January 2014
FEATURES
Revisiting the classics… while building on innovation
JOCELYN BLERIOT takes us on a lap of the new course for the 2014-15 Volvo Ocean Race
Getting over it – Part 1
Two-time Little America’s Cup winner MAGNUS CLARKE reports on the staggeringly rapid pace of development in today’s C-Class cat fleet
A philosophy of change
BLUE ROBINSON catches up with current Oracle Racing manager, former Alinghi manager and Australia II veteran GRANT SIMMER…
Unconvinced
Foil specialist and now winning International 14 and National 12 designer DAVE HOLLOM thinks there is more to Oracle’s big turnaround than at first meets the eye
Filmless composite sails
OneSails introduce the 4T FORTE filmless sailmaking system
REGULARS
Commodore’s letter
MIKE GREVILLE
Editorial
ANDREW HURST
Update
It’s a wrap, with TERRY HUTCHINSON, ‘just make bigger cradles’, says MARK WEINHEIMER and the extraordinary Costa Concordia story with Italian designer GIOVANNI CECCARELLI
World news
(Many) bad hair days in the Bay of Biscay, Australia again in the Coastal Classic, government support for DALTS and BARKER, it’s almost certainly cats again for Oracle’s MANOLO RUIZ DE ELVIRA, and some simplified offshore regs from the USA. DOBBS DAVIS, BLUE ROBINSON, CARLOS PICH, IVOR WILKINS, PATRICE CARPENTIER
Paul Cayard
Plenty to celebrate about AC34 and an overdue return to the Star fleet… in glorious Nassau
IRC column
JAMES DADD pulls no punches when it comes to ‘gently’ overlooking the rules
Design – A mighty undertaking
JIM PUGH and RYON WARREN of Reichel/Pugh describe the evolution of their successful first WallyCento Magic Carpet3
RORC news
EDDIE WARDEN OWEN
Seahorse build table - Slightly stretched
DOBBS DAVIS looks at a Shaun Carkeek 45 that ended up a 47…
Seahorse regatta calendar
Sailor of the Month
Two great names in the sport
Filmless composite sails

OneSails deliver 4T FORTE – the first ever continuous structural frame composite sail range
OneSails’ next-generation commitment
In 2007 OneSails introduced the first continuous-fibre sails built without the use of resin or glue, eliminating delamination issues at a stroke. Now OneSails goes a step further, by introducing 4T FORTE membranes made from exclusive Multi Micro Structure (MMS™) technology (patent pending).
Multi Micro Structure is the result of more than 15 years of experience and of a life dedicated to high-tech fabrics and the passion for sailing by inventor-engineer PierCarlo Molta. Molta and his team started playing with textiles more than 30 years ago in the family business – a worldwide leader in technical textiles involving safety garments and footwear – located in Tuscany, a district that boasts more than 10 centuries of history in textile manufacturing. His vision to drive composite manufacturing technology from stiff to high-flexibility applications is the inspiration that today makes possible the creation of 4T FORTE sails.
Composite vs traditional Mylar laminate
The 4T FORTE composite structure incorporates high-modulus elements such as STR Solid Stripes, a new low-stretch exponent of MMS™ technology that eliminates both the glue and Mylar film, so often the weak element of a laminate sail. Using a multiple micro-layered structure, elements of the membrane are now fused together in a cross-linked, polymerised matrix resulting in a stable, stretch-resistant and more durable sail.
By doing away with both glue and Mylar film these sails are significantly lighter than conventional laminate sails; but not only is 4T FORTE intrinsically lighter than a conventional alternative, but weight saving is further enhanced by the fact that a 4T FORTE membrane does not need to be covered with extra woven taffeta fabric to protect it from UV or improve durability.
Composite in depth
A core structural grid, constructed from high-modulus fibre, takes care of the principal loads in a 4T FORTE sail, while oriented micro layers provide strength in the secondary directions. The entire skin is finally encapsulated between ripstop ‘shields’, which are UV, moisture and mildew resistant.
