Over 100 years after the first (successful) diesel-electric yacht, Southern Wind explain how hybrid marine power is taking a big step forward in a size range that allows better use of industrial developments in other sectors

What will the next superyacht launched by Southern Wind Shipyard have in common with more than 400 New York City buses? Absolutely nothing, until you look in the engine room where you’ll find the same diesel-electric power and propulsion technology from BAE Systems. The SW96#04, due for delivery next summer, is Southern Wind’s first yacht with a hybrid drive, a major milestone for the shipyard. And their next diesel-electric project is already taking shape: the brand new SW108 Hybrid which has already been sold for delivery winter 2023. If the current level of interest from clients is sustained, Southern Wind expects to be building up to - two hybrid-powered yachts per year going forward.

It might seem strange to source a hybrid drive from the public transport industry rather than using a system designed from the outset specifically for marine use, but it actually makes a lot of sense. Most if not all of the commercial marine diesel-electric hybrid systems currently on the market are far too big for a 29-metre (96ft) sailing yacht and the leisure marine systems are much too small. The suppliers at both ends of the spectrum don’t see enough demand to upscale or downsize their existing products, so there’s a gap in the middle of the market from around 200 to 400kW (roughly 300 to 500hp). Or rather, there was a gap which BAE Systems has now filled, in partnership with Southern Wind.

There’s also the key issue of reliability. Diesel-electric marine propulsion has been around for more than a century, going all the way back to Jack Delmar-Morgan’s motor yacht Mansura in 1912, but none of the current marine-specific hybrid drives are anywhere near the maturity of BAE Systems’ technology, which has been deployed in more than 14,000 vehicles worldwide over the last 25 years. It’s proven beyond doubt to be extremely reliable with complete dual redundancy built in, and it’s backed up by a global support network of skilled technicians who already have years of repair, maintenance and troubleshooting experience.

BAE Systems’ hybrid expertise goes far beyond buses – it’s also the leading supplier in many aerospace and commercial applications, including ferries and offshore fishing vessels. It’s a smart move for Southern Wind to tap into this huge infrastructure and economy of scale.

Main picture: BAE Systems’ very well proven HybridGen technology has now been adapted for the yachting market in partnership with Southern Wind, whose own first diesel-electric hybrid yacht is due to launch this summer.
Below: the first SW108, currently under construction, is also going to be fitted with a HybridGen drive

‘We didn’t aim to be the first shipyard to do this,’ Southern Wind’s commercial director Andrea Micheli explains. ‘We always aim to be at the leading edge of technology but never at the bleeding edge. We’ve learned from the difficulties other shipyards have had in the past with hybrid propulsion and we didn’t want to assemble a system from different suppliers. Our clients have been asking about hybrid systems so we’ve done a rational evaluation of all the available solutions and BAE Systems was chosen on that basis.’

What are the benefits of hybrid propulsion? Apart from the fuel economy gain of a system that always runs at peak efficiency – conservatively estimated between five and 30 per cent for a Southern Wind hybrid – and the resulting reduction in carbon footprint, there are four major advantages for a sailing boat and especially for a long-range ocean cruiser that needs to operate in complete autonomy for weeks or months at a time.

First, there’s the ability to regenerate power via the propeller and keep the yacht’s batteries charged for the whole duration of an ocean passage under sail, running the sailing systems and some hotel systems without using any fuel. ‘When you’re crossing the Pacific for example it means that you can arrive with full tanks in a remote area like the Marquesas or Tuamotus and start exploring the small archipelagos immediately, without first having to go and refuel,’ Micheli says.

Second, the hybrid system’s huge battery capacity enables a yacht to operate for periods of time in silent mode with zero emissions, under power and at anchor. There’s no need to run generators overnight in an anchorage, which improves the quality of life for people on other yachts nearby as well as for the owner and guests on board. Silent running also means zero pollution, less disturbance to wildlife and a better experience for guests in wilderness areas and conservation zones.

Third, a hybrid system powered by two relatively small generators instead of one big engine allows a large yacht to circumvent the stringent IMO Tier 3 regulations for all new marine diesel engines with a power output greater than 130kW (174hp). Exclusion zones for noncompliant vessels already exist in the US and are due to be enforced in the North Sea, with other areas expected to follow. The nitrogen oxide (NOx) reduction requirements of Tier 3 are a challenge for yacht builders, Micheli says, because the solutions that have been developed for commercial shipping such as selective catalytic reduction (SCR) are impractical for a sailing yacht with a 300-450hp auxiliary engine.

