Moose on the loose
Volvo Ocean Race winner Mike Sanderson has been racking up the air miles (again) in his new role at the helm of Doyle Sails International
The back end of a busy northern hemisphere summer has seen Mike Sanderson, aka Moose, test-sailing in the Solent aboard Alex Thompson’s IMOCA 60 Hugo Boss, competing at Porto Cervo in the Rolex Maxi 72 Worlds and jetting to Newport, Rhode Island for the commissioning of John ‘Hap’ Fauth’s Maxi 72, Bella Mente.
As CEO of Doyle Sails International, Sanderson is revelling in the variety and challenge of working with major sailing programmes of this type. Also in the mix are America’s Cup and round the world campaigns, as the successor to the Volvo Ocean Race continues to take shape.
Sanderson’s CV includes two-time Volvo Ocean Race winner, four-time America’s Cup competitor, bronze medallist in the solo transatlantic Open 60 class and ISAF World Sailor of the Year, enabling him to bring a wealth of expertise and knowledge to these programmes.
After his successes in the Volvo Ocean Race, Sanderson took to the corporate speaking circuit, talking about his campaign experiences and how they might apply to business. It was about setting clear goals, getting the best possible people, using their collective expertise to find pathways to success and then working within timeframe and budget to achieve it.
Now he finds himself following his own advice and applying all of those lessons as a model for Doyle Sails International, which was established as a new company last year. ‘We are treating the business in exactly the same way we would put together a major sailing campaign.’
A key part of the company’s philosophy stems from the typically lean Kiwi race programmes that have achieved success against rivals with much bigger budgets. ‘It is about driving hard to deliver maximum value for every dollar spent – bang for the buck. That is very important.’
He is often asked if he misses the intensity and single-minded competitive focus of total immersion in an America’s Cup, or ocean race team. ‘I have a wonderful challenge on my hands with Doyle,’ he responds. ‘I am working with a great bunch of people. I enjoy dealing with our customers and the management side and I still get to go racing.’
Exciting, is a word that comes up frequently in his conversation, in references to both yacht racing and managing a business with 54 sail lofts worldwide serving a demanding market of grand prix racers, high-performance cruisers and superyachts. ‘The business challenge can be complex and the goal posts can shift. It is never dull.’
Part of the mission in this summer’s northern hemisphere tour has been for Sanderson to visit key lofts in the group. ‘I really needed to spend some time with the overseas lofts and entrench myself in Europe and the East Coast of the US.’
Since taking over as CEO, Sanderson has stepped up the recruitment of top sailors into the Doyle team at the New Zealand HQ and in lofts spread around the world. Recent signings include Max Sirena and Francesco Bruni (Doyle Italy), Chris Sherlock and Luke Molloy (Doyle Palma), Chris Nicholson (Doyle Lake Macquarie), Tony Rey (Doyle Salem), joining the likes of Stu Bannatyne, Justin Ferris, Jez Fanstone and Sanderson in New Zealand. Add in director Richard Bouzaid, who was a founding partner in the New Zealand loft with Chris MacMaster, and the core group represents an extraordinary repository of campaign experience at the highest level: 20 America’s Cups, 31 Whitbread/Volvo Ocean Races, 11 Olympic campaigns, along with assorted world and national championships, Fastnets, Sydney- Hobarts, Transpacs and the like.
With similar talent in the group’s other lofts around the world, this pool of experience is a powerful asset. ‘It is a big deal,’ Sanderson concurs. ‘We are hiring good people in the same way we would recruit the best people for a sailing campaign. I have always believed fast people make fast boats. The good ideas come from good guys.
‘When some of these people came on board, they cautioned me that they were not salesmen. That is exactly why I was talking to them. Much more important than sales experience, they had hands-on experience. They know what you need to win campaigns, about managing budgets, about building sails that will last the course and be race-fast for a long time. I don’t want them to be salesmen. I want them to be experts.
‘They are able to give advice across the whole campaign programme and in some cases mentor less experienced people who want to get into offshore racing. They have been there at the highest level and can give really good advice.
