In the years following World War II sailing in the Caribbean was limited to a handful of adventurers. Their numbers were augmented by a select group of owners with larger sophisticated yachts cruising slightly ‘off-piste’

Following the arrival of the Nicholson family in Antigua in 1949 the yacht charter industry started to take shape. Within 10 years the Leeward and Windward Islands gained a sturdy reputation as an ideal yacht charter destination where consistent trade winds offered ideal conditions on a variety of (mostly classic) yachts based in the island chain. Despite increasing availability the activity remained the preserve of a privileged few.

In the 1950s and 1960s yacht racing in the USA and Europe had become commonplace and it was evolving into an increasingly technical and professional sport – regattas were gaining support from a wide cross-section of the population. I have no doubt there was some form of yacht racing in the Caribbean at this time – particularly in the Windward Islands where the traditional boats were built and the Southern Islands which were the destination of choice for larger yachts of the period. A defining moment in Caribbean regatta history has to be the inaugural edition of the annual Antigua Sailing Week which took place in June 1968.

Antigua Week was started by a group of enthusiastic sailors and hoteliers based in Antigua whose aim was to extend the charter/tourist season. Yachts participating would cruise or race to different locations each with a hotel – and so the Antigua and Barbuda Hotels Association became deeply involved in this new event. The social elements of the regatta were as important as the racing, a philosophy that continues in most Caribbean regattas today. Many of the yachts participating were rather modest – as can be seen by the history of winners of the prestigious overall prize, the Lord Nelson’s Trophy.

In 1970 the trophy was won by a Cal 30 and in 1972 Matchless, a Berthon 40, took the overall prize. David May, the owner of Berthon Boatyard, was an early and enthusiastic supporter of the regatta as he was also the owner of the Slipway Yard in English Harbour. I participated on an S&S Swan in 1974 when the trophy was won by another Swan, owned by Tony Lawson – current owner of the rather different MOD 70 trimaran Concise! Chris Dunning won it in 1978 on a 40ft Marionette and in 1980 and 1981 the prize was snapped up by a J/24!

By the early 1980s Antigua Sailing Week had grown hugely in reputation and the number of yachts taking part increased rapidly. Not surprisingly, this soon registered on the radar of many sailors (not just owners) who had ambitions to race at blue-water regattas. Kialoa 4 and the engaging Jim Kilroy turned up to participate and win the trophy for two consecutive years (1982 and 1983), heralding the arrival of bigger, more competitive yachts. By the late 1980s and early 1990s other Caribbean regattas were appearing throughout the island chain – events like the St Martin Regatta (later the Heineken), Grenada Sailing Week, Trinidad and Tobago Week, as well as regattas in the Virgin Islands appeared in short order. Participating yachtsmen now had a growing choice of venues and events to consider.

In early years only a limited number of yachts were available to charter. In addition to local yachts, potential charter clients perhaps knew someone who had taken their yacht to the Caribbean and offered to share costs and perhaps crewing arrangements. What transformed this in number terms was the arrival of the bareboat charter fleets. In St Lucia a Moorings fleet first appeared in the 1980s – suddenly affordable yachts were available which could be raced (albeit modestly) in the many events between December and May.

For a period many Caribbean regattas hosted large bareboat charter divisions. At the peak, in the late 1990s through to the early noughties, Caribbean regattas were attracting fleets of up to 300 yachts with specialist travel companies like Sunsail and ATP in Holland chartering planes to fly in crews for yachts they had arranged at various regattas.

In the mid-1990s Nautor’s Swan established a charter fleet in St Martin and in 2003 I set up a second charter fleet based in Guadeloupe. Some of these yachts were racer-cruisers in orientation but it did make available a selection of better-performing yachts. By now serious racers were also bringing their racing yachts to the Caribbean; Larry Ellison and Jim Dolan dominated a period of maxi yachts with Sayonara and Sagamore – competing with other grand prix racers including the Volvo 60s and 70s plus one-offs such as Leopard (a regular visitor).

The ARC Rally had, over a number of years, also became a hugely successful event, swelling further the number of race participants arriving for the Caribbean season. This in itself has created a niche form of racing charter. Racing yachts based in Europe now cross the Atlantic on the ARC every year and are then available for race charter throughout the Caribbean season.

Another particular if not peculiar form of racing regatta evolved which over time has morphed into the impressive event it is in the Caribbean today: Superyacht pursuit or ‘Bucket’ racing. Originating in Nantucket in the 1980s, the world’s largest yachts now gather together in increasing numbers at various Caribbean venues to race for sponsored trophies. The most notable regatta is arguably the St Barths Bucket – having started as a low-key, rather gentlemanly event, this now involves wealthy owners competing on the racecourse with intent onboard increasingly sophisticated large yachts crewed by top professional sailors. Although an exclusive domain, anyone with the necessary budget can still participate and a wide variety of yachts are available to charter.

