October 2016
FEATURES
Keep a lid on things
Collisions and draft limits – ROB WEILAND
The one great yachting improvement – Part II
And off Long Island the tide is turning – JOHN ROUSMANIERE
Bienvenue
Little-known outside his native Argentina it’s time to turn the spotlight on designer SEBASTIAN CARLINI... It’s worked here before
Citius – Altius – Fortius
JUAN GARAY and PAUL HOBSON have long been at the heart of the UK’s extraordinary and enduring Olympic success in the Finn class. They talk sails with DOBBS DAVIS
New bat new balls
It’s not just about the new, more agile and faster America’s Cup cats, everything else is going to be different in Bermuda, in particular how the AC50 crews actually ‘sail the course’ – as BAR head of technology ANDY CLAUGHTON explains
Trickle up...
MISCHA HEEMSKERK won all seven races at the A-Class world championship in a 118-boat fleet. Fair reward for three years of intensive development creating and then perfecting an all-new rig system
TECH STREET
Appointment Malta
Now working closely in association with World Sailing the 9th edition of the Yacht Racing Forum runs 28-29 November
Coming on strong
Now into year 4 the Star Sailors League has become a popular – and profitable – annual appointment for the world’s best sailors
Beauty and beast
Nautor’s 50th anniversary launch of the Juan Kouyoumdjian designed ClubSwan50 has unleashed a very different philosophy
The new testament
Tom Whidden and Michael Levitt have revisited their legendary tome on sail design and manufacture. The result is rather special
Experience, resources, delivery
With immaculately-finished M32s rolling regularly out of the door Aston Harald are ready for some much larger challenges
REGULARS
Commodore’s letter
MICHAEL BOYD
Editorial
ANDREW HURST
Update
America’s Cup the business, the sweetness of a home win, a grand prix week. Plus harassed in Porto Carras (hmm...). JACK GRIFFIN, BLUE ROBINSON, SIR BEN AINSLIE, TERRY HUTCHINSON, CARLOS HUERTA
World news
(Another) win for France, development is not always swift, round and round in Auckland, the shoreside challenge of the Cup and the welcome return of the Wizard of Santa Cruz. BERNARD NIVELT, IVOR WILKINS, BLUE ROBINSON, PATRICE CARPENTIER, DOBBS DAVIS
Rod Davis
With Olympian timing... this gold (and silver) medallist strongly believes that put simply the best should never be enough
World Sailing – Nothing like it
Having survived intact CRAIG LEWECK offers an illuminating Rio perspective...
ORC column – Deciding your champions
It’s not always easy to meet championship criteria... even for the organisers
Design – Most of the fun (less than) half of the price
The quick success of the Fast40+ has prompted some interesting rivals. JAVIER SOTO ACEBAL
Seahorse regatta calendar
Seahorse build table – Every detail
Olympic success really does mean leaving no stone unturned – REMY BALZE, HDS-DESIGN
RORC news
EDDIE WARDEN-OWEN
Sailor of the Month
A pioneer and a brilliant supporter of sailing
Experience, resources, delivery