The whole skin, with its continuous fibres, is vacuum cured in a heat-activated cross-polymerisation process that fuses the components together so that every single element in the structure contributes to shape retention. As a result, a 4T FORTE sail membrane not only exhibits superior structural integrity, but the use of more efficient components creates a sail up to 25% lighter than film-based alternatives.
Replacing carbon and aramid yarns
After many years of carbon being the ultimate fibre in sail - making, OneSails has introduced STR Solid Stripes with a better strength/weight ratio than carbon and a number of other advantages, including being more robust, having higher tenacity plus comprehensive resistance to the harsh elements of the marine environment such as UV, temperature and moisture.
A perfect shape
The shape of the sail is achieved using as a mould a crosscut base layer on which up to 18 separate composite layers are assembled. This allows us to match any desired shape of the sail – even with a very deep luff entry. The composite sandwich is then vacuum cured in a 3D thermo mould to ensure full and accurate control of all curing parameters.
Environmentally friendly sails and production process
Using components derived from recent developments for the military and for biomedical science, MMS™ technology provides a robust and reliable sail skin, manufactured with the minimum of environmental impact while also allowing realistic recycling options.
Since glues, resins and solvents have been replaced by heatactivated fusion and the base polymer is 100% recyclable in a standard waste separation process, 4T FORTE sails can truly claim to be ‘green sails’.
Click here for more information on One Sails 4T FORTE »
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Revisiting the classics... while building on innovation
Jocelyn Blériot takes a look at the course for the 2014 Volvo Ocean Race
T he course for the next edition of the Volvo Ocean Race strikes the perfect balance between tradition and modernity. With stopovers such as Cape Town, Auckland and Newport, the race makes the most of historical roots and sailing icons, while capitalising on its recent innovations by giving sponsors the exposure they desire in promising emerging markets.
Alicante – Cape Town: 6,487nm
2014 will mark the third Alicante start for the Volvo Ocean Race, and once more the teams will have to cope with the instability of autumn Mediterranean weather; that said, a first leg start three weeks earlier than last time (11 October) should help to some extent. Tactically, coastal effects can make the opening of this game rather tricky while getting to Gibraltar among the leaders is essential to tackling the Atlantic descent from a position of strength. As for the Strait itself, it can be a real struggle with the breeze on the nose, since traffic is dense and the sea state can be very tough on the boats. But lack of wind is not to be ruled out either at this stage, and a regroup of the fleet can also happen.
Once out of the Med comes the first big strategic call: west or south in the race to the trade winds… and where will the best gap be to spend the least time possible in the Doldrums? Despite being a classic, this leg remains full of uncertainty since the St Helena High sits on the way, before which Fernando da Noronha has to be left to port. Then, as race meteorologist Gonzalo Infante points out, ‘The last 2,000 miles to Cape Town are usually windy’, so whoever deals with St Helena best will have a good chance of getting to Cape Town in first place.
Cape Town – Abu Dhabi: 6,125nm
From the South African port, a truly historic stopover for the Volvo Ocean Race, the navigators will need to make their way through strong southeasterlies, and try not to spend too much time suffering the effects of the Agulhas current. It is worth noting that light airs off the Cape of Good Hope can also force the crews to stay in close to the coast. Once in the Indian Ocean, a large zone of calms will probably have to be dealt with, and the goal will then be to get to the SE trades first, all of this with the menace of tropical storms. The final portion of leg two consists of a reach after a transition phase with light patches between two different wind systems: there again, big gains or losses can be witnessed, and racing in this area has proved tough on the nerves. Obviously a big leg for Team Abu Dhabi, who will wish to shine under the Gulf sun.
Abu Dhabi – Sanya: 4,670nm
As Ken Read noted previously, a Chinese stopover is crucial for many sponsors looking to make a name for themselves in this thriving market. But before the teams will be able to enjoy the warm welcome and enthusiasm of the public, as was seen during the last edition, there are many obstacles on the way: fickle winds in the Strait of Malacca, the incessant commercial traffic in the Singapore Channel and the famously bad sea state in the final approach. By then the complexities of rounding Cape Comorin and exiting Hormuz will be a distant memory. This third leg can easily turn into a chess game where the most adaptable and fastestreacting navigators will be rewarded.