By 2005 a harsher economic climate caused term changes and Caribbean Regattas saw falling numbers. In particular Antigua Sailing Week lost its main sponsor and, with the exception of the Heineken Regatta, fewer people were entering the bareboat charter divisions. Throughout the Caribbean, yacht charter bases were closing and several regatta events ceased or became marginalised. In addition, the average racing charter client now had greater expectancy – if they were coming to the Caribbean to compete many wanted the tools with which to win. During the past 10 years, however, there has been a gradual rebalancing and once again we are now seeing growth at most of the established regattas – plus new events have caught people’s interest. In 2009 Stan Pearson and I dreamed up the idea of a Caribbean offshore race – working in conjunction with the RORC, this initiative led to the Caribbean 600, the only classic, long-distance race based in the Caribbean. Luc Poupon and Lionel Pean established the Voiles de St Barth the following year and both events seem to have attracted interest from serious grand prix racing yachts. Simultaneously, Stan and Paul Deeth have rejuvenated a Superyacht Challenge in Antigua with a select, high-calibre entry and the British Virgin Islands have their own fresh, well-sponsored events for Maxis, Swans and Superyachts.

Caribbean racing has been run successfully for many years under the Caribbean Sailing Association (CSA) rating system, with more recent events also adding in IRC and ORC classes. The CSA have also been fortunate to have had longterm Caribbean resident and top international match racer Peter Homberg as chairman; between Peter and the many bodies organising Caribbean regattas there has always been excellent co-operation and communication, thus avoiding the scheduling clashes of the past.

For aspiring racing charter clients a highly structured Caribbean regatta season now exists where yachts can follow a defined programme. Boats are rated well under tested measurement rules that have been steadily improved and refined over many years. There are many excellent charter companies in the region with packages to suit most racers, but as one might expect, the further up the performance scale you seek to go the more creative you may have to be. Race charter clients have to compete hard for the best boats available; clients with large budgets find matters easier but there is still a paucity of competitive racing yachts available locally in the 40ft–50ft range. I am often asked how to charter a competitive yacht to race. The best advice is to research, budget and plan well in advance. Some notable and competitive yachts are usually available and in recent years several groups of RORC members have successfully chartered yachts for regattas, including of course the RORC Caribbean 600.

I would particularly point charterers seeking mid-sized more performance-oriented boats to the French islands (particularly Martinique/Guadeloupe), where there are numerous competitive bareboat yachts available such as Archambault 40s and 35s, as well as Class 40s and Pogos plus a selection of high-performance multihulls...

It’s worth pointing out that Jonty Layfield (winner of the Lord Nelson’s Trophy at this year’s Antigua Week) enjoyed great success on the Caribbean regatta circuit in 2015 sailing a very modest yacht he had chartered locally in Antigua…

Click here for more information on The Caribbean Sailing Association »

Marlow take the heat out of superyacht running rigging

Ropes manufactured using UHMPE, such as Dyneema, have been widely accepted in grand prix yacht racing and sailing superyachts for many years now. The strength, weight and elongation benefits of Dyneema are widely known and understood; however, as loads increase through larger and more powerful boats, the demands on the ropes grow ever higher. Nowhere is this more keenly seen than with superyacht running rigging.

Counteracting forces and frequent cyclic bending from superyacht captive winches can have serious implication for the lines used. Cover slip, resulting in excess and baggy covers, damages ropes as well as hampering the smooth running of the winches; plus the heat that is generated through internal and external forces can have serious implications for rope integrity. In addition, the very high loads demanded by the enormous pulling power now available and the necessarily high factors of safety can often be at odds with rope diameter limitations dictated by the drums and deck gear.

Our engineering teams developed Oceanus specifically to tackle these challenges. Oceanus uses Dyneema SK99 within a special low-stretch core construction to maximise strength for diameter without compromising flexibility. The cores are specially coated to improve core/cover interaction and eliminate coverslip, while a Dyneema and Technora blended cover provides the ideal compromise of grip and abrasion resistance to ensure smooth and efficient running on and off the winches and through line pre-feeders. Finally, a machine-finished factory splice improves connection strength as well as aesthetics while helping to minimise the diameter increase at the neck and along the tail.