Aston Harald, Swedish builders of the M32 World Match Race Tour cats, is now ready to move into other areas of high-tech marine manufacturing
The architectural and aesthetic beauty of sailing craft while on the water is one of the many inspirations that keeps us passionate about our sport. Even without being a boatbuilder all of us can appreciate the care and craftsmanship that go into the creation of the best high-tech raceboats.
Yet the details of how these boats are produced can be lost in a rattle of machinery and clouds of dust often located on the far side of the world, where concerns about the impact of the creative process of construction may not always be at a level commensurate with the cultural standards of the customer… At the same time many of the clever techniques devised in the process of production can also be too easily hidden to the observer by the excessive clutter spun off when you are talking many hundreds – or even thousands – of man hours of manual labour.
For this reason the craft of composite boatbuilding, even at the highest levels, has developed a reputation as being a difficult, dirty and untidy business. Much better than it used to be… compared with the days when we grew used to seeing an immaculate raceboat emerge from a grimy shed rented on a project-by-project basis; but even more recently many good boats have come together in conditions from which the average race car manufacturer would run a mile. And as for a representative from the aerospace industry…
But times have changed and by embracing both a no-compromise approach to quality while pursuing a philosophy of clean working, the composites team at Aston Harald are at the forefront of efforts by the composite boatbuilding industry to improve its image.
This Swedish initiative started with Aston Harald founder Håkan Svensson’s Berg Propulsion sponsorship of the Puma programme in the 2011-12 Volvo Ocean Race. With a strong background in manufacturing and a passion for grand prix sailing, Svensson was inspired to dive straight into supporting the sport at a high level with the acquisition of the Marström M32 catamaran programme. At the time this one-design class of exciting, fast, yet easy-to-assemble 500kg carbon cats was gaining interest but production had been unable to meet the steadily growing demand.
With the technical support of boatbuilding legend Killian Bushe, builder of no fewer than five consecutive Whitbread/Volvo Ocean Race winners, new carbon tooling for the M32 was manufactured in 2014 with sufficient precision to ensure the absolute integrity of every hull and deck component while delivering a much larger number of boats.
This tooling had to be perfect, so that the pre-preg carbon laminated moulds would not distort even when repeatedly used to cure components in an 11mx2m autoclave at bake temperatures of 120°C. Without both precision and robustness the components created would not achieve the minimum tolerances essential for a true one-design product – something that is more challenging when using the best high-tech, rather than mid or low-tech – materials.

Aston Harald’s 11m autoclave (above) is now used for the construction of the M32 cats on the World Match Racing Tour, but it can equally be used for fabricating virtually any other mid-sized composite components. The Hönö facility is maintained to clean-room standards throughout

Aston Harald achieves this build consistency with a strong dedicated production team, outstanding resources and the benefit of a new 3,700m2 facility on the island of Hönö outside Gothenburg which the company moved into in December 2015. M32 production demand is now met with impressive efficiency: 40 M32s have been built in less than one year, and when at full production two M32s can be built in one week, all the while maintaining the same strict quality standards.
‘Our number 1 priority is quality,’ says Aston Harald vice-president Martin Krite. ‘We spend as much time as necessary to ensure our processes are sound, and do not compromise just to save time. We strongly believe that, ultimately, this represents value built into the final product.’
To create these quality products and expand into new ventures Aston Harald has made a considerable further investment into its facility in Hönö, which is divided into two buildings: a laminating shed of 700m2 run by Batt Battison, a longtime colleague of Bushe through multiple Volvo and AC projects, and an assembly shed of some 3,000m2.
To showcase their build quality to visiting clients and boat sponsors and also to improve on their production efficiency, these facilities are always kept spotlessly clean and tidy to the highest modern standards. This is a core philosophy for Bushe, whose experience building all three race-winning VO70s, ABN Amro and Ericsson, and overseeing the build of Groupama for the previous Volvo Ocean Race, indicated the benefit of maintaining a clean production environment beyond just meeting minimum health and safety standards.
‘We had over 8,000 visitors while building those boats,’ said Bushe. ‘The visitors were our sponsors and guests, so we needed to maintain a presentable work space, and being clean matters. By using clean and neat standards in all phases of our production, assembly and finishing, we actually saved time and with no added cost. And there were obvious benefits to the health and happiness of the work team.’ Krite says that they intend to have the same showcase appearance at Aston Harald. ‘We want to show off our products and that they are being built to the highest standards. We don’t want to have a separate showroom that is isolated from the facility because we would like our visitors to appreciate the care and craftsmanship that go into everything that we build.’
In the boatbuilding trade the word is out on this relatively young entrant to the market. Bushe says they have a large number of new build inquiries – plus a high demand from all over the world for employment at Aston Harald.
Yet the working talent here is not all imported, with most of the team based locally due to a strong local culture in manufacturing and the invaluable assistance of Göran Marström, the original builder of the M32. Bushe says that within six months employees who knew almost nothing about high-tech composite boatbuilding are being trained to be completely proficient in the trade. This human success is largely down to Aston Harald’s investment in the future, developing a training programme that to date has successfully educated some 50 people in various areas of production and assembly.
No boatbuilding operation can be successful without a local culture of supporting contractors, with the facilities and talent base of equivalent quality, and here Aston Harald is in a strong position. ‘Even though physically we’re on an island, we are not by ourselves. All around us is a network of suppliers and contractors that contribute to our production success,’ says Krite. ‘There is a long engineering history here with a strong work ethic that makes it relatively easy for suppliers to achieve our standards in quality and production.’

