

VX ONE

STAR

The SW 2012 “Performance boat of the year” VX ONE is THE cutting edge platform for strict one design sailors, with family and club level affordability. With engineered ergonomics, ease of handling, and durability the VX is built for unmatched performance in its category. The professionally run class association places the VX ONE center stage for international growth and launches an exciting evolution in One Design sailing.

The Star Class offers world-class racing at its best! Winter racing in Miami. Cutting edge technology. More than 2000 racing worldwide.

VX ONE CLASS ASSOCIATION 12900 Lake Ave #2001, Lakewood, OH 44107 (216) 226-4411 • vxone.org vxonedesignracing.com

LOA Beam Draft Disp

19’ 7.17’ 4.3’ 560 lb

INT’L STAR CLASS YACHT RACING ASSOCIATION 914 Bay Ridge Road, Ste 220, Annapolis, MD 21403 (443) 458-5733, Fax (443) 458-5735 LOA [email protected] Beam www.starclass.org Draft Weight Sail Area

22.7’ 5.7’ 3.3’ 1479 lb 285 sq/ft

INTERNATIONAL J/22

PIXEL

The best combination of stability, handling ease, speed, trailerable weight, and all-weather comfort in sailing. There are over 1,600 boats worldwide.

Fun, fast, easy to sail-PIXEL®-the Bruce Kirby designed 2 person dinghy w/main, jib and spinnaker. JSA of Long Island Sound choice as double-handed trainer. Self bailing, carbon mast, quick capsize recovery & fiberglass hull provide performance, safety, wide appeal. Fast-growing, strict one design class.

J/22 CLASS ASSOCIATION Christopher Howell Executive Secretary 12900 Lake Ave., #2001, Lakewood, OH 44107 Phone: (216) 226-4411, Fax: (216) 916-4840 Email: [email protected] • www.j22.org

LOA LWL Beam Draft Disp

22’ 6” 19’ 0” 8’ 0” 4’ 0” 1,850 lb

PIXEL CLASS ASSOCIATION Wes Oliver, Interim Class President 10 Nearwater Rd., Rowayton, CT 06853 (203) 855-8923 • [email protected] www.sailpixel.com

LOA LWL Beam Draft up/dn Weight

13’ 9” 12’ 6” 5’6” 5”/ 3’6” 200 lb

LIGHTNING

S2 7.9

After 75 years and 15,540+ boats, the Lightning offers the toughest competition in one-design sailing. Join us and compete at the International level, race in 10 regional regattas that draw 40+ boats, or race in 150 active fleets worldwide.

The S2-7.9 class offers an owner-controlled class association supporting sailors of various skills. It sponsors regional and national events and an active website (s279.org). The boat’s fully-retractable keel allows easy trailering; rigged to race in 45 minutes. A mast replacement program assures stable resale value, and affordable sound boats are available. A true multi-purpose boat offering 25’ 11” great racing, comfortable family sailing with LOA LWL 21’ 8” basic cruising capabilities.

INT’L LIGHTNING CLASS ASSOCIATION Laura Jeffers, ILCA Executive Secretary (727) 942-7969 • [email protected] www.lightningclass.org

LOA 19’ 0” Beam 6’ 6” Draft up/dn 5”/4’ 11” Weight 700 lb

S2 7.9 CLASS ASSOCIATION (615) 336-7900 • www.sail79s.org

Beam 9’ 0” Draft up/down 16”/5’ 0” Disp. 4,250 lb

FLYING SCOT

SHIELDS

Design, quality, and service have built the Flying Scot into a large national class, with over 6,050 boats built and over 110 active fleets. Size and stability have made the Flying Scot a favorite family daysailer/racer for more than 50 years.

Inspired by the 12-Meter, Olin Stephens designed the Shields to be exhilarating in rough weather yet remain lively in light air. Active fleets are located in Long Island Sound; Buzzards Bay & Martha’s Vineyard; Chicago; Chesapeake Bay; Mystic, CT; Newport Beach & Monterey, CA; Mass. Bay; and Newport, RI. 2014 marks the Shields Class Association’s 50th anniversary.

FLYING SCOT Boat Information: (800) 864-7208 Fax (888) 442-4943 • www.flyingscot.com F.S.S.A. (Fleet Information): (800) 445-8629 Fax (803) 765-0860 • www.fssa.com

LOA Beam Draft up/dn Disp.

