Sailing Today with Yachts & Yachting June 2022

AMERICA’S CUP VENUE: WHAT BEN THINKS

with JUNE 2022 £4.95

GET READY FOR THE SEASON Tech upgrades Sailing skills Holidays afloat

BOAT TEST

Sleek and easy short-hander CRUISING Suffolk and Isles of Scilly FAMILY WINNERS “How we won Cowes Week”

But where will it end?

ROUND THE WORLD Doing it as a rally

BEACH CLUB TIPS How to have a great week

9 771367 586148

SAILGP THRILLS

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IAN WALKER Keeping kids and teenagers sailing

New Arcona 50 The first Arcona designed by Jeppesen & Pons

The new 50ft Arcona flagship is designed for ocean performance sailing. A joy to sail shorthanded, you can expect the highest standards of Swedish craftsmanship, strength, and safety throughout this yacht creating pure cruising pleasure and superb sailing performance.

Join us at the South Coast Boat Show, 6-8 May where you can meet the Arcona 50 designers, Niels Jeppesen & Ariadna Pons, look around the new Arcona 385 & step on board the award-winning Arcona 435.

Email info@seyachts.com to book an appointment.

REGULARS

8 News 24 Tom Cunliffe 34 Paul Heiney 36 Andy Rice 98 Jess Lloyd-Mostyn

UNDER SAIL

16 Isles of Scilly

Tim Good spends three months exploring the anchorages of the Isles of Scilly

28 America’s Cup

16

All the reaction to the new venue

46 South America An adventurous circumnavigation of South America via the Panama Canal

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52 Interview Ian Walker on how shaking up the RYA junior programme is bringing positives

56 Cowes Week We hear from last year’s winner, plus what to look forward to at 2022’s big event

70 Beach Clubs Options for enjoying a summer break

74 Gulls Eye Marina guide to Suffolk

86 Oyster World Rally A round the world cruise in company

BOATS

14 New boat news 38 Beneteau Oceanis 34.1

60

28

An innovative Marc Lombard design

66 On test: ICE 70 A classy cruiser with a real turn of speed

92 Three of the Best Three of the finest brokerage boats

EXPERT’S FORUM

81 Expert’s Forum

Advice covering everything from racing techniques to cruising conundrums

86 72

GEAR

60 Buyer’s Guide Electronics upgrades

94 Launched Our picks and reviews

Sailing Today with Yachts & Yachting NOVEMBER 2020

3

Welcome

EDITORIAL EDITOR

Sam Jefferson 020 3943 9261 sam.jefferson@chelseamagazines.com Georgie Corlett-Pitt georgie.corlett-pitt@chelseamagazines.com GROUP EDITOR Rob Peake ART & PRODUCTION EDITOR Gareth Lloyd Jones PUBLISHING CONSULTANT Martin Nott PUBLISHER Simon Temlett simon.temlett@chelseamagazines.com ADVERTISING ADVERTISEMENT MANAGER Mark Harrington 020 7349 3734 mark.harrington@chelseamagazines.com SENIOR SALES EXECUTIVE Charlene Homewood 020 7349 3779 charlene.homewood@chelseamagazines.com GROUP SALES DIRECTOR Catherine Chapman HEAD OF SALES OPERATIONS Jodie Green ADVERTISEMENT PRODUCTION Allpoints Media Ltd allpointsmedia.co.uk CHAIRMAN Paul Dobson CHIEF FINANCIAL OFFICER Vicki Gavin MANAGING DIRECTOR James Dobson Published by: The Chelsea Magazine Company Ltd Jubilee House, 2 Jubilee Place, London, SW3 3TQ Tel: 020 7349 3700 © The Chelsea Magazine Company Ltd 2020.

All Rights Reserved. ISSN 1367-5869 (print) ISSN 2059-9285 (digital)

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Skipper’s View TRYING TO FIND A SILVER LINING IN THE LATEST ROUND OF CRISES IS DIFFICULT BUT, FOR SAILORS, IT'S THERE IF YOU LOOK HARD ENOUGH MANY YEARS AGO, my head full of dreams of beconming a yachting journalist, I secured a job at the RYA in their marketing department.

Perhaps the most disturbing part of my job was monitoring yachting forums to 'gauge the mood of the average sailor'. Quite frankly, it was a terrifying experience and I was dragged into a sort of black hole which seemed to be mostly populated by people who refer to their wife as SWMBO. Pent up fury seemed to abound on these forums and I noted over time that sailors were referred to in vaguely derogatory terms as 'raggies'. This intrigued me as it indicated that a group of boaters I generally looked down on also looked down on me. For sailors, looking down on powered boats is a tradition that goes back centuries. To quote Joseph Conrad: 'The modern steamship advances with a thudding rhythm in her progress and the regular beat of her propeller, heard afar in the night with an august and plodding sound as of the march of an inevitable future. But in a gale, the silent machinery of a sailing ship would catch not only the power, but the wild and exulting voice of the world’s soul '. Inspiring words; yet for all that, perhaps some of our snobbery is misplaced. After all, many sailors are a bit too willing to fire up the motor at the first sign of a headwind. I recall I did a full season as a charter skipper out in Croatia a few years back. Guests would come aboard at the start of the week avowing their wish to learn to sail only to become distraught when sails were raised that both caused the deck to slant and shaded a heretofore perfect sunbathing spot. Even racing sailors are often guilty of powering out to the start line and motoring back home again at the end of a race. I am as guilty as any other. To this end, I decided last summer to change my ways and sail in and out of port when possible and letting the wind take me where it wished thereafter. The net result of this plan was that, thanks to capricious winds, I covered about 50 miles of coastline in three months of sailing. Anyway, the current fuel crisis makes this plan all the more pressing and if we can take anything positive out of it, it is that we have a mast and sails and therefore the means to dispense with the hated diesel engine.

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No part of this magazine may be reproduced without permission in writing. Every care is taken to ensure the accuracy of information in Sailing Today, but no responsibility can be accepted for the consequences of actions based on the advice portrayed herein.

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JESS LLOYD MOSTYN is a writer and blue water cruiser who is currently moored in Singapore

TOM CUNLIFFE is an author, journalist and TV presenter, and one of Britain's best-known cruising sailors

ANDY RICE is a journalist and veteran dinghy racer who has won championships at both ends of a skiff Sailing Today with Yachts & Yachting JUNE 2022

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Cutting edge of history An enthusiastic owner new to racing under sail and a crew of experienced sailors at their first J-Class regatta together proved a winning combination as Ranger clinched the Saint Barth’s Bucket J-Class title in March. Under America’s Cup-winning skipper Ed Baird, Ranger finished one point clear of Hanuman and Velsheda after four races at the French Caribbean island’s annual superyacht regatta.

Ranger was built of steel in Denmark from 2002-3 as the first of the ‘replica’ Js, constructed to the original Starling Burgess and Olin Stephens lines of Harold Vanderbilt’s ‘Super J’ which won the 1937 America’s Cup 4-0 against Endeavour 2. Photo: Tino Baum

News

Ebb and flow EVENTS | NEWS | TALES FROM THE SAILING COMMUNITY

SailGP finale is a thriller Tom Slingsby’s Australia SailGP Team won the $1m prize in the season’s grand final amid great drama on San Francisco Bay. It was the second overall victory for Slingsby and his team, who were the innaugural SailGP winners in the series’ first season.

The Great Britain SailGP team, led by Sir Ben Ainslie, were second at the action-packed San Francisco event and finished the season fourth overall, after a high-speed collision at an earlier event put them down the rankings.

Sir Ben’s team won $35,000 for coming second in the SailGP Impact League, which “rewards positive actions” in sustainable travel, tech, single-use plastic and communications.

But it was the Australians’ day, Slingsby’s team prevailing over rivals Nathan Outteridge’s Japan and Jimmy Spithill’s United States.

In difficult conditions and unpredictable racing, rookie Spanish driver Jordi Xammar crashed into Spithill’s F50 and tore a hole in the back of the USA catamaran. This required the US team to undertake frantic on-water repairs to get ready for the grand final and ended Spain’s racing.

In the next race, France and New Zealand collided – resulting in four penalty points for

Peter Burling and crew, despite being the right of way boat – as Australia prevailed to win the Mubadala United States Sail Grand Prix ahead of Great Britain and Japan.

The championship’s grand final then started, with the US taking an early lead, only for the action to be abandoned for 15 minutes after a whale was sighted on the course.

In the re-started race, Australia dominated, managing to find better pressure and opening up an early lead in increasingly difficult conditions and patchy wind.

After collecting the trophy and the $1m team prize, Slingsby said: “More important than the money is that Australia came out on top and we can call ourselves the best in the world.

“Money comes and goes and glory lasts forever. I know that’s a saying, but we really feel it right now.”

Spithill said: “The Aussies have been the benchmark team all season and to do it back to back is very impressive – they deserve the win.”

Sir Ben Ainslie said: “It was a random day with that unusual southerly breeze coming off the city and leading to absolute carnage on the water, which I’m sure was entertaining to watch.

“We had a particularly full-on incident in race two. Coming down the run at around 80kmh on starboard tack to the Kiwis and French, we were inches from a big collison, a heart in mouth moment we won’t forget for a long time.

“Congratulations to Tom [Slingsby] and his team on a great series. They certainly earned their win. For us it was great to finish on a high note with a second for the event and fourth overall, with lots of positives to take to Bermuda.”

SailGP’s third season kicks off with the Bermuda grand prix, presented by Hamilton Princess, on May 14 and 15, with an enlarged fleet of 10 teams, now including Switzerland and Canada.

Events are confirmed in Chicago, the UK event in Plymouth (30-31 July), Copenhagen, Saint-Tropez, Cádiz-Andalucía, Dubai, Christchurch and the final again in San Francisco.

More destinations are still to be announced.

Meanwhile Hattie Rogers from Lymington beat the world’s best WASZP sailors in San Francisco to take a superb victory in the SailGP Inspire WASZP Grand Final, the culmination of season two’s Inspire Racing x WASZP series.

SailGP Season 2 final standings 1 Australia 2 Japan 3 United States 4 Great Britain 5 New Zealand 6 Denmark 7 Spain 8 France

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JUNE 2022 Sailing Today with Yachts & Yachting

Impact League Leaderboard 1 New Zealand 1246 pts 2 Great Britain 1192 pts 3 Australia 1161 pts 4 Spain 1094 pts 5 France 1081 pts 6 Japan 1048 pts 7 United States 1024 pts 8 Denmark 967 pts

News

Ocean Shipyard Ltd building new Southerly 42 in Southampton Ocean Shipyard Limited is up and running in Marchwood, Southampton, having taken over the site of the Discovery Shipyard, which closed its doors in December last year.

Led by Steve Edwards, the Discovery Shipyard’s former general manager, Ocean Shipyard Limited will be building Southerly yachts and Bluewater Catamarans.

Three models are in build – two Southerly 48s and the first ever Southerly 42 – and many of the former Discovery Shipyard team have been employed. The yard is offering refits and fit-out for yachts and motorboats up to 60ft, while its onsite joinery facilities will also be taking on work outside the marine industry.

The Discovery 48S was voted the Bluewater Cruiser of the Year in our British Yachting Awards in

December, just weeks before the shocking news was announced that funding for the shipyard had been withdrawn and liquidators were called in.

The company’s 77 employees were made redundant at the time.

With backing secured for the Bluewater Catamaran and Southerly brands, the new company is building three of the boats that were part-finished, with the customers having signed new contracts with Ocean Shipyard Ltd. Target launch for the Southerly 42 is next spring.

Steve said: “It is fair to say we have been overwhelmed by the amazing support from all stakeholders, the staff, existing build clients, our build clients and the wider industry for our services.

We are confident that the yard has a great future.” oceanshipyardlimited.com

James Harayda for Vendée Globe Young British skipper James Harayda has announced he aims to compete in the Vendée Globe 2024 and wants to win the event in 2028.

Harayda became known last season as Dee Caffari’s co-skipper in the UK double-handed offshore series and he will be competing in the Vendée Globe as part of Gentoo Sailing Team, set up in 2020 when he and Caffari teamed up.

Harayda said: “The race has always been the ultimate challenge and an event I have always wanted to conquer. It’s the ultimate test of human endurance. On top of this, the Vendée Globe is so much more than just showing up and competing.

“The journey to the start line is considered one of the hardest parts of the race – the funding required, racing calendar, preparation needed, technical know-how, and just the sheer scale of the project cannot be underestimated. For me, this race is about achieving something that very few people ever have. Less people have done this than been into space or climbed to the top of Everest. It is also

about using this platform to show the world that being sustainable, in all uses of the word, does not come at a cost to performance. Our aim as a team is build our skills, knowledge, and partnerships through 2024 with an aim to win the Vendée Globe in 2028, making me the youngest and first Brit to do so. I have a fantastic team around me which will be growing as we progress and I am confident that given the right resources, we can win this race in 2028.”

Caffari, a veteran of the race, said: “The Vendée Globe takes talent and ability as well as resilience and tenacity. Having sailed with James for the last 18 months I have seen these qualities in him.”

Gentoo Sailing Team has also created a youth development programme. Ten boys and ten girls aged 16-23 from different backgrounds were selected to join the programme, which aims to create pathways for them to progress in sailing. The young sailors will benefit from mentoring, coaching, technical workshops and offshore racing in the 2022 JOG and RORC seasons.

NEWS BRIEFS easyBoat.com The founder of easyJet has launched easyBoat.com, a new price comparison website for yacht charter. Sir Stelios Hatjiioannou said: “As a keen yachtsman and fair-weather sailor myself I have no hesitation in recommending a holiday at sea with the privacy and independence of your very own yacht for the week!”

Round the Island Race entry Entries are flooding in for the Round the Island Race on Saturday 25 June. The Island Sailing Club reports a high level of interest for the annual circumnavigation of the Isle of Wight, which thousands of sailors enjoy each year. roundtheisland.org.uk Helly supports RNLI Helly Hansen announced the continuation of its support of the RNLI’s Mayday campaign by donating 50% of all UK online sales during May to the charity, as it has done since 2018.

Keeping up Emirates Team New Zealand launched a prototype, hydrogen-powered, foiling chase boat in Auckland, designed for the current crop of 50-knot America’s Cup boats and a drive towards a more sustainable regatta.

Beacon day April 6 marked the tenth annual 406Day, aiming to raise awareness of the benefit of using 406 MHz emergency locator beacons for sailors.

Troon gets five Gold Anchors After a recent £1.5million upgrade, Troon Yacht Haven has been awarded the coveted 5 Gold Anchors award from The Yacht Harbour Association. An independent assessor reviewed facilities, procedures, and customer feedback at the Ayrshire marina.

Albin Ballad party The UK Ballad Association is organising 50th anniversary celebrations of the Albin Ballad, from 10-13 June in Fowey, Cornwall.

All current and previous Ballad owners are invited. ukballadassociation.org

Sailing Today with Yachts & Yachting JUNE 2022

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News

Cowes Classics Week

Speed record bid A team aiming to break the world speed sailing record and hit a target of 150kmh, roughly 80 knots, has unveiled the boat they’re building.

Team Syroco will be using kite-surfing and foiling technology to smash the existing record of 65 knots (121kmh), set by Paul Larsen and Vestas Sailrocket 2 in 2012 in Namibia.

Syroco is being led by Alex Caizergues, holder of the kitesurf speed record of 54 knots, who will pilot the boat with Benoît Gaudiot, a fellow kite-surfer who won Weymouth Speed Week in 2014. The international team comprises scientists, engineers and builders. The structure is being built at Persico Marine and is scheduled for launch later this year. The record attempt will be made off the south of France.

Project manager Mayeul van den Broek said: “Since the initial concept our design has significantly evolved. It has been optimised to generate as little drag as possible in the air and the water.”

Team member Xavier Lepercq said: “Our boat is 10m long and 7m wide.

From the beginning our philosophy has been to build an extremely stable boat, so we quite naturally decided to design a boat that doesn’t fly. The boat has three contact points with the water, the main hull and two side floats. At the rear, the power module constantly aligns the kite’s ascending force, which pulls the boat up, with the foil’s force, which pulls the boat down. We are also developing a kite that is more powerful than a conventional rig.” syro.co

Return of Volvo Cork Week The Royal Cork Yacht Club is seeing a big turnout for the return of its Volvo Cork Week regatta which will take place on Cork Harbour from 11-15 July.

The renowned biennial regatta, first held in 1978, this year incorporates the Irish Cruiser Racing Association National Championships, 1720 European Championships, the Beaufort Cup, the Southern championships for the International Dragon Class and an SB20 International Grand Slam curtain raiser.

All qualifying boats entered in Volvo Cork Week 2022 will automatically be entered into the ICRA National Championships, “the pinnacle of the Irish cruiser racing calendar”.

The 2022 event is the first after two years of cancellations, including the intended 300th anniversary celebrations of the club in 2020. The Royal Cork Yachth Club was founded in 1720.

Volvo Cork Week co-chairperson Ross Deasy said: “Having missed out in 2020, there is huge pent-up excitement about this event and we promise great fun both on and off the water. This event has been over 300 years in the making, no sailor should miss it.” corkweek.ie

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JUNE 2022 Sailing Today with Yachts & Yachting

Entries have opened for Cowes Classics Week 2022, with racing from 27 June to 1 July.

Entries are anticipated from multiple dayboat fleets including Dragons, Swallows, Solent Sunbeams, Loch Long ODs, XODs, BODs, Squibs, Flying Fifteens and many more, together with Metre boats, old gaffers and cruiser/ racers such as Folkboats, Contessas, SCODs, Twisters and Nicholsons also on the water.

The regatta – billed as the “world’s biggest classic yacht regatta of its kind” – takes place right after the Island Sailing Club’s Round the Island Race. On Sunday 26 June, around 60 classic cars and classic boats will assemble on the Parade and the Trinity Landing for the second edition of Cowes Classics Day. cowesclassicsweek.org

Ranger wins J-Class show at Saint Barth’s An enthusiastic owner new to racing under sail and a crew of experienced sailors at their first J-Class regatta together proved a winning combination as Ranger clinched the Saint Barth’s Bucket J-Class title in March.

Under America’s Cup-winning skipper Ed Baird, Ranger finished one point clear of Hanuman and Velsheda after four races at the French Caribbean island’s annual superyacht regatta.

Ranger was built of steel in Denmark from 2002-3 as the first of the ‘replica’ Js, constructed to the original Starling Burgess and Olin Stephens lines of Harold Vanderbilt’s ‘Super J’ which won the 1937 America’s Cup 4-0 against Endeavour 2.

At 28.6m Ranger is the longest on the waterline of the trio racing at St Barths, compared to 27.7m for Velsheda and 26.8m for Hanuman, and even after losing six tonnes in a recent refit is the heaviest at 196 tonnes, compared to Velsheda’s 180 and 172 tonnes for Hanuman.

John Kostecki is Ranger’s tactician, supported by Jordi Calafat and Jules Salter, a unit that can boast two recent TP52 world titles. Recent updates to the boat included improvements to the hydraulics to give more winch power, as well as better weight distribution, aiming to move weight forward “as Ranger has always sat stern down”.

Hanuman’s skipper Ken Read said: “Getting these boats around the race course on a light airs day isn’t easy and so I am very proud of the team, especially how we were doing in today’s conditions.”

The next J-Class regatta will be the Palma Superyacht Cup in Mallorca, 29 June to 2 July, followed by the Maxi Yacht Rolex Cup in Porto Cervo, Sardinia, 4-10 September.

OBITUARY

Les Powles, 1925-2022 Les Powles, who died earlier this year, was one of those eccentric corinthian Brits who was content in his own company and never understood the public admiration or fuss he received for sailing solo around the world three times during the 1970s and 1980s, writes Barry Pickthall.

A land-based engineer from Liverpool, Powles began to crave the freedom of the seas during the early 1970s and spent his £7,000 life savings self-building his 34ft Bruce Roberts designed yacht Solitaire. Somewhat recklessly, he set out to cross the Atlantic in 1975 with only eight hours’ sailing experience. He was heading for the Caribbean on the first stage of an around the world cruise, but poor navigation led him to land in Brazil. “I didn’t have GPS in those days,” he lamented. “There is no excuse now for getting it so wrong.”

Les also recalled some of the scariest moments, including a week of storms: “There

were times when I was aware the waves could kill me. I had no control; I just had to hope we wouldn’t roll over.”

Sailing always on a shoestring budget, he set out on his first non-stop circumnavigation without a radio transmitter and did not speak to another person for 329 days. Towards the end of his second, non-stop voyage in 1980-81,

Les struggled with hunger and survived only on rainwater, a few spoons of rice and a third of a tin of mince per day. At the end, he was down to eating just rice mixed with curry powder, which he called “a horrible recipe”!

On his third, eight-year voyage, in the late 1980s, he was given up for dead, but surprised everyone when he returned to Lymington four months after setting sail from New Zealand. He had lost five stone and hardly had the strength to lift the sail. For this extraordinary feat, Powles won the British Yachtsman of the Year award.

Lymington Yacht Haven, on England’s south coast, gave him a free berth for life and until very recently he was still living aboard Solitaire.

Following the publication of his book, Solitaire Spirit, published by Bloomsbury, telling his life story and circumnavigations, he received letters from all over the world congratulating him for his unpretentious pioneering spirit and the inspiration he provided.

Position: Notification of intent

© Sailing Energy / Princesa Sofía Mallorca

An essential stage in your post-capsize playbook

When the inevitable capsize happens, it’s important to signal to opposing crews what your intention is.

Here, the sailor still upright is taking a moment to indicate clearly to the fleet fast disappearing towards the next mark: “We’re okay, we’re going to get this boat turned the right side up and then we’re coming to kick your ****.” This notification is not strictly part of the Racing Rules of Sailing, but is now taught by leading coaches as a vital stage in the post-capsize playbook. Countering the sniggers from those who glance back at your misfortune, by shooting them a look while utilising the universally understood gesture demonstrated well here, does much to restore one’s own self-esteem and may just unnerve those ahead enough to make them wobble at the next mark. (Warning: do not use in club racing, where such gestures are met only with hilarity.)

“It does much to restore one’s own self-esteem...”

DIFFICULTY RATING: 1/5

Quote and buy online at www.noblemarine.co.uk or call us on 01636 707606 Authorised & regulated by the Financial Conduct Authority

Sailing Today with Yachts & Yachting JUNE 2022

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Viewpoint

Safety at thrilling speeds The SailGP finale made for exciting viewing, but do collisions at high speed warrant safety measures?

S

ailGP commentator Freddie Carr voiced the thoughts of millions of viewers during the San Francisco grand prix in March when the Spanish boat appeared to ride up onto the side of the USA boat, with helm Jimmy Spithill and crew just inches from the Spanish hull.

“Hopefully everyone’s okay,” said Carr. Phew! It turned out they were.

Sailboats coming together is never pretty, whatever the circumstances.

A cross at six knots in a club regatta can be a heart-in-mouth moment.

On SailGP’s supercharged foilers, pressing hard at up to 50 knots, the consequences of a serious collision don’t have to be explained.

SailGP, let’s be clear, is a great thing.

In terms of exposure and giving the excitement of sail racing a global media platform, SailGP is the best thing to happen to the sport ever. We’re lucky to have it and we’re hoping the teams gain the necessary financial self-sufficiency for the whole show to go on beyond Larry Ellison’s extraordinary five-year gift.

In terms of media coverage, SailGP has given sail racing more airtime and column inches than anything else in the sport’s history. Perhaps the San Francisco America’s Cup, the famous Oracle comeback, might beat it for primetime exposure, but that was a one-off. SailGP is getting sustained viewers and it is building up precisely the kind of loyal audience that Ellison and SailGP CEO Russell Coutts hoped for.

It would be horribly ironic, then, if at what is sailing’s greatest moment of exposure, it suffers a serious accident.

But what can be done? Next season, its third, kicking off in Bermuda in May, sees two more teams on the water, bringing the fleet to 10, and the competition will be fiercer than ever.

Formula 1 has been through the safety discussion many times and perhaps among the many comparisons between top flight sail racing and car racing, this is one area where sailing could learn.

F1 cars (and also now F2, F3 and Formula E) have a ‘halo’ around the cockpit, protecting the driver’s head in the event of a collision.

This curved bar was a controversial development when first introduced in 2018, but it is now thought to have saved the lives of several drivers. Lewis Hamilton, after a collision with Max Verstappen at Monza last year, said: “Honestly, I feel very, very fortunate. Thank God for the halo. That ultimately saved me. And saved my neck.”

A frame around a sailing cockpit is not quite the same. Most obviously, it could hinder escape in a capsize.

Additionally, an F1 driver does not and cannot move, whereas

SailGP athletes are able to move out of the way of a looming hull, if they see it in time.

And indeed they have to move, sprinting from hull to hull across the catamarans’ decks between tacks. To hinder their movement with a frame around the cockpit would be a safety issue in itself. A nautical halo would have to be designed accordingly.