This solid base of labour and suppliers, the ability to be adaptable and even expandable with their new facilities and a proven track record in producing high-quality products for the high-performance market makes Aston Harald well positioned to become a significant new force in all levels of high-tech composite construction.
For anyone seeking to build the next generation of composite rocketships, of up to 70ft or even beyond, whether high-speed multihulls built for stadium sailing or an offshore monohull to chase new oceanic records, a visit to Hönö to explore what this new player in the field of composite technology has to offer should prove well worthwhile.
Click here for more information on Aston Harald »
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The new testament

Tom Whidden and Michael Levitt’s legendary reference work on the art and science of sails has received a complete and well-researched update

Our sport of sailboat racing is complicated. In fact, there may not be a sport as detailed, nuanced and, dare it be said, perplexing. The sheer difficulty of moving up the learning curve in sailboat racing surely has to be one of the reasons why our sport seems reluctant to grow.
For those who sail below the professional crewed level, a short time on a fully crewed boat, whether it be an Etchells or a Maxi 72, will drive home this point. To steal a line from a golfing ad, ‘these guys are good’. Clearly, the skills of these pros result from years of experience. It is their job. So what is the amateur sailor to do?
The same question would be asked of a rookie intending to climb Everest, or of someone about to train for their first marathon. The answer in the case of all three examples is to learn and understand the foundations of the sport.

Above: a model of ‘wall stress’ or surface friction seen in one horizontal slice taken from a RANS analysis of an A-sail, showing areas of flow separation. Left: here’s one that Tom Whidden did earlier… Perfect sail twist, as demonstrated by the 1987 America’s Cup winner
One of those foundations is the sail, the engine of the sailboat. Tom Whidden, CEO of North Technology Group, with 40+ years’ racing at the highest level of the sport, and Michael Levitt, co-author and author of 13 other books focusing on our marine world, have expanded on this key foundation of racing and just plain sailing in their The Art and Science of Sails Revised Edition.
For those sufficiently old enough to remember, it was in 1990 that Tom and Michael published the first edition of The Art and Science of Sails. Since so much of sail technology has changed since then, Tom knew that a new edition was necessary. But, as work commenced, it quickly became clear that this book could not simply be just a revision. In essence, it’s a new take on the complex subject of sails.

Above: Here’s one that Tom Whidden did earlier… Perfect sail twist, as demonstrated by the 1987 America’s Cup winner

Yet it’s not just about sails. It’s as much about why and how sails work – aka aerodynamics – as it is about how today’s sails are designed and built. That said, if you’re talking detailed, nuanced and perplexing, aerodynamics is already as tough as it gets, rivalled only by hydrodynamics, the effect on sailboat performance of the water flowing past the hull and appendages.
Since it’s important to attract the reader to complex subjects, The Art and Science of Sails Revised Edition is also a fine-looking fullcolour production with numerous beautiful photographs of our sport, illuminating illustrations and some history both of sailmaking and their materials. It’s why this book will appeal equally to the beginner and the seasoned professional sailor.
However, it’s the aerodynamics that is the heart of this book. The vast literature of this subject seems pulled to the extremes – often so difficult to follow at one end and too simplistic and therefore potentially inaccurate on the other. Tom and Michael worked hard to marry this controversial topic – for example, did you know the flow through the ‘slot’ of a headsail and main is far slower than the onset flow – with the practicalities of trimming. And the issue of why sailmakers add leech twist to a sail is not met with the normal answer: ‘because it works’. The authors logically explain the aero dynamics in comprehensive but surprisingly clear detail.
Throughout this book theory and practice flow back and forth, leaving the reader with a knowledge foundation of exactly why correctly trimmed sails work best.
Over the years many excellent books have been written on sails and aerodynamics. Perhaps Manfred Curry was the first to attempt to explain in 1948. CA Marchaj wrote his treatise in 1964, which is still seen on the shelves of many sail and yacht designers – and to this day referred to as ‘the bible’ on sails.
The Art and Science of Sails Revised Edition in no way attempts to usurp the achievements of these groundbreaking authors. However, what it does do is make every attempt to render the complication of sails an approachable topic that is the key to successfully understanding how and why a sail performs. And, as you’d expect, inter woven with a review of today’s state-of-the-art is an accessible update on the still fast increasing role of computers in the analysis of sail design and performance.
Click here for more information on North Sails »
We invite you to read on and find out for yourself why Seahorse is the most highly-rated source in the world for anyone who is serious about their racing.
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Beauty and beast