19’ 0” 6’ 9” 8”/4’ 0” 850 lb

SHIELDS CLASS ASSOCIATION Wendy Goodwin, Class Secretary shieldsclass.com • wendy@ capecodshipbuilding.com

LOA LWL Beam Disp Draft

30’ 2” 20’ 6’ 5” 4,600 lb 4’ 9”

OPEN 5.70

J/80

The Open 5.70 is meant for sailors who have experienced fun surfing on small dinghies or catamarans and want to find once again the same sensations on a small, safe, sport keelboat. As an International OD Class, the Open 5.70 is a fantastic, fast sportboat supported by a friendly and active Class Association.

J/80 is fast, stable, and affordable. It’s fun to sail, planes in 15 knots of breeze, and is easily trailered and launched. With over 1500 boats in 15 countries, the J/80 is a ISAF recognized and a competitive and rapidly growing one-design class. 2014 J80 Worlds 28 Sep - 5 Oct, 2014, Eastport Yacht Club, Annapolis, MD

OPEN 5.70 NORTH AMERICAN CLASS ASSOCIATION

J/80 CLASS ASSOCIATION USA

596 Bryson Avenue, Palo Alto, CA 94306 [email protected] www.open570usa.com

Conor Hayes, USA Class President 10 Sheridan Road, Annapolis, MD 21012 [email protected] • www.j80.org

LOA Beam Draft up/dn Disp

18’ 9” .8’ 3” 8”/5’ 9” 1,100 lb


26’ 3” 22’ 0” 8’ 3” 4’ 11” 3,304 lb

POWERED BY

JET 14 CLASS

EL TORO

Quick to plane, easy to handle, very fun and very affordable, this twoperson dinghy is perfect for husband-wife, parent-child and junior teams. Come sail with us — the competition is excellent and Jets built in the ’50s remain very competitive with our newest glass boats!

One of the largest one-design classes in the U.S., originating in the 1930s. Excellent youth boat for beginners to advanced junior-sailing programs. Active and competitive racing class for sailors age 7 to 80+ years! Call or write for info, a list of builders, or plans to build your own.

JET 14 CLASS ASSOCIATION Tiffany and Bryan Parker, Secretary/Treasurer 6176 Winding Creek Ln., North Olmsted, OH 44070 (440) 716-1859 • [email protected] www.jet14.com Builder: Allen Boat Company

EL TORO INT’L YACHT RACING ASSOCIATION LOA=LWL Beam Draft up/dn Weight

14’ 0” 4’ 8” 4”/4’ 2” 285 lb

Steve Lowry, Class Secretary 91 Waldo Point, S-40, Sausalito, CA 94965 (707) 526-6621 • www.eltoroyra.org

LOA Beam Weight SA

8’ 0” 3’ 11” 80 lb 49 sq. ft.

INTERNATIONAL 210

SUNFISH

Fast, powerful, exciting, the 30-foot 210, after 70 years, is still state-of-the-art in keelboat fun and is still growing with 10 active fleets. Great people, great events, great boats.

Join the United States/International Sunfish Class Association and you will join one of the all-time great racing classes. Races are held nationwide and internationally, virtually every week of the year. Competitors range from ages 8 to 80.

INTERNATIONAL 210 ASSOCIATION Greg Sullivan, 59 Water Street, Hingham, MA 02043 • (781) 749-4141 [email protected] • www.210class.com

LOA 29’ 10” Beam 5’ 10” Draft 3’ 10” Disp 2,300 lb SA (main & jib) 305 sq/ft SA (spin.) 400 sq/ft

INTERNATIONAL SUNFISH CLASS ASSOCIATION 2812 Canon Street San Diego, CA 92106, USA +1 619 222-0252 Email: sunfishoff@gmail .com www.sunfishclass.org

LOA LWL Beam Draft up/dn Weight

13’ 10” 13’ 0” 4’ 1” 7”/3’ 4” 129 lb

ENSIGN

ALBACORE

“2002 Inductee, The American Sailboat Hall of Fame”. Classic daysailer/class racer with large cockpit. Regional and national quality competition in 50 active fleets. By far, the largest class of full-keel one-design sailboats in the United States. Builder: Ensign Spars, Inc., Marquette, MI

Modern boat. Classic heritage. • Over 8200 Albacores built internationally • Regatta fleets 40 to 70 boats • Planing speeds 15kts plus • Stable daysailor and competitive racer • Builders in Canada, USA and UK

ENSIGN CLASS ASSOCIATION

U.S.: Michael Heinsdorf, [email protected] Canada: Mary Neumann [email protected] www.albacore.org http://albacore.ca

Mike Macina, Commodore [email protected] (860) 887-7008 www.ensignclass.com

LOA LWL Beam Draft: full Disp.

