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Solent success EXPERTS’ GUIDE

RACE STRATEGIES FROM Mike Broughton, James Gair Graham Sunderland and more!

EVENT SPOTLIGHT

FOUR TOP REGATTAS

Solent diary AND MORE

TECHNIQUE

CREW COMMS

EDITORIAL Editor Georgie Corlett-Pitt Deputy Editor Toby Heppell Art Editors Peter Smith, Geoff Barton Senior Sub Editor Henry Giles Contributors Helen Fretter, Ruairidh Scott, Ian Budgen, Simon Ling, James Gair, Mike Broughton, Mark Wynter, Malcolm Hutchings, Andy Ramsey, James Day, Graham Sunderland

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PHOTO: PAUL WYETH

Solent success EXPERTS’ GUIDE

RACE STRATEGIES

FROM Mike Brougton, James Gair Graham Sunderland and more!

EVENT SPOTLIGHT

FOUR TOP REGATTAS

TECHNIQUE

CREW COMMS

Solent diary AND MORE

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Get ready to win!

rom regular top regattas to special one-off events, the Solent is set to truly sparkle this year as the jewel in the UK’s sailing crown. For many, the Round the Island Race marks the start of the summer, where thousands of racers take to the water around the Isle of Wight. Round the Island Race and Cowes Week

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are established events, and Cowes Week particularly sees a boost in odd years when it is followed by another classic, the Fastnet Race. The famous Royal Yacht Squadron is also set to add to proceedings this year as it celebrates its 200-year anniversary in style. So sit back and start reading for all the best advice on how to get ahead of the competition in this most famous piece of water.

Solent diary Our bumper guide to the summer’s biggest events

Solent success Experts offer their advice for the famous UK waters

Round the Island Winning race advice for the UK’s biggest race

Fastnet Race Top navigation tips

Bicentenary Regatta The RYS celebrates

Cowes Week Get set for success at this world famous regatta

Communication Effective race comms

RACING IN THE SOLENT

The Bembridge Redwing class competing at Aberdeen Asset Management Cowes Week

The Solent is busy, tidal and tricky – and home to many of the UK’s most prestigious regattas. We pick out the highlights of 2015’s exciting event line-up, and get winning advice from top sailors

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IN THE LOOP Effective communication is vital for a winning performance – for both sportsboat and big boat teams alike. Top sailors Ruairidh Scott, Ian Budgen, Simon Ling and James Gair give us their advice

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t’s no coincidence that the loudest boats on the race track are often the slowest; shouting gets you nowhere fast and will not win you any friends. Taking a more strategic and less panicked approach to onboard communication will help improve your game – and boost the enjoyment factor for all those involved. While a honed race team may not need to exchange many commands about how to physically get the boat around the course, smooth boat handling relies on clear communication as do effective tactical decisions, based on what is happening elsewhere on the course. Clarify within the team who is responsible for calling what in any situation – that’s not always going to be the skipper. SPORTSBOAT STRATEGIES Boat speed, nav, tactics, race strategy and decisions about manoeuvres – all this and more is being discussed and

Winning in the Solent Summer 2015

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Summer 2015 Winning in the Solent

Winning in the Solent Summer 2015

relayed within a very small area on board a sportsboat, with between three and six crew in close proximity. Pro sportsboat sailor Ruairidh Scott (current J/70 national champion, and former J/80 world and 1720 and J/70 European champion) coaches teams on this subject. Ruairidh says: “Things happen pretty quickly on sportsboats but loads are not high if things are done at the correct time, so communication is vital; crew weight and sail trim need to work in sync with what the helmsman is doing. For instance, I always call the hoists and drops from the helm as I have most appreciation for when the helm is balanced, and similarly for crew weight in a tack or gybe.” Wing Commander Simon Ling won the J/70 class at Cowes last year, and skippers the RAF Team Spitfire. He agrees that constant communication is vital between all crew on board: “In a small team, everybody has a role to play

in tactically driving the boat. Ultimately the helm makes the final call because he’s got the stick in his hand, but it’s very rare that he does that in isolation. “In the pre-start, we have a general discussion about breeze, tide, current and any other factors that would affect our first beat strategy, to help the helmsman build up a picture of what he’s going to do. As soon as we have started, we go into a much more disciplined routine, so one person is calling pressure, one person is calling numbers and saying if we are headed or lifted, and one person is calling our boat speed and heading relative to nearby boats – what the fleet’s doing, how the fleet’s splitting, whether we are clear to tack. “Before we get to the top mark, we start building a picture for the downwind strategy so we are not having that discussion as we round the mark. We already know what it is we want to do; the only thing that will change