Sanderson has recently been sail testing in the UK with Alex Thomson on the current Hugo Boss; as part of these tests they have been trialling the latest cable-free Doyle Code Zero, flying it in winds from around nine to 30 knots. ‘The ability of these sails to perform with less sag and lower luff tension is going to be a game changer’, he predicts, adding that ‘performance benefits may actually prove greatest in a class like the Imoca’s where the use of a one design mast means there are precise limits on the amount of rig compression which the sailmaker must design around if the maximum potential of each boat is to be extracted’
‘Lewis Hamilton is not a salesman, he is a Formula One champion, but if I was to go and buy a Mercedes Benz and he was there to give me advice on how to get the best out of it, I would definitely be listening. There would be nothing more comforting.’
Sanderson’s mentoring role at the 2018 Maxi 72 World Championship was a case in point. He sailed with a new owner putting together a new programme. ‘We knew we would struggle, but it was great racing and a good learning experience. Now they face a tough choice of whether to step it up to really compete, or whether they are content to enjoy the racing and being part of the whole experience. It is not for the faint-hearted.’
While he was guiding new people through their first experience at this level, he was also able to watch some of the big guns utilising Doyle’s cable-less code zeros to good effect. ‘There has been a great deal of development with these sails. We are now on about version 10 and they are still evolving.
‘Exciting doors are opening up with this technology extending to jibs. Momo and Proteus were both using our cable-less genoa staysails as well as code zeros. The ability of these sails to perform with less sag and lower luff tension is going to be a game-changer.’
In the Maxi 72 class, where the boats can withstand huge rig loads, the advantages are less pronounced, but switching to the IMOCA 60s, for example, where the rule restricts compression on the deck-stepped masts, the performance gains are much more significant.
Sailing Hugo Boss upwind in nine knots of breeze on the Solent illustrated the point. Flying a cableless code zero from the masthead with the boat fully canted and fully ballasted, from Alex Thompson’s vantage point on the windward helm station, the luff of the sail remained fully visible all the way up the rig, whereas a conventional sail sagged away until the luff completely disappeared from view.
‘Now we can extend that to jibs as well, so you could have situations where these IMOCA 60s could be carrying three or four cable-less jibs ahead of the mast. You are saving weight, you are reducing mast compression, they are easier to handle, but most importantly they are flying with considerably less sag in the luffs. We are talking big percentages.
‘If you end up with a situation where you can get these sails operating in much wider wind ranges and apparent wind angles, you are making very significant gains just in terms of the rotation of driving force in the direction you are heading.’
With the IMOCA 60s about to serve double duty as both solo round the world racers and crewed boats in the Volvo Ocean Race’s successor, Sanderson sees a huge area of development in these sails opening up. ‘We are barely scratching the surface at the moment. With the direction the America’s Cup is taking, we could also see applications there.’
Bringing the IMOCA 60s into the Volvo Ocean Race matrix is a big step forward in Sanderson’s view, not least because it will bring back an element of intrigue and strategic sailing missing from the recent era.
He fully understands the necessity of the Volvo Ocean 65 concept in the post global financial crisis world, but says virtually bulletproof one-design yachts with exactly the same sail inventories reduced strategic options and eliminated the strengths-andweaknesses battle of different designs pitted against each other.
Sailing Hugo Boss at more than 30 knots in the Solent reacquainted Sanderson with the extraordinary power of these boats. ‘They are tremendous. You just had to go, “Wow, this thing is really shifting!” Yet it did not feel loaded or dangerous. It was fully controlled. I think bringing them into the Volvo scenario is going to be very cool.’
However, these are not boats that can just be set at full throttle all the time. ‘There are definitely going to be times when you have to nurse them and times when you can take full advantage of the conditions and hammer them. Those decisions are going to be very strategic and particular to each boat, so I think it will make the racing more interesting.’
If cable-less headsails are causing excitement forward of the mast – ‘I think they are possibly the biggest thing we have seen in sail design for some years,’ says Sanderson – what about behind the mast? Are the double-membrane mainsails being ushered in by the 36th America’s Cup the next big thing?