22’ 6” 16’ 9” 7’ 0” 3’ 0” 3,000 lb

U.S. & CANADA ALBACORE ASSOCIATION LOA 15’ 0” Beam 5’ 4” Hull Weight 240 lb SA (main & jib) 125 sq/ft Designer Uffa Fox

WINDMILL

J/105

One of the fastest one-designs in this size range, with over 5700 boats built. This lightweight performance sloop is quick to plane, yet easy to handle. Strong support nationally. We now have a new builder with beautiful glass hulls starting at $4500, and components and kits available. And of course you can always build your own wooden boat. Whether new, used, wood or fiberglass; LOA 15’ 6” the Windmill Class is “Just Plane Fun”.

Introduced in 1992 as the first modern day keelboat with bow sprit and asymmetric spinnaker, the J/105 today is the most successful one-design keelboat class over 30’ in the USA with over 680 boats sailing worldwide. Upcoming NACs in Toronto, ON (2014) and San Francisco, CA (2015).

WINDMILL CLASS ASSOCIATION Allen Chauvenet, Class Secretary [email protected] • windmillclass.com

Beam Draft up/dn SA Main SA Jib

4’ 9” 6”/4’2” 84 sq/ft 35 sq/ft

J/105 CLASS ASSOCIATION Christopher E. Howell, Class Administrator 12900 Lake Ave., #2001, Lakewood, OH 44107 (216) 226-4411, Email: [email protected] www.j105.org


34’ 6” 29’ 6” 11’ 0” 6’ 6” 7,750 lb

SOVEREL 33

MELGES 24

Inspired by the desire to create a yacht completely unhampered by handicap rules, the Soverel 33’s single design criterion was to excel under all conditions and all points of sail. An exhilarating One Design or handicap racer for the most accomplished and aggressive skipper yet safe, easy to sail, and comfortable for the whole family.

The Melges 24 is built with carbon-fiber so she’s light, fast, fun, and easy to tow. Over 850 of these hot, new one-designs have been built. Chosen as Sailing World magazine’s “Boat of the Year.”

SOVEREL 33 CLASS ASSOCIATION Mark McCarthy, Class President [email protected] | (860) 301-6749 www.soverel33.com

LOA Beam Draft Disp

33’ 11’ 5.83’ 5,800 lb

MELGES 24 CLASS ASSOCIATION Andy Burdick, Class Coordinator P.O. Box 1, Zenda, WI 53195 (262) 275-1110 | Fax (262) 275-8012 www.melges.com www.usmelges24.com

LOA 24’ 0” Beam 8’ 2” Draft (keel down) 5’ 0” Disp. 1,783 lb SA (main & jib) 380 sq/ft

POWERED BY

MC SCOW

WAYFARER

One of the fastest growing classes in the U.S.! Sail single-handed or take a crew. Over 80 fleets throughout the country with more than 60 regattas per year. Age classifications for more seasoned sailors.

One of the largest one-design centerboard classes in the world with over 11,000 boats built. A classic spinnaker equipped racing dinghy that, with its wide beam, seaworthiness and roomy cockpit, continues to be popular for cruising and training. With the redesigned Mark IV being built by Hartley Boats in England and distributed in North America, the class is once again showing rapid growth.

MC SAILING ASSOCIATION Chris Craig, W257 S10550 Horseshoe Ln, Mukwonago WI 53149 • (810) 449-3443 Email: [email protected] www.mcscow.org

U.S. AND CANADIAN WAYFARER ASSOCIATIONS LOA 16’ 0” Beam 5’ 8” Hull Weight. 420 lb SA 135 sq/ft

James Heffernan, Wayfarer International Secretary USA 919-942-6862 www.uswayfarer.org www.wayfarer-canada.org www.npboatsus.com

BULLSEYE

LOA 15’ 10” Beam 6’ 1” Draft[CB] up/ 8”/3’ 10” Min Weight 375 lb SA 95/46/125

Best of Luck!