Above Big boats use specific ‘loops’ to communicate and relay information

that will be an incident at the mark or if the fleet dictates otherwise. “Downwind, we have one person constantly talking about pressure, and one person describing what is happening in the fleet.” Ruairidh suggests circulating a ‘play book’ in the early stages of any campaign, so that new team members can get an idea of what’s required and when. Talk through contingencies for when things don’t go to plan. He says: “Starts are classic examples. When you hear a double gun at the start, for instance, the helm will be concentrating on sailing fast, so it’s up to the tactician to ask the bowman. The bowman might then confirm that we were close and the most advanced boat at the start time. The tactician then makes the call to go back, and the helm will then tell the trimmers to ease the sails as he steers the boat around. Communicating this quickly

Summer 2015 Winning in the Solent

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SUMMER IN THE SOLENT

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There’s a fantastic line-up of events this summer in the Solent. Whether you are competing or taking in the spectacle, here are the highlights

23-26 July America’s Cup World Series, Portsmouth 4

24-26 July Taittinger Regatta • RSYC

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1-5 August Cowes Dinghy Week • Gurnard SC 8-15 August Aberdeen Asset Management Cowes Week 2015 • CWL

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Summer 2015 Winning in the Solent

The Bembridge Redwing class competing at Aberdeen Asset Management Cowes Week

Winning in the Solent Summer 2015

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RACING IN THE SOLENT The Solent is busy, tidal and tricky – and home to many of the UK’s most prestigious regattas. We pick out the highlights of 2015’s exciting event line-up, and get winning advice from top sailors

Summer 2015 Winning in the Solent

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he Solent’s usual busy summer season is, this year, being swelled with a number of special events adding to the usual fixtures, and whether you are sailing or spectating, 2015 promises to be a summer to remember. Early July sees a 70-strong fleet, with boats ranging from 40 to 290ft, arriving as the New York Yacht Club’s Transatlantic Race concludes on Solent waters. Among them will be George David’s Rambler 88 and Jim Clark’s 100ft Comanche, as well as the record-breaking Phaedo3, and Dorade, a restored 53ft ketch that won overall honours in this race in 1931. The pace then gathers as the first event in the 2015-16 America’s Cup World Series takes place off Portsmouth, with GBR’s Ben Ainslie Racing hoping to dazzle the home crowds. All right, this one is not so much a participation opportunity – but it will definitely be one to watch. More on this next month. Immediately following, the Royal Yacht Squadron’s Bicentenary Regatta brings together 25 clubs for a celebratory week of racing in IRC (including boats fresh from the Transatlantic Race), J/70s

Above The ISC’s Round the Island Race is a regular highlight

and Sunsail’s First 40s. It’s an invite-only event, although with four magnificent J-class yachts also vying for victory and a special Race Around the Island on 29 July, it should make an impressive sight. What has become the world’s largest offshore race, the Rolex Fastnet, starts on 16 August with a record-breaking fleet in the organiser, RORC’s 90th year. Entries

sold out in just 24 minutes of opening back in January, with the fleet filling out to some 350 boats. Another RamblerComanche showdown can be expected, as well as a multihull battle between Yann Guichard’s 131ft tri, Spindrift, and a number of MOD70s, among them Musandam-Oman Sail. It’s certainly going to be a busy time on the water!

