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JANUARY/FEBRUARY 2021 VOL 51, ISSUE 1
IN THIS ISSUE OF SAIL
2021 DEPARTMENTS
WINNERS

4 Setting Sail 32 Experience

The latest generation of Rob Williams drags
“racing freaks” anchor in a surprise
late-summer squall
6 Feedback
Photos, tips and more 64 Boatworks
from the SAIL community Deck Gear
Graham Snook offers

34 BEST BOATS 2021

SAIL magazine announces the latest class of
winners in its annual Best Boats contest
8 Under Sail
The Vendée fleet sets out
onto the Bay of Biscay
10 CRUISING
Wind farms and a return
the low-down on
low-friction rings
68 UPGRADES
Roger Hughes builds a
new saloon table

42 CUP WATCH: PREVIEW

Get the inside scoop on the upcoming 36th
America’s Cup regatta in New Zealand
to the cruising life
22 AT THE HELM
Weather routing: trust the
tech or your experience?
72 ASK SAIL
Answers to questions
about biocides, cleaning a
radome and more

54 HISTORIC BAY OF BISCAY 24 TIPS

Rupert Holmes surveys one of the world’s most Advice on genoa twist, 96 Waterlines
reading the waves and Charles J. Doane ponders
storied—and notorious—bodies of water the experience of sailing in
saving your shoelaces
fog in a high-tech world

60 SURVIVING HURRICANE SALLY 26 RACING

Annie Dike’s boat was one of the lucky ones A nail-biting Southern
Ocean rescue in the
when a surprise storm hit Pensacola
Vendée Globe

30 Gear
BEST BOATS 2021 CHECK OUT THE WINNERS
WINNERS
Feathering propellers,
PLUS remote security options,
Historic Bay
of Biscay apparel and more
Surviving
Hurricane Sally
Reflections on
sailing in Fog
The many uses of
low-friction rings

ON THE COVER
The AC75 Patriot takes flight on New
AMERICA’S CUP Zealand’s Hauraki Gulf. Photo courtesy of
PREVIEW
EVERYTHING YOU NEED TO KNOW
Will Ricketson
ABOUT THE 36TH CUP REGATTA

J A N UA RY/ F E B R UA RY 2 0 2 1
2
 GET TO KNOW
JEANNEAU

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 Setting Sail
BY ADAM CORT
Beware the
Bleeding Edge
F
or as long as there’s been sailboat
racing there have been racing
“freaks.” An early example were the
“plank-on-edge” cutters favored
by Victorian-era sailors in the UK. Back in
the mid-19th century, it was decided that
ultra-deep, ultra-narrow boats were the
way to go—an attitude reinforced by the
rating rules of the time. The result? Incred-
ibly wet boats and the infamous loss of at
least one of them with all hands.
Meanwhile, not to be outdone, on
this side of the Pond the craze became
enormous centerboard “skimming
dishes,” over-canvased, shallow-draft
beasts that were equally extreme in their
dimensions—a failing made all too apparent
in 1876 when a squall capsized the 140ft
schooner Mohawk while at anchor in New
York Harbor, killing the owner, his wife,
two guests and a member of the crew.
Since then, other racing “freaks,” i.e.,
trends taken to unhealthy extremes,
have continued to crop with predictable
regularity. Think the IMOCA 60 racers of
the mid-1990s, which were seemingly as
stable upside down as they were right-side
up; the capsize- and accident-prone ORMA
60 trimarans of the late 1990s and early
2000s; and the broach-prone keelboats of
the late IOR era, whose failings were made
all-too-obvious in the 1979 Fastnet.
Alas, it seems we may now be witnessing
yet another era of “unhealthy” boat design
(and construction) in the IMOCA 60 class.
At press time, the leaderboard in the 2020-21
Vendée Globe had not only been turned
upside down as a result of so many boats
having to drop out, but the problem seemed
J A N UA RY/ F E B R UA RY 2 0 2 1
4
to be especially pronounced toward the front
of the pack.
Race favorite Fabrice Amedeo, for example,
had to turn back scarcely a day after the start
as a result of a failed headsail hook. A short
while later, Nicolas Troussel aboard the
brand-new Corum L’Épargne lost his rig in a
mere 15 knots of wind, after which perennial
Vendée Globe hard-luck case Alex Thomson
had to shift into neutral to repair his boat’s
bow shortly after crossing the equator. Then,
of course, there was Kevin Escoffier’s PRB,
which folded up on itself like an oversized taco
in admittedly rough conditions, but hardly
the kinds of wind and seas a boat like this is
supposedly designed for. (See Rescued and
Rescuers, page 26, for details)
I get it. The IMOCA 60 class is all about
the cutting edge. But it’s clearly reached a
point where the class needs to take a serious
look at how to better balance its boats’
go-fast features and durability. If nothing
else, it gets pretty boring watching the fleet’s
stars all crash and burn before they’ve even
had a chance to come to grips with their
first real Southern Ocean graybeard. It
would be a shame if we ended up getting
more of the same in the 2022 Ocean Race.
In the words of SAIL managing editor,
Lydia Mullan, “It’s quickly becoming
apparent the trick of this Vendée Globe is to
shoot for 11th place and wait for the first 10
boats to drop out.” It’ll be interesting to see
how the class responds.
Meanwhile, as always with sailing, it’s
fascinating to see how the more things
change, the more they stay the same. Let’s
just hope everyone stays safe until the class
has a chance to make things right again. s
WORLD’S LEADING SAILING MAGAZINE
EDITORIAL
PRINCIPAL EDITOR ADAM CORT
MANAGING EDITOR LYDIA MULLAN
WEB EDITOR EMME HURLEY
CRUISING EDITOR CHARLES J. DOANE
TECHNICAL EDITOR JAY E. PARIS
ELECTRONICS EDITOR BEN ELLISON
CHARTER EDITOR ZUZANA PROCHAZKA
CONTRIBUTING EDITORS NIGEL CALDER, DON CASEY,
TOM CUNLIFFE, DUNCAN KENT, TOM HALE, ANDY SCHELL,
GORDON WEST, ANNIE DIKE
ART & DESIGN
ART DIRECTOR STEVE JYLKKA
ADVERTISING
GROUP PUBLISHER BOB BAUER / bbauer@aimmedia.com
MARKETING DIRECTOR SARAH WEBSTER
SENIOR SALES COORDINATOR
SARA CARPENTER / scarpenter@aimmedia.com
EUROPEAN ADVERTISING DIRECTOR
ELENA PATRIARCA / patriarca.elena@gmail.com
NORTHEAST, UPPER MIDWEST & EASTERN CANADA
REGIONAL MANAGER
ANDREW HOWE / ahowe@aimmedia.com
FLORIDA AND THE CARIBBEAN
JESSICA SCHULTZ / jschultz@aimmedia.com
MID-ATLANTIC, CENTRAL MIDWEST, WEST COAST,
WESTERN CANADA REGIONAL MANAGER
BOB BAUER / bbauer@aimmedia.com
MARKETPLACE SALES MANAGER
CATHY BREEN / cbreen@aimmedia.com
MARINE GROUP PRESIDENT GARY DE SANCTIS
VP, MARKETING AND EVENTS JULIE JARVIE
VP, EDITORIAL DIRECTOR WILLIAM SISSON
VP, MARKETING INNOVATION ERIC DALLIN
FINANCIAL ANALYST CHRISTINE NILSEN
PRODUCTION MANAGER SUNITA PATEL
SENIOR PRODUCTION COORDINATOR AMY PINTO
TRAFFIC COORDINATOR SAMANTHA BRENNAN
EXECUTIVE DIRECTOR, CONSUMER MARKETING DANA RAVEN
CIRCULATION, FULFILLMENT MANAGER CERISSE CARPENTER
PRESIDENT & CEO ANDREW W. CLURMAN
VICE PRESIDENT (EVP) AND CHIEF FINANCIAL OFFICER (CFO)
BRIAN SELLSTROM
SENIOR VICE PRESIDENT OPERATIONS PATRICIA B. FOX
VP, PEOPLE & PLACES JOANN THOMAS
DIRECTOR OF RETAIL SUSAN A. ROSE
AIM BOARD CHAIR EFREM ZIMBALIST III
SAIL (ISSN 0036-2700). Single Issue, January/February 2021, Volume
51, Number 1. Due to COVID-19, SAIL magazine will be published 9 times in
2020 with 3 double issues by Active Interest Media, 5720 Flatiron Parkway,
Boulder, CO 80301. Copyright© 2021 by Cruz Bay Publishing, Inc., an Active
Interest Media company. All rights reserved. Periodicals Postage Paid
at Boulder, CO and additional mailing offices. Single copy price is $5.99.
SUBSCRIPTIONS: U.S. and U.S. Possessions $19.97 for 11 issues. Canadian
orders add $12.00 per year and international orders add $24.00 per year (for
surface mail postage). Payment in advance, U.S. funds only. POSTMASTER:
Please send address changes to: SAIL, P.O. Box 37274, Boone IA 50037-
0274. Canada Post Publication Agreement No 40624074. Editorial Office:
SAIL, 23A Glendale Street, Salem, MA 01970. sailmagazine.com
SUBSCRIPTION and CUSTOMER SERVICE
Call 800-745-7245 or 386-447-6318 (international) for questions,
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Where luxury, conviviality and functionality meet, one finds a home on
the Oceanis Yacht 54. Her every detail has been meticulously examined
to become one with the crew and the sea. Outfitted with the latest sailing
technologies, intuitively built into her systems, she is designed to make
each cruising experience as easy and as enjoyable as possible.
WWW.BENETEAU.COM/US
FEEDBACK I took this photo as I was preparing to remove my boat from our
From the SAIL community local marina. The sadness of the end of the season was offset by a
beautiful sunrise. Lizzie Lou is tied up at the Menominee Marina in
Menominee, Michigan, located exactly on the 45th parallel. Yes, I
was one of the last to remove my boat, by choice of course.

The — Paul Schneider, Menominee, MI

SAILING
SCENE
Are you out there sailing, cruising and living the sailing life?
Share your experiences with other readers.
Send your photos to sailmail@sailmagazine.com

And don’t forget to sign up for our free eNewsletter,

Under Sail, via our website sailmagazine.com

A scene from Southwest Hoarbor, Maine, aboard my Alerion

33 on which I lived Covid-protected for six amazing weeks.
Up with the lobstermen, up with the sun.
— Jud Starr, via sailmail@aimmedia.com

This is a picture of my grandson Greyson’s first sailing day. I’m

on the kayak coaching him, but he didn’t need much help. He
really enjoyed it! — George Sparr, Southampton, NY

Taken from Nyssa, my Islander 36, sailing along Lake Charlevoix,

Michigan, at the height of autumn color in early October 2020. Brisk
temperature, brisk winds, spectacular color.
— Tom Fernandez, Charlevoix, MI

J A N UA RY/ F E B R UA RY 2 0 2 1
6
A late afternoon sail in San Pedro, California’s,
Hurricane Gulch with a smoke-filled sky from
the wildfires in the Los Angeles mountain
range, taken on September 9, 2020.
— Volker Corell, via sailmail@aimmedia.com

LETTERS
THERE AT THE BEGINNING
I am proud to have been a charter advertiser in the first year
of SAIL. As president at that time of Merriman Holbrook
Inc. in Grand River, Ohio, I saw the value in a publication
just about sailing. Thank you for showing one of our early
ads, Furled Again, in your retrospective (50 Years of SAIL,
Oct./Nov.). I had a good time during my 57-year career in
the sailing industry, and I am still sailing.
— Pat Black, Mentor-on-the-Lake, OH

FEEDBACK FROM THE 50TH

At the top of your 50th
anniversary article
is a cover photo of a
guy and an umbrella
(50 Years of SAIL, Oct./
Nov.). I’m looking at
that image framed on
my office wall right now.
It was the cover of the
issue when I first came to
work at SAIL. I remember
ocean races in the 1970s
and early ‘80s when all the
Motoring up the Mystic River in Mystic, Connecticut, navigator had was a VHF,
this fall in our Nonsuch 33 to visit the Mystic a handheld radio-direction
Seaport museum. Waiting for the bridge to open! finder, a depthsounder and
— Carol Connor, via sailmail@aimmedia.com a bunch of soggy paper
charts. Admittedly the boat
was low budget. But with
just those tools, we once beat into wind against tide
in thick fog up the narrow Muskeget Channel between
Martha’s Vineyard and Nantucket. When the depth-
sounder showed low numbers, we tacked.
— Gail Anderson, Former SAIL Senior Editor

MEMORY LANE
The 50th anniversary issue certainly takes me voyag-
ing down memory lane (50 Years of SAIL, Oct./Nov.).
When we spent four years in the 1960s sailing around
the world on the 42-foot Atkin-designed ketch Kismet,
all we had was a compass in a binnacle, a sextant, a
leadline, a receiver radio (for getting Greenwich Mean
Time), a million charts and a radio-direction-finder that
looked as if Captain Cook had bequeathed it.
— Patience Wales, former SAIL Editor-in-Chief

Want to share something with other readers?

Write to us at sailmail@sailmagazine.com. Letters may be edited for brevity.

Follow us on social media

S A I L M AG A Z I N E
7
UNDER SAIL

And They’re Off!

Photo by Jean-Marie Liot/Alea
The 33 boats comprising the 2020-21 Vendée Globe fleet fan out onto the
northern Bay of Biscay shortly after crossing the starting line. For more
on the early travails suffered by many of this year’s fastest boats, see A
Maritime Demolition Derby on page 27. For more on what it means to sail
the historic Bay of Biscay, see page 54. Finally, for the latest on the Vendée
Globe, visit vendeeglobe.org.
J A N UA RY/ F E B R UA RY 2 0 2 1
8
S A I L M AG A Z I N E
9
 CRUISING UNDER SAIL
Wind farms are a fact
of life off the coast of
Northern Europe, and
more are on the way
along North America’s
Eastern Seaboard; there’s
no mistaking a phalanx of
turbines on radar (below)
Tilting at Windmills
Tom Cunliffe reports from the UK on what it’s like sailing amid offshore wind farms
H
ere in Europe, the general feeling about
green energy from offshore wind
turbines has moved on after an initial
surge of general skepticism. Concerns
raised over cost, threats to seabirds, wind inter-
ference and the rest have to some extent been
answered, and it’s hard to argue with the bottom
line. Take the London Array as an example. This,
the world’s largest offshore wind farm of 175
turbines, spreads its wings far out to sea off the
Thames estuary. Its average delivery is around
1 gigawatt per day, and in a good breeze it can
shove out 1.5 gigawatts, powering half a million
homes across southeast England. In its first
winter, it saved the equivalent of 1.3 million tons
of CO2 from conventional power plants.
It’s hard to argue with figures like those. But
what about the difficulties for mariners? It’s these
that concern sailors. Wind farms, as they prolifer-
J A N UA RY/ F E B R UA RY 2 0 2 1
10
ate in European waters, are not always sited clear blades? Can our keels snagged by high-voltage
of yacht routes. So, are we allowed to sail between underwater cables? In the end, compiling lists of
the turbines, and if they are a prohibited area, howpolitical doubts and physical fears is pointless.
are they policed? Beyond that, how physically Wind farms may not always be sited where we’d
dangerous are they to small craft? Are our masts have wanted them, and sometimes they are a
vulnerable to being sliced off by whirling carbon downright nuisance. But regardless of what we
may think, more are coming, both
in Europe and the United States, and
those that are already here are here to
SQUALLS stay. So, what do they actually mean
in terms of sailing among them?
In terms of spotting a wind
farm, there can be little doubt,
WIND FARM
PHOTOS BY TOM CUNLIFFE
even at night. The turbines are well
lit individually, and the corners
of a typical farm are marked with
conventional buoys. They can’t be
missed in daylight of course. In
fog, their radar target is spectacu-

lar. Internationally, they are marked on navi-
gation charts with symbols that look exactly
like what they are—tiny wind turbines. Again,
pretty hard to miss.
In regards to whether it’s legal to sail within
the confines of a larger wind farm, I’m afraid
the answer is not as clear as we’d like. In the
UK, the default position is that we can enter
once a group of turbines is up and running.
While it’s under construction, though, we
must keep at least 500 meters away, and there
are inevitably guard boats lurking in wait
to shoo malefactors back out into the open.
That’s usually all there is to it, although the oc-
casional miscreant has been fined. So off to sea
go the Brits, imagining that sweet reason will
rule everywhere.
Not so, I fear. Just across the North Sea
in the Netherlands, yachts are prohibited
from entering wind-farm waters at all, unless
circumstances make it absolutely necessary.
Similarly, in Germany, yachts under 78ft can
enter, but only in good visibility. The logic of
this escapes the British mind, since ships are
not allowed in, period, and in fog a moving,
uncharted ship represents a far greater hazard
A close-up of the NOAA chart showing the five
turbines off Block Island (circles added)
than a static, well-lit wind turbine mast on a
navigation chart. In other words, it would be
hard to think of a better time to sail through a
wind farm than in limited visibility, especially
in an area with heavy commercial traffic. No
doubt the Germans have their reasons.
The situation in the United States is similar to
that in the UK. Stay clear if and when a turbine
is under construction. Otherwise, you are free
to sail among them—though actually tying up
to a turbine is strictly forbidden. As it is with us
on the our side of the Pond, the best policy is
to read the latest Notice to Mariners. If still in
doubt, call the local Coast Guard.
Finally, in answer to the question, how do
wind farms affect the winds in their area,
because of the height of the blades, their effect
is surprisingly modest—far less, for example,
than the downdraft from an SAR helicopter.
Nor do their blades pose much of a danger to
most rigs. By international convention, blade
clearance is about 72ft above Mean High Wa-
ter Springs, which gives most of our sticks a
fighting chance. Keel clearance is also unlikely
to be an issue, and if you are worried about
Why hello there! The author
gets a close-up view of a
turbine while on passage
When construction
is taking place,
sailboats may be
required to keep clear
OFFSHORE WIND FARMS
IN THE UNITED STATES
At present, there is only one major wind
farm in U.S. waters, a five-turbine farm
a little over 3 miles southeast of Block
Island, Rhode Island, which went into
service in late 2016. Other wind farms,
including the proposed Cape Wind
wind farm, in Nantucket Sound, Mas-
sachusetts, have been beset by legal
challenges and problems with financing.
However, more farms are likely on the
way, with the Danish-American com-
pany Ørsted US Offshore Wind (which
operates the Block Island wind farm)
currently working to develop wind farms
off the coasts of New Jersey, Massachu-
setts, Rhode Island and Delaware. For
the latest on Ørsted and its plans, visit
us.orsted.com.
being able to see the things, the bottom of the
turbine is painted a hi-vis yellow just to make
sure. All associated seabed power cables are
buried, supposedly beneath any depth likely to
trouble yacht anchors. It goes without saying,
though, that anchoring among them is not
recommended except in dire straits. s
CRUISING UNDER SAIL

WORKBOATS IN A SQUALL
The recently held Mirabaud Yacht Racing Image-of-the-Century contest featured a number of cutting-edge raceboat photos among its many entries.
What really caught our attention, though, was this top-10 finisher by Dutch photographer Tom Coehoorn of a squall during the 2015 SKS Champi-
onship Skûtsjesilen regatta. According to Coehoorn, a Skûtsjesilen regatta features a fleet of Dutch barges that have been transformed into racing
yachts, but with their classic looks faithfully preserved. A veteran barge sailor, Coehoorn clearly knows the boats well. To see more of Coehoorn’s
outstanding work, visit thomasvaerfotografie.nl. To see the rest of the winners in the Mirabaud contest, go to maxcomm-media.com.

