Sail Feed

Syndicate content
Brought to you by Sail Magazine
Updated: 48 min 59 sec ago

Frosty Defender/Challenger Relations in AC?

Tue, 2014-07-15 18:09

Stuart Alexander, writing in The Independent, recounts a weekend meeting in Los Angeles between Oracle Racing and the six committed, or would-be committed, challengers for America’s Cup 35. The challengerslaid down a number of peeves.

The lack of an announced venue.

The lack of San Francisco.

The lack of an announced PRO.

The plan to split the venue, possibly between hemispheres.

The absence of (my words) adult supervision of the process, with a deadline for entries mere weeks away and all the above making planning and fundraising harder than they have to be.

Stuart is a consummate veteran of Cup matters, and his information comes by way of his contacts at Ben Ainslie Racing. It’s his story, and he tells it here.

Thanks to Gilles Martin-Raget for the (slightly altered) pic.

John Rousmaniere, legendary sailor/writer on the 59º North Podcast!

Tue, 2014-07-15 00:04

To anybody that’s been near a sailboat, today’s guest needs no introduction. John Rousmaniere is a legendary sailor/writer whose been in the thick of the sport for over 40 years. He’s logged over 40,000 sailing miles, mostly offshore, raced at the highest levels of the sport, and written 15 books and counting on the subject. Andy met John at the Royal Bermuda Yacht Club following the Newport-Bermuda Race a few weeks ago. John has been in charge of media for the past three editions of the race, and reprised his role in 2014. Then he jumped aboard the McCurdy & Rhodes designed ‘Selkie’ and sailed back to Newport! John and Andy Skyped, Andy in Sweden, John in NYC, and they chatted for almost an hour about John’s career as a writer, what it was like to sail in the ’72 Bermuda Race and infamous ’79 Fastnet Race, his motivations for writing about sailing and specifically safety at sea, and what he fears offshore. Enjoy!

Inmarsat iSatPhone 2, a solid satphone but here come Globalstar Sat-Fi & Iridium GO

Mon, 2014-07-14 11:00

Written by Ben Ellison on Jul 14, 2014 for Panbo, The Marine Electronics Hub

A brief test of the new Inmarsat IsatPhone 2 showed it to be quite a good satellite phone. Compared to the original IsatPhone Pro I tested in 2010, the new phone locks onto both GPS and Inmarsat satellites noticably faster and the voice calls seem to sound better. I also found the screen quite readable in most conditions including direct sun, and the user interface struck me as fast and easy to get the hang of. However, if you sense some “buts” coming, you are correct. At nearly $1,000 street price, this phone is not the “game changer” promised in 2010. Also long gone are the $200 prepaid SIM cards good for 250 minutes and two years mentioned in my 2010 review; Inmarsat phone service is pretty costly these days. Perhaps more important, we are just entering an era when we can supposedly have all the services of a satphone without actually having to own another darn phone, and possibly at a lower overall cost…

Before getting into the latest on Globalstar Sat-Fi and Iridium GO, here are a couple of IsatPhone 2 screens I appreciated. At left is what you get by tapping the dedicated Call History key and then the Options soft key. So just two taps and you’re ready to add a number to contacts, text it, etc. At right is the similar Messaging History screen, quickly reached via Menu soft key and mail icon. All messages, though, are texts; you can send or receive them using an email address but they’re still limited to “approximately 1600 Latin characters or 740 non-Latin characters” including the recipient’s email address. And you have to use the phone’s alphanumeric keypad to compose texts, like an old cell phone. (The phone has Bluetooth — especially useful for a headset as its antenna needs to be carefully aimed, at least at my location — but it doesn’t support a keyboard.)

It’s apparently possible to use the IsatPhone 2 as a modem for real email and maybe even weather files, but note that Inmarsat doesn’t even mention the possibility in its marketing. This may be because once the original IsatPhone was data enabled (after my test), it turned out to be very slow. Global Marine Networks (GMN) estimates IsatPhone data speeds as follows: setup, 40-50 seconds; latency, 5 seconds; raw average down speed, 12 kbytes per minute; and raw average up speed, 6-8 kbytes per minute. That’s real slow, even compared to the slow Iridium system, which GMN rates thusly: setup, 20 seconds; latency, 1.5 seconds; raw average down and up speed: 15 kbytes per minute. Not to mention Globalstar — if you have working coverage — with 5 seconds setup, 0.25 seconds latency, and 60 kbytes per minute raw average download and upload speeds. An offshore boater wanting even minimal data services probably shouldn’t consider the IsatPhone 2, or at least will need GMN’s Redport Optimizer to squeeze usefulness out of the slow connection.

The IsatPhone 2 has dedicated tracking button which can be set up to auto send a track point every 5 to 9,999 minutes. It worked fine in my testing but it’s sent as a text or email text and does not collect to an online tracking map, like the DeLorme inReach, unless arranged via a third party. Similarly, the user has to specify their own Assistance service contact to make that button useful, as I’m being told on left screen above. (Inmarsat does offer free 505 emergency SAR dispatching, but only for FleetBroadband services including the new FleetOne.)

I photographed the New Contact screen at right above because I was surprised it didn’t include an email address field. You can add one easily enough via the Options menu, but it was another indication to me that the IsatPhone 2 is mainly designed for voice calling and texting.

When Jeff Bezos recently spent ninety minutes introducing the Amazon Fire smartphone he didn’t even mention voice calling. But while we’re all generally using our phones less and less for phone calls, that may be less true of satphones. Being out in the middle of the ocean may be exactly when the intimacy of a voice call with loved ones is most valuable. A phone call may also be the most efficient way to troubleshoot a medical or mechanical issue, especially without fast email and Google. So the fact that calls on the IsatPhone 2 sounded good and were easy to make may be quite important versus my various negatives. The Iridium Extreme I tested in 2012 is also an able voice phone, and actually a little more “global” than Inmarsat credits on its comparison list above. And now that Globalstar’s new satellites are online, maybe its satphone deserves to be on that list (it’s now marketed as the Spot Global Phone, though it’s still less global than the other two).

But what if you could use an app on your own smartphone to easily make satellite voice calls? And another app on a phone, tablet, or PC to easily manage narrow-band satellite email, downloads, and possibly limited Web browsing? That’s the promise of the Iridium GO device which we discussed here in February and which is slated to ship in a week or so. It’s also the promise of the Globalstart Sat-Fi which I was so embarassingly skeptical about in that entry! Sat-Fi is not only interestingly real — not nearly as portable as GO, but that fixed marine antenna looks good for serious offshore — but Sat-Fi is already available from GMN and other dealers, and has already earned a favorable Wired review.

Meanwhile, Iridium GO service pricing was recently revealed and it seems as aggressive as promised, ranging from long-term prepaid cards to unlimited data rates that will likely make their phone customers jealous. Globalstar doesn’t differentiate between phone and Sat-Fi rates but they seem quite competitive with GO, especially considering the much higher data speed. I look forward to hearing more reports from the field, and maybe testing these new satellite hotspots myself. Will a satellite call on my phone sound as good as the IsatPhone 2? Will making such calls be as reliable? If so, will the traditional satphone go the way of the bag phone?

Click here to read comments about this Panbo entry, or add your own.

Pac Cup Away

Fri, 2014-07-11 20:00

Point Richmond, CA, July 11, 2014
Today was the fifth and last start for the 2014 Pacific Cup race, so all 56 competitors are on their way. The boats now heading toward Hawaii run the spectrum: Moore 24’s and the Nelson/Marek 92; double-handers and a boats with ten or more crew; first-timers like Shearwater competing with veterans like Sweet Okole and Green Buffalo; amateur sailors and professionals.

The wind conditions for the fleets are looking a little bleak at this time. The high has decided to slide south, dropping all the way down to a latitude even with San Diego and making the passage to Hawaii suitable for water skiing. Today’s starters are likely to have breeze along the coast, and will probably dive well south. The early starters, now about 800 miles out, will have few options but patience. Things appear to improve late on July 14th as the high strengthens and moves back to where it belongs, north of San Francisco.

The Latitude 38 division started today — the race’s fastest boats, with long waterlines and powerful rigs that let them scream across the Pacific at speeds undreamed of in other divisions. These are the boats that could possibly break the race’s standing record of five days, five hours, 38 minutes, ten seconds, set by Mari Cha V in 2004, although this is highly unlikely given the current forecast. The division is named for Latitude 38, the San Francisco Bay area based sailing magazine. They have been covering the Pacific Cup since the race began in 1980.

There are five boats in this division, three of them international boats that came to the start line via the Panama Canal. All are strong contenders, but there’s a lot of diversity here as well.

The biggest boat in the division is Hector Velarde’s Locura, a Nelson/Marek 92. Velarde, who hails from Lima, Peru, won fourth overall in the 2010 Pacific cup skippering Mirage, a Santa Cruz 70. The core members of Velarde’s 2010 team – including the navigator, tactician and bowman — are sailing again this year as part of Locura’s twelve man crew.

This will be the first Pacific Cup for Roy Disney’s Andrews 68, Pyewacket (formerly Pegasus, Equation, Magnitude), and only Roy’s second Pacific Cup, but this will be his twenty-second Hawaii race. And while Roy takes pride in being able to do any job on the boat, he, project manager Robbie Haines, and rigger Scott Easom have assembled a remarkably talented team including Olympic gold medalists, Volvo Ocean race and Americas Cup winners, and Hawaii race record holders. They laugh that although the youngest crew member on the boat, local Bay area sailor Dan Morris, is 25, the average age of the crew is over 50, and they have accumulated over one-hundred Hawaii races.

