It’s not often that a sailboat racing article that’s not the America’s Cup gets into the New York Times, but that’s exactly what happened. We’ve been following Greg Slyngstad’s Bieker-designed Fujin since its launch and through its dramatic capsize, and now that Todd Slyngstad’s HH66 Nemo isn’t hindered by Covid, we’re bound to see some great multihull racing in the Caribbean in the coming months and beyond. See David Schmidt’s article here.
Here’s a taste of the piece to get you started:
Brotherly Love Has Its Limits When Sailing
By David Schmidt
It’s an old sailing joke that whenever two or more sailboats are within sight and on similar courses, they are informally racing.
Now, imagine that you are sailing in a world-class regatta and your brother owns one of the other yachts.
Nemo
That is facing Greg and Todd Slyngstad, brothers who are scheduled to race their high-performance catamarans in the same multihull class at this year’s Les Voiles de St. Barth Richard Mille.
The brothers grew up in San Jose, Calif., and learned to sail on Monterey Bay as children, but serious racing came later. Greg, 67, and now retired, moved to Seattle almost 40 years ago and spent his career in the tech industry, including at Microsoft, Expedia and Kayak. Todd, 58, and the youngest of the family’s eight siblings, lives in Santa Cruz, Calif., and he owns a grading and paving company.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
For some reason, some additional comments on ORC aren’t appearing. I’ll just post them here for everyone to see Dave Lynch further question JAM’s rating and US Sailing’s reponse.
From Dave Lynch, in response to US Sailing’s response to his earlier questions regarding Jam’s rating.
Interesting, and thanks for the sleuthing. There were a couple of items I hadn’t noticed, and it’s helpful. Here are a few thoughts in return:
Difference in 2-blade or 3-blade feathering props. One would think that a 3-blade feathering prop would cause more drag than a 2-blade. In contrast the change was coincident with the change in rating from 540 to 533.
Similarly, one would think a roller furling headsail would be less efficient, and thus slower…that change also happened coincident with the faster rating in 2021 compared to 2017.
The issue of crew weight is a bit hard to evaluate. Given the size of the boat and the need for the boat to be sailed well it’s pretty reasonable to assume the boat is fully crewed for most races. In both 2017 and 2021 the maximum crew weight was 907kg, while in 2023 it was 850kg. Assuming weight of an average crew is 185lbs (84.1kgs) that 57kg (a single smaller crewperson) doesn’t seem like much…especially on a boat that displaces 36,000 lbs.
Changes in D/L ration: from 111 (2017 w/ the aluminum rig) to 106.6 (2023 w/ the carbon rig). Not much of a change. Even less of a difference from 2021 (107.7).
Considering how small the changes are from year to year, and even considering the potential of additive effects, I’m still finding it hard to understand how they can add up to an 18spm change in performance.
And US Sailing’s response to David’s additional concerns:
A 2 bladed feathering and a 3 bladed folding prop are very differently treated. In absolutes the changes are small but lots of small changes do lead to large changes. If I mis-typed it as 3 bladed feathering that is my mistake, the current prop is listed as 3 bladed FOLDING.
Yes, furling will be slower than changing jibs, Jam is now rated as changing jibs having previously been rated with furling jibs. They probably should have been rated this way all along.
None of the noted items aside from possibly the rig composition which in default values mean a carbon rig will have a lighter weight and lower CG had a large individual impact on the rating.
The list was more to point out that the inputs for the boat actually were not the same so it’s a little bit of an apples to pears comparison but not as bad a comparing apples to chickens.