Excellent for the novice sailor, for family day sailing and for racing; proven exceptionally seaworthy for 100 years and easily trailered. Bullseyes have active fleets of experienced and new racers, National Championships, a class newsletter and annual dinner.

BULLSEYE ASSOCIATION 37 High Street, Rockport, MA 01966 (781) 799-5988 [email protected] www.bullseyeclass.org


15’ 8” 12’ 7” 5’ 10” 2’ 5” 1,350 lb

2 0 1 4 C H A M P I O N S H I P R E G AT TA S C H E D U L E AUGUST 2014

BUCCANEER 18 An exciting design, with planing hull, spinnaker launcher, and furling jib keeps this two-handed dinghy racing in North America. Friendly and growing class sponsors an active online community. Buy new Nickels, or affordably maintain your older boat.

Aug 17-21, 2014

Ensign National Championship

Pentwater, MI

Aug 21-23, 2014

S2 7.9 Championship

Holland, MI

Aug 22-24, 2014

Comet Int’l Championship

Ocean Gate YC, NJ

Aug 23-24, 2014

Isotope National Championship

Lake Waccamaw, NC

BUCCANEER 18 CLASS ASSOCIATION Jimmy Yurko, Commodore [email protected] www.buccaneer18.org www.nickelsboats.com

LOA 18’ 0” LWL 16’ 8” Beam 6’ 0” Draft up/dn 7”/3’ 10” Weight 500 lb

COMET Designed in 1932, the fun-to-sail Comet offers, high-level doublehanded racing to all ages with equally competitive fiberglass and wooden boats. Friendly people, great boats, used and new selfrescuing design.

Sept 3-6, 2014

Viper 640 NA Championship

Long Beach, CA

Sept 10-13, 2014

50th Shields National Championship

Larchmont YC, Larchmont NY

Sept 19-21, 2014

Canadian Albacore Championship

Nepean SC, Ottawa

Sept 25-27, 2013

MCSA National Championship

Augusta YC

Sept 25-28, 2014

J/105 NA Championship

Royal Canadian YC, Toronto

Sept 27-28, 2014

Ideal 18 NA Championship

Indian Harbor YC

Sept 28 - Oct 5, 2014 J/80 Worlds

COMET CLASS YACHT RACING ASSOCIATION Talbott Ingram 20 Boxwood Dr., Ocean, NJ 07712 [email protected] • (732) 695-0004 www.CometClass.com

SEPTEMBER 2014

LOA 16’0” Weight w/board 260 lbs. Beam 5’0” SA 140 sq/ft Draft up/dn 6”/3’

110

Eastport YC, Annapolis, MD

OCTOBER 2014

Oct 15-18, 2014

Rhodes 19 National Championship

Southern YC, New Orleans

CALLING ALL ONE-DESIGN CLASSES

Higher and faster for 75 years! The 110 provides tight racing and superior sailing qualities for all ages on both coasts and the Midwest. New boats building for 2014. 75th anniversary National Championship 2014!

Partner with the NOOD Regattas to run your 2015 class championship. For more information on how to set up your Championship at the NOODs email us at [email protected]

INTERNATIONAL 11O CLASS Tom Craig, 800 Main St. West Newbury, MA 01985 www.110class.com


24’ 18’ 4’ 2” 2’9” 910 lbs

LET US DO THE WORK FOR YOU Want To Include Your Class In The Harken One-Design Section? Call: 401-845-4440 or Email: [email protected]

SHACKLES High Performance

ARE YOU READY? New!

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From the detailed assembly, finishing and unconventional thinking, Tylaska products provide sailors the ultimate in performance, strength & sailing pleasure.

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SW 108


The waterproof and breathable Henri Lloyd Sport line features the lightest Gore-Tex jackets, pants and shorts available—perfect for your fall adventure. No matter where you’re headed, Landfall has the clothing and gear you need to get home safely. We’ve been outfitting sailors for over 30 years. CALL, CLICK OR VISIT. Get our catalog and email, or shop online anytime. See us at the Annapolis Boat Show: Tent C Booth 46.

MARINE HARDWARE

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DIVISION OF VECTOR ENGINEERING, INC. MYSTIC, CT • MADE IN THE USA • (860) 572-8440

landfallnav.com SAFETY | NAVIGATION | REFERENCE | WEAR ©2014 Landfall Navigation. All rights reserved.

www.tylaska.com

Race NOOD In the BVI’S Oct. 25-Nov. 1, 2014

Didn’t Win Your NOOD?