Max Klink, the young German owner of CARO, a Botin 65 launched in 2013, is aiming at competing in as many major regattas as he can around the world, but also enjoys cruising her with friends. She’s a dual-purpose boat with wood decks and the feeling of home, but also highly automated, all hydraulics (no grinders) and dual rudders. Two Kiwi crewmen on the boat joked that this is the first race where they will finish closer to home, not further away.

Invisible Hand, a Reichel/Pugh 63 skippered by Frank Slootman, won its division in the 2013 Transpac, and at least half of its thirteen-person crew has done the Pacific Cup before. In 2010 this boat won the Pacific Cup’s “fastest passage” award under another name (Limit) and owner.

For Scarlet Runner, the Pacific Cup is a leg on its circumnavigation around the world, bringing its Aussie crew closer to home (after a week of fun in Hawaii). This Reichel Pugh 52 from Melbourne, skippered by Robert Date, is a very successful ocean racer and the smallest boat in the division.

Race details and photos will be posted on the Pacific Cup’s website and Facebook page. You can follow the boats on the Pacific Cup website’s tracking page or the Yellowbrick app for iPad, iPhone and Android devices. Note: Yellowbrick data is delayed by six hours until the first boat reaches the 200 miles to the finish point, when the data will become live, and its position predictions are based on a boat’s latest VMG, so if someone catches a wave while being polled, their position improves. The daily tracking report on the Pacific Cup’s web site uses a two day average of VMG.

The Evils of Cockpit Flooring

Fri, 2014-07-11 19:35

There are many things I love about my boat.  It is a comfortable home. It sails beautifully in heavy weather. It is very pretty.  But even Papillon has its flaws.

The girls and I were playing a game in the cockpit. Stylish rolled, and the die skittered off the table. All of us shrieked and grabbed for it, but it was too late. It fell through the cockpit floor.

What, you might wonder, is the big deal? Our floor is painted aluminum with a teak grid overlay. It is a good concept: when water gets into the cockpit, it falls through the grate and disappears down the drains in the corners. Meanwhile, you have something non-slippery to stand on. Simple and practical – two of my favourite things.

But let’s think this through a little. More than water can fall through those holes. Noodles, Lego people, beads, coins, shells – down it goes. Now add some dust and hair, and you’ve got a thick mat of yuckiness coating the floor.

I made a face at the die nestled in one of the squares. The squares are too small to allow you to extract anything from the top. Instead, I had to put a finger in each of the adjacent squares and nudge the die up from underneath.

“Catch it!” I cried as it toppled out of my fingers and fell into another hole.

I washed the dust off my fingers and the die. “That’s it,” I said. “Time to clean the floor.”

Which is no big deal… as long as you have a few hours to kill.

Step one: get the floor boards out. Sounds easy, right? The floor comes in three pieces. Just lift and go and quit whining.

Not exactly.

The back boards are okay. Unscrew the removable benches, remove the upright pieces, wiggle the boards out around the hose and the throttle, and you’re done.

The main piece is a little more finicky. I sat on the port bench, lifted the table on its hinge, put my feet on the starboard bench,and rested the table on my knees.  I hooked my fingers into the grate, ignoring the dirt driving itself under my fingernails, and started to lift.  Man, that thing is heavy.  I eased the board up, inch by inch, dragging one end away from the binnacle and raising the other against the companionway.

“Stylish! Indy, I’m stuck, someone help me out.”

Stylish grabbed the end of the board as I shuffled along the bench and got a new grip. Slowly, slowly I got the board upright, and then onto the dock.  And this is what was left underneath:

Dusty, dusty dust.

It looks like there is a still a floorboard there, doesn’t it?  Nope.  Just lint and bits of paper.

Next stop: Shopvac.  There is no point washing until you have scraped off everything you can.  A broom won’t do it, because everything is glued to the floor.  I was delighted to find very little food hiding under there – a miracle, since we eat almost all of our meals in the cockpit.  My girls are growing up.

As I shut down the vacuum, Indy appeared in her bathing suit. She is keen on any activity that involves the hose, and it isn’t often we do a job that needs so much water. She sprayed down the cockpit, squirted out some soap, and was off to the races.

Indy is a fan of the scrub brush. She pushed the sludge into the corners, and then I got to do what moms do: pick it up and get rid of it. Sometimes I am sorry we have so much hair. As Indy rinsed the floor again, I saw some movement by the drain. I moved closer to get a better look, ready to kill whatever bug was trying to escape.

But it was a lizard.

Where did all of this soap come from?

As soon as I said the “L” word, Stylish materialized in the cockpit. She isn’t much for cleaning, but when it comes to animal rescue, she’s all over it. She gently scooped up the lizard and marched off down the dock to find him a better home.

We scrubbed and rinsed, scrubbed and rinsed, and finally the floor was clean.

I wrestled the boards and removable benches back in place, and we were done.

So cleeeeeaaaaan! Just the way I like it.

A few hours later, the girls and I sat down for some brie and baguette. As she gabbled about scrubbing boards on the dock, Indy casually swept some crumbs off the table and onto the floor.

I watched sadly as they drifted through the grate and settled on the aluminum below.

Roble Leads Women’s Match Racing

Fri, 2014-07-11 18:40

July 11, 2014

Defending champion Stephanie Roble of Wisconsin won five races straight in a brilliant opening day contesting the Women’s Match Race Championship at Oakcliff Sailing on Long Island Sound. Winds were light, and further racing was packed in as the air went calm.

Racing continues through Sunday. The prize is the Allegra Knapp Mertz Trophy plus an invitation to the open US Match Racing Championship on San Francisco Bay in October.

In second is SF Bay sailor Nicole Breault, who has past women’s world champion riding shotguh. Breault finished the day with a strong count of four wins and a loss.

The scoreboard
Roble 5-0
Breault 4-1
Hayes 3-2
Hearst 2-3
Gallo 2-3
Gill 2-3
Maxim 1-4
Barbuto 1-4

Event web site

The best sails for downwind cruising

Fri, 2014-07-11 01:24

What’s the difference between a drifter, a gennaker, a code zero, and a screecher? Where does a spinnaker fit in? And if you’re a cruiser, what sail should you use for downwind sailing, anyway?

There is no single “best,” because everything on a boat is a compromise, and individual styles/needs vary, but we have some opinions on the optimal choice for most cruisers.

This question came up on a women’s sailing forum I participate in recently. Because Jamie is a sailmaker, I asked him for help with a response that would be useful to differentiate the options for downwind sails. Differences between these sails aren’t difficult to understand, but get confusing because the names are mixed up or misused. I knew Jamie’d make sense of it, so he’s helped me organize this primer to provide basic general information on each sail, as well as his opinion on what’s the best for cruising purposes. Punchline: code zeroes are great for cruising. Does it cover all bases? No! What’s the catch? Keep reading!

Flying the asymmetric on Totem in Mexico’s Sea of Cortez. Courtesy of Jesse / SV Frances Lee

The descriptions below are for cruising context, racing applications add complexity. Putting this together was a pushme/pullyou between me and Jamie: my urge is to simplify (I’m a fan of Big Animal Pictures), Jamie wants to share detailed technical knowledge (he knows way too much about the subject). Hopefully we struck a balance, but if terms are unfamiliar, it might help to read some the definitions at bottom- or if you’re impatient, skip to the summary: What sail should you use?

 

Spinnaker

 

-     AWA: 90° (beam reaching) -180° (DDW)
-     TWS: 3 to ? (most likely 20 to 25 TWS, but can be higher if you dare)
-     Complexity: moderate to high, for experienced sailors; easier on catamarans
-     Sailcloth: nylon or polyester (not good for cruising), 0.4oz to 2.2oz per SY
-     Construction: tri-radial is best (and typical); older sails can be bi-radial or crosscut
-     Hoist/douse: with a sock (easiest) or directly from bag
-     Storage: very bulky

This is a symmetrical sail, so vertical edges are free flying and either can be luff or leech.  For monohulls, a spinnaker pole attached to tack controls the sail’s angle relative to the wind and boat. In some situations, monohulls can “free float” a spinnaker without pole. Multihulls can use a pole or free float the sail between hulls. Spinnakers have more involved rigging (sheets, guys, pole, topping lift, downhaul, halyard) and require more attention trimming, although catamarans have it easier because they can fly from the hulls and avoid a pole. Cruisers tend to over-trim to reduce the attention otherwise required, so they’re rarely used optimally. Spinnakers can be designed and built as general-purpose, or for specific wind characteristics.

Merlin’s crew estimates they used a spinnaker for 80% of the Pacific crossing. This pic of their boat above (courtesy of Emmanuel Beucher-Hall) helps show why it’s easier on a catamaran: instead of needing a pole they can fly it from each bow, using a quick release clip on one side for safety. (PSA: this beautiful boat is for sale!)

 

Drifter

 

-     AWA: 45° – 180° (DDW if poled out)
-     TWS: 1-5
-     Complexity: easy
-     Sailcloth: nylon or polyester (not good for cruising), 2oz to 3oz per SY.
-     Construction: crosscut or miter cut
-     Hoist/douse: from bag
-     Storage: very bulky

A drifter is for the lightest of winds only and the size (geometry) varies widely. It’s often attached to a stay, but can be a free flying luff with Dyneema luff line. Drifters have a very full shape to slowly bend wind around the sail. They’re relatively inexpensive, but have a very limited range of use.

Poles: not just for sailing!