The Bella Mente campaign is one half of the New York Yacht Club’s American Magic Cup programme, along with Doug de Vos’s Quantum Racing team. Both have a close association with Quantum Sails, but there is also a continuing collaboration with Doyle.
‘As sailmakers, we are definitely excited about sails playing a bigger role in this America’s Cup. Knowing what we can achieve from a Stratis membrane standpoint and the effort going into dynamic structures, I am confident we are going to see a significant step forward.
‘At the America’s Cup you get such an amazing level of attention and brain matter working on every problem. They know what they want to achieve and they will be thinking 24/7 on how to get there.
‘It will be interesting to see how uncomplicated the final solution is, because that will definitely affect its trickle-down value and whether it gets to become mainstream.’
As he winds up his northern hemisphere tour, Sanderson is quietly confident moving forward. ‘People are making comments that we are doing well against the competition, but to be honest at this stage we are not really thinking about the competition.
‘When establishing a major sailing campaign, I always believed it was not worth lining up against others until your house was in order. That is the phase we are in now. We are focused on ourselves and doing things how we want to do them and getting the people involved that we want to be part of our organisation. We are enjoying that building process. It is fun times.
‘There is no point in us chasing the big guns down their commercial model. We want to be a bespoke sailmaker building custom products for our clients. I use the analogy that you can’t afford to make Fiats in Italy any longer but you can still build Ferraris. We want to build our sails that way. Our mantra is that we are sailors who are sailmakers.’
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It’s a gift
Philippe Briand explains how you can combine sleek, minimalist contemporary lines with a massive interior volume
A boat starts with a design brief, so what was the brief for the new CNB 66? ‘Put simply,’ explains her naval architect Philippe Briand, ‘I was asked to design the best semicustom 60ft production boat in the world’. But that wasn’t all. CNB’s stunningly sleek 66ft performance cruiser was to be the biggest yacht that could be easily be handled by a couple or family without the need for extra crew. It also had to be a capable, comfortable blue water cruiser that offers a good lifestyle for her owners and safe but exciting to sail. As for its appearance, the silhouette of the design was to be kept as clean as possible. Finally, Philippe has his own personal personal brief: ‘I’m a sailor, a boat has to look elegant’.
Construction Navale Bordeaux (CNB) was founded more than 30 years ago in 1987, based in a historic shipyard on the “right bank” of the Garonne River, south of the rolling vine-clad hills of the region’s wineries. The shipyard has produced many notable yachts. Its first, the 92ft Frers aluminium cutter Mari-Cha II, was an instant classic while the largest was the 117ft Hamilton II commissioned for Prince and Princess Sadruddin Aga Khan. For 20 years, if you wanted CNB quality, a one-off fully custom aluminium yacht was the only option. Then, about a decade or so ago, CNB noticed that its clients’ needs were changing so it evolved with them.
Not all clients wanted to wait three years for a new boat to be customdesigned and built for them. While custom one-off yachts are still available, a semi-custom GRP yacht offers a shorter delivery time at less cost. Price and speed of delivery aren’t the only benefits. The design, build and ancillaries are already well-proven so there is also greater reliability – especially in the first year after delivery, which is a rite of passage that all owners of new fullcustom yachts have to experience.
Rather than fabricated aluminium, CNB’s usual material of construction, the CNB66 and CNB76 both have strong, lightweight, vacuum-infused GRP hulls built in-house by CNB. No part of the build is outsourced. CNB has its own design department and the hulls, decks, carpentry and stainless steel work are all produced in-house. This enables CNB to control and maintain the quality one expects from a shipyard that was born creating superyachts.
The hull are moulded in the usual way but left free from bulkheads. The interior is made outside of the hull in five accommodation “modules”. Building outside enables access from all directions when constructing the module, making the process more efficient and enabling a higher standard of build quality and finish. All the CNB carpenters need is close to hand and they are not competing with their colleagues for construction space in the confines of a hull. Conduits, cables and pipework are added to the bare hull, as is the ducting for the air conditioning system. Once the modules are completed they are craned into exact position, where they are bonded and laminated in place. With all five modules in place the deck is bonded and laminated to the hull to make a strong and stiff boat.
