News Around the World
The Imocas have seen amazing development over the last two Vendée Globe cycles and you could be forgiven for assuming this time would be more evolution than revolution. Not so, in recent months we have seen new designs from Koch-Finot rejecting the full scow approach in favour of the ‘tulip’ with a finer bow to reduce deceleration dropping into waves. We have two identical non-foiling designs from David ‘Mr Scow’ Raison – the first going to Eric Bellion (right). And then there is the new Verdier-designed Macif for Charlie Dalin, the acknowledged Imoca king… until Thomas Ruyant won the TJV, Route du Rhum and the Guyader Bermudes 1000. Dalin is a qualified naval architect and his new boat is driven by some very informed – and personal – choices, a ‘sharp-scow’ front end, slimmer waterline, spray rails but no chines and a radical two-part interior dedicated entirely to making life better for the skipper
first mark in decent shape. That last race was a tense affair with light winds and a building tide. But we went in knowing that if we kept to our strategy of a clean start we should be in good shape. ‘We got the wrong side of a shift up the first beat but crucially
managed to get around the windward mark in the top 10 and then pick off a few through the rest of the race. We knew that a top seven finish would do it, but Tokoloshe sailed a great race to take the win and made it a nervous last leg for us, especially as the wind had gone so light that everything was happening in slow motion. In terms of our preparation, the fact that we picked up wins in conditions from very light to over 20kt of wind is also extremely satisfying.’ The secret DNA to making such a close one-design fast across
a range of conditions is the obvious go-to question. As ever, the answers are hard work, trim, collaboration, consistency, big-fleet course management, and of course a great relationship with your sailmaker. It was ever thus, as Tony explains: ‘Our speed was good throughout the event, up and downwind. ‘But the Cape 31 also really rewards good crew work. Staying
focused and reacting quickly to the need to change modes are critical, especially in the light and shifty conditions we had during some of this regatta. Quantum Sails have been a key part of our programme throughout and the support they give us pre and post regatta including regular design meetings has been invaluable. ‘In terms of things to focus on, big gains are made during
manoeuvres and especially mark roundings. We worked hard as a crew through the first part of the season to be comfortable with the different manoeuvres to allow our tactician to call whatever he wants to put the boat in a good position. But being comfortable sailing these boats in close-quarters is also essential for your confidence, never more so than when those calls come very late.’ One-design success is, more often than not, a case of getting
the ‘magic numbers’ from the sailmakers and spar designers and then learning and adapting fast – the Cape 31 is no different. ‘You get rewarded for being active and working hard on trim throughout the races,’ adds the new national champion. ‘The mast is relatively soft so you have to keep the runners
moving to keep the boat trucking through every gust and lull. Having your main and runner trimmers working in sync has a huge effect on how easy the boat is to drive. The rig tune is something else we have worked hard on for 18 months but it is still evolving as we try small new tweaks here and there. ‘These boats become powered up very quickly at the lighter end
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of the range so being comfortable about the step changes through this is key to consistent speed. We do have some “magic numbers” but are keeping these close to our chest… ‘Our sail programme has been full-on since we got the boat. We
are happy with what we have and where the crossovers are, some- thing that was key for the nationals with the changeable conditions. This has meant that the trimmers have been able to get straight into it without having to worry what sails are best to use when.’ The topic of mixing Corinthian and professional sailors exercises
many a club bar debate. Some like it and see it as a sharing of knowledge to the benefit of all, others are vehemently against it. The Cape 31 fleet has embraced the concept, allowing for up to three Category 3 professionals onboard. It’s something that the current champion also embraces: ‘I think that having three cat 3s is a good balance, allowing the fleet to race at a very high standard but also keeping things under control. ‘The majority of the top boats have three pros, but you also need
strong amateurs and they are very hard to find given they have to work for a living. The Cape 31 is not hugely difficult to sail but does reward fine-tuning so good pro sailors can improve the experience for everyone. As ever with sailing, you can spend as little or as much as you want to. However, the fact that the fleet has to adhere to strict one-design rules does limit some of the costs, at least restricting what you can do in terms of boat modifications. ‘The big costs are sails and wages (for pro sailors and shore
crews). Going all-Corinthian is a strategy to get into the fleet, but I would argue that investing in some pro sailors and a decent sail programme from day one helps you advance much more quickly. There is a lot to learn as a new entrant and having good-quality people who know what they are doing must help.’ With a growing fleet and increasingly fast speeds being seen –
Tony has recorded a steady 20kt downwind on Jubilee – combined with close boat-on-boat racing, the requirement to progress class management will be a big decider in the future of an already extremely ‘hot’ class. Dickin sees huge positives in the class but accepts the fleet may need to adapt as it continues to grow: ‘I think on the whole the class is great. The owners are a friendly and helpful group, it is well managed and there still seems to be a lot of interest in joining in. Twenty-six boats raced the nationals and I’ve heard we might be in excess of 30 boats by the end of the year. ‘There is no major need for improvements, but we will have to keep on top of sailing management as the fleet grows. For example,
MAXIME HORLAVILLE
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