Cruising chute / gennaker / MPS /asymmetric

 

-     AWA: 90°-ish (beam reaching)  to 180° (DDW) if poled out.
-     TWS: 3 to ? (most likely 20 to 25 TWS, but can be higher if you dare)
-     Complexity: moderate
-     Sailcloth: nylon or polyester (not good for cruising), 0.4oz to 2.2oz per SY
-     Construction: tri-radial (best) or bi-radial
-     Hoist/Douse: with a sock (easiest) or directly from bag
-     Storage: very bulky

Unlike spinnakers, asymmetric sails have only one vertical edge that can be the luff, unless hoisted incorrectly- which is symmetrically embarrassing! Sail shape is fuller in the front (luff) and flatter in the back (leech), like a headsail. It is easier to rig and fly than a spinnaker. In general, the tack attaches at the bow via a tack lines and has a free-flying luff. There are many geometry and shape variations based on boat/purpose/etc. but a general-purpose sail is most common. Using a spinnaker or whisker pole adds complexity (though still simpler than spinnaker setup), but helps the sail fly better. When close reaching, attaching the tack to pole give complete control of tack location. For broad reaching to DDW, attaching pole to clew helps project the sail to keep it filled and reduce collapsing.

 

Code zero / screecher

 

-     AWA: 60°-ish – 180° (DDW) if poled out.
-     TWS: 5 to ? (very sailcloth / AWA dependent – closer angles = less max wind, otherwise similar to asymmetric)
-     Complexity: easy to moderate.
-     Sailcloth: nylon or polyester (not good for cruising) or laminates (polyester and/or high modulus fibers)
-     Construction: tri-radial
-     Hoist/douse: continuous line furler (stows in bag with sail)
-     Storage: rolled up, so less bulky

Now we’re into it! Code sails (0, 1, 2, 3, etc.) are designed with very specific purpose (wind velocity/angle) for racing. A “code zero” for cruising doesn’t really fit what implied within racing. Some sailmakers are branding names (Doyle UPS, etc.) but let’s just call it a cruising code zero (CCZ). A screecher for cruising has the same general characteristics as CCZ, but for multihulls. To simplify here, they’re collectively called CCZ/S.

Asymmetric sails blend features of spinnaker and headsail to simplify flying. CCZ/S takes design another step closer to headsail than the rest: it still has a free flying luff, but geometry and shape slide closer to a genoa. This sail’s purpose is to increase effective AWA sailing range, and can approach close hauled angles, and handle a higher load (windspeed). It’s easier to fly, and takes up less space stowed. Furling is generally easy, although practice and good gear help. CCZ/S can be made with a UV cover to remain hoisted for longer periods, making it again one step easier to use.

The virtues of the CCZ/S Jamie wanted to share run for several more paragraphs, but this hopefully captures the essence.

What sail should you use?

 

Every boat, every crew, every situation are different, but Jamie offers these opinions as a general guideline. It’s not an attempt to be the gospel of downwind sail choices, but a summary to help cruisers understand the relative pros/cons in a succinct manner. Meanwhile, there are other options like double headsails, a poled out headsail, etc.

Hanna’s mainsail cover stayed on during wind-and-wing saling for at least 17 days out of their 21 day Atlantic crossing. Thanks Jan A. for this photo! 

  –     Spinnakers are too much effort for most cruising boats, although they are easier on cats. It’s best sail for deep angles or dead downwind, but DDW is a slow point of sail best minimized. If you have one, make the most of it, but if you’re shopping for a new sail, I wouldn’t recommend it for most cruisers.

  –     Drifters have a limited purpose, so aren’t usually a good choice unless you’re in an area with very little wind and endowed with a great deal of patience.

  –     Asymmetric (cruising chute/gennaker/MPS/etc.) are a step in the right direction, but their all-purpose designs, tend to limit wind velocity and angles. We have an asymmetric sail for Totem that’s gotten far less than expected: it’s either to light, too windy or the angle is too tight. (Jamie wishes we had a code zero!)

  –     CCZ/S is the best choice, for three reasons. First, they can be used across a wider range of wind speeds and angles. Second, they’re easy to set and fly. Finally, they’re more space efficient to store. Further, most cruising boats don’t spend much time beating upwind (close hauled and tacking). A CCZ/S can’t sail higher than 60°-sh degrees like a genoa, but from that angle back a CCZ/S is a better sail than a genoa; thus, for many boat eliminates the need for a genoa. Instead a CCZ/S and 110%-ish all-purpose furling headsail cover a big range of conditions

If you’re in the market for a CCZ or any sails, Jamie would love to work with you. He’s collaborating with a New Zealand sailmaker to build great sails, shipped anywhere in the world. His expertise can benefit you, and your orders help us keep cruising. Not in the market, but just have questions about sails? Feel free to get in touch and Ask the Sailmaker. And, thank you!

As always, Code Awesome readers know we love it when you read this on the Sailfeed website.

Definitions

Sailmaking terms

Symmetrical – Both vertical halves (left and right if projected in front of the boat) of the sail are identical (the same geometry). Either vertical edge of the sail can be luff or leech.

Asymmetrical – All sails, except spinnakers are asymmetrical, but the general term refers to downwind sails whose vertical halves (left and right if projected in front of the boat) are not identical. There is only one luff and one leech.

Sailcloth weight – refers to the actual weight of one “sailmakers yard” (SY) of cloth. A sailmakers yard is 28-1/2” x 36”.

Crosscut – panels are run perpendicular to leech (actually to line between head/clew), across the sail.

Miter cut – a sail constructed with 2 sections, separated by the miter seem which is roughly perpendicular to the luff and intersects with clew. The leech section panels run as in a crosscut sail, the foot section panels are perpendicular to foot.

Bi-radial – Narrow panels radiating out of head to about mid-height of sail. The lower half has wide panels oriented horizontally.

Tri-radial – Narrow panels radiating out from each corner, intended to follow the load paths in the sail.

Sailing terms

Free flying luff – the luff (leading edge) of the sail is not attached to a stay or spar.

AWA – apparent wind angle, no big definition here other than to say the direction that the wind feels like it coming from while the boat is moving.

TWS – true wind speed

DDW – dead down wind, meaning wind come from directly behind the boat

Naked in Public Podcast

Fri, 2014-07-11 00:00

Welcome! New concept this week borrowed from Tim Ferriss and his podcast, which I’m a huge fan of (check it out). Every Friday I’ll be recording an essay of sorts – stories, opinions, ideas, Q&A if we can get some folks involved, that sort of thing. It’ll be a nice compliment to the interviews I do with guests, which will be out earlier in the week. So enjoy this story of my first experience being naked in Scandinavian-style with my wife Mia, her best friend Johanna, and my best friend Clint in the sauna in Finland.

Four Races and a Crowded Pacific

Thu, 2014-07-10 20:01

July 10, 2014
With three sailing races and a rowing race under way to Hawaii, the Singlehanded Sailing Society of San Francisco Bay is serving up this snapshot of how the positions looked at one recent moment. Entries in the Singlehanded Transpac started June 28 and are farthest down the track. Pacific Cup racers have been going off in stages, with a final start on Friday for the big guys. The Vic-Maui fleet working down from the north is pretty obvious, and to the south we have the rowers of the
Great Pacific Race.

Yes, there is a Vic-Maui entrant headed to San Francisco instead of Lahaina. That would be the Farr 395, Anduril. Here’s the scoop from Skipper Greg Harms: “Many thanks for offers of assistance, which we decline. We are making 6 knots to SF under storm jib and trysail, 440 miles out. E-tiller is functioning satisfactorily. Steering quadrant turning sheaves broke the mounting box tabbed to the hull, rendering any sort of repair impossible, short of a boatyard. The strong northerly winds we will have to buck are a bummer but there is no emergency. We expect to see you all in Hawaii after making SF and sorting things out.”

I’m also noting John McPhail’s left turn, laterally across and through the fleet with his J/160, Jam, to settle into the most-southern lane. I seem to remember that, in the 14-boat Cal 40 fleet of the 2005 Transpac, Sally Honey and her all-woman crew aboard Illusion did something of the same, and it worked. The Pillsbury family with Ralphie had made a big dive south from the very start, and they were gone. Ralphie was going to win the division unless it broke or sank.

The only race left was for second.

Sally won that one—Kimball

PacCup Racing – A Little Slow

Thu, 2014-07-10 19:25

Prior to the first send-off, based upon a weather briefing, we provided an upbeat, optimistic outlook for the San Francisco Bay-Kaneohe Bay crossing known as the Pacific Cup. Sure, there were predictions for so-so winds halfway down the course, 15 knots perhaps, but none of the slow-and-go that we’ve seen in the real deal. Now there is this:

For Immediate Release

Day Four of the Pacific Cup – Off to a Slow Start

Point Richmond, CA, Thursday, July 10, 2014 — As the fourth start day of the Pacific Cup race dawned, California coastal conditions remained a low wind challenge, and today’s starters will likely see very light air until Saturday, when the breeze begins to fill from the Northwest as the high takes shape.

The first boats to start on Sunday, the cruising division, are starting to slow down as they reach an area of lighter air. The Monday starters are closing in on the cruising boats and will also be challenged with light conditions in the near future. There’s a horse race among the three Cal 40’s which will be fun to watch.

The first division leaving San Francisco Bay for Hawaii today was the Sonnen BMW division. The boats in this division are powerful, speedy, and nimble and require a high degree of skill and teamwork to sail to their full potential – and their start was more characteristic of a bouy race than an ocean race. They will be scored using the Offshore Racing Rule (ORR) for division honors, although “Certified PHRF” will be used for the overall Pacific Cup prize.