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 CRUISING UNDER SAIL
MAY THE FORCE BE WITH YOU
FORCE WIND SPEED APPEARANCE OF WIND/EFFECTS
Created in 1805 by Britain’s Admiral Sir Francis (KNOTS)
Beaufort, the “Beaufort Scale,” which classi-
fies wind and sea states according to a dozen 0 Calm ....................... 0-1......................Sea surface smooth and mirror-like
different “force” levels, is widely used in the 1 Light Air .................. 1-3......................Scaly ripples, no foam crests
UK, but much neglected in the United States, 2 Light Breeze .......... 4-6 .....................Small wavelets, crests glassy, not yet breaking
which is too bad. Associating, say, a 15-knot 3 Gentle Breeze .........7-10 .....................Large wavelets, crests begin to break, scattered whitecaps
“Moderate” breeze with 4 Moderate Breeze.. 11-16...................Small waves becoming longer, numerous whitecaps
such tangible effects as 5 Fresh Breeze.......... 17-21 ..................Moderate waves of 4-8ft taking longer form,
“numerous whitecaps,” many whitecaps, some spray
gives a much better 6 Strong Breeze ....... 22-27.................Larger waves, whitecaps common, more spray
idea what 15 knots of 7 Near Gale ............... 28-33 ................Sea heaps up, waves 13-19ft, white foam streaks
breeze really means. It’s coming off breaking waves
also a lot of fun. Take a 8 Gale ........................... 34-40 ..................Moderately high (18-25 ft) waves of greater length, edges of
few minutes to memo- crests begin to break into spindrift, foam blown in streaks
rize the characteristics 9 Severe Gale ........... 41-47 .................High waves (23-32ft) begin to topple and roll over,
and wind speeds of a dense streaks of foam, spray may reduce visibility
few different forces and 10 Storm.................... 48-55 ................Very high waves with overhanging crests, sea white with
then try figuring out how things stand next densely blown foam, heavy rolling, lowered visibility
time you go sailing. There’s no better way of 11 Violent Storm....... 56-63 ................Exceptionally high waves, foam patches cover sea,
getting in touch with the wind and waves. At visibility even more reduced
right is a list of the 12 different force classifica-
12 Hurricane ............. 64-plus .............Air filled with foam, sea white with driving spray,
tions and their associated appearance on open visibility greatly reduced
water.—Adam Cort

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 International Sea Station,
integrated comfort.
las Claris
- Photos Nico ilder
Clar!s, image bu

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 QUALITY MARINE EQUIPMENT
SINCE 1981
CRUISING UNDER SAIL

BOOK
REVIEW

THE FIGURE 8 VOYAGE:

Five Oceans, Three Continents, One Year, Solo
Randall Reeves
$29.95, available through figure8voyage.com
“What is the color of ocean that
rolls beneath Pacific trades? How
does a wave curl and crash at 47
degrees south? Can an albatross
remain awing in the worst of
weathers?” Randall Reeves has
always found images to be the
most compelling part of the
stories we tell about the sea.
Therefore, when he completed
RELIABLE his own notable voyage, he
decided to share his journey through photos
ADJUSTABLE in a gorgeous anthology of his daily reports during the trip.
SMOOTH RUNNING His Figure 8 Voyage comprised a nonstop, solo circumnavigation
of both the North and South American and Antarctic continents:
2, 3 ,4 & 5 BLADE DESIGNS a feat never before been attempted until Reeves set out in 2017,
ultimately abandoning and restarting for a successful trip in 2019.
LEADER IN LOW DRAG PROPELLERS Richly populated with wildlife, locales and breathtaking cloud and
seascapes, the book allows readers to be sign on as passengers
DESIGNED FOR SHAFTS OR SAILDRIVES of a sort and see the world through Reeve’s eyes as he covers
40,000 miles of ocean. The 100-page coffee table book is illus-
trated with 250 color photos. Maps, logs and guiding text provide
context from the 384-day, solo odyssey, resulting in an immersive
reading experience. Reeves also hopes to publish a second text-
based account of his journey, but considers the photos to be para-
mount when it comes to understanding the spirit of the voyage,
saying, “What’s important is that the reader see the ocean as the
camera sees it, over many days, many miles and many latitudes.”

Ed note: Be sure to check the March 2021 issue of SAIL magazine, when
we’ll be featuring another feature article by Randall Reeves on his voyage

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 Back at sea: the author

Revisiting
and his wife decided
it was time to cast off
lines once more

the Dream
John Cruz contemplates the
uncertainties of returning to
“vagabonding”

W
hile neither my wife, Ivy, nor I
came with a sailing pedigree,
there has always been a sailboat
in our marriage. Now, with our
careers approaching their final curtain, we’re
drafting plans to cross old waypoints and estab-
lish new ones as we retrace a journey that takes
us back to our beginning.
We’re no longer the neophytes we were when,
as newlyweds, we set a course that took us
outside the lines of convention. Leasing out our
home in Hawaii and loading all our hopes and
dreams into our low-tech 36ft cutter, we sailed
through the first 10 years of our marriage while
bumping along the Left Coast of Canada, the
high-strength ®
n Lock United States and Mexico. Schooled by a decade
Compressio of shivering and sweating together in close quar-
mechanism ters, the three of us—Ivy, our marriage and I—
were soon tempered and bonded in the crucible
of a small sailboat at sea.
Discovering that vagabonding enriched our
ed
nitrogen-bas lives in a currency too few seemed to value,
we postponed our return to Hawaii. Throw-
LC200N nt blade stee
l ing in for a penny or a pound, we sold our
ista
corrosion-res beginner boat and acquired a sleek, modern
47-footer we found in Florida. After that, our

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The way they were: the author and Ivy in the
early days of their sailing life together

J A N UA RY/ F E B R UA RY 2 0 2 1
18
 Bigger boats also bring
second decade of marriage found us harbor- bigger demands
hopping along the Right Coast of North
America, eventually transiting the isthmus
and making a rhumbline back to Hawaii to
complete the final grind of our careers.
Since returning to Hawaii and adhering to
a 10-year “scrimp and save” plan, we and our
sailboat have not sat idle. Bleeding a river of
sweat and elbow grease into our seaborne cita-
del, we’ve renewed our vessel and are convinced
she is ready to escort us to new destinations
we’ve long dreamed of.
Regrettably, the same decade we spent hard-
ening our sailboat has also softened our bodies
and rounded some of our edges. As we plot
to sever the safety net that our careers have
provided, Ivy and I recognize that cruising at
our age presents challenges that did not exist
30 years ago.
Our sabbatical from cruising has also, in ad-
dition to enabling us to acquire an inventory of
possessions, created in us a sense of ownership.
Trading my wife’s awesome car and my beloved

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 CRUISING UNDER SAIL
motorcycle for long, hot walks in flip-flops un-
der a tropical sun through dengue and malaria-
ridden backwaters, no longer holds quite the
same charm it did when we were in our thirties.
Surrendering our cushy existence to return to
a life of uncertainty and discomfort, a life that
will include “sporty” weather, night watches
and the occasional worrisome anchorage makes
us take a deep breath.
Easily, the leading cause of our increased
cost and consternation is the fact we’re no
longer young and no longer on a 36-footer.
Cruising in our earlier years, we laughed at
the idea of “wasting” money on any kind of
insurance other than some extra chain and a
bigger anchor. While we remain blessed with
good health, the prospect of sailing into the
winter of our lives without feeding the beast
that is medical and property insurance seems
like courting disaster.
A return to vagabonding will also require
that Ivy and I step back from the pinnacle of
our careers with the resulting loss in earning
power. I expect to wobble a bit while trying
to recall a tempo that I haven’t listened to
for a long time. Patently aware that a fail at
our age may prove harder to recover from,
we still hold to the tenant that life is uncer-
tainty, hedged by educated planning and
cautious readjustment. Whether it’s choos-
ing a career, opting to not have children or
cutting dock lines, we’ve never expected, nor
asked for any guaranties.
While there’s only so much to be done for
our clogging arteries, one thing we can do is
relearn how to enjoy life by remembering that
aging well is an acquired skill. Ensconcing
ourselves in a retirement comfort zone might
runs the risk of sowing the seeds of stagnation
and “senioritis.” Electing to navigate both the
good and bad that is inherent in the cruising
lifestyle, we hope to reawaken old muscles and
return to a less scripted version of ourselves
and our changing planet.
And so, last May, Ivy and I quit our jobs
and unfurled our dreams as we reached from
Hawaii and rode the trades to Kodiak. Why
Kodiak? Because cruising Alaska forces us
to redefine our comfort zone. The world and
weather are evolving. The higher latitudes have
never been warmer. We’ve come to see blue ice
because, like me, the glaciers are old, cracking
and may someday cease to exist. Eventually,
we’ll meander down the West Coast as we did
so many years ago, attempting to smell any
roses we may have missed the first time around.
Periodically, we’ll take inventory and reevaluate
if we’re still having fun.
Why am I telling you this? Because you
might be me. Because you might be old
enough to recall that your first set of keys
belonged to roller skates and with most of
the sand in the bottom of the hourglass it
becomes pointless to beguile yourself. You’ll
never be younger than you are today. The
fruit of your labor is best picked at peak sea-
son. Eventually time becomes more precious
than money. Maybe it always was. Hope to
see you along the way. Aloha! s
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 CRUISING UNDER SAIL
AT THE HELM
with Andy Schell
Fast or Comfortable?
O
ffshore racing sailors
will always find the
fastest route. That is,
after all, the whole
point of the exercise. Often that
means sailing the rhumb line,
i.e., the shortest, most direct
course between the start and
finish. Sometimes, though,
they’ll also take “fliers,” sailing
a longer distance, at the same
time gambling on the weather or
wind angles to get them to their
destination that much faster.
During the 2008-09 Volvo
Ocean Race, Ericsson 3, skippered
by my hero Magnus Olsson, took
one such flier as its was ap-
proaching Cape Horn on its way
to Brazil. The navigator, Aksel
Magdahl, saw an opportunity to
break with the rest of the fleet
and sail right through the center
of a low-pressure system. If they
could punch through, the wind
J A N UA RY/ F E B R UA RY 2 0 2 1
22
Making good time
in fair winds and
following seas
on the other side would offer not
only more favorable angles but
faster boatspeeds—a passing lane,
so to speak. Despite Ericsson 3
having missed the start in China
due to damage sustained during
the previous leg, they both caught
and passed the entire rest of the
fleet with that move. The team
went on to hold on to its lead and
eventually win what
remains the longest
leg ever of the Volvo/
Whitbread Race
(now The Ocean
Race). Arriving
victorious in Brazil
was—in my opinion,
at least—Olsson’s fin-
est moment.
Cruisers, of course,
aren’t usually interest-
ed in pulling out all
the stops just to make
the fastest passage
possible. We’re built for comfort.
That said, most routing software
is by default configured to find
the fastest route. So we sometimes
have to intervene. The quickest
way to do this is by adjusting the
parameters employed by the soft-
ware to find the optimal route—
things like max wind speed, and
max upwind sailing angles. Adjust
the parameters to your preferences
and, boom, out pops the fastest
route within those limitations.
Unfortunately, using this ap-
proach it can also be easy to miss
the forest for the trees by blindly
following the computer’s advice
and not thinking for yourself. To
rectify this situation, I therefore
like to start out by overlaying
the rhumb line for wherever I’m
bound onto a GRIB forecast and
then look at the big picture. Where
are the lows? Where are the highs?
How are they interacting and
evolving? What kind of certainty
can I expect from my forecast?
Can I trust it for the next five
days, or only three? If the forecast
were to change, what would the
worst-case scenario be? In short,
I do my own routing and then let
the computer and do its thing. My
route and the computer’s should be
similar. If not, it’s time to give the
situation a closer look.
I almost always prioritize wind
angles on our passages. There is a
huge difference between sail-
Look at the big
picture when
weather-routing,
as opposed to just
blindly following
the software
ing at 60 and 40 degrees appar-
ent—slightly cracked off versus
close-hauled. The boat doesn’t
heel as much, she’s faster, and the
overall motion is much easier on
the crew. There’s less pounding
through the waves, and it’s easier
to steer. I get more sleep.
Sometimes this is impossible,
but on passages where the weather
changes and evolves, it’s almost
always beneficial to take the bet-
ter wind angle and wait for the
weather to change, even if it means
going out of the way.
On a recent passage south from
Iceland, our Swan 48, Isbjörn, had
to sail 750 miles in a volatile part
of the Atlantic during a volatile
time of year. Following a 24-
hour calm, there were two low’s
forecast to cross the rhumb line.
I looked closely at the GRIBs. If
we went east, letting the first low
slide past to our south and then
tacking at just the right moment,
we could get in front of the sec-
ond, stronger low and ride the last
half of the passage with fair winds
out of the west-northwest. It was
a squeeze play and added some
miles to the trip.
“Weather-routing plan working
to perfection,” I wrote in the log
a few days later, after a 36-hour
beat in 20-25 knots of wind got us
to where the breeze briefly died
before quickly filling in from the
west. The home stretch consisted
of a sleigh ride all the way to our
destination. Don’t think I didn’t
feel a little bit like Magnus Olsson
in that moment. s
Andy Schell is a veteran delivery
captain and co-owner, with his wife,
PHOTOS COURTESY OF ANDY SCHELL
Mia Karlsson, of the adventure-
charter company 59 North, which
specializes in providing sail-training
and offshore passagemaking oppor-
tunities. Visit 59-north.com for more
information. Look for more from
Andy on weather-routing strategies
in the March issue of SAIL
PODIUM FINISH.
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 CRUISING UNDER SAIL
CRUISING TIPS
with Tom Cunliffe
Twist allows you to
fine-tune your sails for
the higher winds aloft
TWISTING AWAY K
The professional skipper of this
yacht has shaped his sails per-
fectly in search of that most elu-
sive aspect of sail trim, known
a “twist.” The upper parts of
both the jib and main are setting
farther from the boat’s midline
than the lower parts, yet the trim
is right. Twist is needed to cope
with the higher wind speeds
aloft, which result in the appar-
ent wind being less affected by
boatspeed. Specifically, less wind
bend aloft means the apparent
wind up toward the masthead is
further aft. By twisting the sail
to accommodate this change in
apparent wind, more forward
drive is accomplished. Proper
twist also results in less heeling
J A N UA RY/ F E B R UA RY 2 0 2 1
24
force up high—just where you
don’t want it. To dial in the right
amount of twist, check your
genoa telltales. If the upper ones
lift before the lowers when you
steer above the course with the
sail trimmed right, you’ve too
much twist, i.e. the top of the
sail is angling too far to leeward.
Move the sheet lead forward to
increase the downward force on
the leech, pulling it closer to the
centerline. If the lowers lift first,
shunt the lead aft until the twist
is spot-on, and your telltales
are all breaking in unison for
maximum speed and minimum
heel. That done, adjust your
mainsheet and traveler so the
leech of the main parallels that
of the genoa.
THE SHAPE OF THE SEA J
The photo at right is a
The streaks of foam on the backside of this
wave travelling from left to right are a sure sign
of a counter-current running from right to left
classic case of wind-
against-current. You’d
expect things to be rough,
and they were. In lesser
situations, you can still tell
when the tide has turned,
or spot a useful eddy, if
you educate yourself about
the shape of the sea. When
the breeze blows against
any sort of stream, even
one running at a knot
or less, the front of each
wave (the downwind side) will imagine. They seem either to be
be steeper, and small streaks of so stiff that they come undone
foam will run actively down its no matter how you tie them, or
back toward the wind (in the they snap at what sailors used to
direction of the current). This call the “nip,” what might more
observation works in deep water, clumsily be referred to as the
too, as anyone can testify who “point of chafe.” The answer in
has crossed the Gulf Stream or both cases is to abandon shoe
hit the equatorial counter-cur- polish and treat them liberally
rent when they should have been with good-old leather condi-
enjoying a favoring 2 knot shove. tioner. If you can’t find this in
today’s synthetic world, go to
CHECKING FOR DRIFT a motorbike shop and relieve
We all learn early on that we the proprietor of a small can
must head up into any river of leather dressing. Keep the
current when coming alongside laces well-greased (it’s great for
a berth. So, who out there has the leather shoes too), and if
somehow still got it wrong and they’re over-long, snip a couple
ended up scrabbling along the of inches off one end and re-lead
woodwork trying to lose way them so a fresh length takes the
as space runs out? Me, for one. strain. While you’re at it, don’t
It’s easily done near the turn of let them work into a permanent
the tide. If there’s any doubt, all twist. This will only further
ambiguity can be removed by weaken them. s
putting the boat athwart the wa-
terway head-up to the pontoon
for a second or two. With luck,
this will be part of a rounding-
up process. Otherwise, you may
have to contrive it. In either
case, any drift will be immedi-
ately obvious, and you can dock
your boat accordingly.
SAVE THOSE LACES J Leather
Leather laces on deck shoes conditioner is
may look good, but they aren’t also good for
leather laces
always the success their makers
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Rescued and Rescuer

PHOTOS COURTESY OF VENDEE GLOBE

Lydia Mullan reports on the latest act of altruism in the Vendée Globe

I
n the early afternoon of November 30, Kevin Escoffier was dashing Escoffier’s liferaft with Escoffier safely inside.
through the Southern Ocean aboard his IMOCA 60, PRB, one of 33 “Being in a raft in 35 knots of wind is not reassuring,” recalled Es-
skippers competing in the Vendée Globe nonstop solo around-the- coffier. “I was only reassured when I saw Jean... It was a real battlefield
world race. By any measure, things were going well. He was in third out on the water.”
place, hot on the heels of second-place Thomas Ruyant (LinkedOut). It Unfortunately, with two reefs in his main and over 30 knots of wind,
therefore came as shock to his team when a little over 800 miles south- the rescue would require a difficult maneuver that also took Le Cam
east of Cape Town, South Africa, his EPIRB went off.
The boat had been cruising at 27 knots when it nosedived into a wave.
Escoffier ducked down in the cockpit to avoid the surge. Crash! He arose
to find the boat’s bow at a 90-degree angle to the deck. PRB had cracked
in two just ahead of the mast bulkhead. In seconds, the boat was flooded
with water.
Escoffier had time to send a single text message before his electronics
were fried: I need assistance. I’m sinking. This is not a joke. MAYDAY.
Race management hailed the nearest skipper, fourth-place Jean Le
Cam (Yes We Cam!). Le Cam immediately changed course, heading to-
ward Escoffier’s last known position, but it took nearly two hours for him
to get there. PRB was long gone by the time Le Cam arrived. But with the
Le Cam searched through the
help of drift calculations from his shore team, he was soon able to locate
night for his fellow competitor

J A N UA RY/ F E B R UA RY 2 0 2 1
26
 A MARITIME DEMOLITION DERBY
At press time, Kevin Escoffier was just one of a number of
fleet leaders who’d suffered breakdowns in the 2020-21
Vendée Globe, an event that has turned out to be as much a
demolition derby as a yacht race. On day one, Fabrice Amedeo
(Newrest-Art et Fenetres), a race favorite, was forced to turn
back to fix a broken headsail hook. On day two, it was Jérémie
Beyou’s turn, when his Charal hit an unidentified floating ob-
ject (UFO) that damaged his rudders and rudder control sys-
tem, forcing him to return to the start as well. A few days after
that, Nicolas Troussel (Corum L’Épargne), who’d been in a
strong 7th position, lost the rig of his brand-new IMOCA in less Davies and Simon
than 15kts of wind. Then, another couple of weeks after that, commiserate in
Alex Thomson (Hugo Boss), who’d been in first for days and Cape Town after
whose boat had been custom-built for the race, discovered having to retire
major structural damage in his bow. Worse yet, no sooner had from the race
Thomson seemingly fixed the problem than he hit a UFO that
wrecked one of his rudders, knocking him out of the race for ing in the cracking of one of the structural supports in her keel
good. And still the bad luck continued. After rejoining the race box. Both Simon and Davies reported taking on manageable
following Escoffier’s rescue, Sebastien Simon (ArkeaPaprec) amounts of water and headed back toward Cape Town, South
promptly hit a UFO, which damaged his starboard rudder. Africa, to check out the damage. Assessments made, they
Similarly, Sam Davies (Initiatives Coeur) also hit a UFO, result- were also forced to call it quits.

away from the liferaft.