There are always efforts to improve the science and the VPP. This is ongoing work by a group of very smart people. Here is the list of those involved with the ITC (International Technical Committee) being those who work directly on the VPP https://orc.org/index.asp?id=62. This is done proactively versus sailors having to protest ratings as is the policy in other rating systems. As the pool of boats being rated has grown so has the work by the ITC to be sure the rule is fairly rating all boats. There are some types of boats which are rare outside of North America (ULDBs) and there has been a directed effort to make sure these boats are accurately and fairly rated by ORC as their numbers have grown in the database and more performance data has become available. Same for relatively wide boats for their length such as Class 40s.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
For anybody who’s been wondering what the Globe 40 was all about, and get a taste for these impressive boats, Take a look at this video. Seattle’s Craig Horsfield, who was on the Amhas team that finished second overall, is featured several times in the video.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
Correction: A previous version of this post said that the yacht Aquavit lost crew overboard. It did not. It abandoned the race and helped in the recovery of the persons overboard.My apologies to the skipper and crew of Aquavit. This story is still evolving and I hope to get the facts straight soon. KH
If there is a race that signifies the best of Seattle Sailing, this is probably it. By the best, it doesn’t mean the most important or competitive. It does mean fun, inclusiveness, sportsmanship and dose of PNW weather, which can be benign or sporty. Saturday’s Blakely Rock Benefit Race was sporty. So sporty, in fact, a serious rescue was required. Fellow racers, of course, were up for it. More on that later. Results, if you must.
First, we get the photos from our hero Jan Anderson. See the rest of a large album here.
Now, let’s look at inclusiveness. BRBR is a “fun” enough race kids are welcomed. Since this found its way to Youtube from Grady Morgan’s boat, I figure it’s OK to show here. And how did they finish? Better question, who cares?
And now for the sportsmanship and safety issues. This speaks to our great community. During one of the puffs on the return leg from the Rock, the Folkboat Aquavit and other vessels dropped out of the race to help crew overboard situations. Note that the details are still coming together. It’s known that the Seattle Sailing Club boat Avalanche was able to cover the crew overboard. I also heard a firsthand account that one of the overboard crew was in seriously rough shape before rescue. 50-degree water will do that. I’ll let Sloop Tavern Yacht Club Commodore Mike Scribner’s letter to STYC members explain what is known so far.
Hello Sloopers,
Writing to let you know the status of our fellow sailors who were part of the Crew Overboard (CoB) incident during this weekend’s Carol Pearl Blakely Rock Benefit Race. All individuals who were in the water were recovered successfully and transported to on-shore emergency medical services as necessary. All have recovered fully.
A brief recap of what occurred: (This is based on our best current understanding, and is subject to adjustment as we learn more.)
There were three CoB calls within several minutes of each other from three separate vessels participating in the event.
1 of the CoB Calls was withdrawn almost immediately by the vessel as a crew member was found below in the cabin after a crew count occurred.
1 vessel was able to self-recover their crew member who was overboard.
1 vessel had 3 crew members in the water
CoB calls were made by the involved vessel.
The Coast Guard and Seattle Fire responded immediately.
Several event participants immediately retired and/or lowered their sails in order to provide search and recovery assistance.
1 event participant began coordinating the response via radio with the Coast Guard and Seattle Fire & Rescue.
Several event participants attempted to recover individuals in the water, but due to mechanical limitations and higher free-boards, only one vessel was able to recover all three persons in the water.
The recovering vessel was towed into Shilshole Bay by Seattle Fire & Rescue with the crew and recovered COBs on board.
All three individuals were transported to a medical facility and eventually released.
All have recovered fully as of this communication.
I want to take a moment to commend the actions of several vessels that were in the race who immediately responded in an attempt to render assistance.
S/V Avalanche – Skipper: Jean-Piere Boespflug – This was the vessel that was ultimately able to recover all of the individuals who were in the water.
S/V Irie – Skipper: George Dowding – This was the vessel that conducted a substantial amount of on-scene coordination with the Coast Guard and Seattle Fire & Rescue.
This CoB incident could have ended very differently, but did not because of the heroic actions of the vessels, skippers, and crews above. If you see any of these individuals out in our community; please thank them for their quick response in an emergency situation. If you see them at the Sloop; buy them a beer. They deserve that and more.