There is a surplus of transpacific racing experience in this division, and very successful experience at that. Sebastien de Halleux’s Swazik, a Swan 45, was the overall winner (on corrected time) of the last Pacific Cup race, and Hana Ho, Mark Dowdy’s Santa Cruz 50, was second overall. Contemplating the conditions outside the Gate, de Halleux remarked, “it could be worse – I could be at the office,” a sentiment no doubt shared by many of the competitors.

The other Santa Cruz 50 in this division, J World’s Hula Girl, skippered by Wayne Zittel, alternates between the Pacific Cup in even years and the Transpac in odd years. With a crew comprised of coaches and clients assembled as a team just a few days before the race, J World’s Hula Girl has accrued a respectable record. Thomas Garnier, from Southern California, won the 2007 Transpac on his J-125, Reinrag2. There are five members of the Garniers clan on Reinrag2, making her a strong contender for the Pacific Cup’s “Family Award” as well as race honors.

Though skippering his own boat for the first time, Bob Hinden, the new owner of Surprise, a sleek Schumacher 46, has done this race twice on other people’s boats and has Kame Richards, veteran of eleven races to Hawaii on his crew. (Like several other competitor boats, Surprise also did the race under a previous owner. Steve Chamberlin, current Commodore of the 2014 Pacific Cup Yacht Club, took her in two Pacific Cups, winning fifth overall in 2004.) Steve Stroub, an experienced Bay and coastal racer but another first-time Pacific Cup skipper, has Will Paxton, who has done 11 Pacific Cups , as navigator on his Santa Cruz 37, Tiburon.

William Weinstein’s Riptide 35, Terremoto from Seattle is the smallest boat in the division. The boat is water-ballasted and can hold 1,200 lbs. of water, a real bonus the first days off the coast if it’s windy. The largest boat in the division is Delicate Balance, an Andrews 56 Custom ULDB skippered by Douglas Storkovich. Doug is a veteran of one previous Pacific Cup, but many other ocean and coastal races. His experienced crew includes Robin Jeffers, who stopped counting his crossings to Hawaii after the number topped thirty.

Tiburon and Hana Ho, say that Hamachi, Greg Slyngstad’s J-125, is the boat they will be watching. Hamachi’s well-tuned crew is mostly from Seattle, but includes navigator Trevor Baylis of San Francisco. “Hamachi” is Japanese for yellowtail, a good luck fish in Japan – and Hamachi may be a good luck boat in the Pacific Cup race.

The second division to start today was the Hokulea Multihull Division. The Hokulea is a full-scale “performance accurate” replica of a Polynesia double-hulled canoe, built in 1975, that continues to demonstrate today the feasibility and performance of these boats on long Pacific trips. It seemed an appropriate name for the Pacific Cup’s first multihull division.

The Hokulea division has two participant boats, both trimarans. Lawrence Olsen is double-handing his 35′ Walter Greene Acapella trimaran, Humdinger, with Kurt Helmgren. Rick Waltonsmith’s 37′ Transit of Venus will have four on the boat. This division is a coin-toss: one boat will be first in division, the other will be, well, second in division.

Tomorrow, Friday, July 11, is the final start of the Pacific Cup Race − the day the big boats head out. Starting times for all divisions can be found Pacific Cup’s 2014 Race Entries by Division list. Details and photos will be posted on the Pacific Cup’s website and Facebook page. You can follow the boats on the Pacific Cup website’s tracking page or the Yellowbrick app for iPad, iPhone and Android devices. Positions are delayed by six hours until the first boat reaches the 200 miles to the finish point, when the data will become live.

CA-Wide Ban on Single-Use Plastic Bags?

Thu, 2014-07-10 19:05

A word from Save the Bay

California could finally pass a statewide ban on single-use plastic bags (SB 270) in the next few months. This is California’s fourth try at passing a bag ban. What’s different this time? Mainstream business organizations like the Silicon Valley Leadership Group and the California Grocers Association are lining up behind the ban.

The fact that bag bans are finally palatable to both businesses and consumers is due in large part to the fact that Save The Bay has demonstrated the value of a consistent regional approach to regulating bags. By working locally to pass city-by-city and countywide ordinances, and even achieving collaboration between counties, we’ve proven that bans work to keep plastic out of our waterways and don’t harm businesses.

It’s remarkable that an idea once considered controversial has become mainstream so quickly. In just four years of advocacy by Save The Bay, most Bay Area municipalities have banned single-use plastic bags. The fact that every Bay Area legislator is expected to support SB 270 is validation for our work and the support you’ve given to enable it. The bill should go to the Assembly floor for a full vote in early August.

Women’s Match Racing at a Boiling Point?

Thu, 2014-07-10 13:54

By Kimball Livingston

“The first boat I can remember was a Vanguard 15 . . .

“When my dad bought it, he threw me right in there because he’s a big guy . . .

“Six feet, seven inches . . .

“And with his six-year-old daughter crewing, the mix was just about right.”

Meet Madeline Gill.

And I reckon her old man did OK. Madeline Gill is one of eight skippers racing this week in the US Women’s Match Race Championship, opening Friday at her second home, Oakcliff Sailing. Which is a story in itself. Which is part of Gill’s own story. Or as Oakcliff Sailing would have us know, “Before Oakcliff, there was no clear route from dinghy sailing and college racing to high-level keelboat racing. We train young, promising sailors in every aspect of the game, from seeking sponsorship to offshore navigation. Only at Oakcliff are those sailors taught the skills they need. Elsewhere, they’re just supposed to pick them up, over time.”

As Gill puts it, “The great thing about the Oakcliff program is that it doesn’t target people who know exactly what they want to do. Be a sailmaker, race around the world, run campaigns or whatever. It shows them things. All my life I had been sailing, but it hadn’t occurred to me that working in the industry was a possibility.”

Gill did her childhood sailing on the north shore of Long Island Sound. Later, at the University of Virginia, she was part of an effort that saw the sailing team go from nowheresville to qualifying for the Nationals. Of meeting Dawn Riley, Oakcliff’s executive director, she recalls, “Dawn has this thing she calls a mind map, to focus life goals and sailing goals.” With that focus and then that focus aligned, Gill’s next move after college was to go to Oakcliff, where she was introduced to the skills that are useful for skippering keelboats inshore and offshore. And she was beset with a fever for match racing.

“It’s been around a long time,” Gill says, “but match racing is up and coming in our time, right now. A lot of young people are getting involved, getting tour cards. When I was a junior sailor, the instructors at Cedar Point Yacht Club introduced me to match racing, but it wasn’t until my college years that I really got it, that this game is different from anything else in sailing. Similar, in parts, to team racing, yes, but not the same beast.” As the first woman to graduate from Oakcliff’s development program, Gill is aware that, among those getting seriously into the game of match racing, there are “not so many girls.”

And here she is.

“After graduating Oakcliff,” she says, “Jon Hammond and I proposed to the board that we create our own racing team and represent Oakcliff. As 212 Degree Racing — obviously, we chose the name because it’s the boiling point for water — we are responsible for setting our own course and finding our own sponsorship. To save money, when we travel, we recruit local crew. Fortunately for us, Oakcliff hosts the majority of match race events in the U.S. right now.”

Which brings us back to where we started, the US Women’s Match Race Championship for the Allegra Knapp Mertz Trophy. The competition will be sailed in Oakcliff’s Swedish Match 40s. Gill describes the boat as “a 40-foot keelboat that whips around like a dinghy. I think they’re my favorite boats. I grew up in dinghies, but steering a keelboat is just plain fun. These combine the best of all worlds. And there’s a lot of overhang behind the wheel station, so close crossings can be hairy. The Chicago Match Race Center has Tom 28s, which use tillers, and it’s probably a good thing that the two big match-race centers in the U.S. have boats that are very different from each other.”

Championship racing runs Friday through Sunday, with teams of six. With that many aboard, Gill observed, “The sixth person becomes officially a floater.”

Wisconsin’s Stephanie Roble, currently ranked #1 in the USA and #3 in the world, looks to be the woman to beat. Along with engraving on the Allegra Knapp Mertz Trophy, winning earns a slot at the open US Match Race Championship to be sailed October 3-5 on San Francisco Bay. The 2013 winner, Jennifer Wilson of Chicago, is not competing, but two-time past winner Liz Baylis will be crewing this time for Nicole Breault of San Francisco. Other past winners include names you know: Sally Barkow, Genny Tulloch, Anna Tunnicliffe-Funk, Cory Sertl, Debbie Capozzi, Betsy Allison . . .

The Molly Riley shot below depicts a men’s race, but for the record, this is the look of Swedish Match 40s. By Sunday, I would expect we’ll have plenty of images of women in these boats.

A DOSE OF REALITY

Madeline’s day job for the summer is coaching junior sailing at Seawanhaka Corinthian Yacht Club (“near enough to Manhattan to be convenient, but a world away”), which goes full circle on her kid time at Cedar Point Yacht Club, where six-foot, seven-inch Harrison Gill is the 2014 vice commodore. Sponsorship is just not easy to come by, pending a few high-profile successes. Nor is certainty in life.

At the University of Virginia, Madeline studied environmental sciences—ecology, hydrology, geology, atmospherics—and she could be going back that direction some day. Meanwhile, that background places her smack-dab in line for the sort of conundrum so many of us face in one way or another. She relates, “Dawn set up a community collaboration session about how to tap wind resources for power. That led to discussions about offshore wind farms, and there I’m stuck. The ecologist in me wants to see us using what we have. The sailor in me doesn’t want to have to slalom through a minefield of wind turbines to race around Block Island.”

To quote a certain, late, great CBS anchorman, And that’s the way it is . . .