SailGP insiders speak highly of the series’ dedication to ensuring athlete safety. The organisation has its own safety committee, made up of officials and sailors, who are no doubt discussing these and other measures. They will know that safety measures do not dampen competition and they do not lessen the excitement.

They will also know, as foiling sailors, the story of the Nacra 17 class. The Nacra 17 is the foiling catamaran in which John Gimson and Anna Burnet won silver at the Tokyo Olympics. At Tokyo we didn’t see too many Nacra thrills and spills, mainly because we were watching the world’s best sailors.

But in its early days, the Nacra 17 saw a small number of accidents, as sailors learned how to handle it, including a USA helm “partially” losing three fingers in a capsize.

The class has now redesigned some elements of the boat and the first competition with the new kit was the Princess Sofia Trophy in Palma in April.

The tweaks include the rear foiling ‘elevator’ being less sharp and its attaching ‘torpedo’ also being made blunter, to avoid cutting a sailor in the water. The rudder rake can now be adjusted on the fly, instead of only ashore between races, so sailors can adjust it for more lift upwind and less downwind, to avoid potential loss of rudder control. There is also a spring within the system so that any collision with a sailor in the water will be softened.

What the Nacra 17 class found was that while it was busy introducing these measures, the sailors got better at sailing the boats. Incidents decreased.

Perhaps that will happen with SailGP’s F50s and the number of collisions will decrease. But regardless of skill levels, the Nacra 17 changes were deemed worthwhile – and so it would be with any class.

It’s up to the sailors and SailGP’s safety committee to keep ahead of the game, to keep ahead of the F50s’ increasing capabilities, with safety measures that protect those taking part, so that this incredible show can continue in the manner it deserves to.

“F1 cars have a ‘halo’ around the cockpit to protect the driver in an impact”

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JUNE 2022 Sailing Today with Yachts & Yachting

Head to the Med for a Sailing Holiday like no other!

Set sail in Greece and immerse yourself in the ancient history and stunning scenery; take the helm and island hop around Croatia’s Dalmatian Coast, discovering unspoilt coves and dramatic waterfalls along the way; or explore the glamorous shores of Italy and indulge in the famous food and wine.

With great sailing conditions for sailors of all abilities, you can enjoy everything the Med has to offer as a group on a flotilla holiday with reassurance and support from Team Sunsail, or plan your own route and sail at your own pace on a bareboat holiday. Either way, we will be there to help build the perfect sailing holiday for you.

See the world, differently.

BAREBOAT | FLOTILLA | SKIPPERED | SCHOOLS

0330 332 1185 Visit sunsail.co.uk call

New boats A look at the latest launches from around the globe Contest 49CS

Pointer 30 Pointer Yachts is a Dutch company that has a range of compact weekenders that look stylish and have a pleasing turn of speed. The new 30 is the largest in the range. The hull is relatively slender by modern standards and features a generous sail area. Down below there is a double berth forward and two singles aft. The brochure loses something in translation as it states: ‘With the design of the Pointer 30, a comfortable workplace and a nice coffee bar were paramount. An innovative bar with adjustable and rotating armchairs for optimal comfort.’

Anyway, it looks like a fun yacht and if it has a bar too, so much the better.

l Pointeryachts.com

Grand Soleil 40 Performance Grand Soleil is hoping to build on it’s success garnered in the ORC with their new 40 Performance. The boat is designed by Mateo Polli, who designed the ORC World Championship winning 44. The 40 is an evolution of that boat and light air performance is made a priority. The entrance is long and fine with maximum beam – a substantial 4.07m - kept well aft although the run is relatively fine providing relatively low wetted surface area on an even keel. l grandsoleil.net

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JUNE 2022 Sailing Today with Yachts & Yachting

Contest Yachts has been providing top end blue water cruisers for decades now and has built a fine reputation. Their latest model sits in that key sub 50’ bracket and looks a strong rival to the newly launched Oyster 495.

The boat is a bit of a break for Contest as it is their first sub 50’ yacht with an aft cockpit. Despite this, things are kept relatively snug for the cruiser, as the helms are kept well forward and just abaft a nicely enclosed cockpit that would keep you feeling secure in a gale of wind. The interior is typically classy and standard accommodation features generous berths aft by the standards of most aft cockpit yachts. l contestyachts.com

Beneteau Oceanis 60 The Beneteau Oceanis Yacht 60 follows on from the launch in 2020 of the 54 as part of their top end range of large, luxurious yachts. To this end, the design team of Roberto Biscontini and Lorenzo Argento have created a yacht that has plenty of style mixed with cruising comfort. The hull is actually rather sleek with a low, wedge shaped coachroof and aggressive lines giving the boat an air of real purpose. This is possible because the plan is that, like the 54 before it, the 60 will be given a sportier sister under the Beneteau First brand. If that is the case, it’s yet to be unveiled but certainly this looks like a stylish, purposeful and versatile. l beneteau.com

Arcona 50 Swedish manufacturer Arcona Yachts has made an art form out of turning out fast cruising yachts that are great fun to sail. The new 50 is their largest offering to date. The boat represents a departure in many ways as this is the first Arcona to be designed by Niels Jeppesen – who many will recognise as the former CEO of X-Yachts.

Jeppeson is now on the board at Arcona and

teamed up with Ariadna Pons to draw up a fine looking 50 foot yacht. Jeppesen brings masses of experience in this field, having designed many, many X-Yachts. The emphasis will be on fast offshore cruising and there will be three different choices of draft and although the boat is a powerful one, it is set up to be cruised by a couple. l arconayachts.se

Sailing Today with Yachts & Yachting JUNE 2022

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Cruising - Isles of Scilly

A Pregnant Pause

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JUNE 2022 Sailing Today with Yachts & Yachting

Tim Good had planned a trip to the Arctic Circle but, as the poet Burns once said, the best laid plans often gan agley. In the end, Tim was happy with an adventure in the Isles of Scilly

vid readers of the magazine may recall that in a Previous article published in November 2020 I singlehanded my boat, Shadowfax, to Madeira as part of a trip back to the UK. My partner Emmie and I had decided, that due to Covid, Brexit and trying to start a family, we’d be better off enjoying ‘local adventures’ for a few years. The original plan was to go to Svalbard and with much of the preparation work done by Christmas, we discovered Emmie was pregnant on New Years day 2021! A thousand things ran through my mind and I’m ashamed to admit, for a split second, I knew the trip to Svarlbard was off and was disappointed! A split second later we were obviously both ecstatic.

But what now? The boat is ready.

Where can we go that will provide gentle walks, easily sailing, clean air, plenty of good food and of course, a good midwife! The Isles of Scilly of course! In fact, as it turned out, the care we received by the midwife in Hugh Town was exceptional and far beyond the care we got on the mainland. It is interesting the different points of view you get when you live on a boat. When we told the Bristol midwife we were going to the Isles of Scilly we got and earful; “What! You’re on a boat!?

Where? You can’t do that!”.

But on meeting the midwife in the Isles of Scilly: “Oh I’ve delivered babies on all sorts of boats over the years” So we rented our house out and got back on board in March. The boat was ready for the Arctic so a little chilly spring weather was nothing for Shadowfax in her current state; insulated with an efficient heating system. Oh and I have a special weapon for the cold... a little 12v electric blanket which I put on 10 minutes before bed to take off that nip you get one first entry into your bunk! I’m becoming soft aren’t I!

Wild west country

We cruised the coast of Cornwall for around four weeks enjoying empty anchorages, amazingly still weather and all the blooming flowers that Cornwall has to offer in sailingtoday.co.uk JUNE 2022

17

Cruising - Isles of Scilly

spring. The Helford was particularly nice and the gardens of Durgan and Trebough were in full glory, as were all the walking paths with wild garlic and bluebells galore.

Whilst in Falmouth, taking provisions, we anchored off Flushing, rowed ashore and did walk to Mylor via Trefusis and Penarrow Point.

Some of you will know the loop well. We wanted to check out Mylor boat yard since Emmie was due in early September and we wanted a safe, secure and sheltered boat yard to lay up Shadowfax for 18 months.

On returning to Mylor, the tide had come in and cut off the beach on which we’d left the dinghy! Ok, ok but we’ve all done it, right?

We knocked on the door of one of the gloriously large houses that overlook Falmouth and an elderly, but rather sprightly chap answered the door!

“I’m terribly sorry but can we cut across you garden to reach our dinghy?”

“Oh your a sailor, which boat is yours and where are you headed?”

“We’re just down there and we’re sailing for the Scilly Isles tomorrow” “Oh well in that case you’ll need to buy a copy of my anchorage guide... a signed copy of course” David Eastburn, has lived up on cliff side his whole life and he and his wife are well known in the area! They once ran a well known chartering fleet and did much for encouraging youngsters into sailing during the 70’s and 80’s.

Needless to say we got to our dinghy with a reasonably priced anchorage guide in hand. Signed of course!

Onwards to the Isle of Scilly and we had an easy passage, being flung around Lizard Point at 10 knots and arrived at around 5pm. We were a little nervous that Emmie’s pregnancy might make her more susceptible to sea sickness but she just lapped up the passage like a trooper as she always does.

Hooked on the Scillies

We spent the next three and a half months in the Isles and didn’t use a mooring once, exploring every possible anchorage there was, every trail to be walked, every cycle route

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JUNE 2022 Sailing Today with Yachts & Yachting

to be peddled, drank at every tea house and raided every vegetable honesty box to be enjoyed!

I’m going to try refrain from turning this article into a guide since, as it happens, David and I have since co-authored the second volume of his book, “Harbours and Anchorages of Scilly”. With luck, by the time this article is published then it will be available on Amazon and I hope you find it useful and perhaps more visually appealing and comprehensive than the existing pilotage guides.

The first night was spent over on the north side of St Martins.

We love it over there. There is no mobile phone reception, the holding is excellent and the pollock fishing is the best there is in the Isles. St Martin’s also has the best range of honesty boxes containing locally grown veg which we took full advantage of. There is a great

ABOVE

We spent all of our time on the hook and didn't use a mooring once

BELOW LEFT

Emmie at the helm, now seven months pregnant

BELOW RIGHT

A stunning backdrop for dining

bakery, although you have to be there early and the Seven Stones Pubs is just excellent. Locally run, good honest food and great beer.

Great Bay is also frequented

by Cornish working boats as it is accessible at all states of tide. Many of them are heading for Scotland on charters or mini expeditions but it’s lovely to share and anchorage with them nonetheless.

As always, we had our folding bicycles on board and we actually left them in Hugh Town on St Mary’s for the entire summer. It’s really the only island worth cycling around and boy is it worth it! It’s possible to cycle around the Island in about 45 minutes, which I did for fitness on a few occasions, but if you take your time and explore all the little nooks and crannies, you’ll have days of exploring to enjoy. You can hire bicycles in Hugh Town and I really do recommend you do.

Over in the NE of St Mary’s are some ancient graves which demonstrate that the islands were colonised from around 2500BC when Cornwall provided tin for the empires of ancient Greece and Rome, the Scillies were well known to the Phoenician traders who frequented our shores.

The islands were then much larger in extent than they are today; erosion and rising sea levels having taken their toll. In or about the year 400 AD, the main island, Ennor, became irrevocably flooded, and split into the smaller islands more or less as we know them today.

Just above the graves, hanging from a large tree is something equally impressive, or at least it was for us: The most amazing rope swing! I even managed to get both David and my father, both in their 80’s, on the swing so there are no excuses. Extra points for climbing the tree and swinging from a stump around 6m off the ground.

the crowds by going alongside on a falling tide. Gas and laundry is also available from a company called Sibley’s (01720 422431).

We also spent a reasonable amount of time anchored in the Eastern Islands. Even when St Helen’s pool and the moorings of New Grimsby are full, the Eastern Islands remain quiet and spacious.

You can’t land on many of the Islands but you can on West Porth of Great Ganilly and then walk over to the lovely beach of East Porth. The holding is excellent in firm sand and expect to be visited regularly by inquisitive seals from the colony over at Menawethan. The Eastern Isles can also make a good anchorage to arrive into the Scillies since it has a deep water channel from the south. Providing of course, you haven’t sailed in on anything between an Easterly to a Southerly

ABOVE LEFT

Working boats, many enroute to charters in Scotland, seemed to favour Great Bay on St Martins

ABOVE RIGHT

Fortunately we'd packed our folding bikes

BELOW

Shadowfax anchord off St Martins

which makes it a little choppy.

Tresco is of course worth a visit.

It is the only island that is privately managed. With the restoration of the monarchy in 1660, the control of the islands was passed back the Duchy of Cornwall, but unwilling itself to invest in the islands, they granted a 99-year lease to the young philanthropist, Augustus John Smith. Apart from starting the botanical gardens it was his belief in education that lay at the heart of his reforms. Smith built schools on all five of the larger inhabited islands. Today Robert Dorrien-Smith who together with his wife, Lucy, runs the family estate as a business, including the truly excellent Abbey Gardens. 10 more points if you can find and explore Pipers Hole! (Hint: Take a head torch) Bryher, also a favourite had a nice local feel to it. A few good eateries, honesty boxes, lovely walks and some great anchorages. Apart from New Grimsby Sound, Rushy Bay is spacious with good holding and, if your brave, you can sneak into Great Porth over on the West side. Shoal

Living on the kedge

Nearby is the very pleasant anchorage of Watermill Cove which gives excellent wind and swell protection from a south westerly.

Whilst we’re on the topic of St Mary’s, this is the only place you can reliably get water and fill your tanks directly from the quay. There are two berths with taps on the inside of the Quay, just before the dingy parking pontoons. They dry at low tide and most boats seem to the go alongside on a rising tide. If you study your tide tables you’ll avoid sailingtoday.co.uk JUNE 2022

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Cruising - Isles of Scilly

draft vessels can creep right up into the bay whilst deep draft vessels like us have to hang back slightly. There is only room for one or two boats but since no one ever seems to brave the anchorage, that won’t be a problem!

On the topic of shoal draft boats, there is a great drying anchorage over at Samson Flats which, since the island is uninhabited, gives a real sense of seclusion when the tide is out and you have the entire island to yourself!

Samson was once inhabited but Augustus John Smith, mentioned above, evicted the island’s population due to concern over their wellbeing and malnutrition, living mostly on limpets and potatoes. For all that Augustus gained many admirers in the Isles, after this he also gained many enemies!

A weather eye on the weather

I think I must mention the weather in the Isle of Scilly. Generally speaking you should be checking the weather daily, moving around

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JUNE 2022 Sailing Today with Yachts & Yachting

to different anchorages accordingly.

This is part of the fun of the Isles of Scilly. However only one place stands out as an “all weather anchorage” and that is St Helen’s Pool. It has gained popularity over the years and in bad weather you can see 30 boats or more gathered there. David Eastburn has ridden out many a gale in the pool even from the northwest, which from the chart might seem exposed.

However, the Golden Brow reef acts as a natural breakwater, and at high water, in a gale from that direction the breaking seas just a hundred yards or so from the anchorage are spectacular. He has seen spray flying sixty feet into the air while lying in relatively calm water just a few hundred yards downwind.

All that said, there is a significant concern over St Helen’s Pool which rears its ugly head when a storm passes directly over the Isles, causing a sharp wind shift.

Unfortunately this happened twice in 2021 and on both occasions, yachts ended up on the rocks!

The Isles are right in the firing

ABOVE LEFT

Sailing away from St Mary's

ABOVE RIGHT

The anchorage of Great Porth on Bryher

BELOW

Two dramatic examples of not keeping an eye on the wind shifts as a weather system comes through

line for depressions coming from the South West. This is nothing new but the eye of these storms can easily pass directly over Scilly. The first we were present for and the second we sailed back to the safety of the Helford the day before.

In the eye of the storm

For the first storm it was due to initially blow from the SE at around 35kts, pass overhead at around 9pm and then come from the NW with increased ferocity.

The problem with such wind shifts is that they’re often very sudden after a dead calm as the eye passes overhead. This is all understood and I’m preaching to the converted for most readers of this article.

However, what many experienced yachtsmen don’t appreciate in St Helen’s is the kelp! I’ll explain: The first storm was, as predicted, 30 35kts of wind from the SE followed by 35-45kts from the NW. We chose to avoid St Helen’s pool for the above reason and sheltered from this storm in Great Bay of St Martins. We were

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Cruising - Isles of Scilly

one of three boats with masses of space and as such laid our anchor in sand with plenty of chain. At 9pm the eye passed overhead and all was still. We then moved, just before dark, to Little Bay, also to the north of St Martin’s, to have more protection from the impending NW and to reset the anchor in the direction of the wind to come.

At 1am the wind came like a bombshell. Our instruments read 50kts + sustained for about 30 minutes and then dropping to 40kts.

The boat next to us, who neglected to reset his anchor after the first part, dragged past us at a rate of knots.

He barely managed to gain control, whilst naked at the helm and crew on the foredeck in pyjamas! 45 minutes later they were secure again.

However, over in St Helen’s Pool, the picture wasn’t so rosy. We heard calls on Ch.16 from a few different boats in trouble. In the morning, the reason we avoided the Pool was the main reason that so many had come unstuck.

When the wind shift came, it came instantly and ferociously. The GFS and ECMWF weather models, which most online forecasts use, are not high enough in resolution to show the wind wall that was to come. However but selecting the Arome model on Windy.com, having an accuracy of 1.5km, clearly showed the impending bombshell.

As the anchors of most boats were still set from the south easterly, they pulled out and tried to reset, as a good anchor should. The kelp however quickly clogs anchors in St Helen’s Pool and many boats didn’t reset. Not only that, the kelp is so

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JUNE 2022 Sailing Today with Yachts & Yachting

heavy, even the largest windlasses struggled to haul the mess aboard.

Many tried to cut away the kelp without success and several boats were left motoring around in circles all night until daybreak in the dark.

One unfortunately couldn’t retrieve their anchor due to the sheer weight of the kelp. We heard them calling on 16 for assistance in a very calm and seamanlike manner! I’m not so sure I would have been so calm! Fortunately, St Helen’s pool even in these conditions was quite calm and they didn’t take a pounding on the rocks. They refloated with assistance the following day.

The second storm was at the end of July, but we sailed back to the Helford River on a good forecast the day before. Emmie was now 7.5 months pregnant and we didn’t want the stress of another storm We weathered it in the Helford River and boy was it strong. A similar situation but this time it passed slightly north of the Isles.

The issue was the same however with a sharp wind shift. More boats ended on the rocks or aground in St Helen’s Pool, Porth Cressa, St Mary’s Harbour and New Grimsby. The coast guard helicopter was very busy even the lifeboat from Sennen Cove, Cornwall, was called out to assist!

Tim Good made good on his chance encounter with David Eastburn to help update and revise Harbours and Anchorages of Scilly.

The new second edition is available on Amazon from May 1st or from The Bourdeaux Shop in Hugh Town, Scilly.

ABOVE LEFT AND RIGHT

Crystal clear waters and rugged outcrops are what the Scillies are all about

Anchoring tips Here are some points for this anchoring in the Isles when a storm is due pass overhead.

Consider a double anchorage approach and move during the lull before the wind shift. It allows you to gain additional protection but also reset you anchor.

If you do remain in the same anchorage, ensure you reset you anchor before the new wind direction comes and don’t assume your anchor is good enough to reset itself with weed around. Lift it, drop it in the new direction, and reset it hard.

Hoist an additional and bright deck light. Mastheads lights in a busy anchorage are useless. You want to be seen if other boats drag and are left navigating the anchorage at night.

Choose an anchorage with firm sand and no weed if possible and get settled in a day or two before.

Choose an anchorage with less boats, even if it is less well protected.

3 times depth is not good enough.

Minimum 5 & use a good long nylon rope snubber.

Remove your headsails! It’s easy to do and it makes a HUGE difference!

Check the more detailed weather models on Windy.com A twin anchor setup such as the Bahamian moor can be effective for wind shifts but is ill advised in a busy anchorage when others are swinging to one anchor.

Some anchors reset better than others. There is plenty of data and tests on that subject but the Spade is one such anchor that is known to reset well.

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Tom Cunliffe

Tom Cunliffe

S ‘

24

tand by to broach, lads!’

So said Ed, the best helmsman on board, as we raced across the Channel en route for Deauville. A spring ebb was ripping west and the strong northwest wind was doing its best to make the big seas even more difficult. The boat was a state-ofthe-art, fractionally rigged 3/4 tonner. For the uninitiated, back in 1982 this made her 36 feet on deck JUNE 2022 Sailing Today with Yachts & Yachting

with a tall, slender mast supported from aft by a highly adjustable standing backstay, a pair of main runners, one of which took most of the strain at any time, and a set of checkstays. It was not the most secure of rigs and more than once I heard its type described as ‘a fly-rod supported by cobwebs’. Spot-on.

The crew were bunched aft, using their combined weight to keep the stern down. This helped shove the deep spade rudder well into the

PODCAST Catch up with Tom’s columns now and in the future at sailingtoday.co.uk

water and, by ballasting the boat by the stern, the crew mass did its bit to stop the bows digging in with the messy results Ed was promising. We were running more or less down the wave train under single-reefed main and the ‘chicken chute’. This was the smallest of our three spinnakers, so-called because it was for heavy airs only and was said by its builders to withstand machine-gun fire. The sheet was in the hands of a trimmer and a winch grinder working

ILLUSTRATION: CLAIRE WOOD, PHOTOS TOM CUNLIFFE

A high speed downwind race across the channel illustrates the high stakes involved when your boat jumps off a wave and starts surfing

“We then enjoyed a period of sizzling exhilaration as we left ‘hull speed’ somewhere in the mists of history” together. As we slowed at the top of a wave the sheet was eased to deliver extra lift and take some weight off the helm. Then, with the stern rising and the boat heeling momentarily, the weather helm came on and she began to surf. With the speed rocketing, the apparent wind clocked forward, leaving the trimmer yelling at his mate to ‘wind, wind, wind,’ with the spinnaker luff trying to break.

When it flicked into shape you could literally feel the boat surge forward.

So long as Ed could keep the yacht on her feet, we then enjoyed a period of sizzling exhilaration as we left ‘hull speed’ somewhere in the mists of history and blasted towards the finish line at an improbable rate of knots. This was what we were all out there for.

When I heard Ed’s unusual order,

I glanced at him. He was heaving an awful lot of wheel to leeward which meant big-time weather helm applied. Inexorably, the bow started swinging to windward. There didn’t seem much more to do except hang on, but Ed hadn’t given up yet.

‘Blow the vang!’ he barked.

I hadn’t thought of that. With the main depowered, maybe, just maybe, she’d pull back into line. One of the chaps scrambled to the jammers and dumped the vang line. The boat shuddered, the boom kicked up and the main took on an expensive look as it wrapped itself up in the lee rigging. The broach slowed, but only for a split second. Ed now had full weather helm on and the boat was going her own way. This didn’t promise to end well. Nor did it.

The centrifugal force of the yacht’s

ABOVE A suitably dramatic example of broaching

90 degree swing to windward began to throw her onto her beam ends.

The rudder was well out of the water when the chicken chute cracked.

As wind got onto the wrong side of it, it shook the pitifully thin mast as a terrier might shake a rat stupid enough to secure its attention. Perhaps fortunately, just before the mast hit the water, the chute blew out of its tapes. There was a good side to this. It didn’t stop the boat going flat over, but it did save the rig from being rattled to pieces and it cut the noise.

We were lucky in a sense that we’d performed what we might call the default broach - to windward. This meant that all the runners were set up tight, which gave the mast a fair chance of survival once relieved of the manic chicken chute. Had we ‘gone the wrong way’ and been carried out of control into a gybe broach, two ghastly things would have happened. First, because no preventer had been rigged, the boom would have slammed into the ‘old’ windward running backstays.

With the wind as strong as it was, Sailing Today with Yachts & Yachting JUNE 2022

25

Tom Cunliffe

“Relieved of the chute and now dead in the water, the boat came upright readily enough.

After we’d retrieved a couple of swimmers, a head count showed all present ”

damage could well have resulted.

Secondly, after the gybe, the mast would be largely unsupported from aft, the old lee runners being let off, save for the nominal efforts of the lightweight standing backstay.

So, broken boom and dismasting.

You can see why insurers don’t love gybe broaches on yachts relying on runners to keep the mast up.

Relieved of the chute and now dead in the water, the boat came upright readily enough. After we’d retrieved a couple of swimmers, a head count showed all present and at least breathing. There was enough integrity in what remained of the spinnaker to retrieve the halyard, so we cleared up and pumped out.

Ed proposed hoisting our heavy tri-radial spinnaker, larger and more fragile than the chicken chute, but he wasn’t paying the bills. Dissent was abroad among the ranks and one look at the swimmers said it all.

‘OK then. Number 3 genoa it is, and pole it out quick. Vang back on and let’s go racing.’

Up went the number three, thrashing and hammering as it went up the luff groove, but once it was sheeted home on the pole all was peace and away we went, almost as fast as before, under perfect control.