CNB’s 66 and 76 are both built using this method and while the yard only offers these two models, there is wide variety in the ways both yachts can be laid out for their owners and adapted to fit the purpose they have in mind for the boat. The CNB 76 was launched in 2013 and aimed at owners who want a stylish long-distance cruiser with the option to race. It was conceived to be managed and sailed by a professional crew. In contrast, the CNB 66 is focused on the ownerskipper. Typical CNB 66 owners will sail as a couple or with their family and enjoy the privacy and freedom of sailing without a paid crew. So while both yachts share the same design ethos they are designed to be used in different ways.
When designing the CNB 66, Briand spoke to owners of similarsized yachts to find out how they used their boats – asking them where they are on board and what they are doing every hour of the day. Whether it was going for a refreshing morning swim before taking a shower and sitting with the family having breakfast, what feeling they wanted from the sailing, even down to their favourite spot on the boat for an evening aperitif after taking the tender ashore. Philippe then set about tailoring every part of the boat accordingly,to give its owners the best experience. ‘The challenge was to deliver a good boat at sea and one that also offers space and luxury’, he says. ‘While it should be able to cruise offshore or compete in race series there is no reason why it shouldn’t also be a place to relax.’
With all of these factors in mind, the saloon is a very large and versatile space offering seating on both sides of the wide, bright central area. The seating units on the starboard side can be converted from U-shaped settees to a large day bed or a more intimate snug area in the evening. The saloon table, to port, can convert from a low coffee table to a larger electrically-raised dining table. Extra seating inboard is made with the infill benches from the starboard snug. A raised saloon floor gives panoramic views out when you stand up or move around, which ensures that those on board get a real sense of place whether they happen to be cruising the Baltic or the Bahamas.
Headroom in the L-shaped galley comes from the long cockpit seating overhead. This, along with the generous portlights and hatches overhead, makes the galley bright and well-ventilated. The stylish and practical galley furniture has an abundance of stowage.
Each of the three guest cabins on board benefit from generous berth sizes and offer views out of large through-hull windows. All cabins are served by their own en-suite bathroom and the two double cabins also have a separate shower compartment in the bathroom. There is more than enough interior volume in the hull to ensure that none of these cabins are compromised in space, style or comfort.
Up forward is the owner’s suite. The double berth is offset to port for privacy – in bed you remain unseen from the rest of the living space even when the door is open. Outboard of the berth is a desk while forward is a large en suite bathroom with a separate shower compartment.
Stowage on board, in all cabins and throughout the boat, is all that’s expected of a long-distance cruiser.
But it’s not just down below that the 66 excels. On deck too the boat has been tailored to the needs of the owner-skipper. Its lines are clean and sleek; the coachroof is raised just enough to give a view from the saloon while keeping her silhouette sharp and purposeful. The window line tapers as it sweeps aft, cleverly distracting the eye from what little height the coachroof needs. A 3.25m-long tender garage, which can comfortably accommodate a Williams jet RIB or similar, is hidden behind the fold-down transom.
Above: the saloon offers a large and versatile space flooded with natural light with large through-hull windows and panoramic views through the low-profile deckhouse. To ensure the highest standards of quality control, the hulls, decks, carpentry and stainless steel work are all produced in-house. The new yacht’s cutter rig is optimised for easy handling, particularly benefiting from CNB’s own design furling boom (below) with push button hydraulics for all sail controls. The cockpit is neatly divided into separate areas for steering, trimming... and relaxing
A fixed bowsprit juts forward from the plumb bow, giving an attachment for code zero or asymmetric sails and housing the anchor and bow roller. The cutter rig with hydraulic furling headsails makes sail-handling more manageable for a small crew and the addition of hydraulic in-boom furling completes a sail plan that is both practical and controllable at the push of a button. As should be expected on a long-distance cruiser all of the sail-trimming and handling systems have manual back-up.