Unlocking the Ocean

Wed, 2014-07-09 18:51

Via Sailors for the Sea

By Paul Cooper, CARIS USA, and John A. Hersey, SURVICE Engineering

Smart ocean planning using crowdsourced data

The marine and coastal zones of the world host a growing number of overlapping and at times competing uses and activities. The commercial, recreational, cultural, energy, scientific, conservation, security, and other interests of these users drive our ocean priorities. These include the protection of life and property, securing renewable energy resources, developing and sustaining ocean productivity, supporting national security and of course ensuring its enjoyment by recreational boaters.

Smart ocean planning helps guide these priorities and creates a program that organizes the demands placed on the ocean by industry and individuals. Smart ocean planning is an adaptive, integrated, ecosystem-based planning process that uses sound science and good data. It is developed for analyzing current and anticipated use of offshore, near shore and coastal space (see Figure 1). In practical terms, ocean planning provides a public process to better determine how the ocean and coasts are sustainably exploited and protected now and for future generations.

Smart ocean planning provides the evidence to support plans for development in the most suitable sites for a range or class of activities. It provides the information that will reduce conflicts among different users, reduce environmental impacts, facilitate compatible uses, and preserve critical ecosystems. Some examples of successful ocean planning include moving shipping lanes outside of Boston Harbor to prevent hitting whales and protecting the coral reefs of the Florida Keys.

Limits on ocean research capabilities

Given the size and extent of the ocean, the limited worldwide oceanographic fleet cannot adequately document navigation and environmental hazards, especially in support of smart ocean planning dynamics. Over the past several years, the scientific community has begun supplementing the work of these ships with fixed sensors. In the United States, the National Science Foundation Ocean Observing Initiative and the National Oceanic and Atmospheric Administration (NOAA) Integrated Ocean Observing System are establishing permanent surface and seafloor installations that allow for constant and persistent monitoring of ocean processes. The drawback is that these fixed-location sensors are relatively expensive to operate, limiting how widely they can be dispersed.

Your afternoon on the water can support smart ocean planning

Every citizen in the United States can help with smart ocean planning by encouraging legislation that supports it. However, recreational boaters and those that work in the marine industry have the opportunity to also contribute much needed data, often using the sensors already installed on their boats.

ARGUS™ is a patented, autonomous, crowdsource bathymetry (the study of underwater depth) system that provides continuous, automated acquisition and processing of depth data. ARGUS™ interfaces with vessels’ existing GPS and depth-finding systems and automatically processes the information for both data aggregation and sharing across the web. Originally demonstrated as part of a NOAA research grant, ARGUS™ has processed over 100 million depth soundings from an international fleet ranging from 18-foot bass boats to 1000-foot commercial cruise liners. The wide spectrum of users provide representation for the maritime community in the ocean planning process, and provides valuable data in support of this process for areas that may not have been surveyed in decades.

The National Ocean Policy highlights the importance of stakeholder participation throughout ocean planning. ARGUS data helps track the uses of different types of boats in Baltimore Harbor and provides indications as to the current state of shipping channels. At right, a chart of Baltimore harbor.

ARGUS™ in action

ARGUS™ is being used to great effect in one of the busiest waterways in the United States, the Intracoastal Waterway (ICW). The Salty Southeast Cruisers’ Net is an online social media forum focused on the ICW, and is a treasure trove of useful reports and articles provided by and consumed by ICW cruisers. The website informs others via chart displays, enhanced with access to information such as fuel prices, marina accommodations, and navigation hazards like misplaced buoys and shoaling. These reports are also enhanced by the millions of water depth measurements made by cruisers during their routine ICW transits, autonomously delivered and processed through the ARGUS™ crowdsource bathymetry innovations of SURVICE Engineering and CARIS USA. What was previously a fleeting number on a chartplotter screen, that may or may not have been looked at and interpreted, is now useful knowledge thanks to this pioneering partnership.

How do you know that data is trustworthy?

We can all appreciate the value of repeated measurements. If my boating neighbours and I consistently measure the same depth in a location, we become confident in that depth measurement. The concept of “trusted partner” development strives to advance the crowdsource bathymetry process by certifying the incoming data and maximizing the accuracy and utility of the aggregated solutions. This is being done through the application of ever-improving hardware and scientific expertise in the field of hydrography, fueled by academic interests in big data and information visualization. Continued development will soon make information gathered from crowdsource bathymetry better than the pre-1940s “soundings” that are the basis for the majority of modern charts.

The concept of trusted partners is the perfect complement to the limited availability of both ships and fixed ocean sensors, enlisting ships of opportunity from the maritime industry along with recreational boats, to collect a wide range of oceanographic and meteorological data. This is a powerful and practical approach that inexpensively leverages an unlimited, distributed workforce that frequents, as well as relies on, the marine and coastal zones of interest

The image at right depicts global vessel traffic, which is highest in the same coastal zones in which smart ocean planning is most needed. Leveraging these vessels, of which there are millions available, insures that mariners are involved in an ocean planning process that is based on scientific measurements rather than uninformed policies.

More opportunities

Very localized weather and other environmental data from this worldwide ocean-going fleet can also be input to weather models or used for confirming the data supplied by satellite systems. Better forecasting combined with real-time dissemination to the vessel bridge will provide safest routing as vessels negotiate ocean storms. Additionally, real-time updates from the ship ahead can provide following vessels with advance warning of conditions.

Trusted partnerships are self-enabling opportunities for industry to not only collectively reap the benefit of each other’s measurements, but also to collectively influence longer-term smart ocean planning with trusted data. Industry’s contributions are matched by scientists, researchers, and the public at large, to complete the partnership. Making involvement in trusted partnerships a part of a company’s corporate social responsibility policy demonstrates a theme of contributing to society. Such responsible companies are generally welcome neighbors and are looked upon favourably by local consumers and environmental advocates.

The most effective ocean planning will come from a mature and growing marine spatial data infrastructure of traditional data sources complemented by trusted partners contributing to the greater purpose. Such partnerships will speed progress toward better environmental management, and provide for unprecedented sharing of information and costs across the base of ocean users.

About the Authors

Paul R. Cooper – CARIS USA
Mr. Cooper is the Vice President of CARIS USA and the current President of the Hydrographic Society of America. He is also Vice President of the U.S. National Section of the Pan American Institute of Geography and History and a board member of the Mid Atlantic Regional Association Coastal Ocean Observing System (MARACOOS).

John A. Hersey – SURVICE Engineering
Mr. Hersey is the Research and Technology Team Leader for SURVICE’s Applied Technology Operation, focused on the development of innovative solutions to meet the requirements of Federal and commercial customers.

The Next Big Thing

Wed, 2014-07-09 13:32

What is it about a full decade of striving?

It took Richard Jenkins a full decade of building and redesigning and rebuilding and rolling the dice to set his landsailing speed record of 126.2 knots.

It took Paul Larsen a decade and change to set his 500-meter water record at 65.45 knots with Sailrocket 2, a name that does not reflect the umpteen iterations, crashes, pratfalls and redesigns to both of the Sailrocket platforms over the years. Larsen learned very well what it means to go airborne in a machine that does not fly, and does not have a “landing” protocol. (Video)

What of the next decade? Below, Paul looks back upon the “brilliant, unrestricted canvas” that he faced in setting a 500-meter record—that’s Sailrocket 2 depicted to the right—and he thinks forward to the next big thing, an extrapolation of the same concept, He’s fishing for funding for a next-generation ocean-going speedster, and I don’t mind giving some free publicity to a man who has proved his mettle and then some.

Wed, 9 Jul 14
The Sailrocket team have been developing their concepts for an offshore sailing boat which utilizes the innovation that helped them smash the outright world speed sailing record. They believe the craft they are working on can re-define what high performance wind driven boats can do across the oceans of the world.

In November 2012, the Sailrocket speed sailing programme* delivered on 11 years of dedicated work. Whilst the last run stunned the sailing world, the deep satisfaction within the team came from the fact that the run proved not only that their theories were sound and the numbers were good… but that they, as a team, could turn them into reality.

Although speed sailing provided a great environment to demonstrate both the innovative concepts and the teams potential, the next challenge should be to demonstrate its practical application.

Whilst they will reference today’s benchmark boats, the team is looking much further down the track. They believe that these proven concepts can be used to make faster, more stable craft that can be practically sailed from A to B in the broad range of conditions you can expect to find offshore.

Paul Larsen – Our passion with sailing goes beyond just a sporting pursuit. We have a deep fascination to see what is possible with the forces of wind and water. Speed sailing offered us a brilliant unrestricted canvas. We were free to use whatever designs we figured could best get the job done. We chose a concept that could take on the challenges of the future rather than just aiming at the standards of the day. Whilst the boats we created were pretty impractical one trick ponies, they did a great job of proving a point. We learnt a lot more than just how to go fast. We know the core concepts that yielded such a huge jump in outright speed are also very efficient, stable and scalable. We know how they can be applied to ocean crossing yachts for similar gains.

After finally achieving such a long sought after goal, I personally wondered if I could muster the energy and motivation to go again. I gave myself time to let the answer come naturally. I looked around at what was out there and realised that there is so much to be done and that we are perfectly placed to take it on. Ideas that had been pushed to the side in pursuit of outright speed came flooding back. Ideas became drawings and drawings became working models. We started putting numbers into our well refined velocity prediction programs (VPP’s) and the ones that came back out are very exciting. They represent a big jump forward on many levels and I can’t ignore them. I sat there with the first scale model of Sailrocket 2 on my living room floor. Next to it was the bigger model of our next concept. We had lived and breathed every detail of turning that first model into full-scale, 65+ knot reality and it thrilled me to think that we could do the same with the new numbers on the bigger one.