We took some silver in Deauville

26

JUNE 2022 Sailing Today with Yachts & Yachting

ABOVE Stalling out when pressed in moderate conditions can only be readily achieved in modern, relatively flat floored yachts

TOM CUNLIFFE Tom has been mate on a merchant ship, run yachts for gentlemen, operated charter boats, delivered, raced and taught. He writes the pilot for the English Channel, a complete set of cruising text books and runs his own internet club for sailors worldwide at tomcunliffe.com

and we’d a famous night in the club.

One of the swimmers was heard muttering about catching the ferry home until someone pressed the large cup we’d won into his hands. It was brimming with ‘Bolly’. He took a gulp and resigned himself to the economic and seamanlike option of a sail back to Cowes in the morning.

I’m working right now on a little book about heavy weather cruising.

As you’d expect, it’s full of tips about how to deal with the sort of conditions we’d all rather avoid, but scenes such as I experienced with Ed and the boys hardly get a mention.

This is because the recommendation for a yacht that’s cruising with a typical small crew is to keep her speed down when running before a gale. She doesn’t want to be going so slowly that she doesn’t have proper control, but, sure as Christmas, she doesn’t want to be surfing for long periods either. A happy medium is to find a speed comfortably within the boat’s theoretical maximum. A 32-footer might plump for five or six knots. That gives the helm plenty to bite on but is unlikely to lead to potentially disastrous broaching.

So much for running. What’s more interesting on the subject of boats taking over from the helmsman is a phenomenon that’s relatively

recent. Here’s what happens.

I was filming a video lately in Southampton Water. The crew and I had been loaned an expensive high-performance cruiser for the day. As we sailed north, a minor gust hit us. The extra wind amounted to no more than force five and we had full sail up on a close reach. I gave the huge wheel a spoke or two of weather helm to help her through it, but she started rounding up. I gave her more. No result. In the end, I gave her the beans. Helm against the stop, and this 45-foot yacht broached and ended up head-to-wind. I’d made no attempt to dump the mainsheet although this might have put us back on track, but the jammer was out of my reach and, anyway, who is going to turn out the watch on a dark night to ease the main every time the wind puffs up a bit? I’m afraid this just won’t do. Such behaviour was unheard of until flat-floored yachts began appearing. Of course we all know about balancing the rig and the rest, but you can’t always do that on watch alone at sea, so if you have a yacht that deals you a dirty hand when the wind blows, get it sold now and buy one that has sweet manners after test-sailing it on a windy day.

I promise, you won’t be sorry and you won’t sail much slower either.

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America's Cup

Bon dia Barcelona!

PHOTOS AC37; C GREGORY

As the vibrant Catalonian capital gets set to host the next America’s Cup, we look at why the decision was made and what happens next

28

he announcement that the 37th America’s Cup is to be held in Barcelona, Spain in 2024, was met with mixed reaction by the global sailing community, as the Defender Emirates Team New Zealand dramatically declared the choice of venue a day ahead of schedule.

It’s news that’s been eagerly awaited since the Kiwis successfully retained the Auld Mug on home waters in March 2021; within minutes of their victory the debate around the next venue had begun raging. But posturing aside, in accordance with the Deed of Gift, the final decision was always in the JUNE 2022 Sailing Today with Yachts & Yachting

hands of the team and their club, the Royal New Zealand Yacht Squadron.

Amidst huge controversy (see p31) team CEO Grant Dalton has insisted that his overseas search for financial security is to ensure they can stage a successful defence, and is firmly in New Zealand’s longer term interests.

And his rationale in choosing Barcelona was no less philanthropic; he fronted the announcement by saying: “As Defender of the America’s Cup, we have always felt the responsibility to grow the event, the audience, and the sport of sailing on a global scale and certainly having the event hosted in a significant city such as Barcelona will allow us to propel the growth trajectory on the global sporting stage.”

ABOVE

Barcelona won the bid and will host the 37th America's Cup in 2024

RIGHT, TOP

For the British team, this will be their third consecutive campaign

RIGHT, INSET

Sir Ben Ainslie says he is supportive of the venue choice

Emirates Team New Zealand Principal Matteo de Nora afterwards told press that Barcelona showed “exceptional enthusiasm” and “met a broader set of requirements than the other candidate locations”.

Although no details have been revealed, Dalton has made it clear that all of the shortlisted bidders met the minimum financial requirements.

But Barcelona’s support for sustainability, equality, social impact and technological innovations in line with this Cup’s forward-thinking Protocol were lauded, and have no doubt been key in edging the win over others in the final running; which included the Saudi Arabian venue of Jeddah, Spanish rival Malaga, and the Irish city of Cork.

Ainslie’s view

Sir Ben Ainslie shares his view on the venue decision, and reveals how it will impact the next steps in his Cup campaign

As Principal of INEOS Britannia, Sir Ben Ainslie has his sights on being the first British team to win in the 171-year history of the Cup. Representing the Royal Yacht Squadron, his team is the Challenger of Record for AC37. It’s a role that gives a unique opportunity to help define the Cup. Asked how much influence his team has had as Challenger of Record over the decision on venue, Ainslie reveals: “We were in constant discussions with Team New Zealand.

I have a great relationship with Grant Dalton, ultimately it was the defender’s decision.”

Ainslie is strongly supportive of the venue. “As Challenger of Record, we believe Barcelona will be a brilliant location for the Cup,” he says. “It is an iconic city and sporting venue with the 1992 Olympics being hosted there. It has a huge maritime history. That married with the America’s Cup, we couldn’t ask for a better venue.”

Is he disappointed not to be returning to Auckland? “We really enjoyed racing in New Zealand, particularly through such a difficult time that we all faced in Covid and we give massive thanks to the Kiwi public for their welcoming hospitality, they were brilliant hosts. The decision has been taken by the Defender to take the America’s Cup to Barcelona and that is now our focus, it will no doubt be an incredible event in 2024.”

Would he play things differently and impose a home nation host rule if, when, he wins the Cup? “That’s a great question but one we can answer when we win it, and all our concentration is on winning it first!” he says.

For now, with the venue finally revealed, Ainslie says that, “A majority of our training and testing will be held in Barcelona,” but that final commitments to a schedule have yet to be made. However, he confirms that as a team they will be looking to finalise

operational plans “in the very near future”.

“The venue has a huge impact on our team strategy and planning timeline,” he explains.

“For us, the venue choice and timeline aligns quite well with our original strategy so we are fine tuning our strategy to adapt to the new timeline. For the whole team, it is hugely motivating to have that final timeline and know what we are working towards.

“We know Barcelona well, we have some great contacts there, as well as a few team members that are local to the area,” he adds.

Time in the venue will of course be crucial to understand and analyse likely sailing conditions. Ainslie confirms this will “have a huge impact on design decisions”.

“In September and October in Barcelona, you can expect varying conditions. It will be a real challenge for the designers and sailors out on the water to adapt to those changing conditions. But I think that should make for a real fascinating event.

“I have competed in a number of events in Barcelona over the years. I have always found it to be a wonderful city to be in and around.

The sailing conditions can be challenging, and we expect that there will be varying conditions and sea states which could make it a great challenge for the foiling monohulls.”

Ahead of AC37, there are two preliminary regattas still to be announced that will give teams the chance to race against one another in the new AC40 development class, plus a third that will be held in AC75s in Barcelona, just ahead of the Cup itself in the early autumn in 2024.

Asked where he would like to see these preliminary events go, Ainslie replies: “I think Auckland is such an iconic America’s Cup venue, I think that it would be fantastic to be back there and racing the AC40 class, as well as to be able to give something back to a country that has given so much support to the America’s Cup. I also believe it would be good for the America’s Cup as a sporting brand to race in the United States, that’s important.

And of course, as a proud Brit, it would be great to see some racing on the Solent.”

Sailing Today with Yachts & Yachting JUNE 2022

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America's Cup

PHOTOS RAMON VILALTA; AC37; STEFANO GRATTINI

City in the spotlight

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After what has been a long and competitive venue selection process, Dalton says he expects the 37th America’s Cup to be “nothing less than spectacular” – and on paper that certainly looks likely.

As a stage for sailing’s pinnacle event, the Catalonian capital makes perfect sense. It will be the first city to ever claim the glittering title of host to both an Olympic Games and the America’s Cup. As one of the Med’s largest metropolises, Barcelona is easily accessible to visiting fans, while its CET timezone means live action broadcasts will have maximum global reach; couple this with pioneering data output planned via social media and there’s plenty of potential to push beyond the already-impressive 940 million media audience of AC36.

White sand beaches and chic palm-lined promenades will provide a natural viewing gallery, with racing taking place just off the central Barceloneta Beach, as close as 100 metres from the shore.

Together with big screen broadcasts, this will bring the action to the public in a way that the Cup has previously struggled to fully deliver.

The race window has been set for September and October 2024, spanning as much as 14 weeks, and coming less than a month after the 2024 Olympic Sailing events are held just 300 miles away in Marseille, France. At this time of year, average JUNE 2022 Sailing Today with Yachts & Yachting

wind speeds of 9-15 knots from a southerly or westerly direction are most likely; though some big breeze can’t be ruled out as winter approaches. With minimal tide and relatively flat water, these sorts of conditions seem likely to place more of a premium than ever on boat handling as well as close-quarters tactics – making for exciting viewing.

What’s more, for four of the five teams entered (to date) this will be the second Cup cycle in the AC75s – the foiling monohulls that featured in Auckland for AC36 – and it seems likely the performance

ABOVE

Barceloneta Beach and, beyond, the Port of Barcelona area where the team bases will be

BELOW

The version 2 AC75s are lighter and teams know how to handle them - expect even closer racing for AC37

gaps will have narrowed. Add in shared reconnaissance that forms a mandatory agreement in this Protocol, and the competition should be extremely close indeed.

It also will help that the AC75 design is being optimised for lighter winds, thanks to bigger foils and an all-up weight that's lighter by around one ton – with the crew reduced from 11 to eight, and the code zero/ bowsprit banished. This means the boats should be able to foil much further down the wind range. Cyclors – as seen in AC35 in Bermuda – look likely to return, to help the grinders generate all the necessary power.

Teams will now be busy feeding wind and sea state data into their own design developments, and we eagerly await the 17 September milestone when existing teams can launch their AC75s – (although they are permitted to build just one, they can also use their AC40 for testing). Ahead of that, all eyes will be on AC75 novice Alinghi Red Bull Racing; having not competed in AC36, this team is permitted to launch their second-hand AC75 (the boat is Te Aihe purchased from ETNZ and now re-named BoatZero) and to bank 20 days of catch-up time on the water as early as 17 July.

It’s unlikely to take long for the teams to start settling in to their new home, with northern hemisphere teams likely relocating before the end of the year and the Kiwis following as their winter rolls around. Certainly, by summer 2023, all teams should be well established in the venue as the Protocol stipulation that competitors can only sail their AC75s (and AC40s) at the match venue kicks in between June and September; although expect a little nudge back as the race window is slightly later than first anticipated.

Another benefit of Barcelona as a venue is that much of the infrastructure is already in place, concentrated around the Port of Barcelona. There are plans to convert an old cinema for use as the Defender's base, while other teams will be situated at various

sites around the dock. The oldest part, the Moll de la Fusta quayside, is already a cultural hub and will be the centre of the race village.

In total, around 2,500 team and event personnel are expected to influx the area ahead of summer 2024, with the full event schedule set to be confirmed later this year.

A turbulent wake

Meanwhile, back in Auckland, the AC36 team bases at Wynyard Point are in the process of being deconstructed and re-developed, with local officials adamant that the area will not be available to stage a future America’s Cup defence.

New Zealand’s Prime Minster Jacinda Ardern was among the first to comment on the

ABOVE

Teams must buy a smaller AC40 for testing and also one-design racing, including Women's and Youth events

decision to go with Barcelona, calling it “disappointing”.

By taking AC37 far away to Barcelona, Dalton and co have set themselves adrift and any lines were once strongly held have well and truly been cast off. It’s the upshot of a battle that’s left an ugly stain on the superb Cup defence that made them national heroes just over 12 months ago. Social media has bristled with resentment from Cup traditionalists, turn-tail ETNZ fans, and those with local economic interests who would have loved to see AC37 in Auckland.

So why isn’t the home team nation hosting AC37? As with so many Cup sagas, it’s a matter of money.

Dalton estimates at least $200m is needed to host a successful defence, but without the benefit of an Sailing Today with Yachts & Yachting JUNE 2022

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PHOTOS INEOS BRITANNIA/HARRY KH; LUCA BUTTO

America's Cup

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individual billionaire backer – the likes of INEOS Britannia’s Sir Jim Ratcliffe, Alinghi’s Ernesto Bertarelli, or Luna Rossa’s Patrizio Bertelli – the team turned once again to the New Zealand government and Auckland Council, hopeful after they’d jointly invested over $250m into AC36. But even with some private investment and the promise of gifts-in-kind from a group of Kiwi businessmen led by Mark Dunphy, Dalton deemed that that and the reported $99m the government put on the table would not be enough and so began what many called his sell-out search overseas.

Regardless of opinion, the matter is at least now settled, and Dalton is not letting animosity swirling in the wake of his decision deter him. He may have walked away from the home crowd and lost the support of many fans, but he sees only benefit for the sailors in avoiding both complacency and distractions at home.

In the meantime, he has yet more fundraising to do; with only the event costs and infrastructure in place, funding for the team’s campaign is yet to be found.

Despite the Defender’s attempts to streamline campaign costs for all teams by mandating increased one-design elements and shared recon, and limiting AC75 builds, ultimately the Cup is - as it always has been - a billionaire’s game.

That’s not to mention the added dimensions of F1 tech partnerships of INEOS Britannia with MercedesAMG Petronas, and Alinghi with Red Bull Racing. Along with NYYC American Magic and Luna Rossa Prada Pirelli, the Defender faces an exceptionally strong line-up of Challengers – all of which are experienced Cup campaigners, JUNE 2022 Sailing Today with Yachts & Yachting

and all now desperately hungry for that thus-far elusive victory.

In his near two-decade tenure as leader, Dalton has form not only in conjuring up financial backing, but also in winning against the odds - in Bermuda, and again in Auckland. He is not a man to be underestimated.

Nor can he be faulted for his efforts to future-proof a unique event that thanks to the Deed of Gift - has, in all

ABOVE, LEFT

Auckland, New Zealand was the backdrop for AC36

ABOVE, RIGHT

Emirates Team New Zealand celebrates AC36 victory in front of home crowds

its long history, largely been anything but. Disgruntled Kiwis and Cup traditionalists may be upset, and not without reason, but for the sport as a whole and looking at a much, much bigger picture - from participation to sustainability and technology there surely can only be positives.

Now we have a venue that promises to deliver a showcase to match all that, it’s time to look forward.

What is yet to be revealed about AC37?

The decision as to where two of the three Preliminary Regattas will be held remains wide open. We do know that two of those events will be sailed in the new AC40 class - the first of which should be shipped to ETNZ in mid-July, and a second just five weeks later to INEOS Britannia. The third event will be sailed in the AC75, an exciting warm-up for spectators and sailors alike, that will happen in Barcelona.

Also still to be revealed are details of the Youth and Women’s America’s Cup events, and how they will fit alongside the main event - a decision to be made in consultation with the Challenger of Record before June 2023.

Could we see another Challenger? A French

syndicate looks likely, after K-Challenge CEO Stephane Kandler posted via Facebook that “The America’s Cup is my childhood dream… sometimes you have to know how to wait for the right time to go again”. He headed a team known as Areva Challenge in the 2007 Cup with Jochen Schümann as skipper. Dalton has previously left it to individual teams to announce themselves; and with the normal entry period closing on 31 July, we shouldn’t have long to wait.

And what of a Spanish Challenger? The tight timeframe makes it unlikely, though that said, the late entry period runs until May 2023. If they have an eye on AC38, it would make sense at least to field teams in the Women’s and Youth events.

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Paul Heiney Planning your summer cruise has taken on a slightly more complicated aspect since Covid and Brexit made a cross channel dash something of a logistical headache

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t’s time to get the summer sorted. Now, where shall we go?

France is always a favourite, isn’t it? A quick dash across the Channel, for a mouth full of crusty baguette that leaves your mouth feeling sandpapered.

Then ashore for an evening’s indulgence of steak and frites swilled down with a pichet or two of rough red wine. That’s the life.

There was a time, now seemingly long, long ago, when all we had to do when we tied up in France, was go ashore and hit the bars and cafes.

The capitainerie might want a few details, but no more than that. Hardly an inconvenience.

But times have changed, and because Covid has largely kept us at home for the last couple of sailing seasons, we have yet to fully come to terms with how much delayed that first croissant could now be.

We are no longer part of the EU, everyone knows that, but what happens next is less certain. For example, can you be sure of the new entry requirements for sailing to France? Various organisations have done sterling work in trying to pin down the actual rules, but from my reading they all seem to have come to different conclusions. This is possibly because governments on both sides of the Channel don’t know what the rules are either, or don’t care.

When these things are left to rumour and anecdote, that’s when we should start to worry. I have read on various internet forums (usually as reliable as asking a confirmed liar for the time of day, I know) that the French aren’t making any fuss so don’t bother doing anything.

Then there’s story of a friend’s friend fined 500 Euros for nipping ashore for a quick pint. Or is there an online entry form, but which still requires you to use an official, possibly dreary, port of entry? One of the great pleasures, for me, has always been those quiet anchorages to be found along the Brittany coast, far from the obese marinas which have appeared in recent years. But I’m guessing that any official is not going to be overjoyed at being called out in the middle of the night with the offer of a row out to a rolling boat, thirty miles from their office, with the promise of a soggy trip in an Avon dinghy with a slow leak. And now the latest rumour - they’re going to do it all

with fingerprints from next year. To be honest, after a few hours on a cold tiller I don’t have any fingerprints left, so the best of luck with that one.

I’m afraid this is all beginning to take me back to my voyage in the south Atlantic where dealing with officials verges on a full time job.

For example, on arrival in a port in, say, Brazil, you must first find an immigration officer to stamp your passport, then customs clearance, and finally a permission from the harbour authority. Cruising is largely unheard of there, and so the procedures are exactly the same as if you were a fully-laden oil tanker, and about as ponderous. Just to make life interesting, the offices are often spread around town; or worse, down dark and doomy docksides where threat lurks - mugging here is almost a national sport. I remember a hot and steamy tramp round the back streets of Salvador hunting down the customs man. I eventually found his smoke filled office, complete with aged computer installed before Bill Gates was born, over which he laboured in a confused kind of way. I presented him with my papers. He immediately swung his legs on the desk, stroked his moustache, lit a cigarette, and then flicked through them with the disdain of your English teacher reading your rubbish essay. After about five minutes, he slammed the papers down and declared, ‘Come back tomorrow. I am tired’. No kidding!

To make cruising life even more pleasant you have to reverse the procedure when you leave port, and go through it all again at the next harbour, even though they’re in the same country. To appreciate the full inconvenience that can cause, imagine a sail from Cowes to Lymington requiring the official stamp of no less that six government officers. Surely, it can never get as bad as that here, can it?

Possibly it might - the complications and permutations keep on coming. I am going up to Scotland this year, probably calling in the Republic of Ireland, then Northern Ireland as I make my way up the Irish Sea. Despite there being no land border between the two, it seems yachts won’t have the same privilege. And so it begins.

At least when I round the Mull of Kintyre and enter Scotland, there’s no prospect of a border crossing there, is there?

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Andy Rice In its 122-year history, the Olympic sailing scene has never witnessed so much change and with the clock already counting down to 2024, the competition is full on

A

lthough it’s already eight months since the Tokyo 2020 Games, the start of the new Olympic cycle really only got going in early April at the Trofeo Princesa Sofía Mallorca. The Bay of Palma hosted all 10 event Olympic events, four of which are brand new.

The Men’s and Women’s divisions in the iQFOiL windsurfers and the Formula Kite foiling kiteboards were flying across the Bay of Palma at speeds of 30 knots and beyond - speeds never seen before in Olympic competition. The debate among traditionalists will continue to rage as to whether these foilers constitute ‘proper sailing’. For pretty much everyone I spoke to on the circuit, the foilers are a welcome addition to the line-up of dinghies and skiffs. Along the with the foiling Nacra 17 catamaran, the four new foiling classes mean that half of the 10 events are now flying above the surface. The 49er skiff - so radical when it launched 25 years ago - is now looking quite conventional.

Do faster events necessarily mean that they’ll be more exciting for spectators to enjoy? Not necessarily, but that’s certainly the intention. Olympic sport is increasingly under commercial pressure to provide a made-for-TV product if it’s to compete with the likes of the X Games and the Red Bull sponsored extreme events and adventure sports.

The kitefoilers were launching directly off the sandy beach and the spectacle of the riders launching and getting up on their foils through the breaking waves drew quite a crowd of tourists and passers-by. They are spectacular yet very simple machines - a 1.5 metre board mounted on top of a fixed hydrofoil setup with aerodynamic, wing-shaped kites ranging in size from 9 metres for strong winds up to 23 metres for conditions below 10 knots.

There’s no getting away from the fact that high-speed foiling can be dangerous, but the riders and the sailors accept the risks and genuinely love what they do; British kitefoiler Lily Young says she and the rest of the British squad often stay out on the water and do much longer hours than their training plan requires.

The kiteboarders and the iQFOilers come across as the most passionate about what they do, although there is a real sense of excitement throughout the Olympic boat park. There is major change in every class, with the exception of the Laser where the only notable update is to the new name of ILCA 7 (for the old Standard rig) or the ILCA 6 (for the old Radial). Terrible name

for a classic boat that deserves better, although the racing itself is as hard-fought as ever. It was a really impressive performance

by British sailor Micky Beckett to win ahead of the likes of reigning Olympic Champion Matt Wearn from Australia and many past world champions.

The switch to Mixed 470, men and women sailing together, has brought a very different feel to the boat park. Following Hannah Mills’ retirement from Olympic campaigning, the gold medal winning crew from Tokyo 2020, Eilidh McIntyre is now the senior partner in her new campaign with Martin Wrigley steering the boat. As Eilidh said: “The 470 is the perfect boat for testing men and women equally in the same boat and maybe even for women to prove they can do the job better than the men.”

Tenth place for Martin and Eilidh shows they’re a work in progress, coming a place behind fellow Brits Vita Heathcote and Ryan Orr. Dominating the new Mixed line-up were the Spanish team of Jordi Xammar and Nora Brugman. Xammar was one of several who flew back from the SailGP finale in San Francisco to race in Palma, and the experience making quick-fire decisions at 50 knots seems to help the Olympic bronze medallist in the much slower but very tactical 470.

Fresh from victory in Season 2 of SailGP was Jason Waterhouse, flight controller for Tom Slingsby’s winning team from Australia.

Sailing with his cousin Lisa Darmanin, the Rio 2016 Olympic silver medallists are back on the campaign trail together as they and the rest of the fleet get to grips with the adjustable rudder elevators now permitted on the foiling Nacra 17 catamaran.

Waterhouse and Darmanin were prevented from completing the event due to Covid. The team setting the pace were Olympic Champions Ruggero Tita and Caterina Banti. The Italians won Tokyo gold with relative ease last August but in Palma their mastery of the new foiling setup put them in a different league.

The adjustable rudder elevators allow for the potential for full upwind foiling, so learning how to mode the boat for different conditions requires full focus as the fleet learns the new rules of when to attempt full foiling, and when to stay in low-riding mode.

The 1,100 sailors in Palma were hugely excited to be back on the campaign trail at the start of the new Olympic cycle. Just as well, with less than two and a half years to go before the 2024 Olympic Sailing regatta in Marseille.

More than ever, time is the most precious resource.

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“Half of the 10 events are now flying above the surface. The 49er - so radical when it launched 25 years ago - is now looking quite conventional”

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ABOVE GBR’s Micky Beckett winning gold at the first major Olympic class regatta of this cycle in the ILCA 7 (Laser) - the only class without major change

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Beneteau Oceanis 34.1

Unobtrusively brilliant Sam Jefferson tests the unobtrusively excellent Beneteau Oceanis 34.1

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Beneteau Oceanis 34.1

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here is a time and place for being showy; and designing a 30 foot or so cruising boat probably isn’t the right time. Life itself can be much the same; Kim Kardashian is an example of a showy person and, while this serves her very well on Instagram, it probably does her little favours when she pops out to Tesco Express to buy a pint of milk. Another example, Boris Johnson, a natural showman, great at entertaining but perhaps someone you wouldn’t want to being doing a job any too serious. Ok, never mind.

Boat design is much the same.

We boat testers all love a bit of showiness but there’s a time and a place. I vividly recall a contemporary of mine waxing lyrical about a chopping board that integrated beautifully into the galley worksurface on some boat or other he was testing. It was a neat feature believe me but afterwards I couldn’t help but think that if the most notable feature of the boat was the chopping board, perhaps that was far from a positive thing. Yet, perhaps this isn’t fair.

Good design shouldn’t always smack you full in the face with its astonishing innovativeness. There is a place for a bit of unobtrusive, unshowy but clever design.