“I saw him,” an exhausted-looking Le Cam
reported in a video call to his team a short while
later. “I told him ‘I will be back, there was no
need to rush things.’ I came back to the spot
where I left him, but there was no one there.”
Several grueling tacks and jibes later, Escoffier
was still nowhere to be found. By then, it was the middle of the night. “I told
myself I would stay on standby, wait for daylight,” Le Cam later recalled.
For Le Cam the scene must have felt eerily familiar. In 2009, in the
same race, in the same barren stretch of ocean, he had also been search-
ing for another boat, also called PRB—back then, though, it had been Le
Cam in need of help. His boat VM Matériaux had rolled, and he’d been
trapped inside for 16 hours. When he finally heard the voice of fellow
competitor Vincent Riou hailing him, he thought at first he was imagin-
ing things. But no, Riou had sprinted 100 miles to rescue him. Though
PRB’s mast was damaged in the process, the two skippers devised a jury
rig together and made it safely to the Argentinian port of Ushuaia.
Meanwhile, back on land,
Escoffier, Vendée Globe fans found
shown here themselves anxiously awaiting
earlier in the news of Escoffier. All that came,
race, spent 12 CUTLERY TUMBLERS CHAMPANGE FLUTES BARWARE GIFT ITEMS
though, was the announcement
hours awaiting
that two more skippers—Yan-
rescue
nick Bestaven (Maître Coq Since 1874 Robbe & Berking has produced some of the world’s
IV) and Boris Herrmann 0&*+
*"$-).)
(Seaexplorer-Yacht Club De Now you can celebrate American Magic in their quest for the
Monaco)—were being diverted. most famous piece of silverware in sailing.
Speculation ran rampant. A
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 RACING UNDER SAIL
Le Cam was having trouble finding Escoffier.
An hour later, Sebastien Simon (Arkea Pa-
prec) was rerouted as well.
As for Le Cam, he was now sailing with three
reefs in his main and his emergency motor
unsealed, as per race protocol. The waves were
still so high it was impossible for him to pick
up Escoffier’s AIS transmissions. Eventually,
as he was standing by, it occurred to him that
Escoffier’s light would be more easily seen in
the dark, even if the liferaft itself was invisible. Escoffier waves farewell to Le Cam after being
Resuming the search, Le Cam’s hunch paid off. evacuated by the French navy
“One moment I was on deck, I saw a flash. In
fact, it was a reflection shining on a wave. The closer I got to the light, I vival suit that made movement difficult. He was also stiff with cold from
saw it more and more,” Le Cam said. his 12 hours in the liferaft. But in the early hours of December 1, with Le
After that came the challenge of getting Escoffier safely aboard Yes We Cam’s help, he climbed aboard Yes We Cam! at last.
Cam! The forecast called for calmer weather to come, but there were no The skippers hugged. Escoffier said, “I’ve spoiled your race, you were
guarantees. The waves were still 12ft high, and they were in waters noto- doing so well.”
rious for being among the most perilous on Earth. “That doesn’t matter. Last time it was me,” Le Cam answered—a fitting
“Will you be back?” Escoffier shouted shortly after the two made epitaph to a rescue that speaks volumes not only about the camaraderie
contact. that exists between all mariners at sea, but the spirit of the Vendée Globe
Le Cam, though, was not going to let him out of his sight again. “No, itself.
we are doing this now!” For the latest on the race, in which the leaders were expected to start
Le Cam scrambled to throw him a line. Escoffier was wearing a sur- finishing in late December, visit vendeeglobe.org. s

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You wouldn’t leave home without locking
your doors and setting the alarm, so why
should your boat be any different? OnDeck
is Garmin’s first remote monitoring and
controlling system for sailors. Users pair
the system with Garmin's ActiveCaptain
app and can monitor stats like bilge pump
activity, hatch sensors, battery status,
GPS location and more from anywhere in
the world. Up to five relay switches can
also be hooked in for remote access, so
that you can have all your systems already
up and running when you arrive at the
dock. OnDeck can be used as a standalone
system, but also plays well with the Garmin
Marine Network and NMEA 2000 sensors
to create a single, large smart network
for your boat. $850 plus subscription.
Garmin, garmin.com
 RESQFLARE
Longtime EPIRB and MOB beacon
manufacturer ACR Electronics has
introduced a comprehensive new non-
pyrotechnic distress signal kit it’s calling
the ResQFlare. The flare features a high-
intensity LED light and daytime flag, which
in turn makes it appropriate for both night
and day use, thereby meeting all USCG
requirements as an alternative to standard
pyrotechnic flares and all the dangers the
latter pose to users and boats with their
open flames. The ResQFlare
more than trebles the USCG’s
requirements for duration
at 20 hours of strobing
and is waterproof,
buoyant and self-
righting should it end
up in the water. Better
still, the battery for
the ResQFlare can be
easily replaced by the
user, meaning there’s
no need to have to
replace the entire unit
when it starts running
out of juice. $80. ACR
Electronics,
acrartex.com
NELSON JACKET
Given that North Sails is the
official clothing partner of the
36th America’s Cup presented
by Prada, it should come as
no surprise that the company
is putting out an especially
sleek line of high-performance
jackets, tops and other
accessories this year. Among
the many items on offer is
the Nelson Jacket, a medium-
weight outer-layer that is both
wind-resistant and waterproof,
with fully taped seams and
adjustable cuffs to help achieve
a perfect fit. The jacket’s
double-layer construction
combines a ripstop material
with recycled polyester and is
padded with Repreve, a fiber
derived from recycled plastic
bottles, making it as eco-
friendly as it is durable. Don’t
let the repurposed materials
fool you, though. The jacket,
which is available in black, navy
and gray, is also great-looking,
making it well suited for use
both on and off the water.
$450. North Sails, webstore.
northsails.com

ANDROMEDA PROP
The E3 Orion and E4 Pegasus now have a little sister in the E3 Andromeda, the smallest member
of the Ewol feathering propeller line. As with its predecessors, the E3 is made of high-resistance
stainless steel and uses a system of internal gears to keep the blades in line with the boat’s motion
for minimal resistance under sail and at the correct angle of incidence when engaged and under
power. The orientation of the blades is fully automatic. Though diminutive, the Andromeda is
powerful enough for boats with LOAs from 20-33ft and engines from 7hp to 30hp. The E3 also
comes equipped with the latest generation of “‘sword blades” for improved efficiency and noise
reduction. Finally, the Andromeda prop is designed to be installed, removed or adjusted with the
boat still in the water in just a few minutes. $NA. Ewol, ewoltech.com

S A I L M AG A Z I N E
31
 EXPERIENCE UNDER SAIL

Dragging Anchor in a Squall

An unexpected storm puts Rob Williams and his crew aground

T
he wind shrieking through the rigging jolted me awake in the ing the anchor!” he shouted,
middle of the night. It sounded like the bimini was being ripped snapping on his life jacket and
to shreds. I grabbed my iPad to check our position on the way disappearing into the darkness as
to the cockpit and did a double take: we were 25 yards from he made his way forward. Barbara
where we had dropped the hook a few hours earlier. also appeared in the compan-
It had been the last day of a 10-day, late-July Chesapeake Bay cruise with ionway with my life jacket and
my two longtime sailing friends, John and Barbara, on my Catalina 320. foulweather gear.
We had planned to celebrate our last night with a final anchor out, but Motoring slowly into the wind I
first had to spend the afternoon avoiding squalls. A nasty one threatened did my best to maintain steerage,
as we motored south under the Chesapeake Bay Bridge. We began con- but the bow was all over the place,
templating the shelter of a marina. Should we find a slip for the night? hobby horsing in the chop. With
We decided it was going to hit before we could get in, so we disre- every lightning flash, I caught a
garded the adage “any port in a storm” and opted to ride it out. We left glimpse of that little sailboat, now
the bridge astern as we motored into the three- to four-foot chop from off our beam, yawing and jumping
the south, life jackets and foulweather gear on, sails lashed and hatches wildly on her mooring.
battened. Soon, though, the storm unexpectedly broke in two, heading Suddenly the wind turned it up
north and south of us, leaving a clear path down the middle. When we a notch. Like a punch in the face,
made Thomas Point Shoal Lighthouse to the south a little while later, the the full brunt of the storm hit us.
clouds had all but blown away, and the wind and waves had begun to Radar data showed later that
settle down. We rolled out the genoa to enjoy the last bit of wind. the center of the storm we were
By the time we found our anchorage, the thunderstorms were a in passed just to the north of us
distant memory. We motored past a little sandbar, poked into the lee as it went by. A nearby weather
of a wooded shoreline for protection and set the hook in 10ft of water buoy reported a sustained 70 mph
with a healthy scope. For our last night, we had the sheltered little cove gust and a waterspout was identi-
all to ourselves, except for a white daysailer moored some 25 yards off fied just south of the Bay Bridge,
our stern quarter. We peeled off our life jackets and foulies and left them which was closed because of the
down below in a soggy heap. After a swim and some dinner, we had front high winds. The National Weather
row seats for a “red sky at night” sunset. Service later confirmed a tornado
Eventually, after charting our anchored position on my iPad, I did a with 125 mph winds hit Kent
last check on deck and went below. My crewmates were not far behind. Island 10 miles to the northeast on the other side of the bay, destroying
Like many summer evenings on the Chesapeake, the squalls of the 11 buildings and damaging another 155.
afternoon seemed to have blown themselves out, and we were left with Our 29hp diesel couldn’t compete. The wind started pushing us back-
every prospect of a good night’s sleep. There wasn’t a breath of wind. Not ward again. A couple of seconds later, we heeled to port as if we were
a ripple on the water. But not for long. close-hauled in a blow caught with all the sails up.

ILLUSTRATION BY TADAMI TAKAHASHI

As I bolted back up toward the cockpit several hours later, lightning
flashing and thunder crashing, I shouted over the noise of the wind to my
crewmates: “We’re dragging!”
Poking my head out of the companionway all I saw was that little white
sailboat, illuminated in the pitch black by flashes of lightning, sliding
quickly past as if she were motoring full steam ahead looking for shelter.
Except we were the boat that was moving. Backward.
“Starting the engine,” I yelled back into the cabin as I jumped behind
the helm. John appeared in the companionway, an expression of utter
disbelief on his face as he quickly took in the scene before him. “Check-
“What the?” I thought to myself. “The keel must’ve snagged the
mooring line.”
Just as quickly, though, I realized, no, we had been blown onto that
same small sandbar we’d had to navigate our way around earlier that
evening. Obviously, finding the bottom is never a good thing. But in
this case that little scrap of sand may have saved us from something far
worse: getting blown hard ashore or into a dock. Now we just had to get
back to deeper water again.
Turning the wheel to starboard, I gave the engine a burst of throttle.
Nothing. Still heeled over, I pushed the throttle forward all the way and

J A N UA RY/ F E B R UA RY 2 0 2 1
32

held it there. The boat shuddered ever so slightly and then seemed to
relax as she straightened up again and found her footing in deeper water.
Around that same time, the wind intensity diminished ever so slightly,
after which it fell a little more. It felt like it might almost be over. To be on
the safe side—and in case this was just a lull—we quickly reset the anchor.
Soon afterward, as suddenly as it had hit, the storm was gone. It had
been a classic Chesapeake Bay squall, albeit a far more intense one than
any I had experienced in over a decade of sailing.
When I see John now, a few years and many sea miles later, he often
reminds me about that time we “anchored out in a tornado.” We slap each
other on the back and have a good laugh, both conveniently forgetting
how lucky—and scared—we’d both been at the time.
To our credit we’d left the both boat and crew mostly prepared that
night before turning in: deck in shipshape condition, dinghy snug
to the stern for maneuvering, anchored position charted, key in the
Got a good story to share? Send it to
sailmail@sailmagazine.com
ignition. However, we’d also neglected a number critical items that are
now very much a part of my at-anchor checklist. These include:
Check the weather—No matter how nice an evening, always check the
forecast before turning in. We learned later that the National Weather
Service had issued a special marine warning about an hour and a half
before we were hit that warned of a severe thunderstorm capable of pro-
ducing waterspouts near our location.
Leave your VHF on—Many VHF radios are equipped to broadcast the
NOAA Weather Radio 1050Hz automated warning alarm.
Use an anchor alarm—Our nav package has one, but we didn’t know
how to set it and thought—wrongly—we wouldn’t need it that night.
Bottom line, we had dealt with squalls all day, and it felt like the dirty
weather was over, but we were wrong. Never forget to keep the day’s bad
weather in mind when you make your decision to anchor out. Red sky at
night or not, don’t let your guard down. s
S A I L M AG A Z I N E
33
2021

WINNERS By Tom Hale, Adam Cort,

Zuzana Prochazka & Tom Dove

BEST
he past year has been a strange and tragic one, to say the least.

T A funny thing happened, though, on the way to everybody

just saying to hell with it and giving up. Namely, people—and
sailors, in particular—didn’t. Despite the uncertainty, sail-
ors from coast-to-coast took to the water like never before,
regardless of the almost complete lack of rallies, regattas and, of course,
boat shows. Similarly, the marine industry didn’t stop doing what it’s al-
ways done, whether it be designing and building new boats, or reporting

BOATS
on the latest crop of boats to set sail here in North America. The result
was a kind of low-key, nomadic boat show this past fall, as the SAIL staff
made its way up and down the Eastern Seaboard at the same time those
same boatbuilders who usually congregate at the Newport and Annapolis

2021
shows set out on a series of treks of their own making connections with
potential customers. Truth be told, we (and I suspect the boatbuilders,
as well) weren’t entirely sure we were going to be able to pull it off. But
the end result far exceeded any of our expectations, both in terms of the
number of boats we were able to sail and the boats themselves. Annapo-
lis, in particular, felt a little like a kind of low-key gathering of the tribes.
We only wish more of our friends could have been there. Fingers crossed
we’ll all be getting together again the way we should in the fall of 2021.
In the meantime, congratulations to everyone—the sailing public as well
as the boatbuilding industry—for not losing faith. And congratulations,
especially, to this year’s Best Boats winners. Kudos on another outstand-
ing effort in these challenging times.

DUFOUR 530
HAPPY CAT X-YACHT X40

BENETEAU OCEANIS 40.1 DEHLER 30 OD

EXCESS 11

SEAWIND 1600

BEST LARGE MONOHULL 50FT AND ABOVE
Dufour 530
ufour has traditionally built two lines of boats: a performance line
D and the Grand Large line, the latter serving as the cruising option.
Now, though, the French company has essentially merged the two in
its freshly launched 530, a boat that melds a performance hull with plenti-
ful cruising amenities. She’s a lot of boat, but so well-mannered a capable
couple should have no worries taking her out in pretty much anything.
The Felci-designed Dufour 530 is big on customization and person-
alization. To this end, there are five layouts available, offering three
to six cabins, two to four heads, an option for an outdoor galley, two
BEST LARGE MULTIHULL 50FT AND ABOVE
Seawind 1600
eawind Catamarans’ sleek new 52-footer, the 1600, is the flagship
S of the line and features a low-slung coachroof extending into a
hard Bimini aft. Designed by San Diego-based Reichel/Pugh, the
boat’s hulls sport a pair of sharp plumb bows and hard chines running
from the stems all the way to the transoms. In the cockpit, Seawind has
created a cleverly innovative helm-station arrangement by elevating the
two wheels for good visibility and placing them slightly farther aft of the
coachroof bulkhead than is typical. The resulting configuration is not
only eminently functional in terms of creating clear sightlines, but also
makes it easy to duck under the coachroof out of the weather, something
that isn’t possible with many outboard helm arrangements.
Amidships, captive daggerboards are recessed into the decks, with
their tops covered by a pair of flip-up deck sections to help protect the
lifting mechanisms from the elements. Hiding the boards this way also
keeps the deck clear and reduces windage. An unusual feature is the
boat’s retractable rudders, which make the big cat easily beachable. With
the boards and rudders both up, the 1600 draws a mere 2ft 1in, adding
all a whole new world of versatility to any cruising plan.
With nearly 1,600ft2 of sail between its square-top main and ⅞ frac-
tional self-tacking jib, the Seawind 1600 moves lightly and slices confi-
dently through the eye of the wind during tacks. For easy shorthanded
sailing, a couple would find the perfect combination in the self-tacker
J A N UA RY/ F E B R UA RY 2 0 2 1
36
keel depths and a choice of rigs. Three different
“packages” have also been put together to get
you started: an “Easy” package with minimal sail
controls that will probably be used in charter; an
“Ocean” version with upgraded sail controls for
more serious cruisers and passagemakers; and a
“Performance” package for those interested in rac-
ing, with more sail area and a deeper bulb keel.
Dufour aficionados will immediately recognize
the open saloon with the split galley forward.
Similarly, the master suite is in the bow with a
shower compartment to port and a head and sink
to starboard. Crews can board aft via a drop-down transom and ascend to
the cockpit along a set of the steps to port.
The outdoor galley, aft between the twin wheels, deserves a special nod,
due to the fact that when not in use, it’s topped by a cushion and becomes
a great place to hang out. If you’d rather catch your rays closer to the bow,
another pair of sun pads can be found on the foredeck.
The solid fiberglass hull was designed from scratch (as opposed to being
derived from an earlier model), and the deck is infused to minimize weight
and lower the boat’s center of gravity. Best of all, the boat is a pleasure to
sail, with a self-tacking jib for ease of handling and a Code 0 for downwind
performance. Our judges lucked out, and for their test sail they had a solid
20-plus knots of breeze play with. The Dufour 530 not only made the most
of the conditions, but felt downright regal, reveling in the chop like a kind of
waterborne Cadillac. Nice! dufour-yachts.com
and an optional screecher. Expect sailing speeds in the 6-plus knot
range in 10-15 knots of true breeze. With winds around 20 knots, the
1600 will glide along at 9-plus knots. Originally from Australia, where
founder Richard Ward likes to take his new designs out for shakedown
cruises in the stormy Bass Strait, Seawinds have long be known for their
sailing ability, and the Seawind 1600 is no exception. Among the notable
upgrades available on the boat are CZone digital switching, Mastervolt
lithium batteries and a carbon-fiber Park Avenue boom. A carbon-fiber
mast is also available. seawindcats.com
 BEST MONOHULL CRUISING BOAT UNDER 50FT
PHOTO BY XXXX XXXXXX; ILLUSTRATIONS COURTESY OF XXXX XXXXX
Beneteau Oceanis 40.1
he new Beneteau Oceanis 40.1 is a true sailor’s boat that just happens
T to also have a drop-dead gorgeous interior as well. The judging panel
really appreciated the boat’s fine sailing qualities when the wind
kicked up. These include an easy motion, maneuverability and the boat’s
superior tracking ability. The Oceanis 40.1 is also plenty fast. On our test
sail, it easily exceeded 8 knots on a close reach in 15-knots of breeze.
The boat’s cockpit ergonomics are also outstanding. Handy pop-up
footrests and a sturdy centerline table with brace points provide welcome
security for both passengers and crew if/when the boat is ever on its ear.
Similarly, all lines lead to conveniently mounted winches just forward
of the two wheels. An in-mast furling mainsail comes standard, and the
hinged transom drops down to reveal a wide, two-level stern platform that
will serve as an excellent area for swimming or boarding from a dinghy.
The interior is exceptionally bright and open, thanks to the boat’s plentiful
ports and hull windows. It’s a layout that will suit a racing crew or a small
family equally well. Our test boat included an unfinished workshop area
under the port cockpit seat that will make a seasoned cruiser smile, but can
also be finished as a cabin. The forward and starboard aft cabins on our test
boat were spacious and pleasant, with good stowage and sizable berths.
Like other Beneteaus, cabinetry aboard the 40.1 is Alpi, an engineered
wood that can be delivered in either a light or dark finish. The wiring,
plumbing and joinery were all neatly arranged and installed. The boat
meets Europe’s CE Category A offshore standards.
The galley is amidships along the starboard side, a layout more popular in
Europe than in America. It yields big counters and opens up extra seating
space in the rest of the saloon, but is less secure than a traditional wraparound
galley aft. A comfy dinette and nav station are to port. Bottom line: the Ocea-
nis 40.1 is an outstanding boat in the truest sense of the word—comfortable,
great for entertaining and also a heck of a lot of fun to sail. beneteau.com
S A I L M AG A Z I N E
37
BEST PERFORMANCE BOAT OVER 30FT

X-Yachts X40
e at SAIL have long been big fans of the X-Yachts line, and the 40ft X-Yachts X40,

W which splashed in Europe in 2019 to mark the famed Danish builder’s 40th anniver-
sary, is no exception. Although we chose to recognize the boat in our “Performance”
category, as part of the company’s “X” line (not to be confused with the “P” for performance
and “C” for cruising lines) the X40 also offers more than adequate accommodations for cruis-
ing, distance racing or hitting the rack during weekend-long regattas.
At the heart of the new boat is a trademark X-Yachts galvanized steel grid, which serves to
both anchor the boat’s keel and help manage rig loads. The rest of the hull is infused in epoxy
and then post-cured for 24 hours to maximize the laminate strength while at the same time
minimizing weight. Two different keels are available—standard and deep—both comprising a
steel fin and lead bulb encased in epoxy and then precisely faired to ensure optimal efficiency.
A single, deep, high-aspect rudder ensures good control on all points of sail. A plumb bow and
fine entry combined with an almost plumb transom provide plenty of sailing length. A carbon-
fiber rig is available as an option.
Aesthetically, the X40 is classic X-Yachts, with its nearly flat sheer complimenting those same
blunt ends and a no-nonsense cabintrunk. The result is a look that is purposeful without being
in any way stark. A fixed sprit helps keep the hook from dinging the stem and also serves as an
attachment point for an A-sail.
Amenities aside, where the boat really shines is underway. Whether in light air or as things
begin to pick up, the boat is an absolute joy to sail. Tacks and jibes are effortless. The helm is
light and wonderfully responsive, and good sail trim or a puff immediately results in a burst of
boatspeed. If there’s anything more satisfying than sailing a stripped-down racer it’s conning a
boat that sails like a witch, but is also plenty comfortable to relax aboard afterward. If any X40
skippers out there are in need of crew, don’t hesitate to give us a call. x-yachts.com