On one hand it is still just a model and a concept… and a bunch of numbers in a VPP… but what it really represents is much more than that. It’s a road that beckons. On a personal level, the value of our last success was way more than the rush of the final ride or the name on the certificate that hangs on the wall. It was the thrill of the chase that we lived with every day. It was the feeling that every day we were closer to making a better world. That is what we crave and that is why when we climb one mountain we look for another.

A large part of the challenge ahead will be in navigating the path between what is theoretically possible and what is practically achievable. Whilst we need to take bold steps, they need to be done in a manner that allows logical progression. This cannot be a simple leap of faith. We have good reason to believe that the new craft provides the perfect platform to do this. It aims to be all round fast in all the conditions you can expect to encounter at sea… with a few big tricks up its sleeve. The project will be structured in a manner that gives our choices the best chance to demonstrate their merits… and then demonstrate them in the most convincing way possible.

The main purpose of sharing our plans now is because we need to find partners whose passion can help carry the burdens of the journey ahead. On one hand I would prefer to keep developing the concept in secrecy but the fact is that we now need the resource that others can bring. We have no doubt that there are people out there we have never met who understand and would like to share our journey.

It will take time, money and patience to get where we are going. Our team can only bring so much to the table however we know there are individuals and companies out there who are as keen as us to take on the responsibility of the future and make it happen… not wait for someone else to maybe do it one day. We need to connect with them.

The response we got for our speed sailing achievement was very emotive. The respect and offers of support from people we have the utmost admiration for was humbling. I realised that this journey we are on can be a fantastic focal point for a lot of very talented people to do what they are really passionate about. This will be difficult and our resolve will be tested. We need to do our homework very carefully and choose well who we travel with.

For now we will hold back on the specific targets we are aiming at and what the full-scale craft will actually look like. We need to have more in place before either is revealed. We know already what we are proposing is possible. The journey we are offering is to be the ones to make it real.

*Sailrocket 2 currently holds the outright world speed sailing record at 65.45 knots. She is designed and structured to go much faster. The project has no further sponsorship obligations and remains an ideal platform to develop the next generation of high speed foils.

Yves Gelinas, French Solo Sailor, Cape Horn Windvane designer, on the Podcast

Wed, 2014-07-09 08:16

Here’s another rerun from Two Inspired Guys…new episode out this Friday, July 11!

Yves Gelinas of Cape Horn Marine Products was on the show last year, coming to us from his office on the Ottawa River in Quebec. Andy was in Sweden and Ryan in Pittsburgh, so it’s the first three-country podcast! Yves is a wonderful guy, a solo sailor, artist, inventor and businessman who gave up a successful career in filmmaking to pursue his dreams of sailing. In 1983 he completed production on ‘With Jean du Sud Around the World’, the film account of his solo circumnavigation via the Roaring Forties. The film won numerous awards following it’s release, and is still considered by many as the finest sailing film ever produced. Yves discussed that project with us, his philosophy on art, life and sports, and how he got into the business of designing and producing the Cape Horn windvane self-steering system. Check out www.capehorn.com to learn more about that and to contact Yves. Thanks Yves!

Chicago Dropped from AC Venue List

Tue, 2014-07-08 16:19

By Kimball Livingston Posted July 8, 2014

If you’re shocked, you’re probably from Chicago.

The America’s Cup Event Authority today announced that it has winnowed its AC35 venue candidates from three to two, with Chicago out, Bermuda and San Diego still in the running.

That’s Bermuda in the pic above. San Diego below . . .

Gilles Martin-Raget/ACEA

The release did not include a pic of Chicago.

San Francisco partisans who wonder if this might be, perhaps, strong-arm negotiating toward an eventual deal with the 2013 host city will no doubt continue to wonder.

Please do not call.

I’ll let the official voices pick it up from here.

The island of Bermuda and the city of San Diego have been shortlisted as potential host cities for the 35th America’s Cup.

Chicago, which had also been under consideration, is now a likely venue for America’s Cup World Series racing in 2015 and 2016.

“Both Bermuda and San Diego have made very compelling cases to be the host for the next America’s Cup,” said Russell Coutts, Director of the America’s Cup Event Authority (ACEA). “We will be in good hands with either venue.”

Bermuda is 640 miles (1,030 km) east-southeast of North Carolina. It is known to sailors for the Newport to Bermuda race, as well as the Bermuda Gold Cup match-racing event, both of which have a long history of success on the island and a sterling reputation among sailors. America’s Cup racing in Bermuda would take place close to shore, within the Great Sound.

San Diego is one of only seven cities to have hosted the America’s Cup. When the Cup was previously held there in 1988, 1992 and 1995, the race course was far offshore, on the ocean waters beyond Point Loma. But if San Diego were selected as the venue this time, racing would take place in San Diego Bay, offering incredible viewing opportunities for spectators along the city’s waterfront.

To advance the venue selection process over the coming months, the America’s Cup Event Authority will work closely with both venues to finalize logistics requirements and commercial opportunities, as well as to establish the needed relationships with private and public entities to ensure a successful event.

It is through this process that the final host city for the next America’s Cup will emerge.

“We are now able to focus on two venues that are motivated and enthusiastic at the prospect of hosting the next America’s Cup,” Coutts concluded. “I’m confident that we’re on target to finish with a venue that allows us to achieve our goal of hosting an exciting and successful America’s Cup built on a strong commercial foundation.”

The host city for the next America’s Cup will be announced by ACEA before the end of this year.

Marinebeam: Ultra Long Range LED flashlight tested, MarineKinetix wind turbine admired

Tue, 2014-07-08 14:00

Written by Ben Ellison on Jul 8, 2014 for Panbo, The Marine Electronics Hub

You really should click on the photo above to see the higher resolution version. With my camera on a tripod I was lighting up boats and mooring buoys about 500 to 700 yards away (460 to 640 meters) with only an LED flashlight powered by three D cells. What’s more, the beam is so tight that I was able to do this testing without blinding myself or (hopefully) anyone who was on their boat in Camden’s outer harbor last night. The Marinebeam Ultra Long Range RLT Illuminator is an unusual and useful flashlight as is, but it also demonstrates a promising technology…

The Ultra Long Range flashlight is big at 13-inches long and it seems to be made well enough to take down a large mammal if used as a club. Marinebeam doesn’t make claims about waterproofness, but note the double O-rings where the big lens screws onto the body. The rubber-encased switch is on the tail end and cycles between full power, half power and a strobe function that would definitely get someone’s attention if your aim is good. The heart of the beast, though, is the little LED assembly you can see next to the batteries. It uses a technique called Recycled Light Technology (RLT) to multiply and collimate the relatively modest 300 lumen LED chip into a beam with a rated usable range of 650 meters, which might normally take 2,800 lumens according to Marinebeam’s detailed write-up.

The thick reverse fisheye style lens also has something to do with how far the Ultra can throw light, as shown in this collage. Without the lens, the flashlight at least appears to have a fairly normal conical beam, but apparently the lens works with the RLT to produce that highly focused spot. Note that with the lens on, even that bit of light on the table is not spillover, but rather reflection from the white board. Note, too, that the ability to collimate 300 lumens so tightly is why this flashlight can purportedly run 12 hours at full power on three fresh D cells. According to Marinebeam’s resident geek, Jeff Field, RLT is also why this sort of long range spot beam will eventually come out in smaller, less expensive flashlights and may also work well in a high-power, pan-and-tilt marine spotlight format (stay tuned).

I had fun trying to photograph the Ultra’s special properties. Above is another composite, showing on the left what the Ultra beam looks like once it’s 10 feet or more from a white surface. It’s square and so sharply collimated that you can make out the two tiny electrical connectors that slightly block the Cree XPG2 Led’s surface seen to the right (inside the Ultra). I believe that the black lines around the LED are the back of the reflective material that’s pushing high-angle, spillover light back onto the LED phosphorus where it becomes more light focused across the harbor. RLT was invented by Dr. Kenneth Li, who’s working with Marinebeam and other niches (like bike lights).

During a long conversation with Jeff Field, I learned that’s he’s not only a self-proclaimed electronics geek, but before Marinebeam he already had a lot of big industry experience sourcing technologies around the world. Now he’s built quite a business sourcing and/or manufacturing good marine LED lighting — like the running lights recently covered here — but there are other surprises if you dig around the site. He’s quite proud of the MarineKinetix MK450 wind generator, for instance, saying that while it does not involve any breakthrough technologies, every aspect of it has been improved over other turbines out there. In fact, Marinebeam claims that their generator “seriously outperforms the Air-X, Air-Breeze, Rutland, KISS, Superwind, and other much more expensive wind systems.” I like that sort of bold competitive claim, and the details seemed impressive to me, but I have no experience with wind generators. Anyone have an informed opinion about the MarineKinetix system?

Finally, I was also pleased to learn about “energy harvesting” switches from Jeff. Just your finger clicking the switch can generate enough power to send a wireless signal to a relay module, no cables or batteries required. Jeff is working with EnOcean technology and will soon offer a 12v marine module that can handle enough LED lights and switches for even a large boat and can also work with CAN, Bluetooth, and other interfaces. Demo video here.

Click here to read comments about this Panbo entry, or add your own.

MODERN MARINE NAVIGATION: Crashing the iPad

Mon, 2014-07-07 20:53

Having decided that part of this summer’s cruising program on Lunacy will involve a two-week jaunt over to Nova Scotia and back, it dawned on me that I needed to make sure I actually have charts for Nova Scotia. In the previous century, which really wasn’t that long ago, this would have been a simple process. I would consult my ever-growing stack of paper charts, discover I had no relevant charts, and then call the Armchair Sailor in Newport. These people were personally known to me, and I was known to them. I would say: “Hi! Howzit going? I’m sailing to Nova Scotia. I need coverage from Yarmouth to Halifax.” And two days later my charts would arrive in the mail.