The fourth big benefit of hybrid drives is their longevity. In a conventional installation, a yacht’s gensets are typically replaced (or completely rebuilt) after 20,000 hours and the engine after about 25,000 hours. By contrast, as Southern Wind’s technical manager Yann Dabbadie explains, the BAE Systems HybridGen drive is rated for 52,000 hours of running.

There are other benefits too, including massive availability of power for the yacht’s sail control systems in peak-demand racing scenarios and also for manoeuvring in harbour. For world cruising use, the HybridGen system’s high-voltage chargers can be connected to any frequency of shore power.

Above: the HybridGen setup offers complete dual redundancy while keeping all of the high-voltage elements of the system safely confined.
Below: one great advantage of hybrid power for a large ocean cruising yacht is that enough power can be generated via the propeller to cross oceans without using any diesel – and thus to arrive with full tanks

So what’s the catch? With all these clear advantages, why have yacht builders been so slow to adopt hybrid drives? ‘It adds about five or 10 per cent to the price of a yacht that costs several millions, so it’s the most significant single extra you can discuss,’ Micheli says. ‘But that isn’t a deal breaker. Our customers in Europe did not stop buying yachts when the VAT rate went up from six to 20 per cent. Rather, it’s a matter of culture and perceived reliability.’

Crews and owners aren’t very comfortable with the technology, Micheli says, because they don’t fully understand it Hybrid drives do require high-voltage power that is potentially lethal but in the Southern Wind/BAE HybridGen setup it’s safely confined to sealed units within the engine room. It doesn’t run all around the boat. ‘The architecture of the system is optimised for safety as well as weight, performance and reliability,’ Dabbadie says. ‘There are no loose terminals and all junction boxes are protected. Even if you accidentally opened a junction box, there is no way you can hurt yourself as the system will cut the high voltage automatically. The system is built to class requirements, it’s installed on ships already and we’re working closely with RINA.’

Another reason for the slow uptake of hybrid drives, especially for racing yachts and high-performance cruisers, is that they usually weigh more and take up more space than a conventional engine – but this one doesn’t. ‘It’s about a ton lighter than any of the other hybrid systems on the market,’ Dabbadie says. ‘The total weight depends on the battery capacity that the owner chooses to have but if you compare like for like it’s not much heavier than a normal diesel installation.’ It also occupies the same amount of space, and fits neatly into the existing engine rooms of most yachts that Southern Wind has built, so it’s a viable retrofit option for many owners.

Yacht owners and crews are also quite often sceptical about the availability of technical support and troubleshooting services when they’re anchored off a remote island or sailing in mid-ocean, thousands of miles from land. Once again Southern Wind has a solution, drawn this time from the offshore power industry. Crews receive training from BAE Systems as part of the yacht’s sea trials and a headset with a camera and virtual reality visor could possibly be supplied for remote assistance. A low-bandwidth satcom link is all that’s needed to provide expert guidance and to troubleshoot any problems remotely. For servicing or maintenance work in far-flung parts of the world, a local technician can be sent from the nearest service centre.

All of this, however, is just one part of a wider drive towards more sustainable yachting at Southern Wind. The efficiency gains of a new, remarkably efficient air conditioning system are expected to be even more significant for a yacht in typical charter usage than the benefits delivered by the HybridGen propulsion system. And that’s just the start of a new direction for this innovative shipyard.

Click here for more information on Southern Wind »

With great performance and a comfortable as well as practical interior, the new J/45 offers sparkling cruising performance as well – should you so wish – as giving you a genuine shot at the racing silverware

Mention the phrase “performance cruiser” to a racing sailor and you’re likely to elicit a grimace or at best a wry smile. The truth is that many boats marketed as performance cruisers actually offer the worst, not the best, of both worlds. There are of course notable exceptions like the J/112e which, in addition to being an excellent all-round cruising boat, has also notched up remarkable racing results in recent years including wins at both the IRC European Championships and the IRC/ORC Worlds. Now there’s a brand new next-generation performance cruiser from J-Boats that’s nine feet longer, even faster and optimised for blue water cruising. Enter the J/45.