All of which preamble brings me to the Beneteau Oceanis 34.1 designed by Marc Lombard who most recently also did the Beneteau Oceanis 41.1 for the company. I’m sad to report that his latest offering lacks a chopping board integrated into the kitchen worksurface – maybe I’ll drop him a line. Anyway, in an unshowy way this is a very satisfactory little yacht.

These days it would definitely be looked on as an entry level boat and sits just in front of its smaller sister, the Beneteau Oceanis 30.1 as the second smallest yacht in the Oceanis range. I don’t suppose Marc Lombard was complaining when he landed the contract to design the boat but I couldn’t help but feel he faced a bit of a challenge given that its predecessor, the Finot/ Conq designed 35.1 came out pretty recently and was a decent little

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JUNE 2022 Sailing Today with Yachts & Yachting

yacht. I imagine the design brief was something like; ‘the same again but better please’. Anyway, Mr Lombard seems to have stepped up as he has produced a boat a touch smaller, 500kg lighter, yet with the same internal volume. Well done Marc.

He has achieved this by using a trick that has become de rigeur in the design world since the launch of the Beneteau Oceanis 51.1.

This is to provide full forward sections above the waterline which are slimmed down considerably below. This results in reasonably

ABOVE Full sections above the waterline provide power when the breeze is on and also boost internal volume BELOW Clear, uncluttered side decks

low wetted surface area – allowing for good light wind performance, combined with more power in heavy conditions. Of course, the extra bonus is more internal volume. I say this commenced with the Beneteau Oceanis 51.1 and that is somewhat nefarious – go to the racing world and it is a concept that was widely seen in Mini Transats some while ago now. Those who want to head to pedants corner could point to the clipper ship Marco Polo built in 1851 which achieved fame during the Australian gold rush using this concept of a fine underbody and full sections above the waterline.

Doubtless Mr Lombard is completely au courant with Marco Polo's 68 day run out to Melbourne in 1852.

Anyway, I digress, the result of all this is a 34’ boat with decent though not excessive beam -15cm less than the old 35.1 - carried well forward.

There is a full length hull chine carried close to the waterline which fades out as you reach the bow. The forefoot is emersed when the boat is at rest, further reducing wetted surface area in light airs. Freeboard is generous but not jarring and there is a low, wedge shaped coachroof that, combined with plumb bow and vertical transom, makes for a sporty looking little yacht. The Oceanis 34 features twin rudders and twin helms – the latter of which used to be quite unusual in a 34 foot yacht, but now it is about as remarkable as

a chopping board integrated into a worksurface. I tested the First Line version and the boat had all the options including bowsprit, flat deck furler, genoa instead of self tacker, plus a square top mainsail. As already noted, this boat is lighter than it’s predecessor, the 35.1 and features more sail area – all good signs. As an added bonus, this boat is also available with a swing keel which is a huge boon to UK based sailors used to dealing with huge tides.

On deck

The boat features a roomy cockpit with seats aft of the wheels which give the helm a perch on an otherwise open transom with fold-down bathing platform. The fractional rig has swept aft spreaders and no backstay, keeping the aft

36

end of the cockpit clear. There are some innovative touches which I first saw in some of Beneteau’s sister company Jeanneau’s smaller boats such as thimbles used for the jib sheets instead of the traditional track. This keeps weight down and provides an excellent sheeting angle. The mainsheet is set up on a bridle system as opposed to a traveller which keeps things uncomplicated. Ease of handling is obviously key in a boat of this size constructed for pure cruising pleasure and all the sheets are brought back to a pair of winches each side of the helm while the halyards are run to two banks of jammers on the coachroof with a single winch for raising and lowering sails and a second winch as an option.

ABOVE

The 34.1 proved a sprightly performer despite modest conditions out on the water

BELOW

The cockpit is roomy and well laid out

Down below

The interior is very bright and feels extremely spacious for a 34 footer.

Partly this is due to the hull form with that flaring out of the topsides above the waterline provides extra volume but it’s also because the accommodation has been cleverly laid out. The sofa berths in the main saloon, for example, are set well into the sides of the hull giving a greater feeling of width and space. Both saloon berths are long enough to sleep in and on the port side there is an infill cushion that can be lifted out to give you the legroom to sit at the aft facing chart table that flips up and down – a neat touch.

The finish on the test boat was light oak and this, combined with long portlights set into the topsides provided a lot of light and nice

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Beneteau Oceanis 34.1

views when seated in the saloon. Six could be accommodated for dinner around the saloon table. The small L-shaped galley is to starboard and is thoughtfully put together with good storage and a double bin next to the sink. Aft of this is a double berth. I tested the three cabin version which had another double in the aft starboard quarter and a heads and shower compartment forward of this. There is also a two cabin option with a bigger heads compartment and extra storage in the starboard quarter. Heading towards the bow, double doors open out to a spacious forward cabin with a decent sized V-berth with modest taper towards the bow. Two big cupboards either side of the entrance provide a decent amount of stowage. Headroom remains good. The overall feel was

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JUNE 2022 Sailing Today with Yachts & Yachting

very pleasant with plentiful room for a family of four to cruise for a week or two without unnecessary discomfort of bickering.

Under sail

The test sail took place off the coast of Barcelona in early autumn. I have sailed here many times but never in more than 12kn of breeze and the weather gods clearly felt I hadn’t had quite enough of this sort of light weather testing as they dished up a day when the breeze peaked at about 8kn. As an added bonus, some wild weather over the preceding days had left us with a nasty hangover of short wave period swell. The sort of conditions that you’re your teeth rattle until you get the sails up. Although this was far from satisfactory we powered out at

ABOVE

The feeling of light and space is tangible in these photos

BELOW

In the light airs our best strategy was to put up the Code 0 and sail as close to the wind as possible - the results were compelling

a good lick. The engine in this boat is a Yanmar 29 which certainly has plenty of power to spare. Sails up and the boat dealt manfully with the challenge we had set. As you might expect, the best tactic was to get the Code 0 up and then go as close to the wind as we dared.

Sail controls were very simple and everything was well laid out. This would be a good boat to learn on essentially as it was reassuring and simple. Yet it was also more than that. With the Code 0 suitably overheated, we started to make really rather impressive progress – 5.3kn in 7kn maximum breeze. That’s good going by any standard. The helm was light and, given that there are twin rudders, you’d maintain plenty of grip even in stronger winds – I just wish we’d had some.

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All in all, there isn’t a lot more you could ask from a boat of this size

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JUNE 2022 Sailing Today with Yachts & Yachting

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Cruising - In the wake of Tilman

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JUNE 2022 Sailing Today with Yachts & Yachting

Angus Cater recounts an adventurous circumnavigation of South America that commemorated Bill Tilman’s final voyage and paid tribute to a lost friend

Harrac goes south

Sailing Today with Yachts & Yachting JUNE 2022

47

Cruising - In the wake of Tilman

n September 1977, at the age of 79, the famous explorer and mountaineer, Bill Tilman set sail from Southampton on the boat of his young protégée, Simon Richardson, to sail to Smith Island in the South Shetland Islands, some 65NM off the coast of Antarctica. Their plan was to sail to Rio de Janeiro, and then to the Falklands where they would collect their New Zealand climbers for the ascent of Mount Foster, a hitherto unclimbed peak on Smith Island.

Their trip across the Atlantic to Rio was uneventful. Simon wrote to his friend, Christopher Lloyd from Rio: ‘The day we arrived here was perhaps the greatest day of my life…if everything ended now, life would have been worth that day’.

They set sail from Rio and were never heard of again. When they failed to appear at the expected time

48

JUNE 2022 Sailing Today with Yachts & Yachting

in the Falklands the authorities were alerted and a fruitless search of the South Atlantic began.

A perilous undertaking Simon was my friend and was 26 when he disappeared. We had met as nineteen-year-olds and had sailed and climbed together extensively. He had invited me to go to Smith Island but my wife was pregnant and he took my ice axe instead. During the years that followed I thought of him often.

When the opportunity arose to buy a proper ocean going boat in 2004 I grasped it, and resolved to try and complete the task that Tilman and Simon had set themselves. At that stage Mount Foster had only been climbed once by a Canadian/New Zealand team in spite of several attempts by joint Service teams.

The reason is simple. It is at the

PREVIOUS PAGE

Smith Island, our ultimate goal

ABOVE LEFT

Bill Tilman, whose final voyage inspired our trip

BELOW

Rio, a stop off on our route back north

bottom of Drake Passage, a 600 mile stretch of water south of Cape Horn, where the depressions roar around the globe without any land mass to obstruct them. Derek Lundy in The Way of a Ship describes its perils for seamen as follows: ‘The reputation of the Horn as a place of tribulation is based on a few facts of physical geography that can be expressed in six words: compression, thin water, ice and mountains’. Smith Island is also all mountain and ice and there is only one very small landing place.

Harrac, the boat I bought, is a 44 foot classic yawl. She had been built in 1981 by the West Country firm of Curtis and Pape and had been designed by Alan Pape. She is a big boat, very solidly built of iroko on oak frames. However, the survey I had done threw up a multitude of issues so she spent the winter of 2006 in the shed at the Elephant

boatyard on the Hamble having a major refit. We needed to make sure that she was ready for everything the Southern Ocean could throw at us.

The standing and running rigging was original so with the assistance of the late Ed Burnett, a talented designer in Dartmouth, these and the spars were all renewed as well.

While this was going on I turned my mind to the crew. Mostly they were people I had run with (I am a long-term member of Ranelagh Harriers in Richmond, Surrey) or sailed with , or run and sailed with. (I had taken a group down to Alderney in 2005 to run in the Alderney Half Marathon). The major decision was to take a gap year student on each leg. I was then Managing Director of an insurance broking business specialising in insuring independent schools and we thought it would generate good publicity. It did and,

mostly, they were a great success.

I took them on a trial week-end where we sailed in a force five out into the Western Approaches for twelve hours and then turned round and came home. Apart from some minor seasickness they all did well.

Yachtmaster at last

My major concern about the crew was the Skipper. I had been sailing since the age of eight, starting on Moths at the Salterns in Lymington, and had graduated to big boats in my twenties. Simon had joined me on a number of RORC races and I had been taught to navigate by my brother-in-law, an experienced army sailor. Since then I had navigated and skippered a variety of boats all around the Channel, down the coast of France and across to Ireland. However, I had no formal qualifications and I could only

ABOVE LEFT

The dramatic mountainscape of Smith Island

BELOW

Harrac at rest

imagine some of the press headlines if something had happened to us or to one of our ‘gappers’. ‘Unqualified skipper risks the lives of 18-year-olds’ might have been one of the kinder ones. I therefore completed all my RYA qualifications up to Yachtmaster Ocean and spent a week doing a Ship’s Captain’s Medical Course at Warsash. The latter enabled me to purchase an enormous medical kit which included a lot of prescription drugs including morphine. My only requirement before dispensing these was to take ‘Radio Medical Advice’ from a doctor on shore.

We left from the Hamble in September 2007 amidst much fanfare. The route was different to the one that Simon and Tilman had taken. We planned to go down to the Cape Verde Islands, then head straight across the Atlantic to Grenada, through the Panama Canal

Sailing Today with Yachts & Yachting JUNE 2022

49

Cruising - In the wake of Tilman

and down the west coast of South America, before crossing Drake Passage and landing on Smith Island.

I chose this route because I wanted a secondary objective. I was aware just how difficult a task we faced even to get to Smith Island, let alone climb Mount Foster, so I wanted to complete a circumnavigation of South America. If we had gone down the East Coast of South America we would have had to beat back against the prevailing westerlies for 600 plus miles in some of the most forbidding water on the planet. Not a good idea.

The book I have written, Harrac Goes South In the Steps of Tilman and Richardson, describes our adventure. We had everything: boat damage, storms, gear failure, medical crises, and navigational issues, but above all else it was testing on the crew, and particularly on me. All the crew came for about a month each, flying backwards and forwards to different locations en route. I was on the boat the whole way round, apart from popping home from the Canaries for a while before the start of the second leg, to attend to business issues. I do not think the trip turned out as any of us expected. As I say in the book: 'In today’s world we are used to

50

JUNE 2022 Sailing Today with Yachts & Yachting

having our own space and a great degree of personal freedom. If we don’t like our job, our boss, or even our partners, we can leave them.

We roam the world by jet aeroplane and have comfort, appliances and technology in the home that our parents or grandparents didn’t even dream of. On a forty-four foot boat all that is taken away from you. You live in cramped surroundings, often wet and cold; you have your sleep disturbed – not just occasionally but every night; you eat what you are given; you have an autocratic skipper who tells you what to do and doesn’t brook much argument; and finally, you can’t get off. You are stuck even if you hate the people and the ship is sinking.'

This is the brutal reality of long distance ocean cruising and it affects different people in different ways.

Mostly I was very lucky. The crew just got on with it without complaint.

I only had one mutiny, perhaps a mass crew exodus after twentyone days beating against the North East trades back to the Cape Verde Islands after going through the Inter Tropical Convergence Zone (the Doldrums) might better explain it, and who would blame them.

After six months at sea, with very

ABOVE LEFT

The Panama Canal

ABOVE RIGHT

Callao in Peru

BELOW LEFT

Our crew for leg two in Grenada

little proper rest, I was at the end of my tether. I could barely manage myself and my own motivational issues, let alone anybody else’s. Bill Tilman summed it up pretty well at the end of his description of his first abortive attempt to get to Smith Island in Mischief Goes South.

'A voyage like this naturally entails the endurance of small privations and wearisome duties, and obviously all were not up to it. A man however must do his best with the tools provided and if he himself provides the tools and finds them unsuitable then so much the worst for him!'

It wasn’t all gloom and doom! We had some extraordinary meetings with whales and dolphins; we saw nature at its best, in particular the ‘canals’ of Southern Chile and we met some amazing people who helped us along the way. I was blessed with having some very down to earth and practical people as crew to supplement my deficiencies.

This was particularly true in the South Atlantic, on the way home, when we went through a major storm. Rob Slinger, one of the crew members on that leg describes it: 'Amazing fun surfing those thirty-foot waves during the afternoon…until it went dark, pitch

Lessons learnt

So what did I learn from this 18,500 mile trip?

Itinerary

black, the moon hidden behind thick clouds. Then riding those unpredictable three-dimensional monsters with all your senses on high alert was certainly intense.

'Standing there at the helm, feeling every movement of Harrac; working with her to find the optimum line, then boom, a rogue wave.

Now I was standing in sternum deep water, frothing all around.

No sign of the boat deck in front, just a glimmering light from the galley below the water as the wave passes by….deep breath, focus.

'Harrac, who displaces fourteen tonnes, had been picked up like a toy and dumped on her side. We had no sail up, but had still been doing six knots with the force nine wind on the starboard quarter, so she came straight up, and continued, unperturbed, on her way. Jo Tracey and I were down below with the washboards in and were upended on the far side of the cabin. Rob was unharmed, if a little damp.

This is just a taste of the adventures enjoyed and endured during this epic trip. It was a steep learning curve and a humbling experience. Fortunately I had the time and opportunity to recount my adventures in full in my book.

The Hamble L’Aberwrach La Coruna Madeira Grand Canaria, Canary Islands Cape Verde Islands Grenada Aruba Panama Callau (Peru) Coquimbo Higuerillas Valdivia Porto Aguirre Puntas Arenas Piriapolis Rio de Janeiro Ilheus Recife Cape Verde Islands The Azores La Coruna L’Aberwrach Alderney The Hamble.

ABOVE

The south Chile coast

LEFT

(top to bottom) trade wind sailing; a happy gapper on leg one; netting removed from the prop; essential reading; exhausted crew on leg three

BELOW

Departure from Grenada at the start of leg three Harrac Goes South In the Steps of Tilman and Richardson can be purchased at www. anguscaterltd.co.uk or on Amazon.

Do not be overoptimistic about your average speed.

We had to tack the whole way down the East coast of South America with the Humbolt current pushing against us at 1.5 knots. With a boat that tacked through 110 degrees this made nonsense of my forecast 5 knot average.

Make sure you know your crew well and that they like and respect you. I suggest you do not take an untested crew out for long trips on the ocean. It is not for everyone although many people have a romantic view of the sea. It is not romantic, it is brutal and unforgiving and if it can find a weakness in the boat and the crew it will.

Ensure that your practical skills are up to speed and that you know every inch of your boat and have the spares to fix things if they break. This was a weakness of mine which was only made up for by the practical skills in my crew. This applies particularly to the engine. We motored far more than we expected to – often motor-sailing to try and hold our course and speed.

The engine did a lot of hours and it was only in Peru that we purchased additional fuel containers.

Allow enough time to recharge your personal batteries. I was continually under time pressures to meet the next crew and got progressively more tired as the trip went on. A couple of days is not enough, particularly when one is restocking for the next leg, cleaning and doing maintenance. This undermined my ability to manage the crew effectively and positively. It also meant that I did not see as much of the countries we stopped in as I would have liked.

Finally, do not underestimate the effects of sleep deprivation on you and your crew. People will make mistakes and you need to cut them some slack. sailingtoday.co.uk JUNE 2022

51

Interview

Future focus RYA Director of Racing Ian Walker tells Georgie Corlett-Pitt how a restructure of British Youth Sailing’s coaching programme is aiming to bring benefits to the wider sailing scene

t has been two years since RYA Zone and National Junior Squads were phased out in a move by the RYA to strengthen the UK sailing scene from grassroots level up. Now there is a vibrant regionally-based race training programme in place that is encouraging sailors under the age of 16 – and their parents – to stay local to their clubs and regions.

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JUNE 2022 Sailing Today with Yachts & Yachting

Although not planned in response to covid, the timing of the restructure was, in a way, fortuitous; as travel and meet-up restrictions meant that national training would have been impossible at this time anyway.

And, as the man behind the move, RYA Director of Racing Ian Walker believes, the backdrop of covid has meant a more ready acceptance of such large-scale change.

ABOVE

After successful Olympic, America's Cup and Volvo Ocean Race campaigns, Ian Walker took on the role of RYA Director of Racing in 2017

Wider benefits

The aim of the restructure was to stop national squad selection happening at too early an age.

Instead, at junior (under 16) level, there is now a greater emphasis on enjoyment and participation, as well as skill development, in the hope that this will ultimately help to retain more young sailors within the sport.

Ian says the rationale behind the

new Regional Training Groups has been well received and is having a positive effect. “Our aim is for sailors to spend more time on the water and less time in a car. You don’t need to spend five or six hours travelling for a weekend to learn fairly basic skills like a roll tack; it’s possible for sailors to learn that in their own club if some of the training is brought to them. There remain plenty of competitions to travel to to sail against sailors from other regions.

“This has meant a boost to club participation – not only among youngsters themselves, but parents too, who don’t have to commit to travelling away at weekends. It’s also about sustainability; by limiting travel to local regions the environmental impact is lowered. The cost of participation is also lower, making it more inclusive and accessible.”

Time sensitive

PHOTOS RYA/NICK DEMPSEY

In developing the new structure (which sits alongside squads run

individually by class associations) Ian and his team at the RYA looked to other sports and other countries’ sailing programmes.

They found only a very small correlation between those that perform well at junior level, and those who go on to become professional sports people. In Norway, competitive selection in sport of any sort is actually outlawed below the age of 13 – yet they continue to top the medal table at the Winter Olympics.

However, the correlation of those excelling at youth level (under 19) and then again at elite level is much higher – as many as 50 per cent of sailing’s Olympic medallists in Rio 2016 had won a medal at the Youth Worlds – and the youth level of the RYA programme therefore continues to rely on selected national youth squads.

But the RYA’s emphasis for under 15s is now firmly on

ABOVE LEFT

The RS Feva is an RYA Junior class, alongside the Topper, Cadet, ILCA 4, Optimist, RS Tera and Bic Techno

ABOVE RIGHT

Ian chats with 420 sailors at this year's RYA Youth Nationals, held in early April at Plas Heli

BELOW

The restructure has put a fresh perspective on coaching under 16s

“developing passion, participation, inquisitiveness, and the right behaviours, ethics and mindset”.

Ian adds, “The challenge then is that at age 16 to 19 they have to develop really very quickly, although they are then at the right age where they are physically and mentally capable of doing that. By contrast, you might be able to tell a child what to do at 11 or 12 but they probably won’t understand why - and to succeed in sport, they need to understand the ‘why’.”

The shift has placed a fresh onus the coaching team to create the right learning environment. Ian says: “The primary goal for a junior coach in my mind is to enthuse about the sport, make it fun and help those sailors develop their passion for the sport. If sailing feels like an extension of school then there’s no better way to make them give up!”

Recognising challenges

Coaches are also being challenged to overcome the disparity of ability in certain regions and classes. “It’s very important that every sailor gets something from their training group,” says Ian. “As time goes on and you bring more sailors through, the hope is that everybody is of a higher standard and they can all push each other, but in the short term in particular that’s quite a challenge.”

Ian also recognises disparity in the geographical scope of, and number of sailors within, each region, but feels strongly that developing a good base will pay dividends in the longer term. He highlights the important role of club junior training and junior class association training as sailors begin their journey.

Sailing Today with Yachts & Yachting JUNE 2022

53

PHOTOS RYA/RICHARD ASPLAND; SANDER VAN DER BORCH/LLOYD IMAGES/OMAN SAIL

Interview

54

Covid has also brought some smaller scale changes to the way some coaching is delivered, such as video debriefs held online that sailors can watch on their phone on the way home on a Sunday evening.

It also brought to light the determination of a whole generation, as Ian says: “Many junior and youth sailors trained all winter without even being able to go in a clubhouse, often getting changed in the car, so I think covid was a real reminder of how resilient kids can be.”

A paucity of international events in the last two years has led some to leave the junior classes earlier than they might have otherwise.

For many, the opportunity to start mastering the basics of a youth class before hitting their exam years is proving beneficial and has prevented talented sailors stalling for too long at the wrong level.

But for some, such as Ian’s own daughter, the effects haven’t proved so advantageous; at 18, she will be leaving the 420 class without any real opportunity to develop her racing internationally at youth level.

That, Ian says, is unlucky, but the new structure now accommodates

JUNE 2022 Sailing Today with Yachts & Yachting

an extended pathway that will help sailors continue their involvement with the sport beyond the age of 18. It involves a much more holistic approach, guiding sailors - and parents - as to how further education or professional development might work alongside their sailing, and the options within that, as well as on funding and other support.

“It can be as simple as advising on which universities allow students to have a car and therefore be able to travel to events, or which ones might be flexible in their exams,” says Ian. “The attitude 20 years ago might have been ‘don’t go to university, invest all your time in sailing’, but now it’s ‘how can we best support you to further your sailing whilst you’re furthering your education?’.

Where ‘youth’ used to finish with under 19s, support now extends in some cases up to the age of 23.”

This is central to preventing fall out at post-youth level - another important aim of the programme.

There are opportunities through team and match racing, keelboat sailing, coaching – just a handful of examples. Of course, for a few, there is the British Sailing Team. British

ABOVE LEFT

At youth level, squad selections continue, but support is broadening to help sailors stay with the sport

ABOVE RIGHT

For younger sailors, developing the right mindset should be more important than results

BELOW LEFT

Regional Training Groups mean less packing up and travelling, more time spent sailing

BELOW RIGHT

Ian says he encourages all youth and junior sailors to spend as much time on the water as possible

sailors have topped the medal tables at five of the past six Olympic Games; ultimately the hope is to perpetuate that trend by building a solid pathway.

Advice to parents

How can parents best support young sailors? Ian says: “Ultimately, the common trait amongst sailors who succeed, is their mindset and their drive or determination; it’s not necessarily about what they know, it’s about who they are and their desire to learn more. That motivation can come in lots of different forms, and it might be something that develops over time.

“Parents need to play the long game not the short game. It doesn’t really matter how well little Johnny does in the open meeting next weekend or even the national championship at the age of 12, what really matters is that when he or she gets to the age of 18 or 19 that they still love sailing and are still hungry to learn more.”

And his advice for young sailors?

“Spend as much time on the water as you can! By all means, enjoy really good coaching sessions, but don’t underestimate the value of crewing for adults, racing different boats or simply messing about on the water.”

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GS_Sailing_Today_Half_H_202x129_2021.indd 1

07/02/2021 22:50

Boating abroad this summer?

Make sure your kit is clean before using it again at home Check boats, equipment, and clothing when you leave the water. Remove any mud, aquatic animals or plant material and leave it at the site.

Clean everything thoroughly as soon as you can. Use hot water if possible. Anti-foul boats annually.

Dry - drain water from every part of your boat and trailer before leaving the site. Dry clothing and equipment for as long as you can before using it elsewhere, ideally for at least 48 hours.

Find out more about invasive plants and animals and how you can help stop the spread at nonnativespecies.org/checkcleandry

Untitled-1 1

10/04/2022 17:03:32

Sailing Today with Yachts & Yachting JUNE 2022

55

Cowes Week

Best of both

PHOTOS PAUL WYETH/MARTIN ALLEN/COWES WEEK

Whether you’re a racer, cruiser or cruiser-racer, Cowes Week holds wide appeal, as Georgie Corlett-Pitt found out from the current holder of the Sailing Today Trophy, Adam Ridett

56

owes Week is famous the world over. Seven days of round the cans competition on the prime sailing spot that is the Solent attracts everyone from the grand prix racers of IRC0 and IRC1 to the diminutive yet ever-popular XOD. There’s hot competition to be found in every one of the 35+ classes – but there’s also plenty of opportunity for family fun.