No fuss, no muss. Alas, the Armchair Sailor is no longer, a victim of the Internet Revolution, and procuring charts is no longer so easy.

This is how the process runs now:

Step 1: Check the current inventory. Nope. No paper charts, and the chart card in my antique (read 7-year-old) Raymarine A65 chartplotter does not cover any part of Canada. But here! That Navionics chart app I purchased for my iPad does include Nova Scotia and indeed all of Canada.

Question: Is this all I need? Answer: Say what? I have never successfully navigated anywhere on my iPad, I can’t really read its screen in daylight, and its GPS receiver (if it has one; I’m still not really sure about that) can’t work belowdeck.

Yes, I know some people navigate exclusively on iPads now. But we know what happens to them! Take, for example, the sad story of John Berg, who lost his Nordic 40 Seaquel on the coast of Hawaii just last month. He was running an iPad with iNavX software, was approaching a waypoint outside a harbor, and… Whoa! All of a sudden the tablet screen was taken over by Apple, who wanted him to log into FaceTime and iCloud for some reason. No matter what he tried he couldn’t clear the screen, and next thing you know…

He’s up on the reef! Poor Seaquel in extremis

And they couldn’t get her off, so she was destroyed by earth-moving equipment and hauled off to the dump. Apparently, the boat was also partly looted by locals beforehand

No sir! I want paper charts, plus I want a Canadian chart card for my plotter, and maybe along the way I’ll practice with that iPad thing, which I have never understood, because there are no written instructions for it, and the only way to figure out how it works is through a long tedious process of trial and error.

Step 2: To figure out what paper charts I need I google “Canadian charts” and quickly find the webpage of the Canadian Hydrographic Service. Clicking on “Paper Charts” I am led in a few more mouse clicks to a PDF chart catalogue (see image up top, which actually represents only a tiny portion of the catalogue) that is very hard to read on a computer screen. After much zooming in and out and rotating this way and that, I at last extract the numbers for the eight paper charts I would like to have onboard for my cruise.

Step 3: Actually buying the charts at first looks easy. I press the How To Purchase button on the CHS paper-chart page and I’m led to a dealer-locator function that tells me the nearest dealer to me is the West Marine store in Seabrook, New Hampshire, just a few miles down the road from my home.

Brilliant! I call them up, read them my list of chart numbers, and am put on hold. Many long minutes later I am told the store has no Canadian charts of any description and that I should instead call this particular number at West Marine HQ and they will print out the charts for me and send them on post haste.

OK. That doesn’t sound so bad. So I call that magic number, again read out my list of chart numbers, and am again put on hold. Many long minutes later I am told West Marine doesn’t really sell Canadian charts, has no ability to print out charts of any description, and that what I really need to do is check out Bluewater Books & Charts in Ft. Lauderdale.

Step 4: I am familiar with Bluewater Books. They are the people who bought the Armchair Sailor in Newport and later closed it down. I have tried to buy charts from them before, with no success, so now I am getting wary. I check their website and see they do indeed purport to sell the charts in question, but that delivery for some of them may be delayed, which suggests an inventory problem.

Best then to call and see what the situation is. So I do that and, even before I get to read out my chart numbers, I am put on hold.

Many long minutes later I am still on hold, listening to elevator music. The people on the other end still have no idea why I’m calling. This, I remember, is what happened last time, and that I never got anyone to ever help me on the phone. So I press zero a few times, trying to get back to a live person.

That doesn’t work, so I figure I might as well load a shopping basket on the website while I wait. This turns out to be incredibly difficult. The system is very balky and cumbersome, there are many steps involved in locating and depositing each chart in my virtual basket, and in all it takes about 20 minutes to complete the job.

Meanwhile, I am still on hold on the phone. I hang up, dial the number again, and I am once again put on hold before I can explain that I have already been on hold for at least half an hour.

What the hell. Let’s just buy this stuff and see what happens. So I attempt to buy the eight charts I have placed in my basket, and at the end of the process I am stuck on a frozen page, with no acknowledgement that I have purchased anything. I know better than to press Buy again, so I wait about an hour to see if an e-mail confirmation comes through. Nothing comes, so I have to assume I have not purchased the charts.

Step 5: I resolve never again to buy anything from Bluewater Books for as long as I live and figure I might as well try Boxell’s Chandlery in Boston. Many moons ago I bought charts from them, and they were reliable, knowledgeable, and courteous. I find their website online, and though they do claim to have Canadian charts, and there is a mechanism for buying them online, I note the online shopping function looks positively neolithic and the site hasn’t been updated in seven years. So I dial their phone number to do a reality check. No answer. The phone rings forever, and there isn’t even voice-mail. I dial several more times over the course of the day. Same result.

Step 6: Having now spent a few hours on the problem without getting anywhere, I give up for the day. The next morning, however, I get a promotional e-mail from Landfall Navigation and am reminded by this that they too sell charts. I check their website and find a complete list of Canadian charts with no warnings about delivery delays.

I try loading a basket with my eight paper charts. It is a relatively easy process, and when I click Buy at the end I actually get an acknowledgement. Thirty seconds later another acknowledgement appears in my e-mail box.

Greatly heartened by this, I search their site to see if they have Canadian chart cards for my A65 plotter. Yes, they do! So I plop that in another shopping basket, along with a Canadian tide-table book and a copy of the 2014 Nautical Almanac, press Buy again, and again receive appropriate acknowledgements.

Step 7: Four days later I have received no follow-up notice from Landfall telling me my items have shipped, so (with some trepidation) I try calling them on the phone. Bingo! I’m talking to a human within seconds, and they don’t put me on hold. What a thrill that is.

What I learn is that three of my paper charts, the tide tables, and the almanac are not in stock and have been back-ordered. Hopefully they’ll be ready to ship in five days. Meanwhile, the chart card and five paper charts are good to go.

“Will I have everything within 3 weeks?” I ask, as this is when I plan to leave.

“You should,” comes the answer.

So here I am, keeping my fingers crossed.

The old Raymarine A65. I’m quite fond of mine actually, as the controls really are pretty intuitive, and I rarely need to consult the manual, which does actually exist. I have mine mounted below, simply because there really is no room for it in Lunacy’s cockpit. In the cockpit I just keep a paper chart handy and eyeball stuff with that, the old-fashioned way

An iPad nav display. It looks like a plotter, but isn’t. It comes with no instructions, and the software is often updated, so functions often change, which means sometimes you have to figure out how to use it all over again. And apparently you don’t have control of what’s on the screen; Apple does

During this arduous quest, I was of course asking myself, do I really need all this stuff? And I decided I do. I want it all–the paper charts, my chartplotter, and of course I’ll take the iPad and its charts. I might go without the plotter, if push came to shove and for some reason that card I bought doesn’t actually work, but I’d feel very uncomfortable going without paper charts.

As for poor John Berg, former owner of Seaquel, I should give you a little more background on him. He really does rely on electronics to navigate, as he is blind. Evidently all his electronics are rigged to talk to him. He did have one sighted crew member on board when he lost the boat, but apparently what happened was the two of them got lost in tunnel-vision trying to clear the iPad screen.

Mr. Berg, though blind, has been cruising his boat for 14 years and is highly experienced. To his credit, he takes complete responsibility for what happened to Seaquel

I should note, too, that Berg evidently wasn’t relying solely on his iPad. The story in Latitude 38 I linked to above says there was also a chartplotter onboard displaying NOAA charts, but these, for reasons not specified, “proved inadequate.”

I don’t know about you, but I’d sure like to know what that means.

PS: Berg isn’t the only one to have lost a boat due to iPad reliance. Please remember the story of the Swan 48 Wolfhound, which was abandoned (at least in part) due to a lack of iPad battery power.

PPS: The modern retail experience–and this is true of everything, not just charts–truly does suck. I could prove this by describing all I had to go through to purchase my current iPad, but that would be cruel and unusual punishment. I can only pray that this is only a phase we’re going through and that someday retailers will rediscover the concept of customer service.

PPPS: I nearly forgot to mention–I assume the trick to avoiding Berg’s fate iPad-wise is to turn on Airplane Mode while navigating so Apple can’t contact you. But would this also turn off the iPad’s GPS? Can anyone tell me that?

MODERN MARINE NAVIGATION: Crashing the iPad

Mon, 2014-07-07 20:53

Having decided that part of this summer’s cruising program on Lunacy will involve a two-week jaunt over to Nova Scotia and back, it dawned on me that I needed to make sure I actually have charts for Nova Scotia. In the previous century, which really wasn’t that long ago, this would have been a simple process. I would consult my ever-growing stack of paper charts, discover I had no relevant charts, and then call the Armchair Sailor in Newport. These people were personally known to me, and I was known to them. I would say: “Hi! Howzit going? I’m sailing to Nova Scotia. I need coverage from Yarmouth to Halifax.” And two days later my charts would arrive in the mail.

No fuss, no muss. Alas, the Armchair Sailor is no longer, a victim of the Internet Revolution, and procuring charts is no longer so easy.

This is how the process runs now:

Step 1: Check the current inventory. Nope. No paper charts, and the chart card in my antique (read 7-year-old) Raymarine A65 chartplotter does not cover any part of Canada. But here! That Navionics chart app I purchased for my iPad does include Nova Scotia and indeed all of Canada.

Question: Is this all I need? Answer: Say what? I have never successfully navigated anywhere on my iPad, I can’t really read its screen in daylight, and its GPS receiver (if it has one; I’m still not really sure about that) can’t work belowdeck.