A number of other vessels also ceased racing and attempted to render assistance to the individuals in the water. Their actions are also commendable and should be recognized for their efforts. These vessels are:
S/V Those Guys – Skipper: Tim Huse
S/V 20 Degrees – Skipper: Duncan Chalmers
S/V Gusto – Skipper: Beth Miller
S/V Perfectly Strange – Skipper: Paul Kalina
S/V Aquavit – Skipper: Dave Sinson
S/V Impulsive – Skipper: Ulf Georg Gwildis
There may have been other vessels involved; our understanding of the incident and all boats on scene is developing. If you have more information; please reach out to Commodore@styc.org.
Additionally; we as a club and the broader community must acknowledge and thank the professional & volunteer first responders who were on scene within minutes. This included response teams from the Coast Guard Sector Puget Sound, Seattle Harbor Patrol Fire & Rescue, and the Seattle Fire Department. Their response in these situations is critical to saving lives.
Moving Forward:
At this time we are working with all individuals known to be involved in the CoB incidents to fully understand the timeline and circumstances that lead up to these events. As we work with those individuals more information may be released; we ask for your patience as we work through our response. There have already been a number of posts on social media and email threads being passed back and forth on the incident. Information sharing is always encouraged, but I ask that we respect the process and the privacy of the individuals involved.
STYC is committed to putting on safe events and part of that commitment is taking the time to learn everything we can from accidents when they happen. Once we fully understand what transpired, a report will be presented to the STYC Executive Board for review and eventually released to general membership and CPBRBR Participants. The objective of this process is to identify any specific actions that STYC can take as a club to improve safety as well as identifying opportunities to educate our members, and other sailors in the community, on safety best practices, risk identification, management, and mitigation. Sailing is an inherently dangerous sport, even on the calmest days. A 100% mitigation of risk would likely mean never going out at all…In lieu of that; we can prepare ourselves with the right tools, the right training, and the right mindset.
If you have any additional information regarding the incident this weekend, have any questions, or are interested in being part of the safety review process. Please let me know. Commodore@styc.org
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
#Breaking (1/2) #USCG crews are responding to an abandoned tugboat that sunk this morning in Salmon Bay near #Ballard in Seattle. There are NO pollutants on board. All diesel and oily water was removed in 2021 after the vessel was deemed derelict. @SeattleFire responded as well. pic.twitter.com/oeOnPGRbXE
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
The longstanding stranglehold PHRF (Performance Handicap Racing Fleet) holds over PNW handicapping may be waning as ORC (the acronym goes back to Offshore Rating Congress) rises. I’ve thought this, and been wrong, before. This time there appears to be a groundswell of support from owners of smaller boats.
There are a couple of elements at work, the difficulties and frustration with PHRF and the growing international acceptance of ORC as the common measurement rule and handicapping system.
Earlier this year, three custom boats hulls were scanned – a prerequisite for custom boats or those not in the ORC database. It’s part of a big new push to give ORC handicapping a foothold in the smaller boat classes. For years the “big boats” have been racing under ORC while the smaller and slower boats have held fast with PHRF. More boats will be measured in April.
It may help that the Head Measurer for US Sailing is none other than the rigger Chris Tutmark, who has rigged (and measured) many PNW racing boats over the last few decades.
I asked Alex Simanis of Ballard Sails, Nigel Barron of CSR Marine and Chris Tutmark (all instrumental in promoting ORC) to share some thoughts.
Alex Simanis
I think many current PHRF members are seeking a new rating alternative. While I am not an expert in the ORC world, I am becoming more and more educated in the process of obtaining a cert, and the processes for different boats to get them.
Pell Mell being measured in the cold and dark.
My 26-footer Pell Mell has been fully inclined, measured, weighed, and now has been scanned in anticipation of applying for an ORCi (fully measured cert). Most big races on the west coast require a fully measured ORR or ORC cert, and with our level of participation in events outside of Puget sound coming up in the next few years it is a no- brainer.