Main picture: the 66m sloop Ahimsa (formerly Aglaia) was one of the first very large yachts to be rigged using Marlow’s innovative new Oceanus cordage system, seen here in more detail (above) on one of the boat’s many powerful captive winches. The graph (below) visually demonstrates the way that the colour exhibited by a line treated with Marlow Thermacoat varies depending upon the temperature to which that line has been exposed

The result is a diameter-specific, high-strength, abrasion and heat-resistant rope designed specifically to work seamlessly with modern captive winches. The Oceanus captive winch rope range starts at 24mm and goes up to 80mm diameter – and an average break load of 464 tonnes when specified with Dyneema SK99…

However, that isn’t the whole story. The ability to protect a Dyneema load-bearing core with blended heat-resistant covers is well documented – a path forged by Marlow’s Grand Prix Series. However, the effect of internal heat generation within a running rigging system remains less well documented, but no less fundamental to a rope’s performance and longevity. Internal heat build-up in a rope can be caused through a number of factors, such as elongation, yarn on yarn friction and cyclic bending. Add these factors to the high loads and hot captive winch rooms on modern superyachts and you can be faced with an ideal recipe for premature rope failure.

Naturally, Oceanus provides options to address these factors. Key among these is the use of Marlow’s own proprietary SiliconCoat, which can be applied to SK99 yarn during manufacture to reduce internal heat build-up within the load-bearing Dyneema core. DSM Dyneema’s ICO-DYN 10 performs a similar function and in addition DSM also produce XBO versions of their SK75 and SK78 yarns which also help to limit damaging internal heat generation.

While the coatings detailed above are able to reduce heat buildup and limit its effects on the fibre, heat generation will still occur, with the potential to cause permanent and irrevocable damage if it is ignored or poorly managed.

Prolonged exposure to temperatures over 80°C (176°F) will alter the crystalline structure of UHMPE fibre at a molecular level, permanently reducing the strength of the rope and crucially without any visible indication of damage. Elevated temperatures can also significantly increase the rate of creep experienced by the rope.

With this in mind, and in an attempt to offer riggers, project managers and captains the tools required to monitor and manage the invisible damage caused through heat generation, Marlow’s technical team developed ThermoCoat.

Marlow’s ThermoCoat System provides an easy but accurate means of inspection for the real-time assessment of deterioration; it is now incorporated into the core of all the lines in the Oceanus range. This patent pending technology provides a visible indicator that not only signals when a rope has been exposed to excessive heat, but also provides a simple scale to indicate the degree of exposure that has occurred.

Retired superyacht ropes are often returned to the factory for inspection and residual testing. Now a simple visual inspection can identify potentially harmful heat exposure and the intensity of that exposure, at which point further investigation can take place to determine how to proceed. Factors such as time of exposure, percentage of safe working load seen, working conditions and condition of rope can be used to determine how the heat build-up may have occurred within the system, whether or not the retirement schedule is valid, or indeed whether procedural or system change is needed.

This new generation of ‘smart ropes’ is intended to allow the operators of high-powered sailing superyachts to better understand and react to the potential damaging effect of heat on large ropes, which will in turn help to deliver increased safety and reliability.

Click here for more information on Marlow Ropes »

Young, old and just plain genius… gold medallist MALCOLM PAGE on the Sailing Hall of Fame

In every sport there are incredible stories to be told. From individuals who achieve their dreams with heroic effort, to those who have the simple pleasure of encouraging others to enjoy a sport and get them to the starting line. Within these stories are achievements that sometimes seem beyond the usual realms of possibility.

World sailing has seven new Hall of Fame inductees to honour at our 2015 conference. These individuals have all made a significant impact on the water, but also with their remarkable attitudes and dedication to sailing have had a similar influence onshore. They have in their own way helped shape the sport we enjoy today.

Ten America’s Cups, four Cup wins and 28 world championships, Dennis Conner arrived on the Cup scene in 1974 in a whirlwind, first as tune-up helm for Ted Turner, then replacing Turner at the wheel of Mariner before again being moved by the New York YC selectors onto Ted Hood’s successful Cup defender Courageous

Dennis Conner
If one is to think of the great sailors of the America’s Cup, one name springs to mind before all others: Dennis Conner (main picture, and right).

Conner, known as Mr America’s Cup to you and me, has experienced the full gamut of the Cup, as the defeated, the defender and ultimately for bringing sailing’s most famous – and most elusive – trophy back to the USA in 1987. Conner is also the skipper credited with turning the America’s Cup into a professional contest – his team training for 300 days each year for the 1980 defence.

Conner has also made his mark in sailing outside the Cup, with an incredible 28 world championship victories and an Olympic bronze medal from the 1976 Games. Among those championships is his legendary 1977 Star world title, Conner’s second in the class, won in Kiel with five straight race wins, a record that has never been beaten.