Yes, I know some people navigate exclusively on iPads now. But we know what happens to them! Take, for example, the sad story of John Berg, who lost his Nordic 40 Seaquel on the coast of Hawaii just last month. He was running an iPad with iNavX software, was approaching a waypoint outside a harbor, and… Whoa! All of a sudden the tablet screen was taken over by Apple, who wanted him to log into FaceTime and iCloud for some reason. No matter what he tried he couldn’t clear the screen, and next thing you know…

He’s up on the reef! Poor Seaquel in extremis

And they couldn’t get her off, so she was destroyed by earth-moving equipment and hauled off to the dump. Apparently, the boat was also partly looted by locals beforehand

No sir! I want paper charts, plus I want a Canadian chart card for my plotter, and maybe along the way I’ll practice with that iPad thing, which I have never understood, because there are no written instructions for it, and the only way to figure out how it works is through a long tedious process of trial and error.

Step 2: To figure out what paper charts I need I google “Canadian charts” and quickly find the webpage of the Canadian Hydrographic Service. Clicking on “Paper Charts” I am led in a few more mouse clicks to a PDF chart catalogue (see image up top, which actually represents only a tiny portion of the catalogue) that is very hard to read on a computer screen. After much zooming in and out and rotating this way and that, I at last extract the numbers for the eight paper charts I would like to have onboard for my cruise.

Step 3: Actually buying the charts at first looks easy. I press the How To Purchase button on the CHS paper-chart page and I’m led to a dealer-locator function that tells me the nearest dealer to me is the West Marine store in Seabrook, New Hampshire, just a few miles down the road from my home.

Brilliant! I call them up, read them my list of chart numbers, and am put on hold. Many long minutes later I am told the store has no Canadian charts of any description and that I should instead call this particular number at West Marine HQ and they will print out the charts for me and send them on post haste.

OK. That doesn’t sound so bad. So I call that magic number, again read out my list of chart numbers, and am again put on hold. Many long minutes later I am told West Marine doesn’t really sell Canadian charts, has no ability to print out charts of any description, and that what I really need to do is check out Bluewater Books & Charts in Ft. Lauderdale.

Step 4: I am familiar with Bluewater Books. They are the people who bought the Armchair Sailor in Newport and later closed it down. I have tried to buy charts from them before, with no success, so now I am getting wary. I check their website and see they do indeed purport to sell the charts in question, but that delivery for some of them may be delayed, which suggests an inventory problem.

Best then to call and see what the situation is. So I do that and, even before I get to read out my chart numbers, I am put on hold.

Many long minutes later I am still on hold, listening to elevator music. The people on the other end still have no idea why I’m calling. This, I remember, is what happened last time, and that I never got anyone to ever help me on the phone. So I press zero a few times, trying to get back to a live person.

That doesn’t work, so I figure I might as well load a shopping basket on the website while I wait. This turns out to be incredibly difficult. The system is very balky and cumbersome, there are many steps involved in locating and depositing each chart in my virtual basket, and in all it takes about 20 minutes to complete the job.

Meanwhile, I am still on hold on the phone. I hang up, dial the number again, and I am once again put on hold before I can explain that I have already been on hold for at least half an hour.

What the hell. Let’s just buy this stuff and see what happens. So I attempt to buy the eight charts I have placed in my basket, and at the end of the process I am stuck on a frozen page, with no acknowledgement that I have purchased anything. I know better than to press Buy again, so I wait about an hour to see if an e-mail confirmation comes through. Nothing comes, so I have to assume I have not purchased the charts.

Step 5: I resolve never again to buy anything from Bluewater Books for as long as I live and figure I might as well try Boxell’s Chandlery in Boston. Many moons ago I bought charts from them, and they were reliable, knowledgeable, and courteous. I find their website online, and though they do claim to have Canadian charts, and there is a mechanism for buying them online, I note the online shopping function looks positively neolithic and the site hasn’t been updated in seven years. So I dial their phone number to do a reality check. No answer. The phone rings forever, and there isn’t even voice-mail. I dial several more times over the course of the day. Same result.

Step 6: Having now spent a few hours on the problem without getting anywhere, I give up for the day. The next morning, however, I get a promotional e-mail from Landfall Navigation and am reminded by this that they too sell charts. I check their website and find a complete list of Canadian charts with no warnings about delivery delays.

I try loading a basket with my eight paper charts. It is a relatively easy process, and when I click Buy at the end I actually get an acknowledgement. Thirty seconds later another acknowledgement appears in my e-mail box.

Greatly heartened by this, I search their site to see if they have Canadian chart cards for my A65 plotter. Yes, they do! So I plop that in another shopping basket, along with a Canadian tide-table book and a copy of the 2014 Nautical Almanac, press Buy again, and again receive appropriate acknowledgements.

Step 7: Four days later I have received no follow-up notice from Landfall telling me my items have shipped, so (with some trepidation) I try calling them on the phone. Bingo! I’m talking to a human within seconds, and they don’t put me on hold. What a thrill that is.

What I learn is that three of my paper charts, the tide tables, and the almanac are not in stock and have been back-ordered. Hopefully they’ll be ready to ship in five days. Meanwhile, the chart card and five paper charts are good to go.

“Will I have everything within 3 weeks?” I ask, as this is when I plan to leave.

“You should,” comes the answer.

So here I am, keeping my fingers crossed.

The old Raymarine A65. I’m quite fond of mine actually, as the controls really are pretty intuitive, and I rarely need to consult the manual, which does actually exist. I have mine mounted below, simply because there really is no room for it in Lunacy’s cockpit. In the cockpit I just keep a paper chart handy and eyeball stuff with that, the old-fashioned way

An iPad nav display. It looks like a plotter, but isn’t. It comes with no instructions, and the software is often updated, so functions often change, which means sometimes you have to figure out how to use it all over again. And apparently you don’t have control of what’s on the screen; Apple does

During this arduous quest, I was of course asking myself, do I really need all this stuff? And I decided I do. I want it all–the paper charts, my chartplotter, and of course I’ll take the iPad and its charts. I might go without the plotter, if push came to shove and for some reason that card I bought doesn’t actually work, but I’d feel very uncomfortable going without paper charts.

As for poor John Berg, former owner of Seaquel, I should give you a little more background on him. He really does rely on electronics to navigate, as he is blind. Evidently all his electronics are rigged to talk to him. He did have one sighted crew member on board when he lost the boat, but apparently what happened was the two of them got lost in tunnel-vision trying to clear the iPad screen.

Mr. Berg, though blind, has been cruising his boat for 14 years and is highly experienced. To his credit, he takes complete responsibility for what happened to Seaquel

I should note, too, that Berg evidently wasn’t relying solely on his iPad. The story in Latitude 38 I linked to above says there was also a chartplotter onboard displaying NOAA charts, but these, for reasons not specified, “proved inadequate.”

I don’t know about you, but I’d sure like to know what that means.

PS: Berg isn’t the only one to have lost a boat due to iPad reliance. Please remember the story of the Swan 48 Wolfhound, which was abandoned (at least in part) due to a lack of iPad battery power.

PPS: The modern retail experience–and this is true of everything, not just charts–truly does suck. I could prove this by describing all I had to go through to purchase my current iPad, but that would be cruel and unusual punishment. I can only pray that this is only a phase we’re going through and that someday retailers will rediscover the concept of customer service.

PPPS: I nearly forgot to mention–I assume the trick to avoiding Berg’s fate iPad-wise is to turn on Airplane Mode while navigating so Apple can’t contact you. But would this also turn off the iPad’s GPS? Can anyone tell me that?

2nd-Generation Battles

Mon, 2014-07-07 17:24

USA & GBR take Gold at 7th World University Match Racing Championship

Posted July 7, 2014 via the International University Sports Federation

The U.S. crew skippered by Nevin Snow is the winner in the Open Category of the 7th edition of the World University Match Racing Championship competed on Lago di Ledro, the Alpine lake in Trentino, Italy. Despite the opposing team – led by the Australian Samuel Gilmour – who was the favourite of this WUC as well as title holder from the last edition in Nice in 2012, the Americans competed in a magnificent race winning the final.

“We have been favoured by optimal weather conditions”, said the U.S. Skipper. “We have captured the best wind, we went faster and reached the finish line first. The satisfaction of winning, fighting a sailor of the calibre of Gilmour is really great. Congrats to my crew, with whom there was a great team effort.”

“I have to recognize that the Americans have been able to sail with great speed”, commented Gilmour. “And theirs is therefore a deserved victory. Despite the second place, my crew and I return home happy. It was really an exciting Championship.”

The bronze medal went to the French team of Pierre Quiroga while 4th place went to the team of Japanese Ichikawa Kohel. The Italians of Valerio Galati, in the match for 5th place, lost competing against the second team of Singapore (Sean Lee), resulting in the 6th position for the host team in the final ranking.

In the Women’s Category, the gold was captured by the British crew of Annabel Vose, leaving the French headed by Pauline Courtois in second place, while third place went to the Brazilian team of Juliana Motta Poncioni, winners of the WUC in Nice in 2012. The fourth spot was for Singapore (Denise Lim). Fifth place finally went to the Italians (Federica Wetzl).

Student-Athletes from 14 participating countries (Australia, Brazil, France, Great Britain, Singapore, Canada, Finland, Germany, Japan, Poland, Turkey, Russia, the United States, Italy), involved 27 teams (19 in the Open Category and 8 in the Women’s Category) for a total of 128 people in this FISU Championship.

The next edition of this WUC will take place in Perth, Australia in 2016.

  • facebook
  • twitter