Sanya – Auckland: 5,264nm
A deceptive leg which looks rather straightforward in terms of route when plotted on a chart. But strong winds can be expected in the Strait of Luzon, then the trade winds will dictate the approach to take, after which the miles sailed can quickly add up if a northerly route is chosen. As Infante recalls: ‘Last time Puma and Groupama went pretty close to Japan – which was a rather extreme option.’
The crews will have to face yet another Doldrums crossing near the Solomon Islands, with potentially significant tactical differences as the fleet re-enters the trades. Then as the finish draws near there will be an intense period of coastal racing – all followed avidly by New Zealand’s strong sailing community. The Auckland stopover definitely contributes to this edition’s strong essence of tradition; the city remains a boatbuilding stronghold that lives and breathes sailing.
Auckland – Itajaí: 6,776nm
Is everything decided once the words Cape Horn have been uttered? Obviously this leg is made up of legendary elements, and for many it remains the pinnacle of the event. But between the dangers brought about by ice in the south and the constant threat of tropical storms further north, it’s a fine line. Meanwhile, high speeds on furious seas will no doubt keep the media crews fully occupied.
The well-documented rounding of the Horn – after which, as Olivier de Kersauson once said, ‘You can stop fearing for your life’ – will be a key symbolic moment, but the course north along the coast of Brazil will allow little opportunity to relax.
Picking a path between wind holes and thunderstorms in this area has proved very demanding in the past (record chasers have sometimes felt desperate at this stage!) and changes in the leaderboard can be anticipated. Expect the navigators to get increasingly aggressive in the final few hundred miles.
Itajaí – Newport: 5,010nm
Importantly, after Cape Town, Auckland and the Horn, the finish of this leg will add a new layer of historical significance to the event: for the first time in its 40-year history the Volvo Ocean Race will arrive in Newport and the sailing city is bound to put on a fabulous welcome. But to get there it will be a matter of constantly being open to tactical moves between west and east – inshore or offshore – as wind regime variations and influential warm currents play a big role. And, yes, crossing the Doldrums is once more on the road book, most likely after a bit of a drag race… which should prove rather close given the one-design nature of this edition. To wrap up, the big decision will be to know what degree of importance to give to the Gulf Stream, which in turns determines how far one ventures offshore.
Newport – Lisbon: 2,800nm
Who can mention Newport without thinking about those epic singlehanded transatlantic battles? But spring in the North Atlantic is not necessarily a pleasant affair for those tempted by a short route in the high latitudes! Clearly this leg will be a sprint across the ocean, so theoretically not a very complex leg strategically speaking… but the threat of light winds near the finish associated with the excitement of returning to European shores will mean that crews will push hard early on.
Meanwhile, the navigators know only too well that hard-won gains made out in the Atlantic can melt away if the transition to the Portuguese Trades is not negotiated efficiently – and we all remember the merciless battle that took place in the Tagus River last time around, just miles off the finish line with wind holes, localised puffs and strong current.
Lisbon – Lorient: 647nm Let’s not beat around the bush, Lorient absolutely loved the Volvo stopover in 2012, and not only because the city was welcoming home our conquering French Groupama skipper Franck Cammas. If in the 1990s La Trinité was Brittany’s racing mecca, Lorient has grown to become home to most of the big teams and now prob ably has the highest concentration of oceanracers per capita in Europe. Without an Azores waypoint this time, this leg with less than 650 miles to run is almost a formality… on paper of course, as the Bay of Biscay has two faces and can decide either to provide some serious action or to let matters drag on a bit.
Lorient – Gothenburg: 1,600nm As Jean-Yves Bernot once noted, ‘The Fifties can be furious in our neck of the woods too’, so heading north upon leaving Lorient, final leg or not, is not to be taken lightly. And even though these waters can hardly be referred to as unknown, their treacherous nature, notably above the British Isles, is a factor to be reckoned with. Not to mention commercial traffic and all sorts of static obstacles such as wind farms and oil rigs.
The final approach can deliver a few surprises and is most likely to be raced in light airs, but one certainty is that the spectators will give the next event the finish that it deserves.