The mainsail furling is operated at the mast. In the interests of safety, all other control lines are led aft to the helm. The sail-trimming area is just forward of the twin carbon-fibre spoked, laminated teak wheels and aft of the large, sociable cockpit seating area. The mainsheet is controlled by a dedicated winch set amidships on a raised plinth and can be trimmed either by foot controls at the winch or with buttons on the command station forward of each wheel. Likewise, the sheet winches for both headsails and any offwind sails are controlled either at the winch or from the helm.
It’s perhaps the promise of easy handling (and lots more living space) that has enticed five of the first seven owners to upgrade from yachts in the Beneteau Sense range to the CNB 66. Another obvious attraction is the better quality of build and of course there’s the option for the owners to customise and make the boat their own in a way that isn’t possible with a standard production yacht.
Many will be drawn by the 66’s sleek silhouette and the spacious, bright living area. If you’re used to sailing as a family – whether as parents with your children, or as grandparents – stepping up to a larger boat needn’t be a challenge but the space, comfort and luxury that comes with the extra length of a yacht like the CNB 66 is definitely a big step up.
While advanced sail handling systems (like those in use on the 66) make it possible for a couple to handle almost any size of yacht, the physical practicalities of sailing – the handling of sails, fenders, warps and of course cleaning – have led CNB to the 66ft size limit. Systems like bow and stern thrusters make managing a yacht of this size easier in marinas and harbours. Sailing the CNB 66 shouldn’t be hard work either; a twohanded crew can easily ready the boat for mooring or prepare a 185m2 furling code zero to hoist from the cavernous forward deck locker.
With all this this luxury and the design focus on improving the owner’s life on board, it might be easy to forget that the CNB 66 is designed to be as rewarding under sail as it is in harbour. ‘I could not design a boat that isn’t exciting to sail’ explains Briand – and he hasn’t. The hull is easily driven and while it’s wide enough to allow massive accommodation down below, that hasn’t compromised the hull shape.
But one question remains. Does Philippe think he has fulfilled the brief to design the best 60ft semiproduction boat in the world? He pauses for a second. ‘I think I have.’
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Done and dusted
That one was a battle...
And then, all of a sudden, the 2018 Super Series is done and dusted. The 2017 podium (Azzurra 1st, Platoon 2nd, Quantum 3rd) for 2018 is reversed with Quantum (160pt), Platoon (197pt) and Azzurra (197pt).
At first sight a comfortable win for Quantum Racing but, boy, did they focus and work hard to realise this one. How hard again came to the surface at the Super Series prizegiving. As he was after winning the Rolex TP52 Worlds in Cascais, Terry Hutchinson when ‘speeching’ clearly was emotional. This man not only puts pressure on his team. From now his focus will be on the American Magic America’s Cup effort – it will be interesting to see who is going to replace him on Quantum for 2019…
Luna Rossa marked its farewell from 52 Super Series with a narrow win of the final 2018 event in Valencia – 1pt ahead of Quantum with Platoon another single point astern in 3rd. There was nothing in it between these three, if anything the regatta showed Platoon had a small edge in the light conditions.
The final day of racing with three windward/leeward courses saw Quantum dealing best with the mental pressure and both Luna Rossa and Platoon a bit shaky. Meanwhile, others were clearly enjoying the day, like Sled (5,3,1) or Phoenix (2,2, oops 11).
Azzurra put herself on the Valencia stage that day (8,1,9) but handed 2nd overall for the year to Platoon, whose owner Harm Müller Spreer for the second year in a row is crowned best ownerdriver over Takashi Okura in 2nd (Sled, 5th in the overall standings) and Andy Soriano 3rd (Alegre, 6th overall).
Will 2019 see Harm in the only spot that counts for him? I am quite sure in 2019 it will be closer in points for the top five or six boats and impossible to predict the outcome.
At the TP52 annual meeting, held in Valencia, the class members discussed the future, as in how, when and where to sail from 2020 onwards. The 2019 Super Series is already announced. It is good to hear each other instead of guessing about opinions, but it has risks as the more introvert are easily less ‘heard’ than the more extrovert. As well as that today’s opinion is not always tomorrow’s.
There are clear trends, however. Over the years one of them is that a majority of owners prefer racing in the 52 Super Series because it is an open competition, so no restrictions like ownerdriver or on pro crew.