The fact of the matter is that PHRF is a blunt instrument, and the ratings in the PNW have become very skewed compared to other parts of the country. The current leadership does not seem very interested in looking at actual deltas between boats, or even observed performance.
There are also a number of loopholes in the PHRF NW rule book that they seem reluctant to close.
An ORC rating is actually based in science. The ORC organization spends a lot of money annually getting their VPP programs updated, and they continually revise rules and guidelines for ratings.
One thing that I have felt for years is that there is no way to rate boats on a single number system. Some boats perform very linearly, some do not. I do believe that when boats have been fully measured, and race committees do a good job of administering the system, it should be a more fair system for a wide range of boats, across a wide range of conditions.
It seems like each rating band has an owner or a few owners rara-ing the ORC movement.
The big boats have been racing under ORC club for a few years now. Now, the +/- 18 raters are getting massive interest.
We had Moonshine, Pell Mell, and Scheme (Pyramid 30) hull scanned These super custom boats needed the hull files for ORC to work with.
In the United States, US Sailing is the authority in making ORC Certs, and in charge of administering the rule. After a great chat with Chris Tutmark last week, who is now the US sailing head measurer, he informed me that applying through US sailing is super simple and a one stop shop for ORC/ ORR ratings. You will have to apply, and input data that you have. US Sailing may require more data, depending on the level of rating required.
It is my understanding that most well known production boats already have hull files. So that part will be easy. The weight, inclines and other measurements need to be done by an approved measurer. Chris Tutmark is working with a few local people to get them up to speed on measuring. There will be a big round of measuring/training coming up in April.
For each boat there are multiple ratings, for buoy racing, random leg, and off wind. These are driven by average wind strength chosen by the race committee. There are different ways of coming to this.
As for worldwide acceptance, it seems like ORC is especially taking hold in Europe.
On the east coast, there are a growing number of certificates, and many more events are using this rule, right down to evening beer can races. On the West Coast, St. Francis YC has agreed to adopt the rule for their major events including the Rolex Big Boat series. Van Isle 360 requires ORC. Overall, it seems like this is here to stay.
PHRF will likely always be around. it is good for local beer cans, etc. The reality is that PHRF does not have tools that measurement based rules do.
Nigel Barron
The issue I see with PHRF is that it was a rule designed long before boats could get up on a plane. As Alex says, it’s a single number system so can’t account for how those boats react in different conditions. ORC is gaining momentum. Really the last major races on the West Coast that use anything other than ORC are Transpac, Pacific Cup and Cabo San Lucas. All are California races, hanging on with their last death grip to their rule (ORR – Offshore Racing Rule). Royal Victoria’s Vic-Maui Race uses ORC.
Additionally, PHRF has a habit of adjusting ratings and considering that rating change in vacuum without consideration of what it does to the boats around or in the same relative range.
The Pyramid 30 Scheme gets scanned as well.
One of the biggest things holding back ORC implementation in Seattle is the aversion of certain yacht clubs to do anything to help it or to score it correctly. For many years, Corinthian Yacht Club used the GPH number on the certificate in spite of the fact that it clearly states, do not use this number – it’s only for class breaks. CYC still, even now with the Center Sound Series insists on using only the ToT All-Purpose Medium number. SYC will use the triple number system and uses the appropriate wind range. CYC, by doing this, negates all the advantages of having a multi-number rating system.
Getting a certificate is relatively simple. It gets a little more complicated for a one-off design or boat that has had a lot of modifications. Truly the best part for me is the idea that you can’t have an argument with an inanimate object. You put data in, and a rating comes out. That’s it. No politics, no consideration as to how it fits in a fleet, just a number.
Chris Tutmark
I had been working as a local measurer since 2017 for the measurement rules, both ORC and ORR. In the PNW ORR is not used but races in CA do use ORR. The prior Head Measurer reached out to me when he decided to retire a little over a year ago. I interviewed for the position in Mid-April and my first day was May 1. I split time working in the office and remotely until I could relocate to RI in August.