J A N UA RY/ F E B R UA RY 2 0 2 1
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BEST MULTIHULL CRUISING BOAT UNDER 50FT

Excess 11
he Excess 11 cruising catamaran was designed by VPLP and features twin chines running well

T aft, both to increase interior volume and create a strikingly different exterior aesthetic. The
smallest of the three models in the Excess (or XCE) line thus far—the other two models are the
XCS 12 and 15—it is also the first all-new design in the fleet. As such, she does an exceptional job of
combining comfort with performance under sail, a hallmark of the Excess concept.
As is the case with the 12 and 15, the Excess 11 is equipped with twin helm stations set well aft
on the hulls and no flybridge. Usually, these kinds of outboard helms mean you can see the tran-
soms and bow immediately forward no problem, but the opposite bow is completely obscured. In
the case of the Excess 11, however, you can easily see through the saloon to the opposite corner via
a set of vertical windows that have even been thoughtfully made clear (rather than tinted) in the
interest of maximizing visibility.
The Excess 11 is available with three or four cabins, and both versions come with two heads: one
in the master suite in the port hull (if that configuration is selected); one shared by the two cabins to
starboard. The saloon and galley are compact, but lack for nothing, with plenty of refrigeration, seat-
ing and countertop and storage space. The interior aesthetic is clean and minimalist.
The 57ft Z-Spar rig and Incidence sails delivered a good turn of speed during out test sail.
There’s also the option of a turbocharged PulseLine package, which adds 3ft to the mast and 59ft2
of canvas to the sailplan. With a self-tacking jib and a Code 0 flying from the optional sprit, the
boat can be easily sailed by a couple. In the course of our spirited test sail out on Chesapeake Bay,
the boat tack and jibed effortlessly. In short, it’s a great performer that will do well in a wide range
of conditions for both neophytes and veterans. excess-catamarans.com

BEST PERFORMANCE BOAT 30FT OR LESS
Dehler OD 30
ecently, in response to the growing interest in shorthanded
R distance racing, the marine industry has created a whole slew of
purpose-built boats designed expressly for this kind of sailing—an
effort that has only become all the more focused with the decision to
include an offshore doublehanded event as part of the 2024 summer
Olympics. Among the results of these efforts has been the Dehler 30 One
Design from Germany’s HanseYachts AG, a boat that is as fun as it is fast.
Make no mistake, while Dehler may bill its new 30-footer as a “racer-
cruiser,” with its twin water-ballast tanks, powerful high-aspect square-
BEST DAYSAILER
Happy Cat Hurricane
nd now, for something completely different, the 16ft Happy Cat
A Hurricane, distributed in North America by Red Beard Sailing.
Actually, the boat is not entirely different. Inflatable boats have
won Best Boats awards before, including the Tiwal 2 inflatable dinghy in
2020. Nonetheless, this new 16-footer is, by any measure, an exceptional
vessel, with far more “rigid” boat features than you would ever otherwise
expect aboard a boat of this type. She’ll even fly a hull.
Austrian manufacturer, Grabner, has equipped its flagship with a pair
of large hulls for greater buoyancy and less resistance, in the process
creating a vessel capable of sailing upwind at true wind speed. In more
boisterous conditions, the boat has been clocked at an impressive 15-16
knots under jib and mainsail.
Aesthetically, the Happy Cat’s wave-piercing bows and carbon mast
create the look of a cat on the prowl. The boat is also eminently practical,
with its a pair of rubberized hulls and rigid aluminum frame connected
by a sturdy set of sleeve inserts to port and starboard. A deep center-
board keeps the boat tracking and can be easily adjusted for any point
of sail. The rudder can also be quickly kicked up for beach landings, and
there’s a tramp both forward and aft.
The boat’s high-aspect, square-top mainsail is fully battened and
together with the furling jib provides 118ft2 of sail. Clear sail windows
help you keep a good lookout to leeward, while well-placed hiking straps
J A N UA RY/ F E B R UA RY 2 0 2 1
40
top main and plethora of control lines—not
to mention its “stealth drive” auxiliary power
system (see “Systems” on the facing page)—
Hanse has very much put the emphasis on the
“racer” side of the equation. That said, for those
with the inclination and wherewithal, it would
be hard to imagine a more rewarding ride. For
our test sail, the Chesapeake provided solid
breezes of 15-plus knots, and the Dehler 30
OD ate them up. Better still, it did so in a way
that, while exciting, was in no way scary. At one
point we were roaring along at a steady 14-plus
knots under full main, an asymmetric spinnaker and staysail. But while
it was certainly important to pay attention when steering, the reason for
doing so was far more for the sake of maxing out our boatspeed as op-
posed to just trying not to wipe out. This is important, not just because
it makes sailing the boat a lot more fun—especially for we mere mor-
tals—but because success in distance races means keeping your averages
up, as opposed to hitting big numbers during moments of adrenaline-
fueled madness. Granted, every now and then things would get a little
“focused,” you might say. But the boat’s twin rudders kept a firm grip
throughout, and you always had plenty of time to, say, bear way a touch
to keep the boat under control. Suffice it to say, our Dehler 30 OD test
sail had to have been one of the best of SAIL’s entire Best Boats program.
If this is the kind of sailing that appeals to you, you owe it to yourself to
give this boat a look. hanseyachtsag.com/dehler
allow you to get your weight outboard when the wind kicks up. There are
enough fine-tuning adjustments aboard the Hurricane that it feels like a
raceboat as much as a daysailer. A pair of pair of lower-horsepower vari-
ants—the Happy Cat Neo and Evolution—are also available.
Make no mistake, the Happy Cat Hurricane is anything but a mere
beach toy. It is, in fact, a true speed demon, great for teaching, racing or
just getting away for a day of spicy sailing. redbeardsailing.com
 Dehler OD 30
SYSTEMS
he fall boat show season displays the best

T of new boats and products. Each year we

note the evolution as sailing continues
to grow, shift and change. In 1980, a 45-footer
might have been considered a large boat for
two people to handle. These days, builders are
bringing to market boats with LOAs of 60ft or
more expressly designed for a couple. Similarly,
hull shapes have evolved, and things like lifting
foils and water ballast are increasingly seen on
production boats. Every now and then, though,
a “new” idea appears that is actually quite old,
and idea that, thanks to advances in materials
and engineering, has become even more func-
tional now than when it was first created.

This year, for example, as we were working

our way through the latest crop of new boats, we
couldn’t help noticing the disappearing “stealth
drive” propeller and shaft aboard the Dehler 30
One Design. In fact, the idea of a propeller and
shaft that stow away into a hull cavity was first
PHOTO BY XXXX XXXXXX; ILLUSTRATIONS COURTESY OF XXXX XXXXX

patented in 1915 as a means of providing pro-

tection for a boat’s running gear in uncharted,
often rocky lakes and streams. The same concept
can also be seen on some of today’s custom and
semi-custom raceboats. As far as we can tell,
though, this is the first time such a drive has ap-
peared aboard a production sailboat.
Deploying and retracting the shaft/propel-
ler combination is done quickly and easily from inside the cockpit while non-performance boats remains to be seen. For passagemakers, though,
underway, with much less effort than wrestling an outboard up and down. shaving a couple of days off an ocean crossing would be quite a savings.
Note only that, the fact the system allows you to use a fixed prop means Similarly, sailors in Maine and the Chesapeake Bay might feel that much
you get top-notch thrust in both forward and reverse. Under sail, of more comfortable having one less thing to snag a lobster or crab pot with.
course, the propeller and its attendant drag have been taken entirely out of In either case, the Dehler 30 One Design’s Stealth Drive represents a
the question, which means that much more fun sailing in lighter condi- clever, well-executed solution to the problem of auxiliary power aboard a
tions especially. Whether or not this approach will be catch on aboard sailing vessel. hanseyachtsag.com/dehler

S A I L M AG A Z I N E
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 CONTENTS
44
THE TEAMS
A look at the campaigns and personalities
striving for victory in Auckland

46
ALL ABOUT THE AC75
An overview of what makes the
latest America’s Cup class tick and
what it will take to sail one successfully

51
A NEW KIND OF MAIN
A review of the “twin-skinned” mainsails
being used in the 36th Cup

53
WATCHING THE CUP
A summary of the courses, dates and
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Õ«>˜`w˜>Ã

Emirates Team
New Zealand
(left) and
American Magic
speed test their
version 1.0 AC75s
on New Zealand’s
Hauraki Gulf

PHOTO COURTESY OF HAMISH HOOPER/ETNZ

J A N UA RY/ F E B R UA RY 2 0 2 1
42
 The 36 th
AMERICA’S CUP
BACK TO THE FUTURE IN FULL-FOILING MONOHULLS BY ADAM CORT
A
Superbowl is a Superbowl, and a
World Series is a World Series. Sure,
the names of the players and the
teams change from year-to-year, but
otherwise, the game pretty remains
the same.
Not so the America’s Cup. Still in many ways a hot
mess left over from the days of Queen Victoria, the Cup
achieved a measure of stability during the 12-Metre and
IACC monohull eras. But following the 2010 “Deed
of Gift” regatta between BMW Oracle Racing’s 90ft
trimaran and the Société Nautique de Genève’s equally
massive catamaran, Alinghi 5, it’s been anything goes.
The 34th America’s Cup, which took place on San
Francisco Bay in 2013, featured a fleet of 72ft wing-sailed
catamarans that were never supposed to fly, but ended
up doing so anyway. After that came the 35th America’s
Cup in Bermuda aboard a fleet of 50-footers that were
supposed to fly—and did so quite well. The twist? The
same bunch of Kiwis that had figured out how to get an
AC72 airborne—rules be damned—suddenly developed
a penchant for bicycling of all things. Now the Cup again
finds itself featuring cutting-edge monohulls.
Imagine playing the World Series using wiffle balls
one year, cricket bats the next. Pity the poor America’s
Cup sailor, or the equally frazzled designers and build-
ers who find themselves having to come up with an
all-new fleets of boats to sail year after year.
Further complicating things this time around has,
of course, been the pandemic. By this time Cup fans
and—equally important—the campaigns themselves
were supposed to have been able to see the new AC75
full-foiling monohulls in an actual race setting on not
one but two separate occasions—first in Sardinia, then
in the UK—as part of the 36th America’s Cup’s own
“World Series.”
This, of course, never happened, which means the
teams have been flying blind in terms of having to fig-
ure out everything from the right balance of maneu-
verability versus straight-line boatspeed to how best
to handling things like starts and mark roundings. At
press time, the third and final World Series event in
Auckland was still a couple of weeks away. One can
AUCKLAND 2021
only assume that with scarcely a month between it
and the beginning of the Prada Cup challenger series
in January, we’ll be seeing some very busy designers,
boatbuilders and sailors afterward.
The good news for Cup fans is that the result of
all this craziness will (hopefully) be a truly memo-
rable Cup. First and foremost, the boats themselves
couldn’t be more spectacular. How exactly, the
Defender, Emirates Team New Zealand, will fend off
challengers American Magic, INEOS Team UK and
Luna Rossa Prada Pirelli, remains to be seen. For now,
though, the new AC75 class—with its otherworldly
foils, towering rigs and equally out-of-this world
boatspeed—is straight out of central casting.
Same thing with the personalities tasked with
manhandling these beasts around the racetrack. On
the one hand you’ve got ETNZ, chock full of such stars
as young sailing legend Peter Burling. On the other,
you’ve got American Magic skipper Dean Barker,
always a bridesmaid but never a bride when it comes to
the America’s Cup finals; INEOS Team UK’s helms-
man, Sir Ben Ainslie, the winningest sailor in Olympic
history; and Luna Rossa Prada Pirelli’s Aussie helms-
man Jimmy Spithill in search yet another AC win.
Finally, there’s the wonderful sense of mystery
surrounding the start of this year’s Cup. Back in the
day, after terms had been set, the challenging boat
would come lumbering over the horizon, the two
teams would do their best to get their boats into fight-
ing trim and racing would begin. Think the iconic
schooner America taking the British yachting world
by storm in the race round the Isle of Wight back in
1851 that started it all.
Same thing in 2021. Again, there will have been no
actual racing until pretty much the last minute. Nor
has there been any of the intra-squad “trial horse”
racing that was such a big part of Cups past. Instead,
the teams have been forced to launch their four (very
different) second-generation boats within a couple
of months of the start of actual racing and then do
everything they can to get them up to speed before the
first gun—let the best team win. I, for one, can hardly
wait to see what happens!
S A I L M AG A Z I N E
43
THE TEAMS
EMIRATES TEAM NEW ZEALAND
DEFENDER,
ROYAL NEW ZEALAND YACHT SQUADRON
T T
hough pulling off an event like the America’s Cup during a global
pandemic was never going to be easy, the Kiwis also (inevitably?)
found themselves having to contend with the latest in the long
line of America’s Cup scandals, which only further complicated things.
Specifically, in June of 2020, Emirates Team New Zealand announced a
handful of “spies” had infiltrated its base. Worse yet, as more informa-
tion came to light it became increasingly unclear whether this had truly
been a security breach, or was merely whistleblowers bringing to light
legitimate concerns about the potential mishandling of public funds.
(The team was eventually cleared of any wrongdoing.) After that came
ETNZ’s choice of courses, one of which was contested by the Challenger
of Record, Luna Rossa Prada Pirelli Team, for giving the home team an
unfair advantage. An inshore course was ultimately disallowed.
Team CEO Grant Dalton earned his bones distance racing, compet-
ing in no less than five Whitbread/Volvo Ocean Race campaigns. But
this hasn’t prevented him from recruiting yet another a host of short-
course superstars. Among them is the Kiwi duo of helmsman Peter
Burling and crew Blair Tuke, who over the years have made a name for
themselves with numerous Olympic and world championship wins in
the 49er class, a 2017 America’s Cup victory and a pair of Volvo Ocean
Race campaigns (aboard separate boats). Other team standouts include
Australian Olympic medalist and 10-time A-class world champion
Glenn Ashby, who was part of the team’s winning 2017 effort; and
longtime America’s Cup and Volvo Ocean Race sailor Ray Davies,
Burling’s backup driver in Bermuda.
PETER BURLING / HELMSMAN
“The designers and boatbuilders have
done their jobs, now it is time for the sail-
ing team to do ours. The pressure is on for
sure, but that’s where we are most com-
fortable, so we can’t wait to race.”
J A N UA RY/ F E B R UA RY 2 0 2 1
44
LUNA ROSSA PRADA PIRELLI TEAM
CHALLENGER OF THE RECORD,
CIRCOLO DELLA VELA SICILIA YACHT CLUB
here is never a shortage of drama in the America’s Cup, and
for Luna Rossa it came in the form of the team’s absence from
the 2017 Cup. Despite a 2014 decision that specified the 2017
Cup would be sailed in 62ft catamarans, a year later the teams voted to
shrink the scale to 45-50ft, which not only led to Luna Rossa’s with-
drawal from the proceedings, but some bad blood between it, Emirates
Team New Zealand and the rest of the fleet. Still, Luna Rossa was more
than ready to jump right back into the action afterward as the “Chal-
lenge of Record” for the current Cup cycle.
The Italian team’s base is located in Cagliari, a city in the south of
Sardegna, and was constructed with the team principles of collabora-
tion and communication in mind. All employees work on-site, and
the team has gone out of its way to create a culture of “no unbreakable
walls or unapproachable leaders.” From the sailors to the designers to
the shore team, constant and open dialogue is central to what the team
hopes will be its winning strategy.
Team Principal Patrizio Bertelli is the chairman of the current Luna
Rossa Prada Pirelli Team and a long-time presence in the world of
Cup sailing. (In 2012, he became the first Italian inducted into the
America’s Cup Hall of Fame.) Complementing Bertelli is team direc-
tor Max Sirena, reprising the position he held during the 2013 Cup
in San Francisco, and two-time Australian America’s Cup winner
Jimmy Spithill, architect of Oracle Team USA’s epic “comeback” on
San Francisco Bay in 2013.
MAX SIRENA / TEAM DIRECTOR
“It must be clear to everyone that every
single activity of each individual person
CHHGEVUVJGƂPCNTGUWNV#DCFN[OCFGURNKEG
or the wrong post on a social network can
have negative consequences on the entire
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INEOS TEAM UK
ROYAL YACHT SQUADRON
T A
he host country of the original America’s Cup hasn’t been able
to bring the “Auld Mug” back home in 170 years of trying.
However, that may very well soon change. Britain’s INEOS
Team UK has been spearheaded from the get-go by Sir Ben Ainslie,
who has made a British victory his primary mission since helping to
win the Cup for Oracle Team USA as its backup tactician in 2013.
As far back as 2012, Ainslie, who among other accomplishments is
the most successful Olympic sailor of all time, with a silver and four
golds, formed an organization called Ben Ainslie Racing to prepare
for the event. The team then raced in several AC45 series over the
years, before finally landing the London-based chemical company
INEOS as it’s main sponsor in 2018.
Because the 2020-21 America’s Cup has strict regulations requir-
ing that the boats to built in their home country, INEOS Team UK
created two bases—a custom-built facility in Auckland and a 74,000ft2
construction, development and training complex in Old Portsmouth,
England. The latter’s hangar doors, decked out with a Union Jack, have
become an almost iconic fixture of the Portsmouth waterfront.
In addition to Ainslie, INEOS Team UK includes Ainslie’s fellow
Olympic Gold medalist Giles Scott as tactician; Australian two-time
PHOTO AT NEAR RIGHT COURTESY OF LAND ROVER/BAR
Olympic medalist Iain Jensen, who spent the last two Cup cycles as
wing-trimmer with Sweden’s Artemis; and longtime British sailor Nick
Hutton. In all the team has 16 America’s Cup wins and eight Olympic
medals to its credit. Nothing would please these guys more than put-
ting another notch in their collective belts.
SIR BEN AINSLIE / HELMSMAN
p6JG#OGTKECoU%WRKUCOCIPKƂEGPVEQO-
petition with an extraordinary history, and
PQY+DGNKGXGVJCVHQTQPGQHVJGƂTUVVKOGU
in British history we are going to arrive at
VJGUVCTVNKPGYKVJCVTWN[EQORGVKVKXGDQCVq
AUCKLAND 2021
AMERICAN MAGIC
NEW YORK YACHT CLUB
fter a devastating 7-1 defeat to Emirates Team New Zealand in
Bermuda in 2017, American sailors found themselves at some-
thing of a crossroads as billionaire Larry Ellison, who’d footed the
bill the previous five campaigns, decided to get out of the game. Fortunately,
Bella Mente Racing, Quantum Racing and the New York Yacht Club de-
cided soon afterward to pick up the baton and create a brand-new challenge
dubbed “American Magic.” An effort steeped in history, a victory for the
team would not only return the America’s Cup to the United States,
but its “home waters” after years of Cup racing and U.S. victories in
San Diego and San Francisco Bay following Australia II’s victory over
the New York YC in 1983. As evidence of what’s motivating the effort,
the team name is a reference to the first winner of the America’s Cup
(America in 1851) and the first Defender (Magic in 1870).
Leading the American Magic effort as executive director is four-time
America’s Cup competitor and TP52 champion Terry Hutchinson.
Other standouts among the squad include British Laser-class Olympic
gold medalist Paul Goodison trimming main, and “flight-controller”
Andrew Campbell, a 2017 Cup veteran who also represented the United
States in the Laser class at the 2008 Olympics. Then there’s American
Magic’s helmsman, Dean Barker, a Cup sailor in 2000, 2003, 2007 and
2013—where he was on the losing end of the “comeback.” Always a
bridesmaid, never a bride, he has yet to win or successfully defend the
Cup as a starting helmsman. You can bet there isn’t a sailor out there
hungrier for a victory than this one.
TERRY HUTCHINSON / EXECUTIVE DIRECTOR
“If you can inspire younger sailors, and
demonstrate that hard work is worth it, it’s
JCTFPQVVQHGGNVJGUKIPKƂECPEGQHVJCV
6JCVUKFGQHKVKURTGVV[KPURKTKPI+VECP
have a meaningful impact on the next 50
years of our sport”
S A I L M AG A Z I N E
45
Look Ma, no wake!
Luna Rossa Prada
Pirelli Team fine tunes
its boatspeed on the
Hauraki Gulf