J-Boats have a unique, well defined and carefully calibrated design DNA so it’s hardly surprising that their idea of a performance cruiser is quite different from most others in that market segment. Like its raceoriented siblings but unlike nearly all of its direct rivals, the J/45 has a balanced hull shape with a relatively deep canoe body, moderate beam, slender aft quarters by today’s standards, notably low freeboard and an elegant sweep of positive sheer. Rather than relying on form stability it has a bit more ballast – 4.2 tons on a 7ft fin – and instead of twin rudders there’s a single rudder blade with a very high aspect ratio, like a TP52. In a nutshell it has a more classic and less fashionable hull shape than any other performance cruiser on the market, and that's deliberate. As Coco Chanel once said (though admittedly not about boats), fashions fade but style remains.

Here’s the thinking behind the design: rather than adapt a typical offshore racing hull that’s optimised for power reaching in medium to strong winds (with performance trade-offs in lighter breezes and on other points of sail), J-Boats have gone for an all-rounder that performs consistently well in all wind and sea conditions and at all apparent wind angles. Instead of a boat that sails most efficiently at a steep angle of heel, they’ve produced one that’s easily driven at any heel angle, with a very low centre of gravity. It won’t be quite as fast on a spinnaker reach in optimal conditions as a beamier hull form with a flat bottom and powerful aft sections, but it will be able to sail deeper angles downwind with an asymmetric kite. It will also be significantly faster (and more comfortable) to windward, especially in a short chop, with a very narrow tacking angle and it’s likely to be a lot quicker in lighter airs on any point of sail. Sea trials on the prototype J/45 bear this out, with boatspeed matching the true wind speed from five knots up to eight knots – the conditions that are a typical performance cruiser’s Achilles’ heel.

Light-wind performance is more important for cruisers than it is for racers because nearly all cruising sailors do 90 per cent of their sailing in wind speeds from five to 15 knots. When it blows harder than that, they tend to stay in port. That said, heavy weather handling is obviously also crucial for any oceangoing yacht and the J/45’s low freeboard, high ballast, excellent weight distribution and very low centre of gravity deliver a definite advantage. J-Boats are also renowned for their ability to carry full sail past 20kts, well beyond the point when most other yachts need to reef.

Load-carrying ability is another key performance parameter for cruising yachts. A racer just needs to perform well at its light ship displacement with a bit of leeway for the weight of the crew, their kitbags and a few other essentials like a liferaft, basic provisions and the skipper’s secret stash of single malt. By contrast, a performance cruiser has to sail almost equally well while carrying a lot of weight as she does when carrying none.

In typical use, a full cruising payload for a 45-footer adds up to at least two tons. It usually includes much larger tanks of fuel and water than racers tend to carry, bigger batteries, spare gas bottles, several anchors, a tender and outboard, optional extras like thrusters, fridge freezers, heating and air conditioning systems, possibly a watermaker and hydrogenerator, plus at least two weeks’ worth of provisions and personal kit. It all adds up.

The knock-on effect is that a performance cruiser with a light ship displacement of 10 tons generally sails with a full load displacement of 12 tons, so its hull shape has to cope with a 20 per cent weight increase. And some of the racederived design features that define the hull shape of fashionable performance cruisers, such as flat bottoms and high-volume aft quarters, create a hull that’s more sensitive to load. The wetted area is small when they’re lightly loaded but increases rapidly when more weight is added. For long-distance cruising at full load displacement, J-Boats reckon that the better load-carrying ability of a less extreme hull design results in a 20 per cent increase in average passage speed.

Another key difference between cruisers and racers is that the notion of performance means different things. For a racer all that matters is boatspeed. For a performance cruiser, it’s about how that speed translates into pleasure for the crew. Motion comfort, handling, helm response and feel are key factors – and that’s where the combination of a well-balanced hull shape and a single rudder make a noticeable difference. It just feels better.

Above: it’s not just about saving weight, it’s also about where you save it. For example the J/45’s swim platform is half the weight of the platforms found on some other designs; and weight saved on the stern makes a big difference to the yacht’s motion in a seaway.
Below: The interior combines clean modern styling and a high level of craftsmanship with practical features that work well on passage, not just in port...

The interior design and layout by Isabelle Racoupeau combines clean, contemporary styling and meticulously crafted joinery with a complete understanding of the ergonomics and practical requirements of blue water cruising. There’s a secure galley with deep fiddles around its worktops, a forward-facing nav station, lots of well thought-out stowage, and plenty of handholds and bracing points throughout. It’s rare to find such high levels of quality, comfort and style in a boat with this much performance potential; in that respect the J/45 is arguably unique.