For Adam Ridett, co-owner (with Phil Moore) and skipper of Beneteau First 40.7 Challenger, this is as much a part of the attraction as anything.

But last year’s regatta gave him all that and more, as he and his mixed crew of family and friends took victory in the Performance Cruiser B class and were awarded the prestigious Sailing Today Trophy.

Many of the team have sailed together for as long as 15 or 20 JUNE 2022 Sailing Today with Yachts & Yachting

years, regularly competing at regattas around the Solent, but this win came as a real highlight amidst the uncertainty and upheaval of covid.

“Of course, the crew lifting the trophy, celebrating together with family, with friends, is the best feeling!” Adam says. He smiles as he recalls the moment with pride, before going on to explain, “For us though it’s not just about the winning overall, it is also about enjoying the moment when we finish, getting together as a family, with friends and enjoying the social side of it as well.”

ABOVE

Close racing in the Performance Cruiser B fleet, with Challenger well positioned as the windward boat

BELOW

Adam and his crew of family and friends celebrate winning the Sailing Today Trophy

Close competition

Despite what the title may perhaps imply, Cowes Week’s three ‘Performance Cruiser’ classes offer far more than the casual racing you might expect. So close was racing on the water at last year’s regatta that Adam says they only managed to secure the overall class win in the final race, ahead of Richard Strong’s Hanse 445 Solid Air and long-time-rival Pete Newland’s Beneteau First 40.7 Anticipation.

“In the end we just nabbed the win, but that is what we want.

We want close racing!” enthuses Adam. “Without competition, it’s not a sport, it’s a procession.

So for us, the more people, the harder the racing, the better.”

But much as he clearly loves close competition, Adam isn’t tempted to upgrade to a grand prix racer anytime soon. He loves the flexibility to race and cruise that his current

What's in store for 2022?

Regatta Director Laurence Mead shares the latest... boat gives him, and he can often be found anchored in Osbourne Bay with his grandchildren aboard, or pottering towards the West Country with his wife. He also enjoys JOG events, naming the Race to Deauville as a favourite - a cross-Channel race followed by the chance to enjoy some French hospitality before cruising homewards as the best of both worlds. Whether racing or cruising he emphasises: “For us it’s all about the journey, and the fun when you finish.”

Adam goes on to explain that entering his Beneteau First 40.7 into the ‘right’ Cowes Week class has been key to him getting the most from his racing experience.

He welcomed the move in 2020

by Cowes Week management to split the Cruiser division in to two separate divisions for Performance Cruisers and Club Cruisers. It came in response to significant year on year growth of the cruiser fleet at Cowes Week.

By distinguishing between modern purpose designed cruiser-racers and what can be thought of more as genuine cruisers (often sailed by novice or very occasional racers) the Regatta Director Laurence Mead and his team have facilitated fair and enjoyable racing for all, and fleet numbers have rocketed.

It’s been a highly popular move, giving Adam and others like him an alternative to competing against the influx of increasingly sportier thoroughbred racers in the main IRC classes. The result is not only competitive racing, but a great class camaraderie. “We all compete hard on the water but we are great friends afterwards. We will all share

pointers with each other; sharing knowledge makes everybody more competitive,” says Adam.

Although it is early days, entries for Cowes Week are running 30 per cent ahead of any year in the last decade, which bodes well for one of the world’s most celebrated sailing regattas.

The Ball is back Competitors of a certain age will remember the days when there To win the class overall, Adam says, was a Cowes Week Competitors Ball, and the organisers have was truly a team effort and down announced that in 2022 the Competitors to the skill and experience of his Ball will be coming back. Being run in crew. “The whole crew, as soon as we conjunction with the Royal Ocean Racing get into race mode, we switch very Club at their clubhouse on the Parade, the event will be a Black Tie and Platinum quickly. One of the advantages of sailing together for many years is that Jubilee Best of British theme which gives everyone knows what we have to do. plenty of latitude on the dress code!

Dream team

It means I know if there are three or four other boats racing to the same mark at the same time as us, I can delay my spinnaker drop or I can hoist or gybe or manoeuvre more quickly than them. That’s purely down to teamwork and practice.”

The team is island-based and regularly sails in the Solent. “The Solent is unique; it has two coast lines and they are completely different,” says Adam. “We have rocks to deal with on the island shore and on the mainland shore we have sand, so it’s much easier to be brave on the mainland shore.

We are often sailing with less than a metre of water under the boat on the mainland side if we need to tuck in out of the tide, but we wouldn’t even attempt that on the island side because we have significantly more rocks to deal with, so we might be putting in a lot more tacks.

“In that sort of situation, it’s about having an understanding of how you can push the boat but also the crew. I’ll be honest, I’m not overly sympathetic; if somebody is tiring in one job, we will rotate them with another person, but we won’t go easy - that makes all the difference.”

But even for the well-honed crew,

From the old to the new On the water the event will be celebrating 100 years of highly competitive XOD racing at Cowes Week as well as the 125th anniversary of the launching of the Redwing class who have also been racing at Cowes for over 50 years.

At the other end of the spectrum there will be 20 of the new Cape 31 design, a super high-performance modern race boat, as well of course as a huge fleet of J/70s, the biggest in the Solent every year.

Club Cruisers on a roll Cowes Week will also be continuing with its new Club Cruiser division, separating less experienced teams in more cruising orientated boats (you can have a kettle on board and race at Cowes Week after all!) from the uber-modern performance cruiser-racers, with their bulb keels and latest generation construction methods.

Jubilee celebrations Cowes Week runs from Saturday 30 July to Friday 5 August – but the festivities won’t stop there. On Saturday 6 August Cowes will play host to the Solent Platinum Jubilee Celebration which will see hundreds of Solent racing, cruising and motor vessels taking part in a Fleet Review. Dressed Overall, the yachts will provide an amazing on the water spectacle for visitors to the town. The Fleet Review will be followed by a Silver Spitfire Air Display in the afternoon with a shoreside social event at Cowes Yacht Haven until late.

Sailing Today with Yachts & Yachting JUNE 2022

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Cowes Week

Handy hints for first timers

not everything went smoothly.

While the team on Challenger had notched up a string of top results in the early part of the regatta, luck turned against them on the penultimate day when, despite holding a 15 minute lead over the 13-strong fleet, they rounded a mark on the mainland shore only to find themselves suddenly in a huge wind hole. Along with a number of other fleet leaders, they sat helplessly in that position for over an hour, watching in despair as their competitors spotted the wind void and sailed well clear, hugging the mainland coast and leaving Challenger adrift as they headed to the finish. Timed out, Challenger was forced to retire from that race.

But while the result was hugely frustrating at the time, it’s also a race that Adam says stands out for good reason. He explains: “We had been quite happily winning the race, we were racing brilliantly, and the crew were doing wonderfully. It’s certainly true about not counting your chickens before they hatch! I look back now on it with amusement because we did end up winning overall, even if it was a real challenge at the time. But that race was also the highlight of the week. Up until we got into that position, we had been doing great – everything we had been doing well throughout the week, the start, hoists, gybes, tacks – they had all been great, and we had literally pulled away from everybody.

“That was all down to crew work, and I felt it couldn’t get better than this in terms of the boat’s performance, but then the wind just died! But that’s why it’s a fine line.

“Ultimately, yes, you get a real buzz from crossing the line first,

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and yes, we had that a good few times during the week, but I tend to remember times – as happened in this race – when the crew comes together and everything just happens seamlessly. For me that’s the most memorable because those are the things that take a lot of work and practice over months or years.”

Go for it!

For other cruiser-racers looking to give Cowes Week a try, Adam’s advice is to “go for it!”

“Identify which class you’re going to compete in first, then get your boat and your crew out on the water as soon as possible.

It is not necessarily speed that wins, but practice; last year, there were boats that were potentially quicker than us but because we could round the marks quicker and tactically understand the course better, that made the difference.

“Do your homework, and enter some club racing locally first to hone your crew work. Round the Island Race is another good opportunity; it’s much earlier in the season and at a distance of over 60 miles you get to practise every aspect of sailing.

“The other important thing is to make sure your boat is

ABOVE

From slightly more race orientated fleets like the J/109 through to dedicated cruisers, Cowes Week welcomes a wide range of hybrid classes, as well as IRC racers and one-designs

BELOW

Pre-start manouevring on Challenger - Adam says team work has been key to success

The Cruising Association, which sponsors the Club Cruiser Class, has collaborated with Cowes Week on a video, answering questions that first timers at Cowes Week often ask. Watch the video online via sailingtoday.co.uk.

Club Cruiser Class racing takes place under the Island Sailing Club Rating System (ISCRS) and Cowes Week Ltd can help owners get a rating (which is free) if you don’t already have one.

Do make time to read the Sailing Instructions in full, available online two weeks before the event.

Don’t miss the Skipper’s Briefing, on Friday 29 July, and daily Musto Morning Briefings broadcast daily on CowesLive! at 9.30am.

Remember to make your declaration every day after finishing, either via text or the Cowes Week App. Enter now and get all the latest news updates at cowesweek.co.uk

appropriately geared. The stresses and strains of racing on a boat, on sails and equipment, and on the crew over races that can be four, six hours, can really be intense. If your boat is not geared up for it, particularly in stronger winds, not only can you put your own crew in danger but others as well.

“Overall, it needs to be collaborative thing; you can’t just think of the boat without the crew, and vice versa. Practise, build up to it, don’t go there without any prep.”

For now, Adam is still in the process of confirming his plans for this season after a back injury forced a delay in getting back out on the water. But he’s determined to compete once again in Cowes Week, along with his crew, and hopes to see many more cruiserracers on the start line.

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Buyer's Guide - Electronics

Sam Fortescue takes a look at three of the most common electronics upgrades ailing is a gadgetheavy sport these days, with marine electronics opening up all sorts of exciting and useful possibilities aboard. Data is the name of the game – and how you can use it. Modern instruments from Garmin, Raymarine, B&G and others can handle 50 times faster data rates than in the past, and share it around the network.

So upgrading one or more of your instruments is about the most common refit for onboard electronics. We look at the options for that below – it doesn’t have to be ruinously expensive, and much of the work can be done yourself. The other two common upgrade scenarios are adding an internet connection to the boat and retrofitting a remote monitoring system. Read on for a run-down of the available products and what’s involved.

There has been little to report this

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Digitally enhanced year in the multifunction display world. The biggest news came from Navico, which has released a new model called the NSX in its motorboat-focused Simrad brand.

They want back to first principles to build this snazzy-looking unit, which runs an enhanced version of C-Map charts that are crisper than ever. Auto-guidance route planning has been supercharged, and it supports more third-party apps as well. “Watch this space,” said a Navico spokeswoman when asked whether B&G would be moving its MFDs to the new platform.

Upgrade your instruments

Instruments have evolved since many boats were built to use a faster, more robust networking system called NMEA2000. It can shuttle data back and forth more quickly and from more sources, without the distinction of talkers and listeners which used to exist under the old NMEA 0183 architecture.

There is an obvious advantage in

an increasingly data-heavy world, but a problem arises if you want to introduce a new instrument into the mix. You either have to replace the whole lot at a heavy cost, or allow for the different language spoken by old kit and new.

If you’re just upgrading the chartplotter, it is easy, because new plotters generally have both an NMEA 2000 and an NMEA0183 input/output, allowing you simply to wire in your old instruments. You can view the data on the plotter, which will also multiplex the data round the rest of the network to any legacy NMEA listeners.

Generally, it is pretty simple to add extra capability to the system as well – wind, or a radar, for example. If you have a modern plotter it will already have its own NMEA2000 backbone, which you can easily lengthen to include the new instrument.

Where it is more complicated is with a new instrument display.

Garmin’s GMI20 display has an NMEA0183 input which allows it to display data from an older

network. But it won’t then transfer that data onto the N2K network for other units in the system to use. Raymarine’s i70 and B&G’s Triton2 displays can only be interfaced with older instruments by using a dedicated converter.

Luckily the electronics involved are straightforward – you simply wire the NMEA 0183 network up to one end and plug the NMEA2000 backbone in at the other. Raymarine and Garmin produce their own converters and there are several specialist brands available.

iKonvert Bidirectional conversion between NMEA 0183 and NMEA2000 from Digital Yacht.

In a very compact unit. Easy to configure using dip switches. £156 digitalyacht.co.uk

Actisense NGW-1 gateway Feeds NMEA 0183 data onto a NMEA 2000 network and vice versa. Fit one between each NMEA0183 talker and the new network for seamless multiplexing. £153 actisense.com

NKE You can invest in new display capabilities without switching to NMEA 2000. French marine electronics brand NKE has specialised in racing kit for more than 35 years, but some of its gear has a cruising angle. Like the carbon-effect Multigraphic display (€1,521.89), which does a great job of presenting the key sailing data at a glance.

It offers a range of standard transducers, including speed, log, depth, wind, AIS, responsive

Nasa Marine converter One-way unit designed to translate NMEA0183 wind data onto the NMEA2000 backbone. £86 nasamarine.com

ABOVE LEFT

SAilmon's instrument display package

BELOW

NKE's multigraphic display

Yacht Devices YDNG-03 Smartly designed converter housed inside a NMEA2000 plug.

Bidirectional and configurable. £135 marinedevices.co.uk

Adrena insight Sometimes there’s no need to upgrade the instruments you have on board because there are tools that allow you to use the existing information more effectively.

Honed and widely used on the racing circuit, Adrena software also exists in a cruising version for your laptop - called Octopus.

It combines a core weather routeing capability with various handy tools, including mooring assistance, graphically displaying the conditions to be expected in a given anchorage, plus the rise and fall of the tide. Weather forecasting is available to download as a GRIB file up to 16 days ahead and there are a host of useful safety tools,

such as AIS, MOB alarm and anchor drag alarm.

Octopus will also help you develop accurate polars for the boat using real navigational data and give you insight into the boat’s sailing performance. It is available without any charting at all, but with a C-Map basemap, the system costs €349. In racing format, prices start at €779. adrena-software.com intuitive. Instead of identifying a threatening vessel on a collision course, manually extracting its MMSI number and then transferring that to the VHF for a direct call, you can simply tap the icon of the offending craft and call it directly.

Vesper Marine’s Cortex goes further, with its smartAIS system, which automatically alerts you to an MOB situation when it detects an activated AIS beacon. Cortex also offers a remote monitoring solution for the boat.

You can set an anchor alarm and monitor it from afar. Not only that, but you can also get updates of key instrument data – although there is a subscription charge for this.

Icom’s new IC-M510 gives you an AIS radar on its colour TFT display, but also allows you to use up to three smartphones as dedicated handsets - even calling between them as an intercom. It costs £624 plus £240 for NMEA2000 interface.

10hz GPS receiver plus lots of exotic racey sensors for mast rake and rotation. NKE has also put a lot of research effort into eliminating anomalous wind readings caused by the motion of the boat, resulting in a finely tuned, if complex and expensive (€1,450), system for racers and purists.

Though NKE kits use its own proprietary bus system, it also usefully runs on NMEA0183, making it easy to connect to an existing network. nke-marine-electronics.fr Sailmon Designed for dinghies and sports boats, Sailmon’s wireless display can nevertheless add features to an existing instrument network. It runs on a Max display measuring 9cm x 12cm with a 4.4in LCD monotone screen and a battery that charges using NFC (no sockets to admit water). The battery lasts for a day of racing, and as the unit comes with an NFC charger, it is easy to recharge at the end of the day.

Partner the Max with a wireless ultrasonic anemometer which runs off solar power to fit-andforget at the top of the mast. You can pipe in NMEA data from existing instruments (depth, speed or wind) using the dedicated NMEA interface – there’s an N2K model and an N0183 version to suit your existing network.

The Max can detect the angle of heel and pitch, and you can connect it over Bluetooth to Sailmon’s collection of wireless load sensors too, for a read out on tension in the rig. Mainly, though, it excels at racing specific data, such as time and distance to the start line, wind lift/header and VMG. It rocks a very precise 25hz GPS, which promises accuracy to within 30cm. Partner it with the Sailmon app for the most intuitive control, post-sail tracking and analysis.

Max costs €899; wind sensor is €499 and NMEA interface is €287.50. sailmon.com Sailing Today with Yachts & Yachting JUNE 2022

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Connect without limits

Getting online

Forget the phone, which has a very limited range. To connect to the internet for offshore or remote data you’ll need a dedicated antenna linked by high quality coaxial cable to a router below. Your onboard devices can then connect to this.

These days, 4G reception is almost universal and much more effective than trying to pick up wifi hotspots.

Different categories of 4G receiver are capable of different theoretical top speeds. Look for Category 6, which clocks up to 300 megabits per second (Mbps) – more than enough to stream an HD movie. Cat 4 is theoretically half the speed.

To get close to these rates, you’ll need dedicated external antennas, rather than relying on the stubby antenna of the router unit itself, according to Paul Sumpner of Digital Yacht. “As with all forms of RF communication, the quality and size of the antennas is key and play a big part in the performance of our products,” he says. “We use Multi-In, Multi-Out (MIMO) technology to get maximum reception and speed performance. This technological ‘black magic’ works best when the antennas are half a wavelength apart, which based equates to about 35-40cm at LTE frequencies.”

With twin external antennas, a range of more than 10 nautical miles is possible. “We regularly hear of customers getting 15-20 miles off-shore range and they always get significantly better range than on their mobile phone,” says Sumpner.

Another point to consider is the router itself. A dual band router can broadcast on 5GHz for much higher data transfer. It is also less likely to suffer interference from other standard 2.4GHz devices onboard.

Most brands want to sell you a package that includes the antenna and the router, along with cabling.

Some also offer rail mounts as handy extras. You can even find 5G packages, but bear in mind that you won’t get 5G speeds unless you’re berthed in Limehouse Basin.

Mobile connection

Digital Yacht 4G Connect Pro A worthwhile upgrade to the basic

slot and seamless switch-over to port wifi when available. Integrated router. £1,840 Electronicsonboard.co.uk

Wifi connection 4G Connect which includes two external aerials and up to 70Mbps download speeds.

Has a SIM card slot, LAN and WAN ports to connect to a WiFi receiver or a satphone. £774 Digital Yacht 4GXtream For the next step up in performance, this unit can manage up to 300Mbps and packs a dual band wifi router, twin SIM slots and built in GPS. Also acts as a NMEA bridge for instrument data over wifi.

Range up to 25nm offshore. £1,260 digitalyacht.co.uk

ABOVE

Neptulink's 4G sytem boosts your chances of staying online offshore

BELOW

(top to bottom) Hubba Wave Global; DigitalYacht 4G Connect; Red Box Pro Marine

Digital Yacht WL510 With a reported range of 4-6nm, the WL510 plugs into your laptop using the LAN port or connects to a dedicated onboard router. With 10m coaxial cable and 12dBm gain antenna. £618 digitalyacht.co.uk Wifionboard range extender External 9dBi gain antenna and interior router bundled with various handy cables. Theoretical top bandwidth of 150mbps.

Can be set up from a tablet or phone – no laptop required. £310 wifionboard.co.uk

Onboard router

Wifionboard B535 router Supports 3G, 4G and faster 4G+ for rapid speeds up to 400Mbps using Huawei equipment. Uses 2.4GHz wifi and you can pick your own SIM, or add on £50 for a prepaid 24GB SIM from Three. £475 wifionboard.co.uk

Hubba Global X Like the Hubba Wave, but with dual SIM slots and multiband, to give you reception anywhere in the world. Also integrates with Vsat for offshore use. Mounts and antenna available separately. £1,794. www.buzzwireless.co.uk

Hubba Wave With 4G speeds up to 100mbps plus Wifi reception, the Hubba is an all-rounder. You pay £47.94 for the unit and the same amount again each month, giving you up to 40GB (19GB when roaming in the EU) with a free subscription to Netflix and other apps. buzzwireless.co.uk

YachtSpot GX Superyacht grade kit with twin SIM slots, dual band wifi and integration with FleetBroadband satellite comms. It is hot on security and supports speeds up to 300Mbps around the world.

Neptulink 4G MVG’s carefully engineered unit is a vertical fin containing dual transceivers for up to 100Mbps at 20nm and more offshore. Dual SIM

Red Box Pro Marine Designed and built by the technical wizard behind MailaSail, the Red Box is a wireless router with integral 4G (x2) and wifi (x3) antennas, plus inputs for external antennas, satphone and even NMEA data.

Designed to compress output and block big attachments to reduce satphone costs offshore.

External WiFi antenna costs £358 and external 4G is also available for longer range. Ultra version rocks eight antennas. £718.80 mailasail.com Sailing Today with Yachts & Yachting JUNE 2022

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Buyer's Guide - Electronics

Remote monitoring

Boats are undergoing the internet-ofthings revolution, just like everything else. There’s a huge range of products now available to help you keep an eye on what’s going on aboard from the comfort of an armchair at home. Functionality runs from simply monitoring battery voltage or shore power connections to intruder alarms and geofencing to alert you to unexpected movement of the boat.

It all works through an app which reports to your phone or tablet.

A more complex variant allows you to go further than passive observation and actually take control of systems on the boat. So, for instance, some remote monitors can fire up the instruments to check wind speed or water temperature.

Others let you switch on lights, the fridge or a heater remotely.

All this is useful. But the possibilities go further still. Remote monitoring allows technical experts to diagnose problems wherever you are. It can log your track and weather conditions for browsing later by you or family and friends. You could even order spare parts as you sail in the knowledge that you’ll never get it wrong, because your boat’s equipment is already logged online.

Not for nothing are the world’s big boatbuilders now offering free or heavily subsidised systems to new owners. The technology can give them unparalleled insight into the way their boats are really used, helping to guide future design.

You typically pay for a core 4G unit with basic sensors, then buy extra sensors as necessary. Almost all the systems have an ongoing subscription fee, so bear that in mind when budgeting. Some allow you to choose your own SIM plan,

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while others tie you in. Make sure the proposed SIM works in the countries you plan to cruise to.

Simple monitors

Navigation apps Basic navigation apps can provide a modicum of remote monitoring.

This can vary from predicting fuel consumption based on weather conditions to monitoring if your boat is dragging its anchor. Examples of these very basic apps can be found at: savvynavvy.com, navionics. com and anchorpro which ids available on the Apple App store.

ABOVE

the BRNKL remote omnitoring system

ABOVE RIGHT

The C-Pod is a rtelatively simple bosat monitor

Boat Officer Designed in Germany for covering the basics: GPS, battery voltage, temperature and water ingress.

Unique in using a subscription-free communications system with range of up to 50km – called Lorawan. boatofficer.com

Smart VHF AIS and VHF functionality is increasingly being combined into a single unit. On the face of it, there’s good sense to the move from the likes of Vesper Marine and Icom. Both have an integral safety function on board. And both AIS and marine radio use the same block of VHF bandwidth, so the insides of both machines are remarkably similar.

Combining them eliminates obvious duplication.

The other benefits are all very intuitive. Instead of identifying a threatening vessel on a collision course, manually extracting its MMSI number and then transferring that to the VHF for a direct call, you can simply tap the icon of the offending craft and call it directly.

Vesper Marine’s Cortex goes further, with its smartAIS system, which automatically alerts you to an MOB situation when it detects an activated AIS beacon. Cortex also offers a remote monitoring solution for the boat. You can set an anchor alarm and monitor it from afar. Not only that, but you can also get updates of key instrument data – although there is a subscription charge for this.

Icom’s new IC-M510 gives you an AIS radar on its colour TFT display, but also allows you to use up to three smartphones as dedicated handsets - even calling between them as an intercom. It costs £624 plus £240 for NMEA2000 interface.

Zigboat Wireless system made by Glomex. Offers sensors for battery, bilge, intruder alarms, heat, smoke, GPS and even an IP camera. Designed to connect over marina Wifi.

A mobile connection kit adds €265 plus your own SIM costs. Base kit costs €790. zigboat.com c-pod Basic array of sensors includes battery, bilge, smoke, motion and temperature. Base pack €419.

Annual subscription €159. c-pod.com

Complex monitors

Siren Marine Siren 3 Pro includes all the usual sensors, including bilge pump and water levels. It can sense unauthorised entry or motion and give you remote access to the NMEA network, as well as digital switching for lights, fridges etc. Uses a global 4G SIM. Basic unit costs $750 (c£570).

Subscription is c£140pa sirenmarine.com Yacht Sentinel Yacht Sentinel Manufactures several systems. Sentinel Cam sends you a 30-second burst of video when it detects motion on board, and can supply video on demand up to 750MB/month. Cost is £459 plus £209pa subscription The more complex YS6 system provides a full suite of remote monitoring via wireless sensors.