COMING UP IN
Auckland JACK GRIFFIN, PUBLISHER OF CUPEXPERIENCE.COM, LOOKS
AT WHAT TO EXPECT FROM THE 36TH AMERICA’S CUP
I
n the next few weeks, Luna Rossa Prada Pirelli Team, the
New York Yacht Club’s American Magic effort and INEOS
Team UK will all battle in the Prada Cup Challenger Selec-
tion Series in Auckland to determine who will face the
Defender, Emirates Team New Zealand (ETNZ), in the 36th
America’s Cup match in March.
In San Francisco back in 2013 there were also three challengers, but it
was pretty much a foregone conclusion the Kiwis would win the elimi-
nation series and face then Defender, Oracle Team USA. Luna Rossa
had bought its design from the New Zealanders and clearly did not
receive all the best refinements. Similarly, Sweden’s Artemis Racing had
bet wrong on its design and did not have a competitive boat. The team
also experienced the tragic death of Andrew Simpson during a training
accident a mere three months before the start of racing.
This time, though, it’s a whole different situation.
All three challengers are strong, and calling the winner of the Prada
Cup is anything but a sure bet. Challenger of Record, Luna Rossa
Prada Pirelli, represents the sixth challenge by team owner, Patrizio
Bertelli. The concept of its first boat was widely admired and thought
by many observers to be the best of the first-generation AC75s. Brit-
ish challenger INEOS Team UK could also be tough. Skipper Ben
Ainslie recruited Aussie sailor Grant Simmer—a veteran of the Aussie
team that won the Cup from the New York Yacht Club in 1983 no
less—as team CEO, and the effort is funded by the UK’s richest per-
AUCKLAND 2021
son, INEOS founder Jim Ratcliffe. Similarly, New York Yacht Club
American Magic, as the team is officially called, not only has the sup-
port and tradition of the same club that started it all in 1851, but the
backing of three billionaire club members: Hap Fauth, Doug DeVos
and Roger Penske. Team leader Terry Hutchinson is also a formida-
ble a sailor in his own right and leads a team that has spent more days
on the water than anyone else, the Defender included.
The star of the show for the 36th America’s Cup will be the AC75
yacht. The four teams have together spent something approaching half
a billion dollars developing and learning to race these revolutionary
foiling monohulls, and the results have been nothing less than spec-
tacular. The Defenders from the Royal New Zealand Yacht Squadron
demonstrated their daring and imagination when they first unveiled
the AC75 concept back in November 2017 with a debut video showing
3D renderings of an improbable vessel. The designers obviously knew
capsizes would be inevitable aboard a monohull with no keel and a
mainsail carried on a mast towering 87ft above deck, but not to worry.
The yachts would also be self-righting, by moving around the canting
foil arms and their ballasted wings. The scythe-like wings themselves
called to mind the chariot-race scene in Ben-Hur.
A little overly ambitious? A 75ft-long full-foiling monohull capable of
highway speeds under sail but also capable of capsizing like a 470? Perhaps.
But it works. Not only that, it works well.
All four teams have long-since figured out how to do foiling jibes
 The canting systems and tacks. At this writing, ETNZ and American Magic have also both
and foil arms capsized in training, the Kiwis having gone over twice. Both teams
are all “provided were also able to resume sailing after getting their boats upright again,
equipment” and although they needed help from their chase boats to do so.
uniform across the Team New Zealand’s second capsize was the more serious of the two, as
entire fleet
the boat sustained damage and had to be towed back to base. Jimmy Spithill,
now with Luna Rossa, says he expects all the teams will capsize at least once.
The good news is the damage sustained by the New Zealand boat was a far
cry from Spithill’s experience with Oracle Team USA’s AC72 catamaran on
San Francisco Bay in 2012. On its ninth day of sailing, the team pitchpoled

PHOTOS COURTESY OF AC36; (LEFT); OF ETNZ/HAMISH HOOPER (ABOVE)

in front of the St. Francis Yacht Club after which the boat was washed five
miles outside the Golden Gate by the tide, where the giant wingsail and
much of the boat were destroyed by the rough seas. They lost four months
of training while rebuilding both the boat and a new wing. Oracle’s plan for
righting an AC72 appears to have been, “Don’t capsize.”
American Magic, the sole U.S. challenger in 2021, was the first team to
demonstrate that the AC75 concept actually worked at full scale. Its first
yacht, Defiant, flew the first day the team sailed it back in late 2019. The
crew cast off lines, was towed out onto Narragansett Bay near Ameri-
can Magic’s home base of Bristol, Rhode Island, hoisted the double skin
mainsail and went foiling. Maybe the crew was inspired by the maiden sail
of Reliance, Nat Herreshoff’s 1903 defender and the largest yacht ever to
compete in the America’s Cup. With Herreshoff at the helm, Reliance was
also fully powered up and burying the rail the first time out.
With a radical, brand-new design rule, ETNZ and Luna Rossa had a
several-month head start for their design work: they wrote the rule and,

J A N UA RY/ F E B R UA RY 2 0 2 1
48

The Kiwi’s second
boat features a
“bustle” running
well aft and distinct
cockpits for the crew
of course, knew what it would say well before it was published.
The advantage was clear when the teams launched their boats.
American Magic and INEOS both had scow-like hulls. But ETNZ’s
hull sported a “bustle,” or narrow, slightly deeper portion of hull
running along bottom of the hull on centerline, and Luna Rossa was
even more extreme, with a kind of blunt skeg running the length
of its hull. In both cases the bustle is intended to not only help the
boats track when in displacement mode, but get the boats airborne
PHOTOS COURTESY OF C GREGORY (RIGHT); LLOYD IMAGES/INEOS (TOP RIGHT)
more easily by providing a little extra buoyancy as they begin lifting
clear. The bustles also help the boats soften the impact and get airborne
again in the event they ever fall off their foils and enhance the “end-plate”
effect of the hull by narrowing the space between it and the water. This in
turn makes the sailplan more efficient by forcing the air to flow the length of the
bottom portion of the sail, as opposed to slipping to underneath it.
Early on, American Magic’s strategy was to make a rapid first design
and get it out on the water as quickly as the rules allowed—the end of
March 2019—in an effort to learn as much as they could about AC75
sailing before designing their second boat. Unfortunately, that plan was
derailed by a months-long delay in the delivery of the “supplied equip-
ment” foil-cant system (FCS) and foil arms. ETNZ designed and built
the hydraulically driven FCS used to raise and lower the foils, but didn’t
deliver until the end of March. Luna Rossa designed the foil arms, but its
first design failed to reach the target load level. (In addition to the lifting
foils and arms, the masts are also identical across all the AC75s.) This
pushed the launch of all four teams’ first boats to the fall 2019.
We’ve now seen all the teams’ second boats—the ones they plan to
AUCKLAND 2021
INEOS Team UK’s
first AC75 featured a
gently curved bottom
The Brits’ second
boat was vastly
different, with a
pronounced skeg
running along much
of the hull
race. American Magic and INEOS have both abandoned the scow form
and added skegs. For its part, ETNZ evolved its round bustle into an
even sharper skeg. The three teams seemed to confirm that Luna Rossa
was on the right track. The Italians’ own test data must have confirmed
their assumptions, too, as they made no dramatic changes.
The AC75 takes the foiling revolution in several new directions.
Most obviously, it’s a monohull that flies on two legs, the leeward foil
and rudder, since the windward foil is lifted clear of the water when
the boats are underway. Less obvious are the foils themselves. The
AC72 and AC50 catamarans used in the previous two Cups gener-
ated lift by raking the entire daggerboard fore and aft to change the
angle of attack of its lifting surfaces. The reason for this was the rules
forbade the us of movable control surfaces. This time, though, the
foil wings have movable flaps, like airplane wings, and the arms only
raise and lower, with no rake adjustment. Also, while the catamarans
relied on human grinders to pump the oil powering their hydrau-
lics, on the AC75 batteries and electric pumps move the oil for the
underwater control surfaces—raising and lowering the 1.2 ton foils,
S A I L M AG A Z I N E
49
 Twin-skinned
soft main

AC75 SPECIFICATIONS
LOA................................................ 75ft
LOA (hull) ..............................67ft 11in
Bowsprit ...................................6ft 7in
Beam (hull) ...................................16ft
Weight...............14,220lb (light ship) End-plated
Rudder Max Draft...................11ft 6in boom
Rudder Max Span ..................9ft 11in and deck
Foils max wingspan .............. 13ft 2in
Mast Height (from deck) ... 86ft 11in
Mainsail.................................. 1,560ft2
Jib .............................................. 970ft2
Code 0 ....................................2,152ft2
Crew .................................................. 11

In addition to these basic parame-

ters, a number of the components
going into an AC75 are “supplied”
and therefore standardized across
the fleet to help save design and
construction costs. These include
rigging, mast tubes, and the
foil arms and canting systems. Trench-like cockpits and
Hulls, sails, deck layouts and, of grinding pedestals providing
Twin Wheels hydraulic power to the rig
course, the all-important hydro-
foils and super-secret hydraulic
control systems and actuators be-
lowdecks are up to the individual Hydraulics and actuators
teams—may the best builders and controlling the rig and
designers win! Hull is carefully shaped hydrofoils: hidden from
to maximize aerodynamic sight, but vital to success!
ivwVˆi˜VÞ>˜`«Àœ“œÌiyˆ}…Ì
Single T-rudder

and controlling the flaps on the foil wings
and the rake of the rudder. Which is not to say
there isn’t still been plenty of reason for teams’
grinders to hit the gym. Batteries may provide the
energy for the boats’ underwater control surfaces,
but humans provide the hydraulic power for
everything else, including the AC75’s massive rig.
In other words, there is still plenty oil that needs
to be pushed around.
Another major difference with the catamarans:
no rigid wing. We are back to soft sails. The main-
sail has two skins, providing more control and
less drag than a conventional sail. (See sidebar An
Innovative New Main) The mast rotates, but the
spreaders don’t—they are hinged. Logistics were
part of the decision to abandon the wingsails of
the last two Cups. Stepping the wing on an AC72,
for example, took 45 people 90 minutes.
Interestingly, back in 1927, a patent for a
double-skinned mainsail on a rotating D-shaped
mast was issued to none other than L. Francis
Herreshoff, son of Capt. Nathanael Herreshoff.
Another designer from the early 20th century had
an even simpler solution: Charles E. Nicholson
used a “luff casing” made of sailcloth on the J-
Class Shamrock IV’s mainsail in the 1920 match.
Like the wings on the catamarans of 2013 and
2017, the mainsails are end-plated to the deck to
prevent air from flowing underneath them (an
effect amplified by the boats’ bustles). This ef-
fectively increases the span, or luff length, of the
main and decreases induced drag, i.e., the drag
created when generating lift from the airfoil of
the mast and main. Like the twin-skinned main,
end-plating is not a new. In 1967 Olin Stephens
designed the 12-Metre Intrepid with the grinders
belowdecks, so the boom could be as close to the
deck as possible.
What about headsails? The rules require that
each boat carry a jib and Code 0, but don’t
expect many sail changes. The teams will decide
what headsails to use in each of the 25-minute
races and then carry weights to compensate for ILLUSTRATION COURTESY OF AC36
any sails they don’t have on board. Code 0’s
might be needed to get the boats up on their foils
in light air, but don’t be surprised if we only see
jibs. The teams have been testing Code 0’s, but
may find that there is too much of a drag penalty
once the boats get up to full speed on their foils
to make them effective. Despite the fact there
won’t be many sail changes, the crews will still

J A N UA RY/ F E B R UA RY 2 0 2 1
50

Supplied
rotating mast
Supplied canting
system and foil
arms: hydraulic
power is provided
by electric pumps
Lifting foils
PHOTOS COURTESY OF WILL RICKETSON; IMAGE COURTESY OF NORTH SAILS
have some work to do with their headsails: class
rules require that a sailor unload a sheet from
one winch and load a sheet onto another for
each tack or jibe—no self-tacking allowed.
The crew of 11 must also all have the same
“nationality” as the club it represents, and at
least three of the 11 must be citizens of the
country. Any crew who are not passport hold-
ers must have been in the country for at least
380 days in the two years that ended on August
31, 2020. They must also have established per-
manent, principal residency in the country. The
rules add one more requirement: “There shall
be 11 crewmembers, who shall all be human
beings.” In other word, no cyborgs. That said,
we’re talking about some pretty big human
beings here, the crew weight limit having been
AUCKLAND 2021
The American
Magic crew
hoists it twin-
skin mainsail
AN INNOVATIVE NEW MAIN
A
mid all the hoopla surrounding the extraterrestrial-like appendages and hull forms
of the America’s Cup’s AC75 monohulls, it’s been easy to forget about the other
innovation waving around overhead—the boats’ twin-skinned mains, in which not
one but two mainsails fly in parallel from twin tracks on either side of the trailing edge of a
D-shaped spar creating a kind of “soft wing.”
According to North Sails’ director of design and engineering, JB Braun, whose company
helped create the rules governing the sails, going with twin skins creates a 10-15 percent
advantage in efficiency over a conventional soft main (at the same time it reduces the cost
and complexity of a rigid wing). The reason for this, he says, is because it eliminates the
turbulence created where the sail attaches to the mast.
As an added benefit, Braun says, the new soft wings are
appreciably lighter than a rigid wing, an important factor
when getting a foiling boat airborne.
Key to figuring out how best to spec the new sails,
Braun says, was the use North Sail’s proprietary Fluid-
Structure-Interaction (FSI) modeling tools, which North
modified in order to allow designers and rules-makers
to see how the sails would work in the real world (in
much the same North Sails worked with designers and To maximize the “end plate”
rules-makers for the AC72s and AC50s used in the 34th effect, the boats’ booms
and 35th America’s Cups). The resulting sails, though, closely hug the deck
are anything but one-design, with plenty of room in the
rule for innovations. Specifically, Braun says, the D-section mast and certain parameters,
like the basic dimensions of the sails are fixed. However, with respect to materials, batten
placement, camber and the means by which the sails are impacted by a pair of control arms
located at the head and foot of the sails, anything goes. Same thing with the mechanics of
each boat’s mainsheet, traveler and other hydraulically operated sail controls.
For the record, North is building the sails for the Emirates Team New Zealand, INEO Team
UK and Prada; Quantum is building the sails for American Magic—no great surprise given
the fact Quantum Sails owner Doug DeVos, is
A screen shot from one of the team principals.
the North Sails FSI In terms of their operation, the sails are at-
program used to tached via conventional boltropes to grooves on
help develop the new either side of the mast’s D-section, with each skin
mainsails
hoisted in much the same as a conventional soft
main. Interestingly, the two leeches are not at-
tached, for the simple reason that with each tack
or jibe, the mast pulls the leeward luff forward as it
rotates, which pulls the body and leech of the sail
forward as well. According to Braun, the rules al-
low the leeches to be “laced” together in the area
of the battens. But that’s about it.
S A I L M AG A Z I N E
51
increased to over 2,100lb. “Cyclors,” like those used by the Kiwis in 2017
are not allowed. The coffee grinders must be turned by hand.
It’s easy to overlook the importance of ergonomics, but it plays a
key role. In 2013 ETNZ designed its AC72 with the grinding pedestals
mounted transversely. To reduce drag they lowered the pedestals, and
the grinders sat on the deck, losing efficiency. The Kiwis more than
compensated in 2017 when they launched their second AC50 with its
innovative cycling stations instead of grinding pedestals. Not only did
these cyclors produce more power, they also left the sailors’ hands free.
Trimmer Blair Tuke, for example, used a joystick and a “follow the dot”
display on a tablet to control the foils as he was riding his cylcor.
All four first-generation boats had the crew in trenches, mostly below deck
level, well outboard to either side of the boom. All the challengers kept the
trenches for their second boats. However, instead of trenches, the Kiwis are
now ensconced in cockpits to either side of the hull, with a low portion of
deck in between them. This allows the three crew who change sides—helms-
man Pete Burling, mainsail trimmer Glenn Ashby, and Tuke, now offcially
a “flight controller”—to do so by running around the front of the mast. On
the challengers’ boats, crew must all cross aft of the mainsail.
Control systems for the foil wings and the mainsail have absorbed
countless engineering hours and lots of money. In early testing, the teams
almost certainly had autopilots adjusting the foils and their mainsails as
the crews worked on how best to replicate these same settings manually.
However, that kind of automation is forbidden during racing. Of those
early days, Freddie Carr, one of the British team’s grinders said, “When
you leave the dock, your life is in the hands of the computers, and the guy
Muscle power is still
what “pushes the
oil” to energize the
hydraulic systems
controlling the boats’
towering rigs
who steers the boat... All the systems on the boat, except for the winches
turning, depend on computers. You are then aware that you are now sail-
ing on a boat that is based entirely on computer code. But I guess when
you’re sitting in an aircraft at 40,000 feet, it’s exactly the same thing.”
So much for the technology. Now let’s take a look at what it will be like
not only sailing but actually racing these boats.
First: flying is faster than floating. To win races you need to get up
on your foils and stay there. This could be challenging in light air at
the lower windspeed limit of 6.5 knots. Further complicating things is
the fact that with no keel, the boats have very little righting moment in
displacement mode. The trick is to bear away, sheeting on gradually until
the boat gets up enough speed to foil. Once foiling, the boat develops a
truly massive righting moment, with a fulcrum a little over 15ft outboard
at the leeward foil wing. At this point, we get amazing speed. These are
the fastest boats ever built sailing upwind—clocking speeds of over 30
knots. On other points of sail they have hit speeds of 50 knots and more.
At these kinds of speeds the apparent wind angle is roughly the same up-
wind and down—approximately 15 degrees. The boat’s essentially never
jibe. Everything is a tack. Travelling at 30 knots, the boats will reach the
course boundary within about 40 seconds of crossing the starting line—
not much time to plan your maneuvers!
In terms of the racecourse, in 2021 it features a return to upwind starts,
is about 0.8 nautical miles wide and about 2 miles long. Races will last
around 25 minutes. The warning signal is at three minutes. The prepara-
tory signal, when the yachts may enter the starting box, is at two, with the
boat entering on port allowed to enter 10 seconds before the boat entering
 AUCKLAND 2021

on starboard.
For the start, the boats can be towed up onto
their foils as long as they drop the tow before the
warning signal. It will be interesting to see the
tactics in the pre-starts. We will almost certainly
not see the dial-ups or circling that non-foiling
match racers engage in. High-speed timed runs
to the line will probably be key, unless, of course,
a boat decides to engage and try and force its
opponent to lose speed and drop off its foils.
While racing, if a boat gets a penalty, including
OCS (“on course side,” or over early at the start)
or going outside the course boundaries, the of-
fending crew can offload it by falling a further 50
meters behind, or by losing 50 meters if the two
boars are on different legs of the course. The Prada Cup challenger-elimination series takes place in three stages between Jan.
Dropping off foils is likely to lose a race—the 15 and Feb. 22. The actual America’s Cup regatta begins March 6, first to seven wins.
other boat still on its foils will simply speed For details on how best to follow the racing, go to americascup.com.
away too quickly. In 2013 and 2017, a boat that
capsized was also immediately disqualified, so
that all the chase boats could immediately assist There will be a number of courses
in rescuing the crew. Again, the AC75 cap- to choose from, depending on the
sizes to date have been relatively tame affairs. weather conditions
Not only that, but with the AC75 having been
proclaimed as self-righting, a capsized boat
may continue racing if it can right itself again
without outside help. Waiheke Island
None of the teams has
been practicing capsizes
Auckland
or recoveries, so it’s a safe
bet a boat that capsizes
will lose the race—unless,
of course, the other boat
capsizes as well...
The course will have
gates at the windward and
leeward ends. The “zone” in
which the rules governing
mark roundings come into effect is 70 meters from the Race, both in Auckland. Undoubtedly many unknowns will be answered
mark. The rule for mark-room is different from the then. At the same time, though one thing you can be sure of is that whatever
normal rules in that if the boats are overlapped when was fast enough to win these early races will no longer be enough to win
the first boat enters the zone, the inside boat automati- the actual America’s Cup. The Kiwis and all three challengers will undoubt-
cally gets room. It doesn’t matter which boat got to the edly continue developing both their boats and their tactics throughout the
zone first, if one of them has right-of-way or if one of intervening months. Remember the way Oracle Team USA continued to
them has to tack to round the mark. The inside boat up its game all through its epic “comeback” in 2013 on San Francisco Bay?
has rights. Elsewhere on the course, starboard tack has Expect these same kinds of performance improvement in 2021. One way or
rights over port, and a boat to windward stays clear of the other, we are in for an exciting America’s Cup! s
a boat on the same tack to leeward. Within 90 meters
of the course boundaries, a boat that is outside and Ed Note: A leading authority on the America’s Cup, Jack Griffin is a widely
overlapped or clear astern must give the other boat published journalist and author of the book Turning the Tide, which provides
room to sail her proper courses. This includes room to the definitive account of Oracle Team USA’s “comeback” in the 2013 Amer-
tack or jibe. In other words, you can’t force the other ica’s Cup. He is also a former brand manager for the Alinghi America’s Cup
boat out of bounds. team and a member of the America’s Cup Hall of Fame selection committee.
At press time, Cup fans were still waiting to see the In 2010 he created the web site Cup Experience (cupexperience.com) and
AC75’s do some actual racing in December during the has more recently created the site “Cup Experience Club,” (club.cupexperi-
America’s Cup World Series regatta and Christmas ence.com), offering the latest inside scoop on all things America’s Cup

S A I L M AG A Z I N E
53
AS BEAUTIFUL AS IT IS NOTORIOUS, THIS RUGGED CORNER OF THE NORTH ATLANTIC
HAS LONG BEEN ONE OF THE WORLD’S MOST VIBRANT SAILING GROUNDS
BY RUPERT HOLMES
PHOTO BY RUPERT HOLMES
 A trio of Ultrime tris sets
out on the 2020 Brest
Atlantiques race, the newest
of the many extreme events
that have started out from
this part of the world

F
ew bodies of water have such a fearsome reputation—or have exerted as powerful an effect in shaping the
course of history—as the Bay of Biscay. Enclosed by the Atlantic coast of France and northern coast of
Spain, the bay measures less than 350 miles from headland to headland, but is approximately 250 miles
deep. At 86,000 square miles, it covers roughly two and a half times the area of Lake Superior.