So what are the drawbacks? The deep-bodied hull of the J/45 makes up for its low freeboard (still higher than a racing J-Boat), so there’s still plenty of headroom inside. The moderate beam does slightly reduce its total interior volume, but not its liveability – and it avoids compromising the boat’s handling, its motion comfort at sea and its consistently excellent all-round performance. The aft cabin berths are less than king-size width at the foot, but unlike most cruisers in this size bracket two people can stand up comfortably inside both of the aft cabins with the door shut.

Some buyers might be discouraged by the J/45’s relatively high base price but the ready-to-sail prices of its direct rivals are broadly the same. It’s important to compare like with like. The standard spec includes performance-boosting items like rod rigging that are almost always offered as expensive optional extras and the quality-to-cost ratio is high. J-Boats’ vacuum infused hulls are among the stiffest, strongest and lightest in the industry – the entire deck moulding weighs less than 700kg – which allows for better weight distribution and again, better sailing performance. All of this, plus the strength of the J-Boats brand, explains their notably high resale value.

For performance-minded sailors, one question remains. What’s the J/45’s IRC rating? It doesn’t have one yet but if the J/112e’s remarkable winning streak is anything to go by, it’s going to be very competitive.

Click here for more information on J-Boats »

Launch a new 600nm offshore classic, attract a strong international entry, run the first race very well and send everyone home very happy – well, obviously they are going to ask you to do it again next year...

After two years of planning and anticipation, the inaugural running of the Aegean 600 in July 2021 provided the proof of concept needed to have this new race join the list of the world’s must-do offshore 600- mile classics. The hospitality shown by the organisers, the beauty and the challenge of the racecourse, and the strong enthusiasm shown by the participants all combined to make this first edition special for all.

Based on this positive response, organisers from the Hellenic Offshore Racing Club (HORC) have made a firm commitment with their partners and sponsors to offer this race again on an annual basis to be held during the first two weeks of July, with the next edition to start on 10 July 2022. This timing was devised to not interfere with other major events on the racing calendar and allow maximum participation among sailors and teams, many of whom have already signed on for this next edition.

Perikles Livas, co-owner of the Farr 52 Optimum 3, not only participated in the 2021 race and did well in the results (2nd in their division and 2nd overall in IRC, and 1st in their division and overall in ORC scoring), but as a member of HORC was on the organising committee that started planning this race three years ago.

‘We had in mind designing a race that would bring out all the interesting aspects of Aegean sailing,’ Livas said, ‘and this race proved that for everyone. We had everything: all wind speeds, all wind angles, short legs, long legs, tricky tactics at the corners, unique sunrises and sunsets and always in shorts and t-shirts. We had a good turnout for this first edition, as 56 paid entries were recorded, although 37 entries from 16 countries finally made it to the start due to covid related reasons and travel restrictions. We have already heard that many will come back and recommend to their friends to come and join us next year.’

Another entry in 2021, Peter Gustafson’s team from Sweden racing on his J/111 Blur, also did well in the scoring: 2nd in their division and 4th overall in IRC, and winning their division and 2nd overall in ORC scoring. They worked hard on this race, spending most it among rivals two to three metres longer, taller and more stable than their 36ft in length… not bad considering much of the race was sailed in moderate to fresh reaching conditions.

Gustafson explained that this was a tough but very satisfying race, where almost every leg had its unique challenge of variable weather conditions that required complete focus, whether it was working the zephyrs in light air or reefing and un-reefing in the fresh Meltemi. His team of nine was configured to take advantage of this, with fresh talent in the helmsmen and trimmers always able to shift gears as the conditions changed.

‘We spent months studying the weather on this racecourse,’ he said, ‘and were surprised at just how the conditions changed at every turn in the course. It was like every island has its own weather system with local effects. Regardless, this was a great race and we’re really glad we came to do it.’ High praise indeed from this team that also won their division in another past 600-mile race: the Middle Sea Race.

Even for the handful of entries that got bogged down and fell behind in the light air of the first part of the 2021 race, a few didn’t seem to mind so much: they simply retired and went cruising among the nearby islands! So, this race is unique in offering versatility in enjoyment for all levels of entries.