Quick tips: get ready to race 1

Use Winning Tides to prepare – for Cowes Week or Round the Island. Be sure to cross‑check tides relative to your class’s start time 2

Go for a sail the day beforehand if possible, to familiarise yourselves with the start line and Solent conditions while the area is less busy

Make sure the VHF is charged 4

Take a radio to follow essential information on Cowes Radio (87.7fm) 5

Read the Sailing Instructions, as quite often there are subtle changes from previous years

Summer 2015 Winning in the Solent

Squadron Line to Gurnard Ledge Malcolm Hutchings and Andy Ramsey have won Aberdeen Asset Management Cowes Week overall twice in a row, taking the White Group and top boat trophies in the Squib Lady Penelope in 2013 and 2014. They divulge their top tips for the area west of Cowes

Above The Squadron Line start is renowned for its tactical intricacies

Generally, when heading west after a Squadron Line start, you will find the breeze is the prevailing southwesterly. If you are against a foul tide and the breeze is medium to heavy, pick your start approach about halfway along the line and aim to ‘hit’ Cowes Green on starboard to maximise the benefit of the back eddy here. We work really hard out of the start to then hopefully clear the fleet further to windward when tacking on to port with about 0.5m under the keel. The fleet starting inshore of you will probably not have enough gains to clear you on port. From this point concentrate hard on upwind speed and tacking techniques to maximise gains, short-tacking between 0.5m and 5m under-keel. The crew generally works on lanes and depth while the helmsman concentrates on max boat speed with both putting in max effort, hiking hard for the first 15 minutes. After this the crew can start spotting the first turning mark and relay information for the next leg to the helm.

Things change if you find yourself fighting a foul tide but the breeze is light. As the boat won’t be fully powered up, start closer inshore on the line to get the benefit of the Green’s back eddy earlier and – with luck – gain command of the inside tacking lane. Boat handling techniques are essential during this period of the race to make the biggest gains inshore, but be careful of the shoreline – don’t get too greedy and park. If you start with fair tide, make sure you’re not over the line! Watch the wind shift pattern or oscillations before the start and use this information on the first beat. Keep an eye on any fleets ahead of you for wind shifts and pressure changes. Head towards the middle of the Solent, using shifts to hitch left when you can, as generally the first mark will be on the island shore. Be very careful not to over-stand the first mark, as any gains will be quickly lost doing this. It’s important for the crew to concentrate on navigation at this stage because the fleet only has small time gaps at the

first mark. Knowing your bearing to steer – allowing for tide to the next mark, which will generally be across tide to the mainland shore – is essential, as big gains can be made initially. Heading east towards a Squadron finish, generally when you’re finishing in this direction it will be downwind. If you have fair tide, things will be simpler; stay in maximum tide heading towards the outer distance mark, just don’t get caught on the wrong side in light airs. In foul tide, sailing along the shore from Gurnard Ledge is fine, working on keeping clear air in shallow water especially as there will probably be other fleets around. When approaching the Green area the breeze can become very light inshore out of the tide in under 2m of water. The stronger breeze looks tantalising, not far out in the tide and with small rigged keelboats can definitely be worth aiming for to escape the wind shadow of the island shore here. It is heart-in-your-mouth sailing at this time after racing for two or three hours, only to lose or gain positions in the last 500m! Do not forget to watch the rocks and shallow areas just before the Squadron Line.

Summer 2015 Winning in the Solent

Lepe Spit and the New Forest shore James Day navigated Yes! To win Black Group overall at Aberdeen Asset Management Cowes Week last year, and has twice won the Commodores’ Cup. He explains how to approach the northwest shore Assuming the prevailing southwesterly breeze is in action – the tide will be with most west-bound fleets at the starts for the early days of this year’s Cowes Week, but increasingly both White and Black Group will be looking to get into shallow water away from the cannons as the week progresses. Whereas for White Group this means the classic short tack up the Green and Gurnard Ledge, for Black Group starting at the far end of the line (and with a windward mark usually laid on the north side of the western Solent to separate them from White Group) it means looking for the sheltered water along the northern shore. Unlike the predominantly steep and rocky shoreline from Cowes to Yarmouth, the northern shore has a more shallow-shelving ‘plateau’ that really starts to give you relief about half-way