Sleek, powerful, radically new… With her teak decks and seductive interior, you just wonder what she is all about – until sails are set and she whisks away, in the lightest of puffs. At sea with Nautor’s ClubSwan 50
July in Finland is off-season. Companies closed, families gone to their summer houses. So it is a somewhat eerie sight to come to Nautor, this hallmark of a boatbuilder, with a brand new yacht moored in front of the Pietarsaari plant, workers everywhere when in fact there should be no one and nothing around.
Normally the Finnish adhere to national holidays like they were a religious thing. They care to spend time with their relatives and friends. Normally at Nautor they assemble boats inside, not on the dock. And normally, if and when they do invite you to a sea trial they will have checked and fixed every little detail to a degree rarely seen.
This year, however, is anything but. It marks their 50th anniversary – a date few serial production yards have passed. Nautor did not just weather this past half-century. They moulded it, earning a near-mythical reputation early on when pioneering GRP boatbuilding. Unforgotten Ramon Carlin’s win in the first Whitbread Round the World Race 1973/74 on his Swan 65 Sayula.
Now at 50 and matured in many ways, Nautor are not going to sit still. Quite the contrary. With the ClubSwan 50 they present a yacht pivotal to their near future. ‘It’s not just a new model,’ says marketing director Vanni Galgani. ‘It’s a statement.’
The smallest boat of the range, she is also the technologically most advanced, built and cured in pre-preg carbon epoxy. At 8.5 tons – 3.45 of which are attributed to her keel ballast – no other serial production yacht her length comes lighter, none carries more sail area. On the yard’s commissioning dock the sound of small, choppy waves nudging her stern is indicative of both her strength and nimbleness – it resembles that of a Laser or a 505, so thin the layers of carbon cloth, so light the panel just above the water.
She is carbon everywhere: rudder stock and blades with tubercled trailing edges like on Rambler 88 are, of course, carbon. The 3m keel fin: pure high-modulus carbon. Even the hinged backrests of her salon sofas, doubling as sea-berths, are made of carbon – as are the teak veneered floorboards, the dining table, the masterfully infused mast support, the base of the berths. Just the frames of the hatches break with this regime. As a visual quote of Nautor’s past they are artfully built from solid teak.