The basic unit costs £499 with a £50pa subscription after two years. yacht-sentinel.com Sentinel Marine BM40 Sensors include bilge pump activity, water levels, GPS/geofencing, intrusion, motion.

The more complex package can add control of heating and cooling plus lights, as well as an electronic logbook. The core BM-40 unit costs £588 and the annual subscription is €150. sentinelmarine.net

Boat Test - ICE 70

Cool customer ICE Yachts' new 70 footer supersizes short handed cruising – with pure Italian flair - as Sam Jefferson discovers

W

hen it comes to writing boat reviews, there are times when it is hard not to repeat yourself. When you are testing a 70’ Italian fast cruiser/ racer it’s nearly impossible. So, hell, lets go for it; because, gosh, boats just keep getting bigger don’t they? I remember in my day that a 40 footer was considered…. etc etc. On top of that though, this is an effortlessly stylish Italian design – penned by Unberto Felci so yes, bring out the cliché book once more, style, soul, passion etc. The problem is, it’s all true. This is a very elegant and frankly massive yacht that can comfortably be cruised by a couple. Of course, not every couple has a couple of million pounds to spare, but that’s another story.

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ICE yachts are one of a surprising number of Italian boatbuilders that specialise in stylish yachts that are often lazily called Med cruisers. This is foolish as you could comfortably blaze across the Atlantic in this carbon hulled yacht at a very respectable clip. Yet it feels like its natural domain is racing across from St Tropez and dropping anchor off some rarefied resort such as, say, Portofino. I know, a cliché but for the sake of consistency, I tested the ICE 70 just off Portofino and the boat fitted in beautifully.

ICE is increasingly positioning itself at the top end semi custom section of this market and the 70 is the latest example. Felci has drawn up a set of lines that are less extreme than many of her contemporaries.

Beam aft is not excessive and there is some taper to the run. The waterlines are fine and point to light weather

ABOVE Aggressive lines and a knife like bow married to modest beam and light displacement make for a strong performer

capabilities, while the retractable lead bulbed T-Shaped keel drops down to a maximum depth of 4.5m which suggests she will be a stiff boat.

There is a deep (2.8m) single rudder.

Displacement is a modest 26,000kg thanks largely to extensive use of carbon in the hull construction.

The boat features a dreadnought bow, vertical transom and a low coachroof which all adds up to a very purposeful looking yacht.

If you’re thinking this is an out and out racer, you’d be wrong. It’s a boat you can race for sure but the main purpose is sailing fast, arriving in style and relaxing once you have arrived in the lap of luxury.

On deck

Did I mention this is a very stylish boat? Ah yes, there it is. The moment you step on deck the boat oozes class. I don’t usually get excited about

into the foredeck just forward of a decent sized sail locker and this spins up at the touch of a button and can add a bit of brute force when mooring – particularly when using slime lines. Naturally for a boat this size there is a tender garage that can take a 3.3m boat.

Down below

biminis which often top off a boat like a mattress balanced on a bottle of wine. Yet I have to say this one was worth a second look. Two beautifully sculpted carbon arches are raked in such a harmonious manner that it almost adds to the appearance. The cockpit is wide and open with twin helms set well aft and a traveller just forward of that. Big twin winches set on either side of the coamings with all the running rigging run in channels beneath the coamings mean that this area is very much the ‘sailing area’ of the boat, while forward is a comfortable lounging area. The steering binnacles boast an almost absurd amount of buttons.

We’re talking Star Trek territory here – and give some hint of how such a big yacht can also be sailed short handed. There are push button controls for every aspect of sail trim - plus bow and stern thrusters.

Forward, the decks are clear and uncluttered with a track for a self tacking jib recessed into the deck.

A rope winch is cleverly recessed

Head down below and you have a beautifully finished living space that is a sea of bare teak and leather. I felt the neeed to fall back into one of the stitched leather banquettes and, fire up a cigar and start waffling on about hedge funds, but got a grip.

Obviously this is a big boat but it must be said, it feels bigger. There is a huge lounge area with a L-shaped seating area to port with a saloon table that can be raised or lowered.

To starboard there is a massive and very comfortable linear couch

ABOVE Twin headsails are ideal for blue water work BELOW The saloon oozes quality

which can be split in two and the outer section can be slid over to the port side to provide more seating around the saloon table. There is a decent sized nav station at the end of this starboard side couch. Just forward of this is a separate seating area with a television. Obviously this is a custom boat so layouts are going to vary massively but the test boat had only two cabins – palatial as you can imagine – and a galley set into the port quarter. This is surprisingly roomy and features a double sink and induction cooker.

It’s also well laid out for food prep at sea with plenty of places to wedge yourself in and has independent access to the crew quarters. This cabin is understandably a little more functional and has its own heads plus access to the generator.

The lift keel obviously steals a bit of space forward and creates a

Sailing Today with Yachts & Yachting JUNE 2022

67

Boat Test - ICE 70

corridor towards the master cabin set in the bows replete with a desk space enabling you to work from home. There is also a generous twin guest cabin offset to port. Both have their own ensuites. It’s worth noting that the quality throughout is exquisite; forests of inlaid wood, herd loads of leather. No creaks, no squeaks and every door closes with a satisfying ker-thunk.

Under sail

The day of the test featured light winds of about 7-9kn and flat water.

Ideal to test the boat’s light wind credentials and the boat responded admirably. Once you got your head around the myriad buttons in front of you on the binnacle, sailing was a breeze, only slightly complicated by the foresail set up which features a self tacking jib with a bigger overlapping genoa outside. This is a very practical set up but in the light winds it did mean that we spent a lot of time furling and unfurling the genoa every time we tacked. It wasn’t exactly tiring pushing the button, believe me, but a bit more wind and the self tacker would have made things totally effortless.

Trimming the main is indeed effortless thanks to the traveller being on an electric winch which makes fine tweaking an absolute joy.

Hard on the wind in these light conditions we made 6.6kn. The steering was light and responsive.

The boat was not skittish like a dinghy but once she got in her groove, I was impressed with how sensitive the helm was and how small the boat felt in terms of the way she handled. Easing off onto a beam reach, we touch 7.4kn in 8kn of wind before putting up the Code 0 and careening off down the Ligurian coast at 8-9kn with the breeze filling in slightly. Champagne sailing.

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JUNE 2022 Sailing Today with Yachts & Yachting

ABOVE Genoa, staysail and gennaker makes for a verstile rig BELOW The stateroom boasts over 20m² of space

SAM’S VERDICT The ICE 70 is a niche boat designed to fulfil the requirements of a very select clientele with very particular needs: to sail fast and effortlessly and look good while they do it. The boat achieves this feat with aplomb.

Sad to say, but it was easier to handle than my own more modest 28 foot yacht and about 100% more comfortable. All of this comes at a

price tag some way beyond many of us but, if I had the money and was planning a grand tour of the Med and beyond, this would definitely be on my shopping list of dream boats.

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Beach Clubs

Vitamin Sea Sign up for a healthy start to the season with a beach club holiday in the sun. Sue Pelling takes a look at some of the most creditable companies that specialise in beach-based watersports holidays, and offers some essential advice

each clubs are among the most popular choice for families, couples and solo travellers looking for the ultimate landbased sailing holiday in the sun.

Beach clubs offer the ideal option for sailing junkies who enjoy being out on the water in idyllic conditions all day, every day. For mixed ability groups, or total beginners who want to learn to sail in relative warm-water comfort, beach clubs are also an ideal choice.

It is also good to note that some companies have recognised the need to cater for the growing sector of solo travellers. A beach club holiday for those travelling alone is, after all, not only great way to learn a new sport or improve sailing skills, but also a fantastic way to meet and enjoy the company of like-minded adventurers. Seafarer Nikiana Club, and Trek Adventures Lixouri Bay Beach Club both offer Solo Traveller Weeks throughout the year, which are worth checking out. Also, for selected weeks this year, Wildwind has discarded the supplement

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JUNE 2022 Sailing Today with Yachts & Yachting

for single use of a double room.

A shift in beach club holiday activities in recent years also means it is not just all about sailing.

Instead there are now plenty of other beach-based activities such as stand-up paddleboarding (SUP), kayaking, yoga, cycling, and snorkeling. Some companies even offer beauty treatment facilities that are particularly popular with non-sailing members of the group.

Most beach club holiday centres also understand the need for childcare facilities, which means parents can enjoy peace of mind knowing their baby, child/children are being fully cared for and entertained by qualified staff.

Apart from Europe, and in particular The Mediterranean, package-style beach club holiday destinations are few and far between elsewhere in the world.

The Mediterranean is by far the most popular not least because of the reliable climate [sun and breeze] during the summer holiday season.

The Mediterranean holiday season runs from May to October, which gives plenty of opportunities to

ABOVE

Wildwind's beach club in Vassiliki, Lefkas

sign up during the most convenient time. School holiday periods are naturally the busiest times so it’s worth booking early to avoid disappointment. Those with the flexibility of being able to avoid the school holiday period early or late season, will probably find some good deals, and have the bonus of holidaying in slightly less intense heat during off peak season.

The Mediterranean scores highly when it comes to logistics too, with flight times generally no more than a few hours from major UK airports. This is an important consideration particularly when travelling with young children, or elderly members of the family.

Destinations

Beach club holiday destination choice does depend on requirements, such as type of sailing (beginners, improvers, learning to foil, race tuition, or variety to suit all levels).

Although most locations in the Mediterranean are suitable for all abilities with generally light winds in the morning for beginner, and more breeze in the afternoon for

improvers and intermediates, it’s worth checking the sort of equipment available. The more advanced sailor for example, and those who have a desire to try out new classes and equipment such as multihull sailing or foiling, should opt for a specialist company.

While there is a good selection of beach clubs to choose from including Neilson, Provela, and Club Med, companies like Minorca Sailing, Seafarer, Wildwind and Trek-Adventures report expectations of a busy year ahead with plenty to offer for the 2022 season.

Minorca Sailing is based near Fornells, on the northern coast of Minorca in the Balearic Islands, Spain and is a firm family favourite that offers a huge range of different classes of dinghies, and state of the art equipment to choose from.

With boats and equipment updated on an annual basis, this company is one of the most respected in the industry, which is why it never fails to attract a huge following every season. It is also a great venue for mixed ability groups, including total beginners, because it offers a range of sailing conditions in the secluded bay. It is also, without doubt, an ideal place to have a go at foiling.

The growing interest in foiling has prompted Minorca Sailing to invest in a fleet of new foiling boats to add to its already huge range of dinghies. There are now four Skeeta and three Nikki Foiling boats. Ian Aldridge – Senior Sailing Manager – commenting on the additions to the fleet said: “Because guests want to try out foiling, these new boats provide a great introduction to dinghy foiling .The new Skeetas are proving very popular with the adults, and the Nikkis are great for our younger junior sailors.”

Tuition at Minorca Sailing is

included in the package, as is the use of all equipment.

And for those with young children the inclusive Kids’ Club is hugely popular.

Another hotspot for foiling and all things racy is Wildwind’s base in Vassiliki, on the island of Lefkas Greece. This company also has a base in Mauritius, which offers year-round sailing holidays and, with winds between Force 2-4 inside the reef, is particularly suited to those looking for a quieter pace.

The base in Vassiliki has been running successfully for 30 years and is one of the hot favourites, not least because it offers a full holiday package including tuition and the use of the huge range of state-of-the-art equipment.

Commenting on the jam-packed season ahead, Simon Morgan, Wildwind’s managing director said: “We have a busy year planned including a couple of special weeks – Laser Training May 8 and 15, and Ionian Regatta during the week of 11 September.”

On the reasons why the company has so much repeat custom, Morgan added: “Sailing

ABOVE LEFT

Fleet racing at Wildwind

ABOVE RIGHT

Family fun

in Vassilki Bay winds are light onshore breezes in the mornings and strong cross shore breezes most afternoons. This makes it suitable for all levels, and we are experienced in progressing beginners to improvers, and our conditions and kit range is unbeatable for more experienced sailors.”

The fleet at Wildwind offers something for everyone including Optimist, Laser (ILCA), RS Tera, Quba, Zest, Feva, Aero, 200, 500, 800, Laser 2000, 29er, 49er, foiling Aeros. Known for its extensive range of catamarans, this year expect to see the Hobie Dragoon, 14, 15, 16 FX One, Pacific, Tiger, Tornado, and Goodall C2.

Windsurfing takes place in association with Club Vass (just along the beach). This is an additional option, which gives access to Goya, Fanatic, Severne & RRD boards and sails.

Other activities at Wildwind include SUP, mountain biking, yoga, pilates, fitness classes, scuba, aqua safaris, snorkelling, and kayaking.

Seafarer’s Nikiana Beach Club based on the island of Lefkas in the northern part of the Ionian Sea, offers a good selection of options in terms of types of watersports and conditions. Its friendly and welcoming ‘taverna style’ club makes it ideal for those who like to socialise.

Joe Snowdon, Product Manager Seafarer Holidays says Nikiana Beach Club will be sticking with its winning formula for 2022: “Our small and friendly beach club, with a great range of equipment, offers a maximum of about 75 guests, which makes it a particularly friendly place, whilst the kit-tosailing-guest ratio is excellent.

“Winds at Nikiana tend to be light in the morning with a Force 1-2 onshore or cross shore wind, Sailing Today with Yachts & Yachting JUNE 2022

71

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Beach Clubs

which picks up around lunchtime to Force 3-4 cross-shore or offshore. Because of this range of winds, we can cater for a wide range of sailors from complete beginners to experienced sailors.”

Seafarer is home to a wide range of boats including Laser Standards, Picos, Funboats, Bahias, 2000s, 4000s, Hartley Alphas, RS100s, 400s,800s, an Alto, Dart 16, Hobie 15, and Pacific. Although Seafarer say Nikiana is suited more to beginners/intermediates in terms of windsurfing, it does have a good selection of boards.

Snowdon continued: “We have a wide range of boards made by Hifly, Starboard and Bic. We find that our range of Bic Techno Cores from 160 to 130L make the perfect option for those wanting to take their first steps into shortboards.

“For those keen on other activities we have quite a number of SUPs from Red and Aquasups. Also, we have a day yacht that offers trips and tuition for guests in the wonderful range of islands that surround the beach club. This links in with our nearby flotilla with many guests enjoying a week at the club followed by a week’s flotilla sailing.”

Seafarer offer a full range of RYA Dinghy Courses at extra cost from Level 1 to Performance Sailing including RYA Start and Intermediate Windsurfing

Courses, RYA Powerboat Level 2, Private Tuition, and Clinics. The company also offers a six-week RYA instructor course, which runs early and late season.

Snowdon, in his closing comment, says the best way to enjoy a holiday at Nikiana is to join in and take in a few of the sights: “Get to know all the other guests and staff and make use of all the watersports on offer. Combining with a second week on flotilla is a fantastic holiday. Also, Lefkas is a fantastic island so it’s hard to pin down one specific place. As a single point of interest, I would recommend the ancient ruins at Nikopolis, on the nearby mainland.”

Trek Adventures’ two holiday bases – Paliki Beach Club, and the exclusive Lixouri Bay Beach Club (Kefalonia, Greece) – offer private villas, cool beach houses, or a simple hotel with sea views, among its range of accommodation. Both clubs, which offer free sailing and windsurfing tuition throughout the week from beginners to advanced, pride themselves on customer care and top class equipment.

James Hobart – Trek Adventures’ Director says: “We keep our club numbers around 80 guests so we can offer a friendly personal service and a good range of kit. This year we have invested in more luxury accommodation, which includes

ABOVE LEFT

Expert tuition is always at hand

ABOVE RIGHT

There is always a wide choice of boats available

BELOW

Trek Adventures are based on the Ionian island of Cephalonia

new villas with swimming pools, all just a short stroll to the beach.

We’ve made significant investment in new kit at both our centres including more wing-surfing kit, more dinghies (single and double handers), more foiling boards and a lot more windsurf kit.

"We are all about welcoming guests of all ages and abilities to enjoy a range of watersports at their own pace. The conditions at both clubs are perfect for this.”

Stress-free

To ensure your 2022 holiday runs as stress-free as possible it is essential to check online for the options available for your specific requirements. It is then advisable to make contact over the phone with customer service before you book. That way you’ll get an idea of how professional the company is from the start, which could help with dealing with any issues that may occur further along the line.

Also, to avoid nasty surprises, ensure you know exactly what is included in the overall cost of the holiday. Is it an overall package sailing holiday with flights and transfers included, or are flights, accommodation, tuition, exam fees, use of equipment extra?

Knowing whether it is B&B, halfboard, or all-inclusive basis can make a massive difference to the overall cost of a family holiday.

Check transfer times too, because some destinations can be up to four hours away from the airport.

Useful websites seafarersailing.co.uk minorcasailing.co.uk wildwind.co.uk trek-adventures.co.uk

Sailing Today with Yachts & Yachting JUNE 2022

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HARD STANDING

LIFT OUT

SLIPWAY

APPROACH The Marina approach is very straightforward and well marked as this is a major shipping waterway leading to Ipswich. As such, tune in to Harwich VTS on VHF Channel 71, and keep eyes peeled for big ship movements

E N

S

GULL’S EYE

W

SUFFOLK YACHT HARBOUR 51’59”43N 001’16”17W

Britain’s biggest privately-run marina extends a warm Suffolk welcome to visitors on the River Orwell. Sam Fortescue reports PARKING HARBOUR OFFICE

PARKING

Gull’s Eye - Portland Marina

S

ituated on a bend of the River Orwell, Suffolk Yacht Harbour enjoys almost total protection at the spiritual heart of east coast sailing. This is Arthur Ransome country, just a mile downstream of the famous Pin Mill which features in Secret Water and We Didn’t Mean to go to Sea. There is a lively classic boating scene here, with several Thames barges moored at Pin Mill and many more wooden yachts around the Orwell and the intersecting River Stour. Suffolk Yacht Harbour is a major centre for traditional boatbuilding and shipwrighting skills, with around 40 classic boats calling the marina home. The oldest is currently Mermaid from 1860, a gaff cutter designed by Alfred Payne.

The Orwell is navigable at all states of tide as far as the city of Ipswich, and this means there are no tidal constraints to get into the marina. When conditions are rough offshore, the Orwell and Stour offer protected waters for sailing in some of the most picturesque surroundings on the east coast.

Lying close to the border between Essex and Suffolk, the region offers

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JUNE 2022 Sailing Today with Yachts & Yachting

ABOVE The harbour was built on flooded farmland back in the late sixties BELOW Suffolk Yacht Harbour is something of a hub for classic yachts

51’59”43N 001’16”17W

the best of the English countryside: fine walks, beautiful market towns, characterful pubs and the sort of scenery that inspired Constable.

Harbour guide

Suffolk Yacht Harbour was built on flooded farmland among the tidal creeks at the edge of the River Orwell in 1967. Among its early supporters were such weighty boating names as Kim Holman (he of Stella fame), and the project has remained independently owned since the start.

It is now a marina of some 550 pontoon berths with an impressive array of marine services on site, the vigorous Haven Ports Yacht Club, a restaurant and bar, excellent facilities and a yacht broker. Every June, it hosts its own Classic Yacht Regatta which attracts 50 or more gentleman’s yachts.

“Given our size, we have an economy of scale that means we can compete with the big groups on service and customer care,” says MD Jonathan Dyke. “We’ve built and developed this business since we first began digging a hole in the mud in 1967. We’ve nurtured it and grown it and have a lot of personal buy in.”

There are no restrictions on

access for yachts drawing up to 2.5m, and there is room to berth alongside for yachts up to 80ft.

There are no berths earmarked exclusively for visitors, but the size and busy-ness of the marina mean that there is always space available. “We would always suggest reservation, but we can normally find people something on the night,” says Dyke. “It’s always sensible to book if they’re larger boats.”

Facilities at the berth include the staple water, wifi and power. There is CCTV throughout the site, although this is a country marina that is always busy with berth holders and the commercial operators based there. The new loo and shower block is a work of art – resembling something out of a designer hotel.

“We’re always reinvesting – ploughing money back in,” says Dyke. “In the last 12 years, we’ve completely rebuilt 9,000sqft of our own offices, refurbished our boat repair workshops and refurbished the shower blocks to the highest standard. There’s even a heat recovery system, heated seats in the shower, mist-proof mirrors. They are pretty special!”

Every kind of service you might need for the boat is available on site, from brand-new painting sheds, joinery, a mechanic, electronic expert and a fabricator. Clarke & Carter runs a local brokerage firm and Brown & Overbury is a marine survey business with 30 years’ experience. Classic Marine sends items of specialist chandlery around the globe, and SYH caters to modern boats.

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Sailing Today with Yachts & Yachting JUNE 2022

77

does service as the headquarters of the Haven Ports YC. As well as a busy racing calendar, it offers a welcoming restaurant and bar.

Passage planning

Nothing could be simpler than reaching Suffolk Yacht Harbour because it has no tidal restrictions on access.

The approach from offshore is very well marked by day and by night, with deep water. That’s because of the vast port at Felixstowe, which is able to berth the world’s largest Evergreen A-class container ships. The deep-water channel is dredged to 14.5m and runs in from the Cork Sand Beacon, some three miles east of Harwich.

Tune in to Harwich VTS on VHF Channel 71, and keep eyes peeled for big ship movements. Note that major dredging work is planned for 2022. Yachts are recommended to stick to a track that runs just south of the traffic scheme leading into the port. There is a dogleg north inside the wild dunes of Landguard Point, which is designated as a bird reserve. The dredged channel runs close inshore on the Suffolk side, but yachts should stick to the Harwich (western) side. There are shallows directly off Harwich itself, so pick up the easterly cardinal mark of the Harwich Shelf.

Stay clear of the quays of the port and keep a keen eye out for manoeuvring ships. You’ll spy port cans marking the fork into the River Stour, which is fringed with small-craft moorings. There is a great tongue of shoal ground that juts east of Shotley Point, which can be hazardous around low water.

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JUNE 2022 Sailing Today with Yachts & Yachting

ABOVE LEFT Suffolk is a thriving marina with a good sense of community ABOVE RIGHT The marina has three boat hoists rated from 15t to 75t

But if you stick in the buoyed and lit channel that winds north, you come safely to Suffolk Yacht Harbour. Pick out the marks off the main channel that will guide you

FACTFILE

SUFFOLK YACHT HARBOUR Open: 08.00-17.30 every day Tel: +44 1473 659 465 VHF: Ch.80 Email: enquiries@syharbour.co.uk Website: syharbour.co.uk Facilities Pontoon berths up to 80ft LOA Free wifi Boat and trailer storage Chandlery Cooking gas – Calor/Campingaz Recycling facilities Pump-out Showers and toilets (accessible 24/24 hours) Laundry Parking and electric car charging Travel lifts up to 75t Berthing fees Daily berthing: £3.10 Weekly berthing: £2.33/m/day Monthly berthing: £1.75/m/day Annual rate : £406.80/m (Apr-Mar) Hardstanding: £21.84/m (monthly) Mast stepping: £16.20m Services The marina has three boat hoists rated from 15t to 75t.

A quick lift, wash and relaunch service during the summer costs £124.99 for boats up to 9m, £129.99 <10.5m and £135.99 for boats <12m.

Visitors can use the scrubbing grid for £33.33 per tide.

in through the narrow dredged channel. And you should be aware that commercial traffic uses the river right up to Ipswich so keep a weather eye out.

Every kind of technical service you could want is on site Brown & Overbury, surveyor, +44 7771 675412 Clarke & Carter, yacht broker, +44 1473 659681 Classic Marine, chandlery, +44 1473 659394 Evolution Rigging, rigger, +44 1473 655089 French Marine Motors, mechanic, +44 1473 659882 Mr Stainless, fabricator, +44 1473 659295 One Sails, +44 1473 659878 Seapower, marine electronics, +44 1473 655618 SYH, chandlery, +44 1473 659465 Useful contacts Harbourside Kitchen Café, +44 7786 935472 Haven Ports YC, +44 1473 659658 East Anglian sea School, +44 1473 659992 East Anglian Sailing Trust, 0333 088 3278 Ipswich Harbourmaster VHF Ch. 68 Harwich VTS VHF Ch.71 Harwich Haven Authority +44 1255 243030 Dover Coastguard +44 01304 210 008 Humber Coastguard +44 01262 672 317 Taxis Wizard, Felixstowe, +44 1394 275555 Cheap Taxi Ipswich, +44 1473 760110

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04/04/2022 12:25

EXPERTS' FORUM This month

Advice this month includes...

- Leaving your mooring in style - Dylan Fletcher on new crews - Crossing the Channel safely - Finding the start line sweet spot

Keelboat masterclass

How to reduce drag Just about any time when we’re racing our mission is to go faster than the competition, and if we are cruising, the sooner we can make it to our destination, the better. British Keelboat Academy Head Coach, Niall Myant, shares a secret

Look to the waterline for a speed boost

reduce our drag, it would have the same effect as sailing into more wind. Upwind we’d go faster, higher or both. To put it bluntly, there is little point worrying about the condition of your sails if you sail with sheets dragging in the water.

