Editorial Andrew Hurst Longer faster better
There’s been considerable pushback against the decision to move the Fastnet finish from Plymouth to Cherbourg. But as a passionate fan of the most interesting of the 600nm classics, and having experience of finishing at both ends of the fleet (each painful in their different ways!) I welcome the move one hundred per cent. There
is no doubt, however, that those who would prefer the finish to remain in Plymouth have good arguments too. The biggest ocean race in the world takes considerable steward -
ship. For one thing, organisers remain mindful of what took place in 1979 and in the stormy Sydney Hobart race of 1998. Safety first always. But, as RORC CEO Eddie Warden Owen points out correctly (page 65), if you have a thriving product and cannot meet demand the time for change is when things are going well, not later when in decline. Look around the world at the once premier events that ignored that maxim and are now either gone altogether or a small shadow of what they were in their heyday. In spite of what critics claim, this was not just a case of ‘follow
the money’. Yes, the commercial boost from an enthusiastic French region is obviously very helpful but the best reason for the move is the ability to finally dock the whole Fastnet fleet in one place, for any number of obvious reasons starting with a bit of cheer and socialising with fellow sufferers at the end of a hard few days. Sadly Plymouth has no one venue that can accommodate a
350-boat fleet, even if the big multihulls and Imocas now usually turn round immediately after finishing and head straight home to Lorient and elsewhere. When the race was smaller the Maxi crews, Admiral’s Cup crews
and those sailing the smaller boats had the opportunity to mingle and talk nonsense to each other, but now they are spread out around Plymouth Sound with little shared social activity. Cherbourg will throw the mother of all parties for everyone, and once again the sense of shared adventures will be restored. This is no fault of Plymouth, it’s a matter of economics and geography. France places ocean racing near the top of the sporting pyramid so money is forthcoming and the public is primed and ready to come and play. Another criticism has been the extra miles and complexity of
crossing the Channel currents (and shipping) when crews are tired. Well, the big pull of the Fastnet for serious competitors is its com- plexity and rock-hopping up the southwest coast of England versus finding your way across the Channel is surely a pretty fair trade? Also bear in mind that when the Fastnet began in 1925 – the
first race being won by a Le Havre pilot cutter, remember – the winner took more than six days to complete the 608nm course. In 2019 the Gitana team’s Ultim finished in 28 hours two-handed. Those are the extremes and Gitana do not represent the bulk
of the Fastnet fleet. But today’s typical 40-footer still goes faster than its counterpart of 15 years ago. If the boats are on average faster then why can the course not be a little longer? I respect yachting heritage as much as the next person but this
is a good change and the next race will be a step forwards. And for the doubters, race with us to Cherbourg next year and decide.
Venues One wider point about the Fastnet decision warrants repeating. Look at which events have been successful in recent years, inshore and offshore. There is a strong correlation between success and those that enjoy a centralised venue. Close to home, the once premier Solent Points Series of inshore races has disappeared, crews scattering to the corners of the Solent after each race, while Spi Ouest in France and Cork Week in Ireland continue to thrive, both based at a single shared venue. Offshore racing may be thriving at the expense of the inshore regattas, but it is not only because of a change in tastes.
Finally In the modern era is there any one person who has personally done so much to sort out the top of the sport as Star Sailors League creator Michel Niklaus? To quote Star World Champion and SSL enthusiast Paul Cayard: ‘Michel and his team have brought together the best of everything in this sport, the best sailors of all ages, the best equipment, the best format, the best media coverage, and they have delivered on a vision that moves us towards one day identifying a “world champion of sailing”. ‘That plus a meaningful global ranking system… and now a new
‘
The USA team selection trials for the 1972 Kiel Olympic regatta were windy. Star rigs fell like confetti and at least one Soling sank and was never recovered. Even Buddy Melges (above) lost his rig in one race. He still won the Soling gold medal that year…
inter-nations adventure, the SSL Gold Cup in 2021, with 48 teams already committed to taking part. Amazing!’
IVORY TOWERS Dear Mr Einstein, your application for the doctorate has
when it breaks it is quite difficult – Guillaume Verdier
not been successful – Prof Wilhelm Henrich, Dean of Science, University of Bern
We’ve sailed the 49er for so long now… and to quite a high level – Pete Burling collects his fifth world championship
THE CLOCK’S TICKING Spindrift has the potential to win (back) the record – skipper Yann Guichard retires from (yet) another Jules Verne attempt
IMAGINE… Imagine six apart- ments, it isn’t hard to do, one is full of fur coats, another’s full of shoes – Elton John offers John Lennon some new lyrics
YOU SAY It takes 170,000 man-hours to build a boat like Gitana, so
ONE LESS OLIVE My chances of being PM are about as good as the chances of finding Elvis on Mars, or my being reincarnated as an olive – Boris Johnson, Feb 2019
DIFFERENT TIMES (PART 2) Do not make any sort of eye contact with (drummer) John Bonham – Instruction to journalists boarding Led Zeppelin’s Boeing 720 Starship This is for your own safety – the why Oh, Lori, we were so young then – Jimmy Page, to his 1973 (Los Angeles) girlfriend in 2017 Well, I was! – Lori Mattix (then 14 and previously the girlfriend of David Bowie)
Seahorse magazine and our associate raceboatsonly brokerage site are both at:
seahorsemagazine.com The editor is contactable by email at:
andrew@seahorse.co.uk
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