Why this? Well, because the ClubSwan 50 is still supposed to be a Swan. She may be a one-design racer-cruiser, she may be competitive in ORC or IRC according to her set-up. But never ever would Nautor’s main shareholder Leonardo Ferragamo conceive a pure racer. Hence her vast decks covered in teak (3mm thin, though, mind you!). Hence her so artfully designed and decorated cabin. In fact, if seasoned sailors went down below blindfolded and had to tell just what kind of boat this is few would ever imagine her to be a thoroughbred.
In Pietarsaari, side by side with the 50, lies her role model, her ancestor: Tarantella. Build number 1, model 1. The first and only one in 1966 when the legacy began. This legendary Sparkman & Stephens-designed Swan 36 started it all. A slender, narrow hull with timeless lines, a cockpit so tiny you wonder how she could ever accommodate more than a couple. Her benign stature makes her a true GRP classic, just like so many older S&S Swans which are quickly off the market when for sale.
This summer Tarantella was to be the brand’s ambassador in the Jubilee Regatta off Turku (Finland) and at the Rolex Swan Cup in Porto Cervo. Nautor bought her back more than 10 years ago and refitted her sensibly – deliberately not transforming her into a beauty case of a classic but leaving much of the original and some scars of half a century at sea. Maybe this is why today it seems so unlikely that back then, in her early years, she was hugely successful on the racecourses. Or is it just the stark comparison to the ClubSwan 50 that renders any similarity, any common traits unreal?
Tarantella’s latest successor, the Juan Kouyoumdjian-designed 50, is almost twice her waterline length (14m to 7.77m) and more than twice her power in terms of sail area to displacement ratio. Both of them represent the most advanced state of technology of their times which is in fact the only link between them – apart from the pointed arrow below the gunwale that became Nautor’s trademark.
There are memorable pictures of these two icons together. One shows both of them launched during the company festivities in June, the other was shot two days before our sea trials. Nautor then took the 50 for a first outing while Tarantella sailed close by to windward. It was rainy, with little wind, usually not the stuff for wide, beamy twin-rudder boats. And yet Juan K’s carbon weapon effortlessly feathers away close-hauled at easily twice the speed.
So how does she do it? How does she feel? Is she worth her 935,000 euros ex-VAT ex-sails, a rather reasonable price in fact considering her stable?
To find out we spent three days at the yard, waiting for pressure – and for the workers to transform what looked like a construction site into a boat. When all tool cases were off, on the first day big sail bags with the latest North 3Di cloth came on. It was 4pm by then but sunset is at 11 here and sometimes you have better breeze in the evening. So no worries!
Finland in summer is either – or. It can be tricky and variable and outright nasty within a few minutes. Or you get this Scandinavian high pressure that outshines anything. Unfortunately, we got some of the latter, three days of it, including the light winds typically associated with that: 10-12kt northeasterlies, slowly fading to 6. So as if to spare Nautor the first real test. While this no doubt is much less exciting than some proper breeze and waves to play with, it actually is a much harder environment to shine in. Yet shine the ClubSwan 50 did, indeed. Once main and jib were on the locks, cunningham and sheets trimmed, running backstay on, she hardened up immediately. The massive sailplan makes her easily lean on her chine, reducing wetted surface and finding a nice groove.

Above: the roomy, open cockpit and raceboat treatment of the aft side decks and open transom make for a very racy looking racer-cruiser. Winches are kept well out of the way for cruising comfort; note the primaries mounted where you’d normally expect pit winches. Meanwhile, go below on what is evidently a performance yacht and you will find this (below) fresh and modern interior with enough open space for both practical sail handling as well as post-race conviviality…

These were very early days in her development so speeds and angles are preliminary. But even so the performance is quite promising. At a bit over 80° tacking angle she clocked 7.7-8kt upwind in a mere 10kt of breeze. Though she does point higher, VMG will decrease quite quickly. It’s a trade-off that favours speed over angle.
While reacting instantly to the rudder the huge main and the aft-swept Southern Spars carbon mast induce a tendency to luffing up which could not be fully trimmed away. So the feeling on the helm was of a big and rather manly boat – somewhat surprising given the light construction. No doubt rig tuning will have a great effect on overall performance.
When easing the sheets and bearing away the ClubSwan 50 shows her true potential. She instantly converts to semi-planing mode at 90° TWA under main and jib only, almost matching wind speed at 9.4-9.8kt. With the big A3 up she just keeps building apparent wind, topping out at 12.5kt boat speed in 10-12kt true while behaving totally controlled, following every slightest turn on the wheel. You can pinch her quite a bit without losing grip on the rudder – a reassuring sign that she will do just as fine in 20kt of breeze and above.
Cockpit layout as well as hardware worked reassuringly well. However, you have to get used to operating the primary winches from the bench or the side deck as they are positioned too high up on the coachroof to be easily accessible from the companionway where in heavy seas crew would be safer. A main sheet jammer on both sides would allow crew to free the main winches if need be. And the purchase for the traveller, neatly tucked away under the deck, takes quite a hand to operate even in the light airs off Pietarsaari.
So if you plan on joining the club of owners prepare your crew for some power workout and a few expertly drafted battle cards. Since the ClubSwan 50 is conceived first and foremost as a one-design class with no lesser than Jochen Schümann as president, expert handling will be positively beneficial as the class is fast growing.
Without anybody having sailed yet, already eight boats had been sold when Nautor lifted the curtain in Turku for the first time. It’s a number that will rise quickly once owners get a hand on the wheel in coming months. Not least because of the beauty side of this beast: her stylish amenities down below. Though very different from the successful Swan 45 that debuted 15 years ago you can still go cruising comfortably with the 50 – and leave almost any other monohull far astern.
Click here for more information on Club Swan 50 »
We invite you to read on and find out for yourself why Seahorse is the most highly-rated source in the world for anyone who is serious about their racing.
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Coming on strong