Today, Biscay is associated with races like the Vendée Globe and the Biscay’s weather and geography were also significant factors in the
Mini Transat. Yet these events and the attendant innovative boatbuild- many sea battles fought there between British ships and those of France,

PHOTO COURTESY OF BREST ATLANTIQUES (ABOVE)

ing industry based on the Atlantic coast of France are just the latest
chapter in a fascinating maritime history.
Central to this history is the area’s rough weather. The region has long
been feared by seafarers, and in the days of trading under sail, becoming
“embayed” in Biscay could spell disaster for square-riggers, in particular.
To this day it demands respect from commercial shipping—the past 45
years alone have seen no less than three large tankers founder off the
port of A Coruña on the tip of Spain, spilling more than 230,000 tons of
oil in the process. Thankfully, the resulting mess has been largely cleaned
up, and the area’s marine ecosystems are recovering. Nonetheless, there’s
good reason why the Spanish call this area la Costa de la Muerte—the
Coast of Death.
Spain and Germany for over 450 years until the end of World War ll.
During the Napoleonic era, for example, from 1803 to 1815, the sea
state in many of the battles that took place on the Bay of Biscay pre-
vented French vessels from opening their lower gun ports, significantly
restricting their firepower. Equally, the lee shore was an ever-present
danger, with single incidents capable of inflicting hundreds of deaths.
Many times during the British blockade of the port of Brest, the fleet
was forced by the weather to retreat up to 40 miles out in the Atlantic to
avoid being cast up on the rocks close to land.
Today, although Biscay is often thought of as an area for yachts in transit
to simply get over with, there are also excellent cruising areas to be found
there, particularly along the French coast between Brest and La Rochelle,

J A N UA RY/ F E B R UA RY 2 0 2 1
56
 and among the rias, or bays, of
Galicia in northwestern Spain.
With waters warmed by the Gulf
Stream, the area is also a good deal
more comfortable year-round
than its latitude might suggest.
That said, the bay can also
represent a substantial barrier
for Northern European yachts
heading south to sunnier climes.
This is especially true out of
season in winter, when the area
is pummelled by low-pressure
system after low-pressure system
coming out of the west. These
can produce dangerous waves
on the edge of the European
continental shelf, where depths
rise from more than 13,000ft to
less than 700ft over a distance of Old meets new in France’s
crowded port of La Rochelle
little more than 30 miles.
Many European sailors have
scary stories of Biscay crossings, including more than a few whose yachts tion as a potentially treacherous stretch of water, due largely to the
have been rolled upside down. Among the latter is British solo racer Alex headlands, off-lying islands and rock-strewn channels that form the
Thomson, whose IMOCA 60 Hugo Boss was capsized by a rogue wave some Chanel du Four and Raz du Sein. These have tidal ranges of 20ft or
80 miles off A Coruña during the 2015 Transat Jacques Vabre race. more and tidal currents exceeding 5 knots. Further complicating
By contrast, during the summer months there can be prolonged things, less than 10 miles offshore lies the Ushant traffic separation
periods of high pressure with little wind. These conditions can also be scheme, with some of the world’s busiest shipping lanes.
found in the winter and offer the opportunity for an incident-free pas- At the same time, the Rade de Brest provides a sheltered sailing
sage in any season. However, before setting out it’s important to watch area of some 70 square miles, while Douarnenez bay immediately to
for a weather pattern with low pressure to the south of a high-pressure the south offers an even larger, though less sheltered, playground.
system, as this can create very strong easterly winds, especially in the From there, a wonderful cruising ground opens up along the 200
southwestern part of the bay. miles between Douarnenez and La Rochelle. There’s an amazing mix
of long sandy beaches, deeply indented bays, sheltered estuaries and
PAINTING BY THOMAS WHITCOMBE,1763-1824 (RIGHT); PHOTO BY ADOBESTOCK/KATEAFTER (ABOVE)

FRENCH ATLANTIC COAST iconic harbors, including Les Sables d’Olonne, host of the Vendée
The northwestern extremity of France has a well-deserved reputa- Globe and Global Ocean races.
Today this part of France is home to many
The French and British of the best-known brands and most innovative
lock horns yet again in companies in the sailing world, ranging from
the Battle of the Basque high-tech inflatable sailing dinghy manufactur-
Roads near the port of er Tiwalea to Marsaudon Composites, a builder
Rochefort, France
of large performance cruising catamarans, and
Groupe Beneteau.
At the same time, there’s also a great deal of
enthusiasm for traditional craft, with the region
hosting a plethora of classic boat festivals, some
featuring 1,000 vessels for more, like the Brest
International Maritime Festival. These include
everything from fishing luggers and rugged
workboats originally built for cargo-carrying—
or in many cases smuggling—to the most
exquisite of yachts.
The off-lying islands are also part of the appeal
of this region and add interest for anyone cruis-
ing here. Ile d’Ouessant (commonly referred
to as “Ushant” by Brits and the starting and

S A I L M AG A Z I N E
57
A Coruña, Spain, is one of
the many historic cities France’s maritime
rimming the Bay of Biscay history is on full
display in the many
restored vessels
that ply the bay

end point for the Jules Verne nonstop round-the-word sailing trophy) is
remote and windswept, while Ile de Groix, Belle Ile, Ile d’Yeu and Ile de
Ré offer a chance to relax at a slower pace, even with the latter being con-
nected to La Rochelle via a giant bridge.
During the Second World War, German U-Boats were stationed at
Brest, Lorient, St. Nazaire, La Rochelle and Bordeaux, where they were
berthed and hauled ashore for maintenance in giant concrete hangers
built to an astonishing specification, with 23ft-thick steel-reinforced
roofs for protection against Allied air raids.
Today, in Lorient, one of the bigger hubs of the offshore racing scene,
these same hangers have become home to Lorient La Base, a vibrant
or has been rebuilt. The plazas and streets to the north of the old docks,
some of which date back to the 15th century, teem with character and
the most incredible variety of cafes and restaurants imaginable.
From La Rochelle the mouth of the Gironde, one of Europe’s larg-
est rivers, is another 30 miles to the south. The bar here is dredged
for commercial traffic, and there are marinas near the mouth of the
estuary. Visiting yachts also often stop here en route to the Canal du
Midi, a short cut from the Gironde to the Mediterranean for vessels
with a draft of 4ft 6in or less.

PHOTOS BY RUPERT HOLMES (ABOVE LEFT); BY ADOBESTOCK/JEANPIERRE (ABOVE); MAP BY STEVE JYLKKA
training and boatbuilding center. When I was last there, during the
buildup to the 2018 Route de Rhum singlehanded transatlantic race,
roughly one-third of the 123-strong fleet was preparing for the race here, 100 m
including a trio of giant 98ft Ultime foiling trimarans, five IMOCA 60s
and too many Class 40s to count.
In France, offshore racing is a national sport, with top sailors
becoming household names similar to footballers and pro basketball
players elsewhere. However, it’s also refreshingly egalitarian. And the
docks here are open for anyone to see the top boats and skippers hard
at work, whether it be Jérémie Beyou aboard the IMOCA 60 Charal
or British sailor Sam Davies and her team aboard the boat, Initia-
tives-Cœur. La Base is also home to an excellent maritime museum
dedicated to French sailing hero Eric Tabarly and (of course!) the
history of submarines.
To the southeast of Lorient is the Gulf of Morbihan, a 44-square-mile
natural harbor with numerous islands, stunning anchorages and yet
more tides demanding of respect, especially the springs. The surround-
ing area is also home to a wide range of megalithic monuments and the
stunning medieval city of Vannes.
Continuing south-southeast, brings you to the city of La Rochelle,
where the marine industry is truly king, with a municipal marina opened
in 1972 that has since expanded to become the largest in Europe, with
more than 5,000 berths. Although La Rochelle was the last city in France
to be liberated at the end of World War ll, much of the old town survives

J A N UA RY/ F E B R UA RY 2 0 2 1
58
 The Tower
of Hercules
lighthouse in A
Coruña, Spain,
dates back to
the second
century CE
South of the Gironde the Biscay coast is lined by miles of massive sand
dunes. It’s a stunningly beautiful but remote area with no safe havens,
right up until you reach Basque country, a separate and distinct regional
culture spanning the Franco-Spanish border.
Most Basque harbors, including the two best-known ports of Bilbao
and Santander, are on the Spanish side. However, they are typically
much less visited by cruising yachts simply because they represent such
a big detour for boats heading south, with the overwhelming majority
heading straight for Galicia.
SPAIN AND GALICIA
It’s impossible to avoid being awestruck by the ruggedly crenelated
coast that results from the many Spanish rias highlighting this area.
Ports range from bustling cities to quiet and astoundingly friendly
backwaters, like Muros.
A Coruña is the most popular landfall for boats crossing the bay. It’s
an attractive coastal city with an appealing old quarter near the marinas
and a maritime heritage stretching back millennia. The headland outside
the port, for example, is the site of the world’s oldest lighthouse still in
use. It was constructed by Roman engineers in the second century CE,
with the original 112ft-high tower extended to 181ft in 1788.
Impecunious cruisers used to hang out for extended periods at anchor
in A Coruña while waiting for good weather to round infamous Cape
Finisterre on their way south. However, the bulk of the old anchorage
has since been replaced with a huge marina, the outer sections of which
are sadly untenable due to the swell and surge.
As a whole Galicia is enormously less expensive to cruise than, say,
the more popular parts of Europe and the Caribbean. However, there is
a price to be paid for the area’s luscious greenery, in that is the fact that
PHOTO BY RUPER HOLMES
this is by far the wettest part of Spain, with rain on average every second
day in winter. Fortunately, it’s warm here year-round, and the weather is
a good deal drier between June and September.
For those with time, it’s worth venturing inland to Santiago del Com-
postela, an easy half-hour train ride south from A Coruña. This ancient
city, with many fine buildings including a magnificent cathedral dating
back to the 12th century, is the
regional capital of Galicia.
It’s also the end point of the
Camino de Santiago (Way of
St. James), an iconic Catholic
pilgrimage route travelled by as
many as 300,000 people each
year by bicycle or on foot. Many
of these same travellers continue
overland to the lighthouse on
Cape Finisterre. It even recently
became possible to include a
voyage under sail to Galicia, en
route to Santiago, as part of the
pilgrimage.
TRANSITING THE
BAY OF BISCAY
For most people, crossing the Bay
of Biscay will consist of a pleasant
three-day passage in fine sum-
mer weather. In fact, I actually abandoned my first attempt, cruising a
1970s-era half tonner, not because of inclement weather, but because the
delights of the French coast struck me as being far more appealing than
the prospect of two days motoring across a ridge of high pressure.
Never forget, though, that the bay’s reputation for ferocity is richly
deserved and should never be underestimated. In addition to heavy
weather, fog can also be a problem in the spring and early summer, espe-
cially when approaching land at the end of the passage.
Pilot charts show gales recorded 13 percent of the time in win-
ter, decreasing to one to two percent in between June and August.
However, while long spells of settled weather are common at this time
of year, there’s no guarantee of an absence of strong winds, and you
should never let your guard down. In June 2019, Storm Miguel re-
sulted in the deaths of three French lifeboat crew, no less, when their
vessel overturned in winds of over 70 knots. I experienced this same
storm myself 36 hours earlier while on passage from the UK to the
Azores, when it crossed our path as a rapidly intensifying secondary
low. It was no laughing matter.
The fact that the distance from Ushant to A Coruña is approximately
340 miles makes for an easy sail given a free wind. Breaking the trip up
into shorter hops is also an option. The distance from La Rochelle to
Santander in Spain, for example, is only 200 miles, although this diversion
will result in your having to sail almost twice the distance overall.
Those heading for destinations farther south, including the Mediter-
ranean and Canary Islands, without stopping might want to consider
staying farther offshore, outside the shipping lanes. This will also keep
you clear of the headlands and confused seas off Galicia.
Unfortunately, boats travelling north from Portugal or the Medi-
terranean have to contend with the northeasterly trades. With that
in mind, those with plenty of time often choose to avoid Biscay Bay
altogether and follow a route well offshore toward the Azores. Vet-
eran delivery skippers, however, invariably opt for the shortest route,
making best use of the lighter airs typically found overnight and in
the early morning to make their way north as quickly as they can
under engine. s
S A I L M AG A Z I N E
59
SURVIVING
HURRICANE SALLY
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Story and photos by Annie Dike

PHOTO BY XXXX XXXXXX; ILLUSTRATIONS COURTESY OF XXXX XXXXX

The sight that greeted the author when

she arrived at the marina was a horrific
one; Phillip ponders the powerboat sunk
directly astern of Plaintiff’s Rest (at right)
G “This is U.S. Coast Guard, sector Mobile, Alabama. We just
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T
hat was 0900 Wednesday, September 16th, by which time
Hurricane Sally had already unleashed the bulk of her sav-
agery—many boat owners in Pensacola, Florida, just didn’t
know it yet, my partner, Phillip, and me included. Before that
USCG call, all we knew was that when we had left the day be-
fore, Plaintiff’s Rest, our 1985 Niagara 35, was
tied securely in her slip at Palafox Marina.
Rewind to five days earlier, Friday, Sep-
tember 11. Another pivotal call comes that day.
The shipyard informs Phillip and me that if we
are going to haul out for Tropical Storm Sally,
today is the day to confirm. As our most extreme
storm-prep measure, hauling-out is something
we only do if it is likely a hurricane will make
landfall. At this time, though, NOAA has Sally
only developing into a tropical storm and shoot-
ing straight across the Gulf of Mexico to make
landfall Tuesday at the Louisiana-Mississippi
border, over 150 miles to our west. The decision
of whether or not to haul, as with many when it
comes to predicting storms and preparing the
boat, sits on our chests like a lead vest. Taking
into account the forecast and Palafox Marina’s
PHOTO BY XXXX XXXXXX
decision not to order an evacuation, Phillip and I decide to stay put.
“You got this, baby girl,” I whisper to our boat as we button her up for
Sally. “Just a storm,” I add, giving her a pat on the bow. It’s a bow I’ve seen
crush into 8ft waves while thundering our way to Cuba. It’s a place where
I’ve squealed at dozens of dolphins as she brought us gallantly across the
Gulf Stream to the Bahamas. It’s also been the nook where I’ve curled up
and watched a hundred golden sunsets, the place where I’ve repeatedly
stubbed my toe on a hatch that has never moved, but which continues to
take me by surprise.
As I look around the marina I see a few other owners fidgeting with
fenders, closing hatches and, like me, patting bows. The bow is the tip
of the spear that leads us to unprecedented adventures, to infuriating
but uniquely-rewarding boat projects, to the freedom, youthful fun and
occasional fear that sailing brings. It is a vast spectrum of incomparable
experience that is only possible by boat. It is also the reason we all accept
the risk of living and sailing in the troubled paradise that is the Gulf
Coast during hurricane season.
Although we have taken most of our canvas down and tied extra lines
with chafe guards, many other owners, unfortunately, have not. We
Pensacolians are expecting only moderate winds, heavy rains and a pos-
sible 2ft to 3ft storm surge that is not exceptionally worrisome with our
floating docks. Our neighbor to the south is, luckily, out having engine
work done. To our north sits a tall Sea Ray. The next slip over is home to
 Left, from top: Initial forecasts had Sally
tracking to the west of Pensacola; at the
last minute the storm turned abruptly
north; the actual storm track showing
Sally slowly moving inland

Cattywampus, an impressive Manta 42 catamaran, doted on by her new

owners and our good friends, Stephen and Beth. Like us, they’ve taken
the extra step of removing their dodger. This is only their second hur-
ricane season in Pensacola.
“We tied umpteen hundred lines!” Stephen informs us via text. “Did
we do it right?”
Our banter is light, as the track holds fast to the Louisiana-Mississippi
border. We even see boats coming into our marina from Louisiana,
fleeing Sally’s expected path. Although known for its hair-trigger in the
past, Palafox Marina does not issue any evacuation order. As of Monday,
September 14th, Pensacola is just outside NOAA’s cone of uncertainty,
under a tropical storm warning with only a 50 to 60 percent chance of
35-74 mph winds.
Later that same night, though, Sally turns her Medusa head slowly
toward the east, as if eyeing a new target. She has stalled on her once-
steady path to the west, taken a terrifying right turn and slowed to an
infuriating 2 mph. When the Tuesday afternoon forecast arrives, the
heart of every boat owner in Pensacola lurches to a brief stop. It is now
clear we are going to experience Category 1 conditions, with winds from
74 to 95 mph. Worse yet, we are positioned in the worst, most unforgiv-
ing, northeast quadrant of Sally’s path. Many boaters are calling each
other, texting, asking if they should tie more lines, try to move the boat,
bury their heads, pray, puke, cry? We only have a few hours of daylight
left. Limited by boatspeed, bridge heights and the increasingly dangerous
conditions out on the gulf, we have no choice but to stay put. The truth
guts us. Sally is coming—and we are all tied to docks directly in her path.
Darkness falls. Winds beat the house with fury. Tree limbs the size
of vehicles crash to the ground. Transformers explode like bombs. The
power goes off. We check our phones for service and learn a number of
the massive SKANSKA work barges used to construct the new three-
mile, four-lane bridge to our neighboring city, Gulf Breeze, have broken
loose in the storm. One has even ground its way into the new bridge. The
news is another gut punch. Stephen forwards us a text from a dockhand
at the marina: “Not good, man. I believe the marina is gone.”
My throat tightens, as I hear tears in Stephen’s voice when we call.
“We just got a call from the Coast Guard…” he says. (It was Stephen
and Beth who received the heartbreaking call at the beginning of this
story.) Knowing that what once was sitting high and dry on a top shelf in
your saloon may now be underwater can only be described as crushing.
Stephen sends us a grainy photo he received from the marina. It’s Hurri-
cane Ivan all over again. A mighty hand has come down and piled up the
boats there like toys in a bathtub. It’s a slaughter. We do not think. We
run. Phillip and I brace against telephone poles as we claw and wade the
short mile to our marina, squinting through driving rain to try and spot
tree limbs or metal scraps flying at us in the 40 mph gusts.
Boats are severed, cracked, stacked. Shredded sails pop at alarming
decibels. The memory of that scene sickens me to this day. Not seeing
a white and green sailboat in the pile, I take off, sprinting to the end of
the pier believing—perhaps insanely—that I see Plaintiff Rest’s mast still
upright in her slip. By some miracle, our girl, among absolute wreckage,
is afloat! I scream through tears, “Hold on!” But my words are swallowed
by the wind. A powerboat has sunk directly behind her pinning her in.
She heels with every blow, but she’s holding on! Broken boats and docks
lunge at her with every wave and gust. I fear watching her demise would
be even worse than arriving to find her already wrecked. However, in
that same moment I can’t really define what “worse” means, as Phillip