Accompanying the navigational and seamanship challenges presented by the racecourse, there is also an appealing sense of history throughout: the start/finish line is laid in front of the sea cliff of Cape Sounion whose top is adorned with the remains of the ancient Temple of Poseidon. From there nearly every island on the course has significance both in ancient history and timeless beauty, giving a sense of being at one with those countless generations of mariners who have sailed here for commerce, for war or just for fun. Even the large perpetual trophy for this race, which is an exact replica of an ancient Attican ceramic vessel from the 5th Century BC, is symbolic of the deep roots this culture has had with the sea. Takehome trophies for division winners include silver copies of ancient artefacts from 3,000 BC of the Early Cycladic Civilization until the 5th Century of the Classical Age.

This feeling starts on the downwind leg to Milos, birthplace of the famous Venus de Milo statue in the Louvre, followed by sailing within the spectacular caldera of Santorini, where the white of the ridge-top houses blends with the volcanic rock creating unique contrasts and images. Then it’s on to Kassos, southernmost island in the Aegean, and turning up to a long port tack reach to leave Karpathos to port, the nativity island of Athena, and the residence of Prometheus. The next rounding is at the Palace of the Grand Master of the Knights in Rhodes. The course then continues west towards the scenic island of Kos, home to the father of medicine Hippocrates, and Kalymnos, the island of sponge divers, while on the way there are many beautiful small islands, each with its own history. On the return leg the fleet is in the full teeth of the Meltemi, on a highspeed reach screaming past Mikonos with its own ancient and modern attractions, before returning to the finish at Cape Sounion.

What lay at the start and the finish to this epic journey is the official shoreside venue of this race, the world-class facilities at Olympic Marine. This is a superb full-service marina, with not only suitable dockage facilities for yachts of all sizes and drafts, but every support feature needed for the visiting yachtsman: full-service boatyard, chandlers for marine equipment, repair specialists in electronics and other systems, access to sail repairs, provisioning from a food market, etc. There are cafes and bars, and the yacht club offers excellent meal service to all. Getting team members to and from the boat is also easy: there is a shuttle service to the international airport in Athens, only 40 minutes away.

And for family and friends who want to come to visit but not sail the race, the local tourism board offers plenty of sites to visit throughout Attica. One favourite in the nearby town of Lavrio are the mines that produced the silver that the Athenians spent to build the large fleet of ships used to defeat the Persians in the Battle of Salamis in 480 BC – and thereby preserve their society as the foundation of Western civilisation. Even for those without an interest in ancient history, the Attica region has much to offer in recreational and cultural resources.

Above: the whole fleet sailed right through the spectacular caldera of Santorini, one of the 26 turning points on the Aegean 600 course.
Below: Blur Sailing Team came all the way down from Sweden, put up a great race and shared a fascinating account of their experience on social media

For those who cannot get enough of Aegean sailing, the timing of the Aegean 600 in mid-July 2022 is also just three weeks after the HORC’s annual Aegean Rally that lasts a week and consists of a series of day races to different Aegean islands every year. In 2022, the Aegean Rally will run its 59th edition which is considered to be one of the oldest offshore events in the Med. The Rally is a favourite among the Greek offshore fleet and a superb way to get accustomed to warm weather, blue skies, clear water, fresh breeze and the outstanding hospitality of the Greek culture.

Closer to the start of the race, HORC offers more practical steps in preparation, including a safety seminar for those needing knowledge and certification for offshore category racing taught by experts in this topic. Social events are also planned around all official functions, such as the opening ceremony, skippers’ meeting and awards. And in the busy days leading up to the start of the race the HORC members and staff are endlessly available and helpful in getting everyone registered and prepared to sail. The atmosphere for this is friendly and cooperative, focused on making sure everyone gets what they need to be ready for the race.

The race format is accommodating and flexible and will feature classes and awards that pertain to interests in not only full-crew monohull sailing, but will welcome line-honours, multihulls and double-handed entries as well. 71:54:00 is current monohull course record, set by Carlo Alessandro Puri Negri’s Farr/Felci 70 Atalanta II which won line honours and was also crowned the overall handicap winner of the inaugural Aegean 600 as the overall winner in IRC. While this is a fast time – an average of just over 9kts on the course – it’s believed to be beatable with the right team and reliably good weather.

The two Mocra entries in 2021 retired from the race, leaving a multihull course record still unclaimed, so this award could also be ripe for the picking. While some legs do have some upwind work, there is ample reaching and running in this race that should make for good fast fun on any capable offshore multihull.