Having chosen the ideal boat for the best two-man crews to compete over a wide range of conditions the Star Sailors League is now on a roll
For the past few years the Star Sailors League (SSL) has been attracting some of the biggest names in sailing to compete at some of the fiercest but most friendly grand prix events anywhere. In 2013 Olympic medallists and America’s Cup legends came together to create the League, using a ranking system based on the tennis ATP Tour. The League has already attracted some of the sport’s greatest talents, including Robert Scheidt, Bruno Prada, Jochen Schümann, Paul Cayard, Torben and Lars Grael, Mateusz Kusznierewicz, Mark Reynolds, Diego Negri, Xavier Rohart and George Szabo.
Just as there are four major Grand Slam events in professional tennis, the long term aim is to bring in four Grand Slams to the SSL. It trialled its first SSL Lake Grand Slam in Switzerland last year, and the first SSL City Grand Slam in Hamburg last May. Each Grand Slam offers a prize pot of $100,000 and a winner’s cheque of $25,000.
The Grand Slam format starts with fleet races, run over two or three days for the right to make it through to the knock-out rounds on the last day. The top team gets a place straight through to the fourboat Final. The second team gets an automatic place in the Semi Final.
Meanwhile, boats from 3rd to 10th go into a Quarter Final where the aim is to make the top five. These five then join the 2nd-place boat in the Semi Final. The top three then meet the top-placed boat from the fleet racing in the Final.
So now we’re into a single-race, winner-takes-all Final between four teams. It’s a tough, tough format that demands a different tactical approach at each stage of the contest.
THE ULTIMATE AIM – FOUR GRAND SLAMS AND THE FINALS
To create a world ranking representative of the skills of each athlete and to balance the odds for each one of them, future Grand Slams will take place at a clutch of carefully contrasted venues:
- SSL LAKE GS – on a lake
- SSL BAY GS – bay with light airs
- SSL CITY GS – urban venue
- SSL BREEZE GS – windy venue
Currently topping the rankings and the only winner of two events in the brief history of the League is George Szabo of the USA. The 2009 Star World Champion won the SSL Lake Grand Slam in Switzerland last year, followed by victory at the Finals in Nassau. Watching in Nassau was America’s Cup and Star sailing legend Dennis Conner who asked Szabo the secret to this knock-out style. ‘Sail up the middle, Dennis’ was Szabo’s simple reply. ‘Don’t be tempted into the corners...’
Fellow American and double Olympic champion in the Star, Mark Reynolds, clearly enjoys the SSL events. ‘It’s great to be part of such professionally run events,’ he says. ‘It keeps some of the Olympians in the Star, and is a great replacement for the Olympics without the arms race. Currently a lot of teams do bring their equipment but the plan is for the SSL to eventually provide all the boats.’
The SSL has also been attracting some younger world-class talent, such as Croatian Laser Olympian, Tonci Stipanovic, and four-time Finn world champion from Great Britain, Giles Scott. ‘It’s particularly great going up against the Finn sailors,’ says Szabo. ‘They’re so physical and it makes you realise how hard they work their boats downwind.’
The live coverage on the internet has brought big viewing figures, with more than 120,000 individuals tuning into the 2015 Finals for an average 17 minutes’ viewing. The secret, according to Reynolds and Szabo, is the quality of commentary. ‘When people are eliminated, they get invited on to the commentary crew to talk through the next race,’ says Reynolds. ‘Listening to people like Cayard or Schümann predicting what people are going to do, and why – it’s one of the best sailing lessons you could hope for. And now it’s all there on the Internet.’
This year’s SSL Finals take place in Nassau, 28 November to 5 December where the top 15 on the SSL Ranking are joined by five wild card invitees, some of whom will likely be new Rio medallists – once again it will be streamed live online. George Szabo will have to sail out of his skin to retain the crown.
Click here for more information on Star Sailors League »
We invite you to read on and find out for yourself why Seahorse is the most highly-rated source in the world for anyone who is serious about their racing.
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Take advantage of our very best subscription offer or order a single copy of this issue of Seahorse.
Online at:
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