J A N UA RY/ F E B R UA RY 2 0 2 1
62
 None of the boats in the
marina emerged from
the storm unscathed
and I now see—no longer grainy, but abrasively clear—Cattywampus
already gone to the bottom, submerged. Not 60ft from where our own
boat is still fighting for her life, Stephen and Beth’s beautiful catamaran
is already lying in her grave. Later on, Stephen would describe, in detail,
what it was like discovering what had happened:
As Beth and I slowly made our way to the marina, we strongly suspected
we’d lost our boat. Between the texted photo and the call from the Coast
Guard, we knew Cattywampus was deeply submerged and was likely never
coming back to us. We took a deep breath and hugged each other tightly before
we walked onto the dock to survey the cataclysmic damage to the marina. We
thought we were mentally prepared to see her—but we were not.
Cattywampus, a whimsical name we gave our “dream” boat before we
ever saw this Manta 42, was nearly unrecognizable. Her starboard hull,
cockpit and saloon were completely underwater. Her port hull, cabintop
and mast were her only identifying characteristics. But, they laid witness.
It was her. And she was gone.
Beth and I collapsed into each other’s arms and let out a flood of emo-
tions we’d been suppressing throughout the onslaught of the storm. It was
finally over, and our hearts were broken.
Cattywampus was the result of over six years of planning, dream-
ing, and saving and—for two newbie sailors—we couldn’t have
asked for a more wonderful first boat. As we sobbed, we thought of
the many sunsets we’d enjoyed from Cattywampus’ cockpit and the
different anchorages we’d shared with friends as they helped us learn
the cruising ropes. After nearly three years of owning her, we knew
we were sailors now. Sailing would continue to be a part of our iden-
tity. But at that moment, we felt—lost.
Meanwhile, as Hurricane Sally continues to rage, Phillip and I move in
a kind of wordless state of shock as we crawl over the butchery that was
our beautiful marina to assess the gouges, bangs and rudder damage on
our boat. We tie more fenders around her from foregone vessels. It feels
funereal doing so. While trying to push her farther into her slip to avoid
her rudder breaking off on the boat sunk beneath her stern, I hear an
unsteady voice behind me.
“How can we help?”
It’s Stephen and Beth. With tear-streaked faces, their hearts sunk behind
them, they have come to offer us help. I think
that moment is even more deeply burned into
my memory than the sight of seeing Plaintiff’s
Rest still afloat—such solidarity, such generosity
in the face of such tragic loss. We later learned
many who stayed aboard their vessels during the
storm tried to save any other boat they could,
even in winds of 120 mph, “before my anemom-
eter blew off” one liveaboard told me. Owners
with sunk vessels cheer when they see our brave
girl still afloat. “Sally didn’t get us all!” they say.
As more Pensacolians emerge, we find 22
SKANSKA barges scattered like wrecking balls
across the bay. Some of them demolished docks
and other boats. Many landed in peoples’ yards.
The fact that SKANSKA, a multi-million-dollar,
global contractor with a fastidious eye for the
weather, was caught off-guard, tells you some-
thing. As SKANSKA explained:
“The sudden shift in the intensity, direction
and duration of the storm was unprecedented and entirely unexpected
by the entire Pensacola community. Unfortunately, it was neither safe
nor feasible to attempt the removal of barges and other equipment
in the brief period between the storm’s sudden intensification and its
ultimate landfall.”
Sadly, in the days that follow we learn of all too many other boats in
Pensacola that have met this same terrible fate.
“She’s wrecked,” one sailor tells us.
“She sank,” says another.
“The insurance company totaled her,” says a third.
Still, our losses bond us as well. People help one another remove ev-
erything salvageable from their lost vessels. They scrub slime with steely
determination. They save sails, winches, dinghies, tools and, of course,
sentimental items as well. A laugh escapes me when I see Stephen in his
self-proclaimed “survivor hat.” It’s more gray and frayed than I remem-
bered, but the logo is unmistakable: Cattywampus.
Within weeks, most of those same sailors whose boats were a total loss
are already starting to look for their new “forever boat.” The exciting task
of finding their new girl is a salve to their wounds. No one even thinks of
giving up. Move away from the coast, stop with this hurricane lifestyle that
to some may seem to boarder on insanity? Never. As hard as it might be in
the face of storms like Sally, it’s also our deeply rooted love for sailing that
keeps us sane, keeps us bleeding and cursing through boat projects, keeps
us gripping to the helm on a frightening, but secretly thrilling, night watch.
Sailing is the tip of our spear here in paradise, in the path of destruction,
even. Storms are going to come to our part of the world whether we sail
or not. Letting them take everything, including our love of sailing, is out of
the question. It’s precisely our passion for sailing that keeps us plunging
ever onward, compels up to tack our way into the next chapter of our lives,
even in the wake of a catastrophe. s
Ed note: It was only this past summer, around the beginning of the 2020
North Atlantic hurricane season, that Annie Dike wrote an article on lessons
learned after having survived another recent pair of hurricanes. To read more
about Dike’s insights on storm prep, see Jacks versus Slacks in SAIL’s August/
September 2020 issue
S A I L M AG A Z I N E
63
 BOAT WORKS DECK GEAR

The Lowdown on
Low-frictions Rings
Graham Snook looks at where you can and can’t replace regular
blocks with these handy bits of gear

Y
ou may be surprised to learn there’s ring, or have discounted them as race-tech
Small but mighty: nothing new about the half-doughnut- gadgetry, think again. Made of lightweight
a selection of half-sheave-shaped bits of aluminum hard-anodized aluminum and available for line
low-friction rings known as low-friction rings. In fact, sizes from ⅛in to 1in (with external diameters
PHOTO AT TOP BY GRAHAM SNOOK

(from top) made

low-friction rings, in one form or another, go back
by Harken, Barton
and Ropeye thousands of years in the form of the traditional
lignum vitae wooden single deadeye. They have
more recently been brought up to date for the
simple reasons that they’re cheap, lightweight—
and they work.
If you haven’t come across a low-friction
from ½in upward), they can, in fact, serve a
multitude of uses.
Around the outside is a rounded groove
much like that of a traditional sheave. However,
in the case of a low-friction ring, the running
line feeds through the hole in the middle,
which has been rounded in all directions to

J A N UA RY/ F E B R UA RY 2 0 2 1

The adjustable genoa
lead shown here
represents one of the
most popular uses of
low-friction rings
allow the line (or lines) to pass through as
smoothly as possible. The outside groove, on
the other hand, is used to secure the ring at the
end of another piece of line with a loop.
Simple enough. However, this bit of kit
can be used for everything from fairleads
and through-deck fittings to snatch and foot
blocks, thanks in part to the fact that, unlike
traditional blocks, once in position they allow
a line to exit in any direction.
Rings can be especially tempting for the cost-
conscious sailor, since a comparable block can
cost hundreds of dollars. However, in answer to
the question, “Are they as efficient?” the answer
is, no. Which means that while they can be
used to replace blocks in many applications,
they can’t be used in all of them.
That said, rings can be used with a wide
range of lines material, and given their inherent
strength when used with strong-as-steel UHM-
WPE materials like Spectra and Dyneema, they
can be incredibly robust for their size. Better
still, unlike a conventional block, which will
disintegrate upon reaching break load, a ring
supported by a piece of line will simply deform.
To get an idea what kinds of loads we’re
talking about here, figure a 3in/75mm block
for a 10mm line may weigh around 7-14 oz.
and have a SWL (safe working load) of 1,100-
1,900lb. A comparative low-friction ring will
weigh less than half an ounce and have an
SWL of 3,500lb.
Again, though, while low-friction rings can
replace blocks in many situations, there’s a
caveat: doing so will increase the friction within
the system. These are, after all, “low” friction,
not “no” friction rings we’re talking about here.
Also, unlike a block, where the amount of
friction will be constant and fairly minimal no
matter the entry and exit angle of the line or the
type of cordage used or the load it’s under, the
same cannot be said for low friction rings. Ad-
just any of the above variables and the friction
between the line and a ring will also change.
As an example, take a block, pass some ¼in
Dyneema through under minimal load and
deflect 30 degrees. The increase in friction will
be barely noticeable. By contrast, a ½in line
with a hard-wearing high-friction outer cover
of Aramid/Technora passing through a ring
and loaded up at 1,000lb or more will increase
the coefficient of friction dramatically. Passing
the line through the ring under load will also
generate heat.
With this in mind, rings work especially well
in settings where a line doesn’t move a lot: in
other words, static or semi-static applications.
They are also good when used to deflect loads
A pair of lashed
Harken rings takes
the place of a
conventional block in
another genoa-lead
application
less than 90 degrees. For example, as, say, head-
sail fairleads they can work wonders.
By contrast, they work less well as turning
blocks where it’s necessary to reverse or deflect
a line past 90 degrees, or when lots of line will
be passing through. As Harken’s Andy Ash-Vie
explains, “On high-line speed applications, like
spinnaker sheets or mainsheets, the friction
and heat can build up fast. It is harder on the
trimmer and on the sheet itself.”
Along these same lines it’s also best to keep
the number of rings in any purchase system
to a minimum, since the friction buildup will
be cumulative with every ring. Ash-Vie, for
example, says he won’t use more than one at a
time, preferring to use a pulley system to get
the mechanical advantage from, say, a cascade
purchase system. Others, however, are less con-
cerned. The ultimate decision is up to you.
Finally, it’s always a good idea to consider
what exactly it is you’re hoping to achieve by
replacing a block, or blocks, with low-friction
rings. Are you doing it just to save a little mon-
ey or will there be a real benefit? This goes for
cruisers and daysailers as well as hardcore rac-
ers. Which is not to say they don’t make sense
on cruising boats. Weight savings, for example,
may seem a moot point aboard a cruising boat.
But try winching up a block-laden mainsail 60ft
or more, and you’ll be happy to make things as
light as you can get them.
What follows are some considerations to
keep in mind when thinking about low-friction
rings in a number of different applications.
TURNING BLOCKS
While it might be tempting to try and save hun-
S A I L M AG A Z I N E
65
 BOAT WORKS DECK GEAR
dreds of dollars by spending $20 on a low-fric-
tion ring instead of a conventional block, doing
so successfully depends on the size of your
boat, the loads at work and the sailing you do.
Because of their increased friction, rings don’t
release smoothly, which means lines under load
can “jump” when eased or trimmed.
Bottom line, with lines that are trimmed
frequently under high load the best solution is
still typically a conventional turning block. That
said, if you’re a set-it-and-forget-type when
flying a spinnaker, then the turning block could
J A N UA RY/ F E B R UA RY 2 0 2 1
66
With this handy
arrangement you no longer
have to move the car fore
and aft to adjust the angle
of the genoa sheet
This cluster of
low-friction rings
takes up far less
space than an equal
number of blocks
is on a furler, and you only raise and lower it at
the start and end of the season, it might be a good
candidate for a low-friction ring. Another good
way to reduce the number of blocks is to run
more than one reefing pennant from the boom
back to the cockpit through a single ring, as you’ll
only be using one of them at a time.
DECK ORGANIZERS
Where low-friction rings and fittings are truly
in their element is deflecting semi-static lines
(i.e., lines that don’t move a lot) under load.
Low-friction deck organizers (close cousins to
low-friction rings), for example, take up much
less room than those with sheaves. You also
be replaced with rings attached to strong points
(like cleats, toerails or padeyes) with a store-
bought or homemade strop. Just keep in mind
that potential friction buildup.
MAST BASE BLOCKS
PHOTOS BY GRAHAM SNOOK
If the base of your mast is getting crowded with
blocks, as is often the case with older boats in
particular, replacing some of the lesser-used ones
with rings is a great way to free up some extra
A pair of low-friction
space. Keep your good-old roller blocks for the
deck organizers
main and spinnaker halyards. But if your genoa

A ring lashed to a stanchion
base ensures a clean run for
a headsail furling line
don’t have to worry about them getting bunged
up with salt.
FURLING LINES
There is no doubt a low-friction ring works
better than a seized or twisted block, and
few blocks on board get as salt-encrusted as
those used to guide headsail furling lines aft.
Several rings attached to an equal number of
stanchions will typically work well, especially
when there is little load. Again, though, as the
load on the furling line increases so will the
friction on each ring. This will all add up, so
the fewer rings the better.
Low-friction rings can
often be found doing
duty as cascading
backstay adjusters
VANGS AND BACKSTAY SYSTEMS the track in order
Low-friction rings can also be used successfully to do so. Of course, RESOURCES
in a semi-static purchase systems like those fully adjustable
Antal Marine antal.it
found on vangs and adjustable backstays, where genoa cars can also
loads can be high but the movements/size of be prohibitively Barton Marine
bartonmarine.com
the adjustments is small. Rings lend themselves expensive given the
especially well to cascade purchase systems, in value of many older Colligo Marine
colligomarine.com
which the load is roughly halved with each ring yachts; however,
pulling down on the ring directly above, with a much cheaper Harken Inc. harken.com
the static ends all attached to a single point. solution can be had Ronstan ronstan.us
As the loads decrease, thinner line and smaller using a ring as a
Ropeye ropeye.com
rings can be used to further decrease weight downhaul in front of
and increase savings. the car to bring the
lead down closer to the deck. This will serve
LAZY JACKS the same purpose as moving the genoa car
Using small rings with nice, thin lazy jack forward, thereby tightening the leech and re-
ducing twist—an especially handy tactic when
Their lightweight going off the wind or when a furling headsail
makes low-friction is reefed. To make the loads more manageable,
rings ideal for use friction rings can also be used to increase the
with lazy jacks mechanical advantage of the system on its way
back to the safety of the cockpit
REEFING LINES
Friction is the enemy on any mainsail reef-
ing system and if you want the most efficient
single-line reefing system you’ll have to put
your hand in your pocket and spend money on
high-load blocks and sheaves with bearings.
That said, you can also try going with a ring on
lines means less sail chafe than would result the leech with little gain in friction. Be warned,
from using smaller, more expensive blocks. though, if you have a single-line system don’t
By running the lines through rings, the sys- be tempted to replace the block at the luff, as a
tem will also be lighter and the airflow over
the surface of the sail less disturbed.

IN AND OUT-HAULERS
An area in which rings are especially popu-
lar is as barber haulers or other systems
used to adjust headsail sheeting angles.
Typically, a genoa sheet runs back to an ad-
justable genoa car on a track. Forward of the
car, though, close to the clew, the sheet can
also be run through a ring that is controlled
from the cockpit and used to pull the clew
closer to the boat’s centerline, narrowing
the slot between the headsail and the main.
An out-hauler, or barber hauler, does the Reef points are another
opposite, pulling the sheet outboard to open good place for low-
up the slot when off the wind. friction rings
PHOTOS BY GRAHAM SNOOK

GENOA SHEET TWING
Sailors of older boats often cannot adjust the
genoa sheet lead under load from the cockpit,
since the pin in the genoa car has to be pulled
up, and the genoa car physically moved along
lot of line has to pass through at this point and
shaking out a reef can become the devil’s work
if you introduce more friction. Be happy that
instead of buying four or six blocks you have, at
least, halved the number. s

S A I L M AG A Z I N E
67
 BOAT WORKS UPGRADES
reach it. Second, it was difficult to squeeze in

A Better Saloon Table and out at the aft end, because of the chart
table bulkhead being in the way. The result
was a very substantial but also very impracti-
Veteran DIYer Roger Hughes explains how he vastly cal arrangement—impractical enough that I
eventually decided to build myself a new, more
improved his boat’s dining area versatile table from scratch, one that could,

T
he original saloon table in my Down
East 45 schooner was a single heavy
sheet of ¾in laminated plywood, 27in
wide by 57in long. It was supported on
two substantial aluminum pedestals locking into
a set of large round collars screwed to the sole.
There were two annoying problems with this
“structure.” First, it was permanently mounted
on the port side of the saloon in such a way that
people sitting on the starboard settee couldn’t
among things, seat more than three people.
My new design would have a narrow fixed
center section, with hinged leaves to either side
that would swing up to reach the settees to both
port and starboard. The ideal table height given
the height of the settees is about 28in, which
meant the two drop-down leaves could be no
more than 27in wide. Otherwise, they would
catch on the floor when hinged down. Posi-
tioning leaves of this width so that they would
reach the settees left a 13in space in the middle.
This became the width of the fixed center sec-
tion. The new table would be just 43in long.

GETTING STARTED
I started with a 4ft-by-8ft sheet of oak ply-
wood, which I got from Lowes Hardware for
$54. The good people at Lowes also cut the
The original
sheet to the three panel sizes I wanted on
saloon table as
seen from the their circular saw, saving me a lot of time and
starboard-side
settee: large
but impractical

Looking aft
at the new
saloon table:
as practical as
it is glossy!

PHOTOS BY ROGER HUGHES

J A N UA RY/ F E B R UA RY 2 0 2 1
68

The three new table
sections with their
corners rounded off
Applying the contact cement to
the plywood with a roller before
securing it to the laminate
trouble, as it made it possible to fit all three
pieces in my car. To get the rounded corners
I wanted I used a round tin lid to give me a
radius and then cut the corners with my jig
saw and a fine scrolling blade.
I decided to laminate the table tops with a
Formica type melamine laminate that is both
hard and scratch-resistant. I found exactly
what I wanted on the Wilsonart website (will-
sonart.com): a realistic looking teak-grained
laminate called Nepal Teak, which with its
high-gloss finish looks just like the real thing
and which I was able to special order from
Lowes for $94. When it arrived, I cut the
3⁄64in-thick material to the approximate size of
each table section using metal cutting shears,
leaving a ½in overhang all round. I then
glued the three pieces onto the plywood using
Weldwood “original formula” contact cement.
Joining large surfaces of laminate with contact
glue is a one-shot process with zero wiggle
room, due to the fact contact cement bonds
instantly. To make sure I got it right I placed
each laminate piece on a bench glue side
up, then laid a thin wooden batten at either
end before putting the plywood on top, glue
side down. The purpose of the wood battens
was to keep the two pieces apart as I located
the plywood accurately above the laminate.
The central plywood
panel and veneer
prior to joining the
two with contact
cement
Various bits and pieces of leftover
teak served for making the trim pieces
After that, it was a simple matter of sliding
the battens out of the way and pressing down
on the plywood to join the two layers. I then
placed the boards on some paper on the floor
and walked all over them in my deck shoes.
This applied the 75lb pressure called for in
the gluing instructions and then some, firmly
pressing the pieces together.
BITS AND PIECES
After setting aside the boards overnight so the
glue could cure, I carefully trimmed the lami-
nate flush with the edges of the plywood, using
a router with a vertical cutting bit and roller
bearing guide. This produced a sharp edge to
which I intended to fit teak trim all round.
I had some ½in thick teak slats left over from
an earlier rebuild of my forward cabin that were
just right for making the straight edge trim
for the panels. These, of course, were much
too thick to bend round the corners, so I used
my jig saw to cut the necessary rounded trim
pieces from some other bits of teak I had sitting
around. All the trim pieces had to be drilled
and counter bored, then screwed and glued to
the edges of the three boards. The 75 holes had
to then all be plugged and sanded.
I decided to add fixed fiddles on the center
section, because things invariably get placed
there that are liable to slide off as soon as the
Fiddles surround the new center section (left)
to ensure nothing goes adrift if left there in a
seaway; a close-up of one of the leaf hinges
the author used (above)
S A I L M AG A Z I N E
69
 BOAT WORKS UPGRADES
A close-up of one
of the cabin-sole
bushings
One of the legs used
to support the two
hinged leaves when
they are deployed
A close-up of one of
the pins at the end
of the legs; note
the C-clip used to
secure the leg to the
bottom of the leaf
boat starts rocking, even in the marina. To do
so, I cut the requisite strips to length, beveled
and rounded the tops, and then shaped the
ends in a graceful swan’s neck curve to join the
corner trim. I left the corners open to make the
table a bit easier to wipe clean and also add a bit
of decorative accent. To finish things off, I also
rounded the undersides of the flush trim pieces
while leaving the tops square.
An unusual challenge I didn’t anticipate
was keeping track of all the trim pieces after
they’d been shaped and matched to their
requisite edges and corners. I made 12 corner
pieces, four edging strips for fiddles and eight
other edging trims. All were slightly different,
because my new table is nothing if not hand-
crafted. Lesson learned.
PUTTING IT ALL TOGETHER
With the leaves done, I hinged them to the
center section using a half-dozen stainless
steel sliding pull-apart hinges—three to each
leaf. These also allow the leaves to be easily
detached from the center section when nec-
essary, for example, when I need to access to
the floorboards.
The mainmast compression post on my
schooner consists of a 4in-square post
J A N UA RY/ F E B R UA RY 2 0 2 1
70
The support at
the forward end of
the table’s center
section, also hinged
passing through the saloon to the keelson,
thereby offering the perfect support for the
aft end of the table’s center section. I used a
4in brass-plated butt hinge to connect the
two, screwing one half of the hinge to the
compression post with a teak block spacer,
and the other half to the underside of the
table. This allows the center section to hinge
upward where I can use a strop to hang it
from a deck beam to keep it out of the way.
I can also remove the table completely, by
simply knocking out the hinge pin.
MATERIALS AND COSTS
Plywood sheet for table .................. $54
Laminate for tabletop ..................... $94
Support legs for table leaves ............$6
Five (5) flanged bushings ................ $15
4in hinge ..............................................$4
Teak wood stain ................................ $15
Two (2) barrel latches ....................... $4
Detachable hinges for leaves ......... $30
Sundry screws, glue, clips ............... $10
TOTAL ............................................. $232
To support the other end of the table I
shaped a leg out of plywood, which I then
hinged to the table with a short piano hinge
and spring latch. This allows the leg to fold
flat to the underside of the table center section
whenever the latter is hinged up and out of the
way. I located the bottom of the support with
two pins that set into a pair of flanged bush-
ings in the sole. I made the pins by screwing
¼in diameter stainless wood screws into the
bottom of the support, then hack-sawing the
heads off and rounded them with a file.
To support the leaves I bought two attrac-
tively turned white wood table legs, grandly
termed “Early American table legs,” from
Lowes for $6 a piece. I fastened the top of
the legs to the underside center edge of the
leaves using a small brass hinge, so when not
in use they fold up against the leaves where
they are held secure by a plastic C-clip. I also
screwed some ¼in-diameter pins into the
bottom of each leg which drop into another
set of bronze bushings sunk into the sole.
This makes for a simple yet secure support for
the table leaves—an arrangement that is far
stronger than trying to support them from the
center section as I have seen on other boats,
an arrangement that nearly always allows the
leaves to sag. I also bought two brass barrel
bolt latches from Walmart for $2 each, which I
screwed to each leaf. The bolts both drop into
the flanged bushings set in the sole to stop the
leaves swinging about when in the folded-
down position with the boat underway.
Finally, I stained the white plywood on the
underside of the panels and the table legs
with a teak stain that, when rubbed in with a
rag, makes the wood look amazingly like real
teak. The stain I used (which I bought from a
local hardware store for $15 a quart) is made
by Zar (ugl.com) and called Teak Natural
120. After that I gave everything a couple of
coats of Epifanes high-gloss wood varnish.
It’s now is difficult to distinguish between the
real teak trim and the laminate.
PHOTOS BY ROGER HUGHES
With both leaves extended my new table now
looks positively baronial, with room enough for
six and then some. When the leaves are down,
though, it is smaller than the original and al-
lows access all round. A vast improvement by
any measure! s
 The mission of the Corsair 880 is simple: To provide sailors of all skill levels
the opportunitiy to trailer a boat across continents, be comfortable, and
sail at effortlessly fast speed.