As Knut Frostad reminds us, ‘Gothenburg is the home of Volvo. It is a city with a long history with this event and a lot of ties to it, after a fantastic stopover in 2002, and another spectacular finish in 2006 and now the finish in 2015. Gothenburg, midsummer, Sweden – everyone knows the race, everyone has a boat. It will be a fantastic finish.’
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A philosophy of change
With setbacks large and small punctuating Oracle’s preparations in San Francisco, Grant Simmer was one of many in the team burning the midnight oil. He spoke to Blue Robinson about the slings and arrows of his ninth and most remarkable America’s Cup
Seahorse Magazine: What were your role and responsibilities with Oracle?
Grant Simmer: I was the general manager of the team, with specific responsibilities for managing the design team and the dayto- day operations. Jimmy [Spithill] ran the sailing team and I didn’t have a lot of involvement with them, just giving a hand when needed.
SH: Any hesitation about taking this on… jumping into a brave new world?
GS: Nope, no hesitation. Since finishing with Team Origin in 2010 I had just been doing some pro-sailing so I was looking for a project. Even though it was a fairly bitter America’s Cup between Alinghi and Oracle in 2010, there was a lot of respect for the people you were racing against. The structure of the teams was very similar, so I could step quite easily into the role at Oracle. Russell Coutts had been so busy with the 2013 event that he hadn’t had a great deal of time to manage the team – so they needed someone in that role.
SH: Which areas in the role were new to you?
GS: The technology and the boat were completely new to me. But that was one of the most exciting things about the role… the boats are fantastic machines and we certainly had our moments. Clearly we were behind ETNZ in our development right up until the start of the match and there are a number of reasons for that, one of which was we were playing catch-up from the day we launched boat one. Ultimately – and ironically – that was an advantage for us. Whereas the Kiwis went into the Cup pretty confident where they were with their boat, by contrast we had a philosophy of constant change. That played out during the Cup… fortunately the event lasted as long as it did, giving us time to evolve!
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Getting over it – Part 1
Little America’s Cup champion Magnus Clarke reflects on a physical time trying to defend his title on the breezy waters of Falmouth, England
Finally I have begun to recover from our third International Catamaran Challenge Cup (ICCC), held this year in Falmouth late-September. My fellow Canadian and C-Class helmsman Fred Eaton and I had both anticipated stronger breezes than usual and we were not disappointed…
At no time in the history of the class have we seen such a massive jump in performance of the boats within a single design cycle. Nor have we ever witnessed a collection of C-Class cats of this size.
As with the America’s Cup, this year the biggest development has been the use of foils for flying the boat or to achieve a very high lift fraction. In addition to flying, in particular downwind, the foil packages have allowed the boats to be pushed harder in adverse conditions, with considerably less fear of pitchpoling. Between the effects of stabilising the platform or flying it completely out of the water, we have seen an incredible jump of 50 per cent in peak boat speeds and a 33 per cent or more jump in VMG off the wind – and all over just the past three years.
Other major technical developments this year that showed promise included the end plating of wings to platforms, aero - dynamic fairing of platforms and canting wings, as well as TPT technology making a major showing in fabrication.
The racing conditions fluctuated between too much wind or not enough, with healthy doses of fog thrown in for good measure. As the C-class has a limit of 20kt TWS for racing, we lost a few days to conditions that were simply too fresh for the fleet. We also lost some days to extreme fog and lack of breeze, but we packed in many races in the remaining schedule.
Groupama, skippered by Franck Cammas, won both the qualifying and the final match-racing event… convincingly. He and his crew, Louis Viat, lost one race to a man overboard incident where they also suffered some breakdowns, their only other loss being to the venerable Canaan, the 2010 ICCC winner. This was in quite light airs when Billy Gooderham used his extensive light-air experience and everything that classic Archimedian C-Class cats could offer to sail around Groupama in less than 5kt of breeze. The Swiss Hydros team, comprising two identical platforms and wings with slightly differing foil details, were second and fourth respectively in the qualifiers, with Fill Your Hands (FYH), our latest Canadian boat, slipping in to third place in the qualifying series.
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