There’s also another thing to consider. As sailors we’ve all stressed about a small piece of tape that’s peeling off in the wind, or a crew member standing in the jib slot, or slight crease in a sail. But instead we should be looking lower, at what is happening in the water.

Why? Well, water is much thicker than air, approaching 1000 times the density, so equipment dragging in the water has a far more serious impact than something of a similar size dragging in the air.

I don’t wish to get deep into the science, because there is no need to. We want to go fast, and we can do that by finding more power or by making the boat slip through the water more efficiently.

Sometimes that means sanding and smoothing the bottom, sometimes shifting crew weight, and very often, simply checking over the side.

Remember, lifting a sheet out of the water is like finding more wind.

PHOTO PAUL WYETH/RYA

Understanding how to get the best sail shape for your boat, for all conditions and situations can feel exhausting – and most people brave enough to dive into the neverending spiral that is long articles on aerodynamic science quickly run out of enthusiasm. So, let me suggest that we take a moment to improve our speed from the other side of the equation: drag.

All boats produce drag, and as we get faster we produce even more. At higher speeds the bow wave gets bigger and, combined with other effects, the total amount of drag ramps up. Once the drag – which is trying to stop us – equals the same as the power from the wind pulling forward, the boat stops accelerating and stays at that speed. In other words, if we increase the power we will go faster, but if we increase the drag we will go slower.

A huge part of sailing – and racing in particular – is about getting in the strongest wind, and having more power as a result.

Race teams might have one person whose sole job is to look for wind on the course, perhaps even climbing the rig to get the best view. If we put the same energy into finding ways to

The America’s Cup has been forefront of conversation this month.

It’s universally acknowledged as the pinnacle of our sport, and the trickle-down of both trends and tech reaches many levels. But the interesting thing about this cycle is that the AC75s will make their appearance for the second time.

Sure, there are tweaks to the design, most visibly represented perhaps in the reduction of crew numbers and the disappearance of the code zero.

But that fact there’s no new boat makes this iteration of the Cup no less interesting; rather it’s where the nitty gritty of performance moves forwards.

Five years ago, no-one was even sure if an AC75 could be sailed, let alone sailed well. Now that has been proven, this cycle is when the intensity steps up as systems, crew work and everything that goes with that gets tweaked, refined, perfected. It’s like anything with sport, and sailing is no exception: after any big leap follows a cycle of continuous improvement.

The steps are smaller, progress may be less obvious, but incremental gains can make all the difference to performance - and enjoyment. No matter what sort of sailing we do, it’s a process worth bearing in mind.

Email your thoughts to Georgie.

Corlett-Pitt@chelseamagazines.com

Inspiration Can't get enough...

This month we are loving 49er helm Dylan Fletcher's honesty when it comes to campaigning for another Olympic gold: “It is a tough decision coming back having already won a gold medal, because that’s there, and you may come back and you may miss it by miles the next time, but I was keen that I gave it a shot - if I look back in five years’ time I may regret it if I don’t push myself and go again.”

Read more from Dylan on page 83.

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EXPERTS' FORUM

HOW TO WIN

Coach boat view

The sweet spot Our resident racing expert Mark Rushall considers whether what might look like the perfect place to start is truly the best option, or could greater advantage be found elsewhere?

PHOTOS RS CLASS ASSOCAITION/PAUL HARGREAVES

P

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icture the scenario: our rival in the RS200s has made the textbook start - the most windward boat at the starboard biased end, sailing at full speed, ahead of all the faster boats.

We’ve started on a transit in the middle of the line: first gain to them. Have we lost the race already?

Five minutes later, we’re able to tack and comfortably cross ahead. Where did they lose out? Certainly not on speed; we’ve raced each other enough to know that the differences are minimal.

While line bias is always significant,

JUNE 2022 Sailing Today with Yachts & Yachting

there are some other questions worth considering before fully committing to that seemingly ‘perfect’ spot on the line.

Here are some questions that will help you to pick the sweet spot...

Why is the line biased?

A biased line on an upwind start is not square to the wind. If nothing changes, starting at the end closest to the wind gives an instant advantage. When Red tacks (fig 1) he’ll cross behind Green. You can think of the beat as climbing rungs of a ladder: the green boat has essentially

ABOVE

A wind shift at start time may not reflect the bigger picture, so try to think ahead

started on a higher rung! Fine if nothing changes, but what if it’s a shifting breeze, and the reason for the starboard bias is that at start time the wind’s at the right hand extreme of the range? As it shifts steadily back toward the left (fig 2) the ladder rungs twist correspondingly. If the wind is in a left phase when the red boat converges on port tack, positions are reversed and Green’s apparent advantage is gone. Could Green have done anything to protect his position?

Yes, he could have sailed low and free in fast forward mode to close down the

Fig 1

‘leverage’ between him and Red, but that is pretty difficult in displacement mode or when there are other boats on the start line that you need to take into account.

Can I ‘bank’ the gain?

In fig 3, the wind has shifted left at start time, giving a port biased line. Red makes a great pin end start but can’t tack and clear the boats to windward. As the wind shifts right, the boats to windward are lifted around Red, who loses her initial advantage and more. If Red was clear to tack immediately onto port tack, she could cross ahead of the other boats before the right shift, and secure her bias gain.

Where is the course axis?

Look where the windward mark is in fig 4. Red’s position is now even more vulnerable in a shifting wind. On a square beat, when the wind swings left and Red tacks, Green can also tack onto port, maintaining the status quo. Tacking back onto starboard in the next right shift will put Green back in the driving seat. But with the skewed beat, any time on port tack will take Red straight out to the layline: once there, a shift in either direction is a loss.

Fig 3

Fig 2

'Starting in a position that gets us to the gains sooner may be more significant than the early line bias gain'

Where are the gains?

THE REACHING START

In our club race, there was another strategic priority. We were beating against the tide, with shallow water to the left. Starting further down the line got us into the slacker tide on the left more quickly: though if there had been more starboard bias we may have been vulnerable to faster boats sailing through to windward while the feet was compressed. Starting in a position that gets us to the gains sooner may be more significant than the early line bias gain. If the gains are to the right, and the line port biased, starting to the left of the bulk of the fleet may give a better chance of a quick escape route.

Apply the same principles to weigh up the options on a reaching start...

Where are the obstacles?

Mixed fleet racing in both keelboats and dinghies is partly an obstacle course race. The ideal starting position for a given situation in a one design fleet could be sub-optimal in a mixed fleet if there are slightly faster, higher pointing boats just to leeward, or a procession of bigger boats lining up to power over the top with no prospect of tacking to clear your air.

Which is the biased end?

This time, the biased end is the one that gives the shortest route to the next mark. Again, there may be good reasons for avoiding it. If it’s a really short leg it might simply be better to defend the side that will give the inside line at the first mark.

What is the fastest route?

Single-sail boats sail faster on a close reach than a broad one. The fastest route may not be the shortest. Even if the windward end is closer, it may be faster to beam reach from the leeward end. Or it may be that the windward end enables a spinnaker to be flown, while the leeward end does not.

Where are the gains?

If one side of the course has more pressure, or more/less tide, the leg may be decided by who gets to the gain side first. In that case pick the start position relative to the gain, rather than the first mark.

Fig 4

Sailing Today with Yachts & Yachting JUNE 2022

83

EXPERTS' FORUM Cruising clinic

Keep watch by eye and AIS

Backing the jib Sometimes it just doesn’t seem right to switch on the engine and shatter the peace after a tranquil night on a mooring, says resident cruising expert Clive Loughlin

Ready to go with mainsail up and jib backed

starboard then the jib will need to be ‘backed’ by grabbing the clew and holding it out to port. First slip the buoy and then immediately back the jib. The bow will be blown away from the buoy and as soon as the boat is getting towards beam on to the wind, the starboard jib sheet can be hauled in together with the mainsheet and suddenly you are sailing.

Whether you are in a river or a bay the chances are there are other craft around, and having just a scrap of jib up will greatly improve forward visibility. The main aim at this stage being to safely depart the mooring area.

Backing the jib is a simple procedure that can often be used in other situations such as leaving a pontoon berth.

It is not at all difficult but it encourages a different attitude to sailing, a revised mindset that considers the natural forces and how we can use them to our advantage instead of instinctively reaching for the ignition key.

Thinking beyond the horizon Bob Garrett is Chair of Council for the Cruising Association. He has crossed the Channel on board his Dufour 365 Intrepid many times...

Crossing the English Channel, or any busy seaway, we must avoid contention with other vessels by following the International Regulations for Preventing Collisions at Sea, or 'colregs'. On a yacht if you have AIS ensure it is set to transmit that you are a 'sailing vessel' as the default setting is 'pleasure vessel'. As a yacht under sail, we find most ships take early action to avoid us and with AIS we can sometimes see their rate-of-turn flick briefly upwards. But it doesn’t always work out that way…

On one occasion, approaching the northern part of the Channel we were heading towards three ships heading west. Doing the eyeball task with multiple vessels involves many numbers, so using AIS was a good double check.

The first ship was going to be clear ahead of us, and the third clear astern. However, the second ship was the problem.

Some say to obey colregs and not contact ships by VHF as confusion can arise. That would mean a turn to starboard which would take us into contention with the third ship.

Turning even more to starboard would either mean passing quite close to the third ship or gybing and heading back south-east; but first we decided to call the second ship.

A call to their MMSI number produced no response and nor did Channel 16. Positive action was needed so we commenced a starboard turn while also calling that third ship. He responded immediately, said he had heard our earlier calls to the other ship and we agreed we would pass port-to-port about half a mile from him while he also turned a little to starboard. He seemed pleased we had called him and had found an agreeable set of actions.

Immediately after, another ship called us; they were sailing westwards, we were now heading directly toward them. They were still some miles away and not visible by eye. Colregs would demand they turn to starboard to avoid us, but if we turned northwards then our courses would again converge. His question was simple and logical, “could he assume we would revert to our earlier course as soon as we could?”. We confirmed our plan to turn northwards astern of the ship; and he confirmed he would maintain his course. We were soon heading for home again.

What did we learn? That one ship failing to keep watch and observe colregs had required actions from three other vessels. We had had a clear plan that did not need VHF communications for safety but VHF conversations meant minimum disruption to shipping and to us.

The Cruising Association is the home of worldwide boating information for yacht cruising enthusiasts. Visit theca.org.uk

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PHOTOS ISTOCK

Why not sail off? Unless there is a decent tide flowing, a boat will normally lie head-to-wind when at anchor or on a buoy. Being head-to-wind or ‘in-irons’ is not generally considered to be a good point of sail – so how do we sail off in a controlled manner?

Our main should be raised and set ready for action with the mainsheet let right out and kicker released, so it is well and truly depowered.

Unroll a few metres of headsail and have the sheets slack. At this stage not a lot should be happening. Decide which way you want to go when you release the buoy. The main thing is not to hit anything - so go for the safest option and if there is a stream running, ideally head into that so that you have immediate steerage.

It is best to have two trusty crew on the foredeck – one to release the buoy and the other to back the jib – but one person can quite easily do both tasks provided everything is prepared in advance.

If you have decided to go to

Pairing up with a new crew Gold at the 2020 Olympics left 49er helm Dylan Fletcher hungry for more, and he has since teamed up with new crew Rhos Hawes. What has he learned?

“It’s always difficult to know when you start sailing together if it is going to be right, so give it time; people are quite different. I sailed with a couple of others, but Rhos is the right physical size for me as I am quite a small helm, and he has the right level of professionalism in the way he operates.

“As I’ve got older I’ve realised the importance of that. At Olympic level, everyone has talent and works hard; it’s about how you use that and how you balance talent and motivation.

“The key is in your mindset; you both need to be willing to learn together and want to progress. If you’ve got weaknesses in the same area, it can make it harder, but the flip side is you’ll have a super strength in that area.

“The quickest way to progress a new partnership is to work on boat handling and communication. You need to know what the other person means when they say something mid-manoeuvre - that’s the stage we are now at. You don’t have to be on the water: you can talk your way around the race course, and discuss what you would normally say and agree exactly what a call like 'maxed on main' means. On the water, we are putting time into the basics like tacking and gybing.

“The 49er has a new mast and sails for this cycle, so there is a big technical learning curve. It’s very different from when Stu (Bithell) and I started sailing together (for 2020); he was already an Olympic silver medallist. Rhos and I are on a much steeper trajectory in aiming for gold in Paris, so our goal setting has to be very different this time.”

“I have learnt that you must both be honest about your goals; have an open conversation at the start so you can avoid arguments later on. There needs to be trust and respect, so you can talk through issues. Agree clear roles - boat work, admin, etc - and split them fairly to avoid imbalance. Above all, have fun together.”

Follow via britishsailingteam.com

Fuel for sailing

PHOTOS RYA; SAIL IONIAN

What’s the smart way to boost your performance?

INEOS Britannia’s Head of Human Performance, Ben Williams, says healthy eating is the answer Sailing is a sport where you’re exposed to the elements with long periods of time spent on the water. You can’t always fuel and hydrate as efficiently as you would do if you were in the gym, so the stress on the body can be really quite hard in sailing.That said, you need to be healthy and available to go sailing (i.e. avoid illness and injury). Good immunity is essential - that’s why it’s important to look at your diet, understand the food you are eating and why.

So, make sure you’re eating from really good food sources; lean proteins, lots of colourful veg and salad, and getting as many nutrients from as many different sources as you can.

Do some reading: what are the key

ingredient or nutrients you need for immunity and what foods you can get them from? Don’t go straight to a multivitamin!

Look at food first and then if needs be add a supplement for your extra needs.

You also need to ensure that you’re fuelling the work you are doing correctly.

There’s no point in eating the same every day; if you are going out sailing for six or seven hours on a Saturday, then you probably need to up your carbohydrate intake on that day to support all of the work are you doing. You should also have an increase in protein after gym sessions and long sailing days to help recovery.

When it comes to fitness, make nutrition, not the gym, your first port of call.

Follow the team at ineosbritannia.com

Charter choices made simple The secret to getting more out of your time on the water can often lie in the details.

Time for some careful research, says pro skipper, Tom Fletcher...

When chartering, consider not only the manufacturer and length of the boat, but also A Sail Ionian how it’s equipped. yacht anchored Check the boat in Kioni Harbour specification carefully. Some companies have a one-size-fits-all approach so their yachts can be a bit generic. But knowing what spec you want will ensure not only the crew, but also the skipper can relax and enjoy a great trip. So, what should you look for?

1. A good anchor – Essential if chartering in the Med. There is obviously some personal choice here but for me it would ideally be a Rocna and at least 60m of chain. Don’t underestimate this – the anchor will be well used and it can really spoil a holiday if you have to make several attempts before it holds each evening.

2. Instruments – A deck-mounted colour GPS should be bare minimum these days when sailing in unfamiliar waters. In addition, an auto-helm is an under-rated but incredibly useful extra. On a calm day no one wants to spend their holiday glued to the helm and if you’re sailing with novices you’ll need to move around the boat while she stays a course.

3. Electric outboard engine – Not only will you get extra points from Greta, but there will be no more rowing home into the wind with a flooded carb!

4. Creature comforts – In a hot climate, unless you splash out on a yacht with air con, you will definitely be wanting cabin fans. If the yacht has fans then it should really be fitted with solar panels too, otherwise you’ll be suffering from flat batteries.

5. Extras – These can really make a difference; don’t be afraid to ask. What about some assistance on the first day? An hour with a skipper practising stern to mooring or long lining? An additional battery for that electric outboard if you’re chartering with teenagers? A SUP or a kayak to play with? Or even an ice machine? The devil may be in the details, but so are the ice cubes for that well deserved G&T after a long day on the water!

Tom Fletcher is a highly experienced charter skipper who has worked at Sail Ionian for over a decade.

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Oyster World Rally

The world’s your Oyster

The Oyster World Rally is back: A fleet of 25 boats circumnavigating the world together providing support to one another and experiencing great camaraderie and friendships ith the spread of Covid-19 creating a worldwide pandemic, countries closing their borders, international flights grounded and travel guidelines changing on a near-daily basis, who would have imagined that Oyster World Rally 202223 would not only secure a full complement of entries but would also be able to set off as planned?

So when the starting cannon was fired from Charlotte’s Point in Antigua at 1300hrs on 9 January 2022, the excitement, relief and trepidation from those onshore and on the 25 luxury British built yachts taking part, was momentous. Against all the odds, the Oyster World Rally 2022-23, a 16-month, 27,000

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nautical mile circumnavigation of the world with 25 meeting points en route was underway.

Pandemic challenges

“Organising a fully-supported world rally with numerous stopovers, managing everything from the new owners taking delivery of their very first Oyster yacht, through to helping the fleet with technical and safety training, advice on boat preparation and service, logistics, customs procedures, provisioning and even helping provide professional crew through Oyster Yachts Crew finder service is an exciting challenge,” says Oyster’s Head of Group Events Allie Smith, “but facing a world pandemic and all the mitigations we have had to put into place to make this event even happen, has taken this challenge to a whole new level!”

Whilst some may have doubted

ABOVE

The fleet leaving Antigua

the 2022-23 Rally would take place, the overwhelming positivity of Oyster’s Paul Adamson supported by owner and CEO Richard Hadida, and a dedicated Oyster events team, ensured that the dream of sailing around the world was kept alive for the 25 Oyster yacht owners and their crews who had signed up to take part, despite the concerns and issues raised by Covid-19.

With the world in lockdown, all the usual face-to-face rally preparations and events had to be redefined. Oyster Yachts quickly adjusted, adopting resources more commonly used in the business sector rather than in leisure boating.

This ranged from organising online seminars for participants, Masterclasses from suppliers to a series of live webinars focussing on the Rally destinations, appealing to those wanting to take part in

future events. “We drew on our personal experience, and from the wider Oyster family who had taken part in previous rallies, to discuss and show images of the event, the exciting range of destinations, the amazing opportunities for personal and family development, and the whole support structure offered by Oyster Yachts all the way around the world,” says Paul, who was skipper on the 2017 rally on Oyster 885 Lush, then owned by Eddie Jordan and sailed by Richard Hadid.

Richard subsequently took over the company and bought Lush.

The world’s only yacht manufacturer supported world circumnavigation, the first Oyster World Rally took place in 2013 to mark the brand’s 40th anniversary. It was a huge success and achieved the marketing team’s ambition of highlighting Oyster as the “Bentley of the seas”, the ultimate bluewater, long-distance cruising yacht. The second world rally took place in 2017, with future rallies planned to take place every five years.

long-held dream of sailing around the world into a reality. “We didn’t even have an Oyster when we made the decision to enter the rally,” laughs Susan. The couple purchased their Oyster 625 through Oyster brokerage, and had it refitted to their own specification at Oyster’s service centre in Palma. Whilst the boat was being prepped for the world circumnavigation, so too were the family. “Oyster’s World Rally team advised us on the necessary courses we had to take as a minimum, which included MCA Medical First Aid at Sea, safety and sea survival courses,” explains Susan. Whilst Dominic gained his RYA YachtMaster Ocean Theory, Susan was busy arranging home education courses and tutors for Luke and Charlie-

ABOVE LEFT

Assembled in English Harbour prior to departure

ABOVE LEFT

Departure day

May, as well as packing up the family home to be rented whilst the family are away, finding foster care for their much-loved family dog, and arranging to move their working lives onto their new floating office.

“A key advantage of taking part in the Oyster World Rally is the total support package,” says Susan. New to blue water and long-distance sailing, the family have chosen to have a professional skipper and mate on board with them, provided through Oyster’s crew finder service.

Another key factor for choosing the Oyster World Rally over other organised sailing events, such as the World ARC, is that as a manufacturer-supported event, the participants benefit from Oyster’s highly qualified technical support team at every stopover and the Oyster After Sales team in the

Secrets of success

What makes the Oyster World Rally such a resounding success? For new Oyster owners Dominic and Susan White, setting off with their teenage children Luke and Charlie-May, it was the support of an experienced team enabling them to turn their

Competitors in 2022-23 rally?

A fleet of 25 yachts, all from the same manufacturer makes quite a sight, and it’s also one of the few opportunities to see the full range of Oysters together, from the smallest and one of the oldest in the fleet, 2002 Oyster 56 Liberty, through to some of the newest and largest models including Oyster 725 Intrepid, and examples of all the company’s newest

models including the 565, 595 and 675. Entries come from all over the world, with crews from Canada, Germany, Ireland, Japan, Netherlands, South Africa, UK and USA. Several of the yachts taking part are now on their third world rally, including Shanties, built in 2009, and Irene IV, built in 2007, both of which will have accumulated over 100,000 sea miles to date.

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Oyster World Rally

UK, as well as support and advice from other Oyster yacht owners and professional crews en-route.

Leo Eccles and his wife Kate, with daughters Mia and Lyla, who, at 10 is the youngest permanent crew member, explained this is their first major sailing event. It was only because of the Oyster World Rally that they traded in their motorboat for an Oyster sailing yacht to embark on their adventure of a lifetime. “Without Oyster’s legendary and second to none after-sales service, doing a world circumnavigation would be almost impossible for us,” says Leo. “You are really looked after as part of the Oyster family and we’ve been spoilt by the Oyster World Rally team. If we didn’t have their support and camaraderie of the other crews, we wouldn’t be feeling as confident about this adventure as we are now.”

Personal plans

Whilst the fleet all set off at the same time from Antigua, their progress around the world allows for a huge amount of personal flexibility, as shown on Oyster’s Rally Live page which features a live map which tracks the fleet’s progress on Oyster’s website. This enables each yacht to take advantage of different destinations such as special dive spots, or to stop off at ports or remote moorings and explore places rarely seen by tourists. Oyster arranges the dates and locations of the 25 destinations in advance,

where the support team will be based and on hand to orgainse logistics, paperwork, servicing and if required any boat repairs. The team also bring out spare parts or other essential requirements, arrange land-based social events and activities, and work closely with the Rally’s charity and purpose partners. “The Oyster family are really keen to support citizen science and charitable activities during the rally,” explains Allie Smith. Examples include South Pacific based charity Sea Mercy with its Eye Care and Giving Light programmes. Trained

by Sea Mercy to carry out eye tests and prescribe glasses correctly, many of the rally fleet are carrying eye kits onboard to hold eye clinics, distributing glasses and solar lights at remote destinations, when they are sailing through the South Pacific.

Other yachts taking part in the rally are supporting research on behalf of the GOES Foundation,

The Route After setting off on Sunday 9 January 2022, the first section of the Oyster World Rally takes the fleet 1180 miles from Antigua, through the Caribbean Sea to Panama, where the rally fleet will come back together to transit the Panama Canal in early February.

March – The fleet stopover in Galapagos April - Marquesas May – Tahiti and Bora Bora June – Tonga and Fiji July – Vanuatu to mainland Australia August to September - Mackay, Whitsundays, Cairns, Darwin and across to Southern Indonesia, October – Cocos and Mauritius November – Reunion to Durban December - Cape Town – the ideal place to celebrate Christmas January 20223 – South Africa to St Helena February - Fernando De Noronha, Brazil March – Grenada April – The fleet finish at Antigua BELOW

Looking down on English Harbour from Shirley Heights

by collecting plankton and microplastic samples as they sail around the world. Twice a day yachts will collect a 0.5 litre sample of seawater, which is put through a GOES filter and analysed under a microscope to count plankton, microplastics and other particles over 20 microns. This data will assist the GOES Foundation in helping restore ocean health by monitoring and protecting plankton.

With several families on board, these research projects help contribute to their more formal online tutoring and remote learning, whilst for many adult crew, the installation of green technology including hydro-generator pods, solar panels and lithium batteries, not only make their boats more sustainable and self-reliant over the 16-month rally, but also enable many to continue to 'work from home' while enjoying the adventure of a lifetime.

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TIME OUT SAM JEFFERSON AND STEFFAN MEYRIC HUGHES REVIEW THE LATEST BUNKSIDE READS, CLASSIC BOOKS AND MORE

The Practical Guide to Celestial Navigation Phil Somerville It’s lucky this is a step-by-step book because it’s likely that you might want its wisdom when all your electrics – including the GPS, of course – are on the blink. Obviously, you’d be wise to do quite a bit of practice before that moment, but there seems to be a rise in interest in sailing by the stars, part of a disillusionment with relying too heavily on technology to carry out so many tasks. The author has been teaching celestial nav for years, and guides the reader through the subject, demystifying the aspects that have stymied many would-be practitioners over the years. The hardbacked book is 150 pages long and comprehensively illustrated with diagrams and photos. bloomsbury.com £30

Classic Choice

Deep Water Emma Bamford Long term readers of Sailing Today will recall that Emma Bamford spent many years working as Deputy Editor on the magazine and during this time had two autobiographical accounts published which covered an adventurous period of her life when she quit the rat race in London and took up a position of crewing for some scoundrel in SE Asia. Anyway, Bamford is now back having moved from non-fiction into the genre of fiction and the result is Deep Water, a book in the pot boiler mode that takes some inspiration from her experiences sailing in SE Asia and expands on this in order to construct a story of mystery and menace in a paradise-gone-wrong sort of nightmare scenario. Alex Garland mined this seam deeply in The Beach and although there are mild echoes of this, they are more circumstantial.