There are three of us in the Offshore office; Jim Teeters who is head of the office, Sydney Hough and me. We support all handicap systems in use by US boats; ORC, ORR, IRC and PHRF. In regard to numbers, in 2022, we issued close to 1000 ORC certificates, just over 300 ORR certificate and a smaller number of IRC certificates for US boats racing in Europe, the Caribbean and Australia. As 2022 was a Newport-Bermuda year we expect a slight downturn in ORR certificates for 2023 with ORC continuing to expand in North America. Some areas have or are expanding ORC for weeknight and more casual racing. Annapolis added ORC for weeknight racing in 2022, Detroit is planning to do this in 2023 and clubs in San Diego are also looking into this.
A part of my job is to give the local measurers the tools/skills to get boats measured in their areas. In the PNW, my departure created a gap in the coverage so my trip there in April will be to work with some people who have expressed interest in becoming measurers as well as getting boats measured which need to be measured. Most of these are custom or semi-custom boats where sistership data is not available or the boat is different from sisterships. For production boats the process is very quick to get a rating, should a boat want to be directly measured, this can be arranged, and that data will be applied for that boat’s rating.
For those boats who need an ORC certificate, the first step is on the US Sailing ORC page https://www.ussailing.org/competition/offshore/orc/ On the page is large red button to “Start your 2023 ORC Application” https://www.ussailing.org/competition/offshore/orc/#application which takes the sailor to a list of items to have handy for the application. If someone has questions or runs into difficulties with the application, they can always reach out to us in the office offshore@USsailing.org or me directly christutmark@ussailing.org. This offer also applies to YCs/OAs which may have questions on scoring or how to use the variety of ratings that are produced on an ORC certificate. As part of my trip to the PNW we are also looking at doing a presentation- Q&A session in Seattle, details are still being finalized. (Ed. Note: We’ll share those details when they’re available)
With a full staff in the offshore office and our new application form, we are looking forward to 2023 and helping sailors get their certificates.
My Thoughts
The problem with PHRF coincides with its strength, flexibility. PHRF evolved as an inexpensive handicapping system that could rate disparate boats for the predominant conditions in a given area. With enough data, interpreted by experienced handicappers, this would be perfect. And it served its purpose, to a degree, for decades.
The TP52s Smoke and Glory, plus all other big boats, have been using ORC successfully for several years. Jan Anderson photo.
Problems with PHRF are well known, but in my opinion, they come down to one simple element – the human factor. Handicappers are human, and humans (whether they know it or not) are susceptible to preconceptions, prejudices and mis-information.
Competitive sailors are also human. When they fail to compete effectively, they seek a reason. In one-design, it all basically comes down to the sailors themselves, how they prepared themselves and the boat and how they sailed. In handicapped racing, it’s much the same – the sailors are responsible for boat preparation and decisions on the race course.
But then there’s the additional element of handicapping. The key here is perception of fairness. Usually a “wrong” handicap doesn’t affect results too much – an unfair rating might mean a place or two. However, the competitive sailor goes directly to the reason why they didn’t win. If the non-winners feel they’ve been unfairly penalized, or that the competition has been given a “gift” rating, it’s hard for them to feel good about the racing. If a winner senses their competitors feel he/she has a gift rating, winning doesn’t feel so good. These feelings abound after racing, especially close racing, and if there’s even a hint of human error in the rating (which in PHRF is all the time) the discussion focuses on that.
Then there’s the chance to protest one’s own or one’s competitor’s rating by presenting to a roomful of handicappers. This “opportunity” has caused untold stress for anyone involved and left countless friendly competitor relationships in tatters.
For some, this whole fairness thing doesn’t matter much to their enjoyment. They’re happy to be on the water in the company of other boats, and if there’s a victory involved it’s a bonus. But for the more competitive sailor, the sense of fairness means a lot.