If getting your own boat to Greece is not easy, consider a charter: there are several options available from X-Yachting Sailing Center, Fastsailing.gr and OffshoreRacingCharter.gr, all official charter agents for the race.

Regardless, whether on a record contender, a club racer with your mates, or on a family adventure, consider coming to the Aegean 600 to enjoy sailing the spectacular Aegean Sea, the Sea of the Gods.

Click here for more information on the Aegan 600 »

A beautiful fleet of fast modern offshore one designs, a glorious venue, close racing and one of the friendliest groups of competitive sailors you will find anywhere... Oh yes, and the weather was good too

Gifted amateurs rub shoulders with some of the biggest names in sailing on the ClubSwan circuit, creating a uniquely sporting atmosphere. And what better venue to stage the grand finale of the ClubSwan 2021 racing year than the stunning Mediterranean town of St Tropez, on the French Riviera.

A record turnout of 41 yachts from 18 different nations assembled for this year’s Swan One Design Worlds, from 13 to 17 October. The fleet comprised 10 ClubSwan36s, seven CS42s, eight Swan 45s and 16 ClubSwan 50s.

The lure of being crowned World Champion in St Tropez drew several new boats into the fleet, including the CS50, Django. Well-known on the IRC/ORC circuit, owner Giovanni Lombardi was keen to have a go at the big prize. Looking to defend their 2020 titles were Marcus Brennecke’s CS50 Hatari, Lennard van Oeveren’s 45 Motions, and Andrea Lacorte’s CS36 Vitamina. There were also three new entrants in the Swan 45 class, Ex Officio, From Now On and Blue Sky.

After four successful events already this year the top boats were: G-Spot, the CS36 sailed by Giangiacomo Serena di Lapigio; Natalia Brailoiu’s CS42 Natalia; Stefano Masi’s Swan 45 Ulika; and Brennecke’s CS50 Hatari. Nautor Group Chairman Leonardo Ferragamo, who sails the ClubSwan 50 Cuordileone, spoke emotionally about bringing the Swan One Design Worlds to St Tropez. ‘Sometimes it is very exciting when you reach your dreams. But when you reach dreams that were not in your mind, that means you have gone beyond the dreams.’

Day 1 - light airs delay start
Unfortunately, light airs limited the first day’s sailing to just one race. Although the tension as the crews prepared was palpable, with just the slightest breath of a SE breeze over the gulf, a delay was inevitable. Being the final event of the season, and a World Championship to boot, teams were still tinkering with their setups right up to the last minute.

Finally, at 1330 the yachts streamed out to begin pacing the start line. With their powerful sail plans and relatively light displacement all the Swan onedesign classes can sail in winds from a mere five knots, although it makes for some tricky, technical sailing.

In the CS36 class the helmsman of ThirtySix, Edoardo Ferragamo summed it up, ‘You have to be very patient when the wind is unstable. Maybe some moment you have a strong gust, then five minutes later no wind at all.’ The winning CS36 was Giangiacomo Serena di Lapigio’s G-Spot, closely followed by the Loro Piana brothers’ yacht Sease. ‘The race was tough because of the wind switching a lot,’ said Franco Loro Piana. ‘It was all about following the big shifts and chasing for pressure.’

In the CS42 class, Natalia crossed the line first after winning the start. ‘It was tricky deciding where to start,’ said tactician Federico Martin Armenanzas Quiroz, ‘It was shifting to the left but the pressure was on the right.’

In the eight-strong Swan 45 class it was Lennard van Oeveren’s Motions that took first, followed by class debutants From Now On and Blue Sky. In the CS50s, Hatari won the race. ‘We tried to stay relaxed,’ said owner Marcus Brennecke, ‘and were lucky to be the second boat at the pin end. With a left shift it looked good, then we tacked immediately and crossed the field.’

Day 2 - perfect conditions
Thankfully, day two provided a much needed 12-15kt westerly breeze. Crews assembled early for an 1100 start while the race committee set the twin courses. Although wind shifts of 20-30 degrees kept them guessing, there was time to schedule two starts for the full fleet.

First away, the CS36s favoured the right-hand side of the course, tacking NW until just off Sainte Maxime. Then came the 42s, where a more southerly course led them closer to St Tropez. Whereas on day one, the yacht that won the start often led to the finish, there were more tactical decisions to make today as yachts hunted the pressure and called the shifts.