Alessandra Sensini
Alessandra Sensini is the most successful female Olympic sailor in history, with a total medal count of one gold, one silver and two bronze medals. Her remarkable achievements have covered three different classes within the windsurfer discipline. Her ability to remain at the top of sailing for such an extended period is tribute to her level of talent and dedication to her sport.

Harold Vanderbilt (1884–1970)
Harold Vanderbilt was a man of many talents. Along with his sailing successes, he was a champion bridge player (Vanderbilt influenced many changes to the rules of bridge which are still in force today), an author and a pilot.

However, it was his achievements in the America’s Cup J-Class boats where he stood tall, successfully defending the Cup in 1930, 1934 and 1937.

Vanderbilt was also instrumental in developing and promoting a set of racing rules based on his experience in the America’s Cup. It was through his efforts with the assistance of other visionaries that the modern Racing Rules of Sailing were adopted in 1960.

Sir Peter Blake (1948–2001)
Sir Peter Blake is one man who can truly be described as a legend of the sport. The New Zealander achieved greatness in many areas of sailing – from leading New Zealand to victory twice in the America’s Cup, to winning the Whitbread Round the World Race and holding the Jules Verne Trophy for the fastest lap of the planet under sail.

Sir Peter was also known for his efforts in promoting environmental awareness. Indeed, it was his pursuit of improved water monitoring that took him to the Amazon River in 2001 where his life was tragically taken during a pirate attack.

Sir Peter Blake was also the joint inaugural winner of the Rolex World Sailor of the Year award in 1994.

Buddy Melges
The Melges name has had a massive impact on modern sailing particularly with the family’s boatbuilding company.

Buddy has achieved competitive greatness in areas as diverse as Olympic sailing (bronze medal in 1964 in the Flying Dutchman and a gold medal in 1972 in the Soling), the America’s Cup (oldest helmsman to win at 62 years of age), numerous world championship victories in the Star and 5.5 Metre classes and finally as a multiple scow and iceboat champion. His contribution in being an engaged and fierce competitor across multiple classes as well as his ongoing developments in boat design have helped shape modern sailing.

Valentin Mankin (1938–2014)
Valentin Mankin, born in the Soviet Union, is still the only sailor to have become an Olympic champion across three different classes. Mankin won the gold medal in 1968 in the Finn class, gold in 1972 in the Tempest, as well as a silver medal in the Tempest in 1976.

He then won gold again in 1980 in the Star class. Mankin is also regarded in high esteem for his work ethic, his leadership as a coach and mentor and for being an all-round great sportsman.

Torben Grael
Torben Grael is one of Brazil’s greatest sporting exports. He is one of only three individuals to have won five Olympic medals in sailing, including two bronze medals, a silver medal and two gold medals across two classes (Soling and Star).

Further to this impressive record, Grael has also excelled in other areas of sailing. He has won both the Volvo Ocean Race (as skipper of Ericsson 4) and the Louis Vuitton Cup (as tactician on Luna Rossa). Torben has also won numerous world championships including in the Star class and 12 Metre class.

In recognition of his many achievements Grael was awarded the Rolex World Sailor of the Year Award in 2009.
Malcolm Page, chief marketing officer

Click here for more information on ISAF »

Four years ago Ker Design led the way towards faster mid-sized IRC designs with the instant success of the Ker40. More recently the much revised Ker40+ also won straight out of the box. But there is more to come… much more

In 2010 the accepted view was that a state-of-the-art 40ft IRC design was by definition a 6.5-7 tonne ‘leadmine’, with a lightweight cruiser-racer interior that was never used. After some investigation we dared to offer a Ker40 to the market as a fast, relatively light (five tonnes), yet 40ft production design that immediately generated a lot of interest.

Ten examples were built by McConaghy Boats and they have had a lot of success around the world, while also providing a lot of fun for their owners and crews. Successes include top boat overall at the Commodores’ Cup in 2012 and 2014, Fastnet and Middle Sea race class wins and multiple IRC National Championship titles.

Since we designed the Ker40 the IRC algorithms were adjusted to enable even lighter yachts such as the best GP42s to also be competitive.

Late in 2013, sensing that the demand for Ker 40s was drying up, we announced the Ker 40+, which could take advantage of both this latest rule adjustment and the significant design technology advances at Ker Yacht Design. This coincided with the launch of the Fast 40 initiative by Rob Greenhalgh, to create proper class racing for high-performance boats in the UK; we initially assisted Rob with investigating some of the technical solutions.