Measurement rules are not panaceas. Problems always arise and ratings often seem unfair. But at least the system gets blamed and not Joe Handicapper or that skipper who wrote a 200-page legal brief to get their rating changed. A measurement system makes it much easier to toast one’s competitors back at the club.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
If you’re like me, you have some mixed emotions any time a sailing movie comes out. I keep hoping one of those brilliant movie minds will somehow share with the world how great sailing is. Sometimes it comes close. More often, we get The Whomper (Wind) or the abysmal All is Lost. I’m pleased to report that True Spirit, the recently released Netflix movie about Jessica Watson’s circumnavigation, is engaging and accurate enough. It is only cringe-worthy in a few places, which for a sailing movie makes it a success.
Actress Teagan Croft as Jessica Watson
First off, Jessica Watson’s story is remarkable. You might remember when in 2010 the 16-year-old sailed into Sydney Harbor to be greeted by 100,000 thousand adoring Aussies including the prime minister. She is the youngest person to solo circumnavigate nonstop. While much of the sailing world wasn’t aware of her trip until that moment, Aussies had been tracking it all along. The movie makes clear just how important this voyage was to Australians.
The movie splits time between “Jess” on the boat and her family watching from home. Unlike sailors like my childhood hero Robin Lee Graham, today’s adolescent voyagers can (and do) call home daily on satellite phones. And with help from big sisters on shore, they even blog en route.
As far as the sailing footage and computer-generated monster waves, I’m reminded of A Perfect Storm. Some sensorial things can’t be generated in a computer. The cringe-worth moments were an overly drawn-out pitchpoling which left the lovely S&S 34 upside down for an eternity. While it surely felt like that to Watson, the sailors in the audience will likely cringe at the boat being upside down long enough for the EPIRB to go off, that information to be picked up by the rescue services, and a phone call made to the family.
Anna Paquin had the most impressive acting performance as Watson’s mother, transitioning from supportive and loving to her daughter and family, then breaking down with fear when the time came to be afraid. Teagan Croft does a good job of portraying Watson, and director Sarah Spillane managed to craft a movie that is inspiring but not too sappy.
The real Jessica Watson.Photo by Kate Dyer
My favorite moment in the movie was when the sailing community pulled together. I’ll bet they did just that. And I’m so glad Watson did her circumnavigation in a modest (but well built and prepared) older 34-footer. No need for new or big.
You might remember Maidentrip, the story of Laura Dekker’s circumnavigation. That too was a worthwhile movie and an amazing story.
I’d suggest going to the history vs. Hollywood website page to weed through the real vs fiction versions.
As an aside, moviemakers seem to be drawn to idea of a girl circumnavigating as opposed to a boy. One thing that True Spirit, Maidentrip and Jeanne Socrates‘ voyages make clear: the love for sailing and the desire to head out to sea doesn’t have much to do with gender or age. Girls of any age are just as drawn to it and capable as boys of any age, if not more. No serious sailors I know would see it any other way.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
The final leg of the Globe 40 race is coming to a conclusion, and the PNW’s own Craig Horsfield is holding on to the lead with 450 miles to go.
Craig Horsfield
This leg has had very challenging conditions from the start. It is ending as it started, with a match race between the two Globe 40 overall leaders, Horsfield’s Amhas and the Dutch team aboard Sec Hayai. To win the round the world race overall, Amhas would have to put a boat between them and the Dutch. That seems highly unlikely, since the third place boat is 300+ miles behind.
Here’s the most recent press release:
After suffering in recent days in the Azores the passage of a front generating winds up to 60 knots, the competitors of the GLOBE40 will have to face today and Monday a new depression on arrival in the Bay of Biscay with winds up to 50 knots and seas up to 10 m deep in the northern part of the Gulf. Faced with this situation, the leader of the AMHAS stage yesterday decided to slow down voluntarily to get behind the hardest part of the phenomenon.