In the 36s, G-Spot maintained their unblemished scoresheet with two bullets adding to yesterday’s one. ‘Though it seemed we were ahead of everybody, in reality we have been fighting, especially in the second race,’ said Serena di Lapigio. Perennial sparring partner, Vitamina was close on their heels in second place, but the battle for third, between Sixth Sense, Sease and Fra Martina, proved much closer.

In the 42s, the top two remained unchanged after three races. The impressively consistent Natalia led, adding a bullet and a second, while her closest rival was Jerome Stubler’s Raving Swan who later commented, ‘The wind was moving 20-30 degrees and from 10 to 20kts, so you needed to trim quickly and steer to the angle in the shifts.’

A duel developed in the 45s. Though Motions was still the clear leader with two firsts and a second, Fernando Chain’s From Now On mounted a spirited challenge with just two points separating the two.

‘It was a great day for sailing with nice winds,’ said Chain. ‘There were big wind shifts, but we have a very fast boat and are learning how to move on it. Whatever the result it was worth it just to come here.’

The big 50s loved the extra breeze, surging upwind and flying back down at around 15kts. With a first, second and fourth, Hatari topped the leaderboard again after three races. However, compatriot Hendrik Brandis’ Earlybird leapt up the rankings with a near faultless first and third, putting him in second place overall.

August Schram’s CS50, Stella Maris also scored a well-earned bullet in the last race, propelling them into third overall and delighting the owner who said, ‘It reminded me a lot of our lakes in Austria – very little waves, many wind shifts and lots of gusts. ’

Day 3 - dying breeze limits racing
An early breeze quickly died away on day three, allowing just one race for all classes. It proved a day for upsets, with leaders in every class putting in mid-order finishes.

Unsurprisingly, G-Spot remained top of the CS36 class, but was nevertheless outperformed by Ferragamo’s ThirtySix, which took first, followed very closely by Italians Fra Martina and Sixth Sense. ‘We gave more importance to speed than angle,’ said Ferragamo, ‘Overall the team did a great job.’

In the 42s, serial winner Natalia could only manage fourth, allowing Raving Swan to chip her lead down to two points and Barry Sampson’s Long Echo scored a welcome first. According to Sampson, ‘Everybody started at the committee boat but we chose the pin end. It was tricky on port tack because the waves were slowing us down. We just crossed the fleet, although they very nearly got back to us.’ Furthermore, Motions only managed sixth place, allowing the Argentinean newcomer, From Now On to leapfrog into first place overall.

Jan de Kraker’s K-Force stayed left and took a well-earned win to move up to third place overall. Although later he said, ‘In shifty weather it’s not all about the sailing, you need also to have some luck.’

Above: the old harbour of St Tropez was a glamorous venue for the Swan OD fleets which gathered en masse for the grand finale of their racing season.
Below: there were 16 ClubSwan 50s, many of which had world class professional sailing talent onboard, in addition to 10 CS36s, seven CS42s and eight Swan 45s

The biggest upset came in the CS50s, where leader Hatari finished in 11th place, thereby reducing her overall lead over Earlybird to a single point. Cuordileone’s win moved her up to third overall.

Day 4 – tactical sailing rules
Fluky easterly winds again affected the final day’s racing, allowing two races for the two smaller classes ut only one for larger yachts. In the CS36s G-Spot clung onto a commanding lead. Three bullets at the start of the regatta had set them up and some excellent tactical sailing allowed them to fend off a late challenge from Fra Martina.

Stubler’s CS42, Raving Swan gave a masterclass in consistent performance and were level-pegging with Natalia after the first race, but in second place overall as they hadn’t won a race that week.

In the Swan 45s, last year’s World Champion Motions made it two in a row, although there was an element of match racing with From Now On. Finishing third, van Oeveren said afterwards, ‘We were two points behind after day three but sailed as well as we could.’

Finally, despite the slip-up the previous day, CS50 Hatari closed out the regatta to win a second consecutive World Championship after an almost flawless second place, seeing off stiff challenges from Earlybird and Cuordileone.

Prizegiving
After the daily prizes were jointly presented by hosts, the Société Nautique de St Tropez and the town of St Tropez, the winners were given a beautiful piece of modern art featuring the famous red and blue swirl of ClubSwan Racing.

Nautor Group’s chief executive Giovanni Pomati paid tribute saying, ‘We are at the end of this fantastic season. Thank you to the city of St Tropez for hosting us and giving us the opportunity to see this incredible event, which will remain in our hearts for a long time.’

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