Winning in the Solent Summer 2015

between the main channel markers and the shore. The wind tends to lift you on starboard the closer you are to the shore, and the funnelling effect of some of the rivers also give you little bonus bits of pressure on the inside. As a guide, if you are ever outside of the most inshore yellow race cans you are probably going to be eating a foul tide and missing out on some extra breeze. It can be surprisingly hard to get clean air immediately after you round Lepe Spit, as there is usually a long tack to be had inshore once you get around the point, so nailing the approach to the Spit after the start pays big dividends. Generally speaking, the lighter it is or stronger the tide, the more it pays to start at the mainland end of the line and just foot fast towards the north shore. But be aware that – especially in light winds – it is relatively steeply shelving

Above Look out for extra pressure funnelling off the northern shore

on its eastern edge and a boat-length between two yachts side by side can be the difference between seeing 2m or 0m below the keel. Note also that this edge is like a serrated saw blade – so time your port tacks to take you into the gaps, and let the tide sweep you safely past the ‘teeth’ on the other tack. The plateau is gently shelving and as a result there is the potential to step up a long way inside your opposition and get much further inshore if you have the confidence in your crew to pull off a quick tack as required. Last year we were frequently running in under 0.3m of water for long periods. The key here is not to spook the horses as, even if a long tack in is the right move, if the helm doesn’t trust his navigator he will be sailing slow and low and giving away the slim tidal gains that tracking an extra 100 yards inshore might give you. As with all shallow water navigation keep your immediate afterguard informed of what you are expecting to see (for example: “Coming up to a shallower patch in 15 seconds, then slowly increasing”). If you have the technology on board, keep updating them on the ETA to your predicted

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PHOTOS THIS PAGE: PAUL WYETH

tack point and constantly remind them where safe water is (for example: “Deeper water to our port side – tack if we bump – but should be good for 90 seconds”). Always sound calm and confident. Whenever tacking in really shallow water – do remember that the depth gauge ‘looks’ straight down to the bottom, and when you tack the keel is going to swing down to a greater depth – making it most likely you will actually touch mid-way through your tack out. Whatever happens, don’t let the crew panic and dump sheets. Trim for power and get the keel swung up the other side as soon as possible. Be aware that the bottom is soft and so moves around from month to month, and certainly year to year – so constantly reference what you are seeing on the depth gauge against what you expect to see on your chart/GPS. Make sure you don’t ‘do a Vestas’ and are fully zoomed in on any electronic device. I have touched here when the chart looked clear – only to analyse the track afterwards and see a perfectly charted bump exactly where we hit at maximum zoom. Trust your instincts – you should be able to ‘feel’ when you are really getting

shallow as the vortex off the bottom of your keel/bulb starts to be end-plated by the sea-bottom – this is the bit where the boat suddenly feels really good on that tack – but don’t be too greedy. If your course takes you across to the north shore near Lymington – be aware of the way the bottom contours quickly start to curve around towards Hurst and are not parallel to the marshes that you may be using as a visual reference. The ‘Jack in the Basket’ mark is the point at which this starts to be an issue. When you do have to do the final tack out for your windward mark it really helps to have a set of tacking angles marked or printed on the deck (such as Winning Laylines). If you are using an on-deck computer, set it to use predicted rather than measured tide temporarily so it takes into account the increasing tide between you and the mark. If calculating manually get hold of a table of offsets; so at 6.5 knots with an average 2 knots of foul tide you will need to be 15 degrees above the mark when you tack. Take into account whether you think you will be tacking into a lift or a header – and when you nail that three-quarter mile layline you’ll have really earned your Pimm’s!