EFFORTLESSLY FAST
PERFORMANCE SAILING

*VYZHPY4HYPUL0U[LYUH[PVUHSc *VYZHPY4HYPULc ^^^JVYZHPYTHYPULJVT

 BOAT WORKS ASK SAIL

BRIAN HANCOCK IS A SAILMAKER, NIGEL CALDER IS AN AUTHOR AND GORDON WEST IS AN ELECTRONICS DON CASEY HAS WRITTEN MANY
WHITBREAD RACE VETERAN AND EXPERT ON BOAT SYSTEMS AND EXPERT WHO SPECIALIZES IN BOOKS AND ARTICLES ON MARINE
CREATOR OF GREATCIRCLESAILS.COM DIESEL ENGINES RADIO COMMUNICATIONS MAINTENANCE AND REPAIRS

SOME RADOME TLC DON CASEY REPLIES

Q: I recently removed my radar’s white radome, which covers the inter- My first advice would be for you to dispose of that 18-year-old
nal rotating antenna. I gave the radome a light sandblasting to clear it of biocide! Diesel fuel formulas world-wide changed dramati-
years of grime and discoloring. Should I paint it, too? cally in 2006-07, with modern biocides almost all now providing for the
— B. Anderson, Aberdeen, MD lubricity lost when sulfur was lowered in diesel. Invest a few bucks in a
biocide designed for today’s fuel.
GORDON WEST REPLIES As to your specific question, biocides get used up doing the job, so
Stop! First, make sure the radar is turned off, and no one could you should dose the entire tank annually. You would also do your engine
accidentally turn it on with you at eye level near the radar internal a favor by beginning to use a diesel-specific fuel stabilizer. Stabilizers
arm. For the now-whiter radome, wear out over time, but they are only effective for fresh fuel. They do not
no paint is necessary. However, a A clean radar is a happy radar freshen old fuel, just delay its degradation. With that in mind, your sta-
coat of wax will help keep it shiny. bilizer dosage should be for the amount of fuel you added. However, use
Be sure the inside of the radome is the “storage” dosage, typically twice the regular treatment amount.
clean and clear of any sand-blasted If the separator remains empty and the fuel filter shows no signs of un-
debris. You don’t want anything get- usual contamination, in my experience most sailors will find that aging fuel
ting into the gearing. boosted annually with a few gallons of fresh fuel will run fine. However,
With a damp cloth, you can you might save yourself corrosion issues down the road by checking with a
also gently clean the face of a test strip for water in the bottom of the tank. If the test is positive, you will,
phased array antenna with those at the very least, need to remove the water. You might also want to empty
little target-like circuit board and clean the tank. Be sure to dispose of the old fuel responsibly.
elements, but do this lightly. On
a slotted array aluminum large OVERACTIVE CIRCUIT BREAKERS
element, blow away any dust or Q: I own a 1983 Hunter 31. About eight years ago I installed a Guest
spider webs. Reassemble, and electronic battery charger for the two onboard batteries. The system
likely you will see long-range works beautifully, keeping the batteries in excellent condition. The prob-
targets better. Just make sure the lem I have occurs when the boat is in storage, and I want to charge the
radar is totally off before you get anywhere near the antenna. batteries. To do so, I attach a male-to-female pigtail onto the male end of
my shorepower cord in order to be able to plug it into a standard 125-volt
AGE-OLD BIOCIDE outlet in the yard. Unfortunately, as soon as I flip the breaker switch con-
Q: I sail on Lake Champlain, where I burn about eight gallons of diesel trolling the charger, the surge protector plug in the yard kicks out. This
per season out of my 28 gal tank. In the fall, I pump my tank full again, doesn’t happen if I plug the shorepower cord into a marine 30-amp outlet
so I do not have any condensation problems. I also use the diesel fuel ad- if one is close by. I have used a multimeter to check the pigtail, and it is in
ditive Racor Diesel Biocide. Normally, over the past 18 years, I’ve put the working order (no shorts or breaks). The tech at the storage marina said
amount of biocide for the amount added, around eight gallons. My ques- this sometimes happens as Guest battery chargers get older, and that the
tion is this: should I continue putting in the amount of biocide for eight only thing to do was replace it. I’d rather not, since it works perfectly in
gallons or for the entire 28 gal tank? My concern is whether the quality of the water and without the pigtail. Any suggestions would be appreciated.
the biocide already in the tank before refueling has been diminished over — William J. Vollmer, Racine WI
PHOTO BY GORDON WEST

the course of the season, or if it’s still active. Also, I have had the same
bottle for all of these 18 years, because the added dose is minimal. Is the
unused product in the bottle still good? I had a little water in the diesel
separator only once, but that’s it. After how long should I completely
empty the tank for cleaning, if ever?
— Pierre Cadieux, Quebec, Canada
NIGEL CALDER REPLIES
Modern marina wiring has something called ground fault protec-
tion. This is designed to detect low levels of leakage current, which
could potentially be lethal. If leakage current above a given threshold is detect-
ed, the circuit is shut down. We do not have this with older marina wiring. My

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BOAT WORKS ASK SAIL
guess is the 30-amp outlet does not have ground fault protection, and that the
125V outlet you are using has a GFCI (ground fault circuit interrupter) simi-
lar to what we all have in our kitchens and bathrooms at home. The trip rate
on these is set at 5 mA—in other words, it takes very low levels of leakage to
trip the breaker. My suspicion, then, is that there is likely some level of leakage
current from your battery charger that is causing this to happen. The question
is how much, and is it high enough to be potentially dangerous? If it is only
a few mA above the GFCI’s 5-mA trip threshold, the answer is basically, no.
However, if it is significantly higher, it could potentially be dangerous. There
are ways of testing for these things, but in the final analysis, I think I agree
with the tech at the yard.
IMOCA 60S AND CRUISING BOATS
Q: I have seen some incredible footage of the new IMOCA 60’s sailing
with the boat practically flying above the water. My question is, while
this new sailing technology is amazing, what benefits trickle down to
ordinary sailors like me, i.e., what is the “Velcro” benefit to the future of
sailing as a sport and a possible commercial technology?
— Stan Barkley, San Francisco, CA
BRIAN HANCOCK REPLIES
It’s hard to predict the future, but if the past is any indica-
tion, there will surely be something. One of the most impor-
tant past “trickle down” technologies, for example, was the invention
Got a question for our experts? Send it
to sailmail@sailmagazine.com
of the roller furler. This technology was pioneered by singlehanded
sailors who needed some way to manage their sails when sailing
alone. Now 99 percent of cruising sailboats have furling units, with
many cruisers also now employing continuous-line furlers as well on
their reaching sails. Similarly, I have noticed a growing number of
production boats now coming standard with retractable foils. They
are obviously not as extreme as the foils found on latest the genera-
tion of IMOCA 60’s. However, they still add a lot to the performance
of the boat. First and foremost, of course, having a foil sticking out to
leeward stops the boat from heeling. It also provides some lift, which
in turn reduces the displacement of the boat thereby reducing wetted
surface area. The combined increase in boat performance can even
make for a smoother ride.
Another area that has benefited enormously from grand prix and
IMOCA trickle down is sail technology. It was not that long ago that
even the best racing sails were made out of Dacron. However, racing
sailors are always looking for ways to make their sails lighter and
more stretch resistant, which eventually resulted in today’s laminated
sails. These are not only more stretch resistant, but allow sailmak-
ers to put heavier-weight materials in high-load areas, like the leech,
and much lighter laminates in the body of the sail, thereby reducing
the sail’s overall weight. Light sails reduce weight aloft, which in turn
reduces heeling and pitching—both reasons why cruising sailors are
now embracing this technology as well. s

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1987 50’ Gulfstar - $79,000 1982 50’ Hinckley - $279,500 2001 47’ Catalina - $198,000
Curtis Stokes - 954.684.0218 Curtis Stokes - 954.684.0218 Jason Hinsch - 410.507.1259

1982 46’ Irwin - $65,000 1990 43’ Slocum - $232,300 1984 43’ Wauquiez - $99,000
Jason Hinsch - 410.507.1259 Jim Davis - 386.871.4959 Mary Catherine Ciszewski - 804.815.8238

2006 43’ Beneteau - $176,000 1987 41’ C&C - $59,000 1966 41’ Rhodes - $119,900
Robbins Flynn - 251.232.9171 Ed Pickering - 410.708.0633 Bill Boos - 410.200.9295

1992 40’ Sabre - $59,500 1997 40’ Beneteau - $59,900 2013 39’ Catalina - $215,000
Curtis Stokes - 954.684.0218 Steve Horinek - 239.887.0898 Wayne Smith - 516.445.1932

To see more details about this and all other yachts around the globe, please visit our website at

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1984 39’ Westerly - $69,900 1980 39’ CAL - $52,500 1987 38’ Island Packet - $108,000
Jim Davis - 386.871.4959 David Robinson - 410.310.8855 Barbara Burke - 904.310.5110

1970 38’ Herreshoff - $49,500 1984 38’ Ericson - $39,900 1991 38’ Pearson - $85,000
Mary Catherine Ciszewski - 804.815.8238 Ed Pickering - 410.708.0633 Steve Horinek - 239.887.0898

1985 38’ Ericson - $58,500 1982 38’ Ericson - $47,500 1985 37’ Elite Yachts - $39,900
Mary Catherine Ciszewski - 804.815.8238 Mary Catherine Ciszewski - 804.815.8238 Greg Merritt - 813.294.9288

2004 36’ Bavaria - $69,500 2000 36’ Endeavour - $109,900 1991 35’ C&C - $42,500
Curtis Stokes - 954.684.0218 Barbara Burke - 904.310.5110 Steve Horinek - 239.887.0898

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 at
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1987 Able 50 asking $299,000. 1976 Whitby 42 asking 199,000
RECORD YEAR OF BROKERAGE SALES: PLEASE CALL BYS FOR OUR SELLING SERVICES
60’ 1982 GULF STAR 60.....nicely refit, looks great..........................$275,000
57’ 2003 McConaghy 57 carbon racer/cruiser...reduced to...................SOLD
54’ 1998 Custom House Boat..........................................................$149,900
54’ 2004 Jeanneau 54DS....reduced to......................................................SOLD
53” 2014 Jeanneau 53; load with options, shows well...asking........... $365,000
50’ 1987 Able................................asking.........................................$299,000
50’ 2007 Beneteau 50.....excellent condition, loaded..................................SOLD
48’ 2003 Morris 486.....updated, excellent condition, price reduce..$425,000
41’ 1990 Beneteau FIRST 41S5........asking.................................. $69,900
41’ 1981 Morgan OI 41..........................................................SOLD
47’ 1987 Alan Warwick Custom Offshore....................$280,000
47’ 1972 Kennedy 47 asking..................................................SOLD
45’ 2000 Jeanneau 45.2 asking.......................................185,000
44’ 2014 Jeanneau 44DS.....well equipped asking.................................... SOLD
43’ 1994 J Boats J130..........................................................SOLD
42 1976 Whitby............................ asking............................................ 199,000
42’ 2018 Jeanneau 419..... barely used reduced....................................SOLD
42’ 1985 Beneteau First 42 .... asking.........................................................SOLD
41’ 1986 Beneteau First 405............................asking................SOLD
41’ 1985 C&C 41...............................................................$52,000
41’ 1981 Morgan Out Island 41......asking............................ $49,500
1982 Gulfstar 60, nicely refit, very nice, 1986 Island Packet 38, excellent condition
asking $275,000 $142,000
41’ 2004 Bavaria Ocean 40............................................ $133,900
40’ 2013 Jeanneau 409................................................... $170,000
40’ 2001 J 120..................excellent condition............................$219,000
40’ 2005 Wauquiez Pilot Saloon.... excellent condition.......................SOLD
38’ 1984 Nauticat 38.......................................................reduced to.................$99,000
38’ 1986 Island Packet 38....new to market...........................................$142,000
38’ 2006 Hunter 38.............................................................SOLD
36’ 1999 Catalina 36 MKII.................................................$79,900
35’ 2012 Seaward 32RK.........lifting keel, very nice..............................SOLD
35’ 1985 Baltic 35 .............................. ..................................................... $45,000
34’ 1978 C&C 34...............................................................$12,800
34’ 1985 Pearson 34........................................................$25,000
33’ 2006 J Boat J100..................................................................................$69,900
33’ 1996 Hunter 335........................................................$45,000
33’ 1986 Cape Dory 330..................asking......................... $49,000
32’ 1986 Jeanneau 32..........................................................SOLD
30’ 2016 Sparkman Stephens 30... excellent condition.....................SOLD
28’ 1996 Alerion Express 28............................................$37,500
26’ 2001 Colgate 26.........................................................$23,500
20’ 2015 Com-Pac 20’ Horizon Day Cat.........................$39,000

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NEWPORT: 401-855-4355 EMAIL: bluenoseyachts@gmail.com PORTSMOUTH: 401-300-2988 facebook.com/BluenoseYachts
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100’ 1989 Georgetti & Magrini Ketch .....$949,000
57’ 1980 Swan 57 ......................................$325,000
50’ 2001 Farr Pilothouse...........................$499,000
44’ 2016 X-Yachts’ Xp44 ...........................$575,000
44’ 2012 X-Yachts’ Xp 44 ...........................$475,000
44’ 2001 Finngulf 44. ................................$149,000


43’ 1981 Mason 43....................................$130,000
40’ 1985 Jonmeri 40 ..................................$115,000
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37’ 1986 Shannon 37...........................................$78,000
33’ 1990 Nonsuch 30..........................................$78,000
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30’ 1985 Nonsuch 30..........................................$49,000
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Changes in Latitude - 4 cabin / 5 Dalliance - 6 cabin / 7 head Return of the Macks - 4 cabin / 4
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sailing and SAIL—with guests ranging from solo-circumnavigator and author Jerome Rand to Ayme Sinclair, vice president of the National Women’s
Sailing Association, famed bluewater voyager Jimmy Cornell and America’s Cup “flight controller” Andrew Campbell.
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 Waterlines
BY CHARLES J. DOANE

Blind Faith
It’s never been easier to find your way home

O
f all the superpowers today’s sailors wield thanks to modern come across a tug and barge like this, up close and without warning, with
electronics, being able to sail in fog with impunity is certainly no knowledge of my exact position or whether or not they were underway.
one of the most useful. GPS navigation and electronic charts Adam and I first sailed through fog together several years ago on my
have been around long enough now that there is an entire previous Lunacy, also a cutter, voyaging north from Bermuda to Maine.
generation of mariners who have never experienced the heart-shriveling Approaching the Great South Channel, southeast of Nantucket, we found
fear of becoming lost in what we New Englanders traditionally term “a ourselves in heavy fog with traffic all around and on a near collision
thick o’ fog.” Nor have they experienced the immense satisfaction of not course with the Queen Mary 2, which was baldly described on my AIS
getting lost in fog while navigating the old-fashioned way. As legend- receiver as a “1,200ft passenger vessel.”
ary yachting journalist Alf Loomis once said: “If you enter the harbor
without mishap you are so pleased with yourself that it will be advisable We’ll always have
for friends to avoid you for a while.” Cuttyhunk, sort of...
Those old enough to recall such sensations will also certainly recall
the process—devising routes to link together as many audible nav aids
as possible; dead reckoning blindly from one such nav aid to the next,
heart-in-mouth; making hopeful guesses as to how badly the current
might be setting you; studying charts for useful contour lines to follow
with your leadline or depthsounder; sounding a horn or ringing a bell
every two minutes, then listening carefully for a response, ears quivering.
To be honest, I do not miss any of it.
More recently, thanks to the advent of AIS transceivers, which allow us
to not only know where we are but where most everyone else is as well,
sailing in fog has actually become…well, if not exactly relaxing, certainly
even less intimidating.
For some reason several of my more memorable forays through fog in
recent years have occurred while sailing with SAIL editor, Adam Cort.
(Indeed, it seems he must travel with some sort of magical fog generator
secreted about his person.) Adam and I remarked on this just this past
spring as we doublehanded my cutter Lunacy up from New Jersey and
found ourselves buried in a heavy nighttime fog as we closed with the
entrance to Buzzards Bay hoping to anchor off Cuttyhunk Island and
catch some sleep. Monitoring several nearby fishing vessels on AIS, we
threaded our way through the channel between Cuttyhunk and Penikese
Island, neatly dodged a number of inconveniently located rocks and
ledges, and dropped anchor—all without seeing anything save the oc-
casional blinking nav aid. I was well aware at the time I would never have
attempted any of this back in “the good old days.” I hailed the Queen Mary via VHF, and the officer on watch was per-
The following morning it was still foggy as we raised anchor and con- turbed he had not already spotted me on his AIS or radar. I explained I
tinued on toward the Cape Cod Canal. It was, Adam noted, the second was only receiving AIS signals, not transmitting them, and noted, a bit
time he had sailed with me and spent the night at Cuttyhunk without ever smugly, that I could not see him on my radar either.
actually seeing it. Approaching the canal entrance, still in zero visibility, we “I assure you,” he answered proudly, “we are a very large target,” imme-
PHOTO BY ADAM CORT

stayed outside the main channel to keep clear of other traffic. As we were
doing so, we saw a tug and barge anchored ahead of us on AIS, also outside
the channel. Hence we were not surprised when they hailed us to make
sure we stayed clear. Again, I not only would have never tried any of this
without modern electronics, but would likely have soiled my shorts if I’d
diately after which my radar screen went nearly black with the great ship’s
presence. After that we politely finished negotiating the pass, a positive
experience to be sure; however, there was something about it that still
bothered me. I didn’t like being invisible. Soon afterward, I upgraded my
AIS receiver to a transceiver, perfecting my super powers at last. s

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