The plotline is taut and there is a good deal of tension and intrigue from the off. All in all, this feels like a belting summer read while you are enjoying a (hopefully less fraught) summer cruise. simonandchuster.co.uk £7.37

The China Clippers – Basil Lubbock

Aside from possessing the most evocative name in nautical literature, Basil Lubbock is also the most successful chronicler of the golden age of sail. He had the great advantage in his endeavours of picking up his pen and documenting the heroics, hardship and romance of the final flourish of commercial sail while some of the skippers and crew were still alive. Perhaps his finest work is The China Clippers because the subject was the most evocative. The annual tea races that took place between China and London in the 1850s and 60s brought together extraordinary levels of seamanship in a whole blend of conditions. From battling down the South China Seas against the SW monsoon, booming through the trade winds of the Indian Ocean and Atlantic and then storming up the channel, scanning the horizon for a sign of one of your rivals, each annual race was full of real drama, beauty and joy. Lubbock manages to convey all that in prose that is both controlled yet enthusiastic and wonderfully evocative. Some of the first hand accounts are truly magical.

This is not just a book for the historian but should also be instructive for any ocean racer, as these ships were pushed just as hard as any Volvo Ocean Race yacht and the ultimate goal was real hard cash for the skippers and crews, as the winner of the race gained a substantial premium. The level of skill, dare and risk on display is clear. It is instructive that many reefs in the South China Seas (Fiery Cross reef, Lammermuir Bank) retain the names of clipper ships that took one too many chances in these poorly charted, reef strewn waters. An incredible book documenting an incredible period of history. skipper.co.uk £24

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JUNE 2022 Sailing Today with Yachts & Yachting

Three of the best

aid p ax T 90 9 , 99 £1

BROKERAGE | BOATS FOR SALE

£10 Tax 9,0 pa 00 id

BALTIC YACHTS 43 | POLAR BEAR III This Judel/Vrolijk designed Baltic 43 has enjoyed just two owners from new and is well equipped with many updates over the years and ready to go. An iconic design and capable of everything from crossing oceans to sailing around the cans. Under her first ownership, she had the benefit of the short Scandinavian sailing seasons with winters spent ashore in a heated boat shed. Her current UK-based owners purchased her in 2004 and have enjoyed local cruising around the UK’s South Coast, English Channel and down to Northern Spain and Portugal. Although mainly used for cruising Polar Bear III has competed in the occasional Round the Island Race where she has demonstrated her competitiveness with a class win.Polar Bear III has continued to benefit for storage ashore each winter with her current owners carrying out numerous updates and upgrades including replacement of the teak decks in 2005, new engine in 2007 and replacement rod standing rigging in 2017. The boat is British Part III Registered, deemed UK VAT Paid and ready to go.

Year: 1987 LOA: 13.2m (43’ 3”) Beam: 4.18m (13’7”) Draft: 2.45m (8’) Displacement: 8960kg (19,700lb) Hull materiel: GRP Engine: Volvo Penta D2 40hp Designer: Judel/Vrolijk Accommodation: 8 berths in 3 cabins Location: Hamble, UK Contact: grabauinternational.com craftinsure quote: £712

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JUNE 2022 Sailing Today with Yachts & Yachting

HANSE 388 | BENLOYAL Ben Loyal is a fine example of the Hanse 388 in the most popular two cabin layout which boasts a long galley and acres of storage space. This example of the popular 388 features chestnut interior cabinetry with classic striped flooring gives a really classy interior feel. The boat has barely been used and comes with a massive specification with all of the most popular equipment packages, folding prop, heating, code zero sail, upgraded 12 inch chart plotter, heating system and much more. The 388 was designed by the renowned team of Judel/ Vrolijk with the aim of providing good performance, easy handling and lots of interior space. A tall order but the boat ticks all the boxes and is a good looking vessel into the bargain.

Year: 2019 LOA: 11.40m (37’4”) Beam: 3.90m (12’8”) Draft: 2.06m (6’7”) Hull materiel: GRP Engine: Yanmar 30HP Designer: Judel/Vrolijk Accommodation: 8 berths in 3 cabins Builder: Hanse Yachts Location: Hamble, UK Contact: michaelschmidt.co.uk craftinsure quote: £520

€6 Tax80,0 pa 00 id

SOLARIS 50 | LIGA Built in 2018 by Solaris to lines drawn by Soto Acebal.

With over 50 of these hulls delivered, she and her sisters provide stiff, responsive and sea kindly performance. Liga is in sparkling good shape and comes with a stunning dark hull colour and rig to match. She is totally plug and play and these yachts are rarely available in brokerage captivity. She is lying in Latvia and asks €680,000.

Year: 2018 LOA: 50’6” (15.40m) LWL: 46’9” (14.25m) Beam: 14’11” / 4.55m Draft: 8’6” / 2.6m Displacement: 14,200kg / 31,306lb Ballast: 4,900kg / 10,803lb Hull Material: GRP Engine: Volvo Penta D2 50 S/SR - optional 75 hp.

Designer: Javier Soto Acebal & Solaris Design Team Accommodation: 6 berths in 3 cabins Builder: Solaris Location: Riga, Latvia Contact: berthoninternational.com craftinsure quote: £POA

Insure your yacht with Craftinsure - boat insurance at the touch of a button.

Get a quote online or call today: craftinsure.com; 0345 2607 888 Sailing Today with Yachts & Yachting JUNE 2022

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Tried and tested: Catalyst phone and earphone cases Catalyst makes protective, waterproof cases for iPhones, AirPods, Apple Watches and other devices that “completely protect them from water, snow, dust, dirt, sand as well as the rugged lifestyles of the outdoors…they are designed for life on the water”.

Catalyst phone cases are said to be waterproof to 10m, and the Total Protection Cases for AirPods and Apple Watch are billed as waterproof to 100m. We have tried out one of the iPhone cases this year and happily can report no water ingress – assured by Catalyst’s confident PR team, we even took our phone for a dinghy dunking one breezy and wet Thursday evening. The case is a matter of seconds to fit and all the functions remain 100% available – photos and calls are not impeded. It’s a slimline thing as well, far from bulky. There are heavier-duty cases out there, but to me this is a more user-friendly option, writes Rob Peake.  Waterproof cases for iPhone from €98.99 (approx £84)  Waterproof Airpod cases from €34 (approx £28)  catalystcase.eu

LAUNCHED New kit for you and your boat

Musto’s new Flexlite Alumin dinghy collection

Wuzzos Ships Log Wuzzos started with deck shoes and now do a range of products including these smart logbooks, emblazoned with the name of your yacht on the cover. Wuzzos say: “Every seafarer knows it is best practice to keep a logbook as record of your vessels position, and activities.

Wuzzos Personalised Ships Log has been developed to allow customers to add their boats name onto the book in a premium gold or silver colour foil. Manufactured from sustainably sourced Forest Stewardship Council paper, the 240-page logbook is available in 2 sizes (A4 & A5), 6 colours and delivered in a beautiful presentation box.”

You can preview your design on the Wuzzos website before purchase.

Musto has launched a new Flexlite Alumin dinghy sailing collection for spring and summer 2022, designed with input from the British Sailing Team. The announcement follows the renewal of Musto’s four year contract with the British Sailing Team as Official Clothing Supplier. ILCA7 sailor Michael Beckett of the British Sailing Team, says: “It was important to play a role in shaping the new Flexlite Alumin range as nearly all the team wear the apparel in cold water conditions, as we continue to hunt for those marginal gains. The Musto designers listened closely to our feedback and integrated it into the new products. I feel confident that my Flexlite Alumin gear will allow me to give my best performance on the water.” We’ll be trying some of the kit out ourselves over the summer and will report back.  Flexlite hikers (£250), Flexlite Hiking Pad (£100), Men’s and Women’s Flexlite Alumin 3.0 Long John (£240), Men’s and Women’s Flexlite Alumin 3.0 Pant (£200), and Men’s and Women’s Flexlite Alumin 3.0 Long Sleeve Top (£160), musto.com

 A5, £25, and A4, £35, with free shipping for Club Wuzzos members wuzzos.com/product/ships-log

TRIED AND TESTED

Gill Stealth Watch review

We have tested this over the spring of 2022 in dinghy and yacht racing

It looks good, matches the Gill Spray top and Buoyancy Aid and most importantly it’s easy to set up and use, writes Mark Harrington. As we all know starts are important, even at club level, and I used this watch a couple of weeks ago at my local club crewing an RS200. We have 3-minute starts at the club to speed things up and it’s very easy to change the settings from a 5 to a 3-minute countdown. The display is clear, even in bright conditions, and from 60 seconds the countdown increases to full screen with 10 second ‘beeps’ to remind you. Contrary to some of the reviews I have seen online, the watch does include a sync function (bottom right-hand reset button once the sequence is started) in case you miss the warning signal.

All the usual functions are included, wake-up alarms and elapsed time etc. The Stealth watch also includes a compass function which I’m sure is useful for coastal racing when sitting on the rail or you need a quick course reference.

Once started the display changes to show elapsed time and real time, so in our case we could work out how far ahead of the 2000s we needed to be. On that day not far enough, despite the good starts, but that’s another story!

Gill brand it as their “most technical watch to date, engineered with a carbon reinforced ABS plastic construction with a stainless steel case back… water-resistant up to 50m and shock and impact resistant”. Functions include four countdown modes (including vibrate mode for a ‘silent countdown’), audible alarm and alert sounds and an electro luminescent backlight.

The flexible strap “with marine-grade stainless steel fastening” is very comfortable.  £105, gillmarine.com

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JUNE 2022 Sailing Today with Yachts & Yachting

Considering an Electric Outboard?

“Using a well-engineered electric outboard has been a revelation.’’

TOM CUNLIFFE Classic Boat

Quiet, Convenient, Reliable and Easy-to-Use In the popular 2-4hp category, the latest electric outboards – with their integral and rechargeable lithium batteries – have transformed the market, rendering petrol motors all-but obsolete. Advantages include: From £1650 Epropulsion Spirit PLUS 1276Wh battery Faster to charge Battery floats if dropped Foldable tiller means only one cable to connect › Three shaft length options › Direct drive (no gearbox) › › › ›

› Ease of Use Switch on, twist the tiller handles, go. Almost anybody can do it; no experience, strength or mechanical knowledge is needed. › Ease of Handling The batteries are removable, and the “pass up and down” weight (the shaft/motor assembly) is then 10kg or less. › Ease of Storage These electric motors divide into components, don’t leak oil or petrol, and don’t mind which way up they’re stored. › Quietness & Smoothness Electric motors are a delight to use.

From £1750 Torqeedo 1103 › 916Wh battery › GPS data on tiller gives speed & range indication › Removable tiller (more compact for storage) › Near‐silent direct drive › Much more robust than the previous model (Torqeedo 1003)

› Power Forget slow speed “trolling motors”, these 1kW electrics have huge torque (more like a 3hp petrol). › Range There are many variables, but most users achieve at least 9 to 10 nautical miles per charge, at 4 to 5 knots (2.5m inflatable dinghy).

Much more if you slow down a little. › Reliability Many outboard motors don’t get used very often, and small petrol motors hate this. Electric outboards have fewer parts in general, and in particular there’s no carburettor to “gum up”.

Of course, it’s not all perfect. The range may still not be enough for some users.

And they’re undeniably More Expensive than petrol outboards, mostly because lithium batteries are expensive. But that extra upfront cost is largely offset by their Lower Lifetime Running Costs, including (almost) No Servicing.

NESTAWAY BOATS is the UK’s number one retailer for both Torqeedo AND Epropulsion. You can find out more on our website, and we are always happy to discuss further – and offer advice – by email or phone. If you’d like to see them before making a purchase, we are based in Christchurch, Dorset (UK).

www.nestawayboats.com mail@nestawayboats.com Tel 0800 999 2535

Classified

To advertise call +44 (0)207 349 3787 or email mark.harrington@chelseamagazines.com

DINGHY COVERS

BOATS FOR SALE

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Gib’Sea 282 lifting keel 1989. 6 berths 3 cabins. Excellent condition. Fully equipped ready to cruise. 2019 life raft.

GPS, chart plotter, DSC radio with radio remote mic. Inflatable dinghy and outboard. Full winter cover. Main, furling genoa, spinnaker and storm jib. Recent full survey. £21,000. 01934 741765 (LYING BURHAM-ON-SEA)

30’ Yachting World Diamond – Bristol 1. First YW Diamond built in GRP by Bristol Aircraft Plastics. Won the Roman Bowl in the 1961 Round the Island race.

Completely restored in 2013 and comes with 4 wheel trailer. £15,000.0 ono. Peter Boote 07770 223735

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JUNE 2022 Sailing Today with Yachts & Yachting

Classified

To advertise call +44 (0)207 349 3787 or email mark.harrington@chelseamagazines.com

LEATHER STEERING WHEELS

BOATS FOR SALE J24 (J4013). A clean and tidy boat ready to go racing. Includes a selection of sails, outboard and general mandatory equipment. Refurbished trailer, new tyres, wheels, brakes and suspension. New towing assembly. Stored on trailer under cover. . £3500 Tel 07745 317459 / (MILFORD ON SEA)

DRASCOMBE LONGBOAT (22FT/6.6M) WITH CABIN. Furling jib, Gaff Rigged Mainsail (+1 spare Sail). Mizzen Mast & Sail. Cockpit and Sail/Boom Covers.

Boat Hook Oars Compass. Yamaha 4hp Outboard. Trailer. View at North Devon Yacht Club. £6500 Tel 07487 812871 / (BIDEFORD)

DRAGON - STORM 770. 2008, setup

by Vincent Hoesch. Built to 2009 high specification. Adjustable diamonds.

Quick release Genoa. 2700Ltr buoyancy, higher floor. Fritz sails. Last sailed 2019 - 90th Anniversary Event, 13th/160 (1st Corinthian). 2nd Regates Royales 2016 – 2nd La Baule 2018 – 2nd Deauville 2017. £19500 Tel 07745 923325 / (BURNHAM-ONCROUCH) J24 DANJEROUS WHEN WET GBR 5238 ITALIAN 1998. J boats Italy 1998, Hull 5238, dry sailed, good road trailer, ready to race, Tohatsu 3.5hp outboard, North sails, new standing rigging, 2020 survey,competitive boat, ready to race, much mandatory equipment included . £9995 Tel 07971 879128 / (EXETER)

24 FT CRUISER QUARTER TONNER. Fully Restored and going fast. 4 berth, fin-keel, open-plan cruiser. Good family boat, self draining cockpit. Re-masted, rerigged, re-keeled, new rudder. Laminate sails little used. 3.5hp outboard. Full recent survey - yard trolley available.

Must be seen. £9000 Tel 07765 900259 / (CARDIFF) SEAFARER 18FT WITH 6HP JOHNSON OUTBOARD AND 8FT DINGHY. 23ft mast.

Sails and bag. Roller & foresail reefing.

Boarding ladder. New mahogany rubbing strakes. New marine ply washboards. Enclosed cabin with cushions & storage shelves. Mahogany combings & seat slats. Road trailer with new tyres. New bilge pump. £1675 Tel 01432 277281 / (HEREFORD) SCORPION DINGHY, WHOLE OR FOR PARTS, INCLUDES LAUNCHING TROLLEY, Everything for sale. Glass fibre hull has small hole that could be repaired - 2 suits of sails, canvas cover only 3 years old, would wash well. Launching trolley with removable jockey wheel. Would prefer to sell the whole as a lot. Everything in fair condition. £100 Tel 01969 368371 / 07815 643408 (LEYBURN)

CONTESSA26 GENOA AND SPINNAKER - WESTAWAY. Little used sails, westaway spinnaker AP design 400 sq ft approx . Westaway kevlar furling genoa , Sail Register dacron furling genoa. almost new heavy duty back transom cover very little use only. full zip covers.anchor and chain offers invited. £240 Tel 01405 812307 / (DONCASTER) INTERNATIONAL 14 1266. Penultimate (old rules) boat. (Benedict IV) Not quite as fast as the latest boats, but just as exciting to sail! Several sets of sails. Combination trailer. Flat cover. £1000 Tel 07913 604 574 / (STAINES) ILLUSION MINI 12. The first USA-made Illusion Mini 12, serial number 001. MFG 4/83. Red White and Blue. Complete running, standing rigging, main, genoa and spinnaker and ready to sail. £3751.29 Tel 91899 18691 / (OKLAHOMA, USA) SB20 3089. Extensively upgraded SB20, competitive and ready to race. Newest set of sails used for around 20 days sailing.

New trailer and standing rigging in last two years. Keel faired and in excellent condition. Top and bottom covers and outboard, ready to race. £11000 Tel 07966 596376 / (WHITEHAVEN OR LONDON)

MARINAS

Arbroath Harbour

J24 - GBR4254Y - HULL 5072 J BOATS ITALY 1994. Juju 4254 White hull J 24 Boats Italy 12/1/1994. Minimum weight measured for 2018 10 Worlds / WCAss trophy wins 20/21 Proven fast North Sails cushions etc 2 spins Double axle braked trailer with storage chest. Near Irish ferry. Photo below plus many / offers considered. Send text or phone. £8500 Tel 07917 832254 / 015394 33156 (WINDERMERE)

LEATHER WHEEL COVERING KITS • For all wheel sizes and sprayhood grab rails • Leather Spinnaker pole covers • Handy Pull Tags to open Shackles • Suppliers of Marine Leathers to Sailmakers & Riggers

Clyde Marine Leather www.clydemarineleather.com T. 0141 881 4981

WESTERLY PENTLAND KETCH. 1976 reliable Ford 1.6 diesel, new Heat exchanger, alternator, batteries. Radar Large screen with chart, fish-finder, AIS, VHF & other instruments. 7 berths three cabins, centre cockpit, SS fresh water and fuel tanks, new Clyde_RYA_Win_16.indd 1 fresh water pump, easy single handed, auto steering. Dinghy, stern ladder. £13800 Tel 07711 924472 / 01424 892381 (EASTBOURNE)

SAILS

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OTHER EQUIPMENT FORTRESS ANCHOR, CHAIN AND ROPE..

FX11, 3.2kgs, suitable for 28 to 32ft boat.

Included: 10.5m of 6mm galvanised chain, and 27m of Octoplat 14mm rope.

All very nice condition. Used twice. £95 Tel 07801 697613 / 01590 671555 (LYMINGTON) HYDRAHOIST BOAT LIFTER - REDUCED PRICE. Currently set up for a J24, but can be adapted to suit most boats. Lifts up to 1500kg. Approx 6200mm long by 3200mm wide. Located in Poole Yacht Club. £3500 Tel 07808 177659 / (POOLE )

SAILING TUITION “Arbroath Harbour has 59 floating pontoon berths with security entrance which are serviced with electricity and fresh water to accommodate all types of leisure craft. Half height dock gates with a walkway are located between the inner and outer harbours, which open and close at half tide, maintaining a minimum of 2.5m of water in the inner harbour.

Ready for an adventure?

Other facilities in the harbour include free parking, toilets and showers, a crew room, fueling facilities, on site laundry facilities and boat builders’ yard.

The town of Arbroath also offers a variety of social and sporting amenities to visiting crews and a number of quality pubs, restaurants, the famous Arbroath Harbour twelfth century Abbey and Signal “Arbroath Harbour has 59 floating pontoon berths with security entrance Harbour Office • Arbroath • DD11 1PD Tower Museum are located close to the which are Master: serviced withBruce electricity and fresh water to accommodate all types harbour. The railway and bus stations Harbour Fleming of leisure craft. Half height dock gates with a walkway are located between are only 1km from the harbour with Tel: 01241 872166 the inner and outer harbours, which open and close at half tide, maintaining direct north and south connections.”

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Other facilities in the harbour include free parking, toilets and showers, a crew room, fueling facilities, on site laundry facilities and boat builders’ yard.

www.sailingtoday.co.uk | www.yachtsandyachting.co.uk

The town of Arbroath also offers a variety of social and sporting amenities to visiting crews and a number of quality pubs, restaurants, the famous twelfth century Abbey and Signal Tower Museum are located close to the harbour.

The railway and bus stations are only 1km from the harbour with direct north and south connections.”

Arbroath Harbour Harbour Office Arbroath DD11 1PD l

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97

Jess Lloyd-Mostyn Back in the days of the whaling ships, vessels that met mid ocean would visit each other and exchange yarns. This was a ‘gam’. The blue water sailing equivalent remains a rewarding experience

I

n land life, when you meet someone new, it’s normal to ask “what do you do for a living?”.

It’s the go-to, standard intro question and a way of sizing up a stranger. In the cruising life there are equivalent questions but what you do, or perhaps did, for a living comes way further down the list than with our dirt-dwelling counterparts.

“How long have you lived aboard?”, “What’s been your route?”, or simply “How did you end up here?” are far more common. Our sizing up consists more of assessing others’ journeys and experience as opposed to a job title or company name. From this you quickly get a sense of whether someone has cruised part-time in the Caribbean off and on or whether they’re circumnavigators, decades into their boating life. And what’s so wonderful is that there is always more to learn, whether someone is in their first season or an old salt, any and every perspective on sailing can add a new richness to your own understanding.

But it’s also funny how quickly talk turns to that other crewmember, the boat. Cruisers ask about each others’ boats in a prying, forward and often quite blunt way. They are our pride and joy and we like to boast but they’re also a force unto themselves, often griped and moaned about like a disobedient pet. When we meet other cruisers we want to know everything: where was she built, how old is she, what is she made of, how many cabins, toilets, and what about that engine?

We’re unashamedly nosy, and openly wistful about anything we feel the old girl may lack: “she’s no racer”, “try docking her stern-to with any wind on the quarter”, “the teak is a lot of work”. But almost in the same breath we’ll wax lyrical about a yacht’s better qualities: “she’s solid as a rock”, “balances upwind like a dream”, “it’s an engine you can totally rely on”.

And for this there really is no land equivalent, as no one ever really is this forthcoming about their house or their car or a member of their family. And yet a cruising yacht is like a combination of all three.

Eventually, by which I mean a few drinks into the conversation, we might get round to the question of

profession but even then it’s approached in a very different way. It’s almost as if j-o-b is a rather dirty and taboo word to be mentioned so we tend to circumvent this with phrases like: “Do you plan to always be sailing?”, “What did you do before?” or “What’s next after here?”. These questions are much more holistic as we’re enquiring about the entire lifestyle as a whole rather than the clearer set boundaries between work and where you live. Sometimes we even get the more frank and to the point question of “how do you fund your cruising?” but it tends to be after a few meetings or at least several hours of banter have gone by.

More often than not the boaters we meet are, like us, foreigners in a foreign land so the idea of stopping in one place as being just fleeting and temporary is almost expected. Talk tends to be dominated by routes and good anchorages, local tips and where to source things. And we do like to be helpful, offering an extra hand for an awkward boat job or a good way to get hold of spares or simply an understanding commiseration when some issue on board is proving tricky. After all, other sailors are the closest thing we have to colleagues in this large floating community, so all of our conversations resemble the water-cooler or kettle adjacent chit-chat that you’d have in an ordinary office.

And it’s a very easy and fast way to make friends.

The overwhelming majority of boaters that we’ve bumped into, waved at, knocked on the hull of, tied up next to, dropped anchor near to or stumbled upon in any number of ways have been incredibly welcoming, open, friendly and kind.

The folks we’ve met along the way are simply high on the joy of salt water, enjoying their freedom and circumstances far more than they reasonably should but it becomes infectious. We love our boats, we love what they can do for us and where they can take us. We love being those strange family members who live on a boat and don’t seem to fit into the model of ‘normal’ anymore.

In cruising, it’s a lot less about what we do for a living, but how we live for the doing and our world is all the richer for that.

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JUNE 2022 Sailing Today with Yachts & Yachting

JESS LLOYDMOSTYN Jess and James left the UK in 2011 in their Crossbow 42 and have sailed halfway round the world, growing their crew en route.

Follow their journey at water-log.com

ILLUSTRATION HOLLY ASTLE

‘The folks we’ve met along the way are simply high on the joy of salt water’

BOATING MADE SIMPLE A membership with Freedom Boat Club is the gateway to making the most of the boating life We take care of everything – maintenance, cleaning, repairs and storage – so that all you have to do is book your boat, relax and revel in time spent with family and friends.

We’ll provide these fantastic benefits: •

Unlimited access to any boat in our home fleet

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Liability, hull and mechanical insurance

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Maintenance, cleaning, repair and storage

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Full Royal Yachting Association accredited training

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We look forward to showing you the ropes!

@fbc.uk Tel: 023 9323 3255 Email: Info@freedomboatclub.co.uk freedomboatclub.co.uk UK Locations: Trafalgar Wharf, Portsmouth, Hythe Marina Village, Southampton

Freedom Boat Club UK

Trafalgar Wharf Hamilton Road Portsmouth PO6 4PX

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