Doesn’t Matter! Join the Winners Anyway… Reserve Your Boat Today! Sailing World invites you to participate in the Caribbean NOOD Championship, the annual culmination of the NOOD Regatta Series, October 25 – November 1, 2014. We have expanded the championship by adding an open bareboat class alongside the NOOD winners‘ fleet. Sunsail is offering special NOOD pricing on their fleet of high-performance bareboats based in Tortola. Experience great parties and Caribbean racing from island to island. This year we’ve booked a stop at the Bitter End Yacht Club for the star-studded Pro-Am Regatta. Book now to get in on the fun!

For More Info Call: 855-476-0301

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42 years experience guarantees a perfect fit for each of these classes +80 more on website

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EMERGENCY LIFE R AFT

420, 470 505 Albacore Apollo Bandit 15 Banshee Buccaneer Bullseye Butterfly Cape Dory 19 Capri 14, 16, 22 Catalina 22,25,250 Catalina 27, 30 Celebrity CL 11, 14, 16 Comet Compac 16 Corinthian Coronado 15 Corsair 28 C-Scow Daysailer Ensign 22 Enterprise E-Scow Expedition 12, 14 Expo 14.2 Finn Fireball F. Dutchman FJ

Penguin Fly’g Scot Picnic Cat Force Five Pintail Freedom 30 Point Jude Hampton OD Harpoon 4.6, 5.2 Precision 14, 15, 16, 18, 21, Highlander® Hobie 14, 16, 18 23, 27, 185 Rebel Holder 12, 14 RH Bantam Hunter 22,28, Rhodes 19 146,170, 260 Sandpiper Interclub San Juan 21 Interlake Int’l 14, Int’l 110 Siren 17 Snipe J-22, J-24 Javelin Spindrift 15, 19 Jet 14 Star Starwind 15, 18, 19 JY 14,15 Sunbird Knarr ® ® Sunfish® Laser , Laser 2 Lido 14 Sweet 16 Lightning Thistle™ Luders 21 Vanguard 15 M-16, M-20, I-20 Victoria 18 MacGregor 26 M, X Widgeon Mariner Windmill MC Scow Woodpussy Melges 24 X-Boat Montgomery 17 XCITE Mutineer Y Flyer Natl One Design Zuma® Opti Dinghy (3:6!:(03*6=,9:

Premium Acrylic or Tough Polyester Army Duck


SW 112

FREE Rot-Proof Teflon Thread LASTS Life of Cover. ($100 value) Our covers last 7-10 years! (Industry norm = 5 yrs.)

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443-433-5723 jackmartin.com [email protected]

Join us in the BVI for the Caribbean NOOD Championship For Charters Call 855.476.0301

INVEST IN THE BEST!

5614 S.W. 25 Street, Hollywood, Fl 33023 954-966-7329 • Fax: 954-966-3584 [email protected]

SAILING WORLD CLASSIFIEDS F O R R AT E S E - M A I L :

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FOR MORE INFO GO TO

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DR. CRASH D I A G N O S E D

FRIED ELLIOTT

D I S A S T E R

THE DOC IS STOKED ABOUT ALL THE ACTION COMING OUT OF THE SKIFF SCENE. These guys just drop in out of nowhere and put on the best

114 SW


show this side of Cirque du Soleil. Mark my words: This mast-jousting stuff will get sailing on TV a lot faster than foiling cats. —Dr. Crash

As good as it looks. The performance cut of the Coastal Racer makes it ideal for fast-paced regatta racing without compromising the usual coastal jacket features. Made with a soft-touch laminated fabric, we’ve also included watertight zips, a thermal collar and a roll-away adjustable hood for added protection and a clean, modern look.

gillna.com

Ian Roman/Abu Dhabi Ocean Racing

POWER FOR EXTREME CONDITIONS Volvo Penta is the only marine engine used in the world’s most demanding sporting event, the Volvo Ocean Race. With saildrives from 10 to 140 hp and a host of auxiliary power options, our engines meet and exceed the toughest demands. And our global support network is everywhere you need us to be. Learn more at volvopenta.com/us.

D2-75 WITH SAILDRIVE

Ce-Am Facut Cand Am Tacut Andreea Esca

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