Amhas is pink, Sec Hayai is orange.
A difficult choice, as Craig Horsfield explained to us “We’re going to try to slow down, we’re going to look east by slowing down. We only have one mainsail and 3 reefs. Above all we are disgusted after all these days of racing and hard work to get a lead that we have effectively stopped for now. It is hard to do and to accept”.
GRYPHON SOLO 2, which passed through the Azores yesterday, expresses the extreme harshness of these moments: Joe Harris “Last night was the most difficult night of our entire trip around the world. The wind and sea state continued to build until we were in 9m seas and winds gusting to 60 knots. We had prepared with 3 reefs in the mainsail and the staysail, which worked well up to 50 knots of wind. But the gusts overhead rocked the boat hard and made Roger and I, huddled in the cabin, wonder if we were going to get knocked down and rolled over. It was scary. We were both thinking of life rafts, EPIRBs and rescues. But eventually the 60 knot gusts died down and we were able to continue…. It makes you think.
SEC HAYAI in second position maintains a significant lead over GRYPHON SOLO 2 (284 miles this morning)..
The first arrivals in Lorient are scheduled for Wednesday 15. (photo Roger Junet)
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
As if PNW dinghy sailors didn’t know it already, Portland’s Bill Symes is a Laser sailing legend. And he just won the Legends class at the ILCA Master Worlds in Thailand.
For those of you unfamiliar with the ILCA Masters Worlds, it is a truly amazing gathering of older sailors still fit and ambitious enough to sail the seminal singlehander at the highest level. The age groups are Apprentice Master (35-44), Master (45-54), Grand Master (55-64), Great Grand Master (65-74) and, you guessed it, Legends (75+). And while the older sailors may not have the physical tools they once had, there’s an amazing amount of fitness on display and they are no less competitive than 18 year olds. They may, however, be a little nicer to each other on and off the water.
A start
This impressive annual gathering happens at carefully chosen locales around the world, with an eye toward keeping the ILCA (Laser) active worldwide. The locations are also chosen for good sailing conditions.
Bill Symes has been at the top of the masters classes for decades. Last year he missed on a Legends win with a black flag in the first race on the last day.
Symes wasn’t the only PNW winner. Al Clark of Vancouver BC won the Grand Master title. Like Symes, Clark had his worst race in the first race on the last day, but managed to hold on to a two point lead for the series win.
I’d like to make a few observations. In the modern sailing culture of faster, faster, faster, anything less than foiling seems ho hum. I doubt any of the foiling folks had any more fun, or experienced any more intensity, than these masters going at the more sedate Laser pace. While there’s nothing wrong with pushing the envelope and foiling, the fun to be had on inexpensive dinghies should not be dismissed. Also, one might think that there would be only a handful of “old folks” with the fitness and will to do a 6-day Laser regatta. The Legends class had 20 participants, the Great Grand Master class had 32. Those are great racing fleets. Finally, half the Apprentice class, including the winner, were women.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
Victoria, BC remains one of the great PNW sailing destinations. For racers, it’s the Swiftsure race. For cruisers, Victoria is a natural cosmopolitan destination that can be part of a San Juans/Gulf Islands/Barkley Sound adventure. And it appears that one of the more interesting attractions will be strong for years to come. Thanks to the estate of Cora Shaw, the Maritime Museum of BC has a CAN$1 Million endowment to work with. It’s great to see Victoria embracing its maritime history in such a profound way. More from the Times Colonist.
Kurt grew up racing and cruising in the Midwest, and has raced Lasers since the late 1970s. Currently he is a broker at Swiftsure Yachts. He has been Assistant Editor at Sailing Magazine and a short stint as Editor of Northwest Yachting. Through Meadow Point Publishing he handles various marketing duties for smaller local companies. He currently is partners on a C&C 36 which he cruises throughout the Northwest. He’s married to the amazing Abby and is father to Ian and Gabe.