In six months Luna Rossa (above) are more likely to be sorting out disobedient AC75 foils. Quantumʼs Terry Hutchinson (below) had to work harder than ever before to secure his latest title… another skipper with an AC75 on the way
I am always a little puzzled that this is supported so wholeheartedly as I also see owner-drivers at times struggle as a result of it. Then again I understand and sympathise more when I am at ownerdriver or restricted (pro) crew events and hear the debates and accusations of owners being helped during manoeuvres, or when I see the ‘best amateur crew money can buy’ teamed up with pro sailors.
I have first-hand experience of the owner-driver concept in the Maxi72 class. If I try to imagine whether the balance of owner-driver rules and controls of that class would work in the 52 Super Series I can only comment that ‘it would not!’
It would be a complete nightmare to police at the (near zero) tolerance level that competitors expect from Super Series. But the members of the Maxi72 class are equally adamant that the ownerdriver rule is why they prefer that class over other options, while the members of the TP52 class are of the opposite persuasion. I love them both.
When and where to sail is a harder nut to crack. In order of importance the TP52 owners place sailing conditions first, then location quality and in third the economics of it all. Over the years a fourth condition has surfaced: the wish to avoid as much as possible sailing in the summer months of July and August.
All in all this presents a puzzle that is impossible to resolve if limiting activity to the traditional racing period of May-September for five events in the Med. Even with April and October added, at quite some risks to number 1, ‘sailing conditions’, it makes for difficult planning once we restrict ourselves to the Mediterranean.
This tighter geography is in contrast with the Maxi72 owners, who seem to live on a smaller planet, as they transport their boats substantially more and further. Their three criteria can best be described as location, location, location. Possibly also because the draft of their boats (5.4m) limits their choices more than in the case of the TP52 (3.5m) they generally need less discussion to nail down their favourite locations and races.
Sol I look forward to 2019 as if 40 years younger and asked to do the bow on a TP52. No finer mix of conditions for 52 Super Series racing than can be expected from Mahón, Puerto Sherry, Cascais, Puerto Portals and Porto Cervo.
For the Rolex TP52 Worlds in Puerto Portals, the only event with light to medium sea breeze conditions of the five, how to optimise for that one? Expect 10+ teams again for 2019. Some new teams to join the fray, possibly even new boats. Again it will be a battle till the final race day of the year.
Visit us if you can. One true fan this year came all the way from Japan and to her surprise was invited on the photographers’ RIB for a couple of days to watch the racing. It is so simple to make people happy. Sometimes…
Rob Weiland, TP52 and Maxi72 class manager
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Faster faster
The AC50s used in Bermuda were hardly dull, but they were still considered a bit underwhelming by Russell Coutts and Larry Ellison for the new SailGP series. So former Team New Zealand designer Mike Drummond and current Ineos Team UK technical director Nick Holroyd were asked to give them wings… James Boyd looks at the result
The AC50 got (considerably) faster
Setting out to change the AC50 flying catamarans, as raced last year in Bermuda at the 35th America’s Cup, into a highly turboed, one-design fleet of F50s ready for 2019’s SailGP circuit was a unique challenge Russell Coutts presented to former Emirates Team New Zealand/SoftBank Team Japan technical director Nick Holroyd, plus the assembled team of designers, engineers, hydraulics and systems specialists and the team from Core Builders Composites.
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Rodeo time – Part I
To say Jérémie Beyou’s new VPLP-designed foiler Charal made a big impression during her first competitive outing would be an understatement. And even though the team had to retire from the Trophée Azimut with electrical issues, the altitudes they reached in flight shouted at everyone watching ‘welcome to the next level’. Jocelyn Blériot talks to Vincent Lauriot-Prévost, Quentin Lucet and Daniele Capua from designers VPLP
Vincent Lauriot-Prévost: ‘The surprising thing for us was to see how the boat’s behaviour perfectly matched what our models had predicted: superimpose the digital image and the actual picture, you’ll see what I mean. We’d never seen it come that close yet with any previous boat. Ever.’ No wonder our curiosity was piqued…
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