Above The mainland’s shallow-shelving plateau gives tidal relief fairly far out

Event spotlight

A RACE FOR ALL Kicking off this summer’s Solent spectacle on 27 June will be the J.P. Morgan Asset Management Round the Island Race, with around 16,000 participants expected once again. Organiser, the Island Sailing Club, will be hoping for more breeze than in 2014, which saw one of the slowest races in the event’s 84-year history, leaving the two race records set in 2013’s champagne conditions unbroken: the monohull record set by Mike Slade’s ICAP Leopard stands at 3 hours 43 minutes 50 seconds, whilst the multihull record set by Sir Ben Ainslie’s AC45 stands at 2.52.15. The GC32 fleet is due to join the race this year, which could really set the pace. Also new for 2015, additional race ‘hubs’ are being set up at the Royal Southern YC and Royal Lymington YC. The race is supporting the Ellen MacArthur Cancer Trust, tweet #raceforall will help to raise funds. See more on page 18.

Summer 2015 Winning in the Solent

Hill Head plateau and Brambles Bank Professional navigator Graham Sunderland’s Solent guides are widely acknowledged as the essential references to the tidal and navigational challenges. He and co-author Rupert Holmes share some wisdom from their book, Winning Knowledge The relatively shallow Hill Head region is the single most popular racing area in the Solent. Tides in general are weaker here than elsewhere in the Solent, but watch for strong streams at marks in the deeper water just off the edges of the plateau – particularly to the south of the plateau and in the Thorn Channel to the northwest. This is a shallow area, including soundings of under 1m at chart datum. The drying Bramble Bank adds complexity for yachts whose course takes them to the west. Keep an eye out for commercial shipping in the North Channel. There are six yellow and orange racing marks in close proximity to each other to the north. If you’re rounding one of these, care is needed to positively identify the mark and avoid confusing it with others. The old local saying, ‘if the wind’s in the north, go to the north’ is worth remembering.

Winning in the Solent Summer 2015

Above Weaker tides prevail, but deeper channels add complexity

A typical windward-leeward course set on Hill Head in a southwesterly would see a start or leeward mark close to the mainland shore, beating to a laid top mark on East Knoll shoal, north of Wight Vodka racing buoy [you may find yourself sailing sections of a similar course during Cowes Week]. If you are beating against an adverse tide work the middle left-hand side of the beat until you can lay the ‘golden spot’ in the shallow water around 100-300m southwest of Hill Head red can buoy. Once into the tidal relief here normal racing considerations such as windshifts, position of other boats, number of tacks and laylines, become the key priorities. If Wight Vodka is the windward mark, this is in deeper water, with very fast adverse streams. It’s important to stay on the Bank, within the 2m contour, until you’ve reached the starboard layline to the mark. If you are running before a favourable

tide, a starboard gybe will initially be greatly favoured after rounding the windward mark, as this will keep you in deep water and stronger tide for longer. Resist the temptation to gybe early to cover other boats – typically it’s quite gusty here, so you must wait for good pressure and a clear lane before gybing. If you are beating against a southwesterly wind but with favourable tide, say coming from a start line or leeward mark close to the mainland shore, work the middle-left to hard left-hand side of the beat to get into deep water and strong tide as early as possible. The port layline is strongly favoured, especially if Wight Vodka is the top mark. It’s easy to over-stand this layline – in the early part of the port tack the tide sets slightly north, but as you sail closer to the mark, the stream loses this northerly component. For instance, at HW Portsmouth+2 at Flying Fish it runs at 285°M, but at Wight Vodka it’s 265°M. A second advantage gained from aiming for the port layline is that it avoids any tendency to over-stand the starboard layline. The latter is always bad news as it puts you in shallow water and reduced tide for a longer period. Ideally, aim just outside the zone,

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Above Aberdeen Asset Management Cowes Week, 2014, day five Left Allow the tide to take you around the buoy

then tack under the boats over-stood on starboard tack, and allow the tide to carry you round the buoy (if doing this it’s vital to understand rule 18.3). If running east against the tide (for example, rounding Wight Vodka as the windward mark) it’s important to head back to shallow water as quickly as possible to gain relief from the tide. A bear-away set followed by an early gybe in a clear lane is usually the best option. However, there may be no need for the early gybe if your

heading puts the tide on your starboard side, providing this gives your COG a sufficiently large northerly component. If you’re further back in the fleet it’s worth considering a gybe set, but be aware of the blanketing effect of the boats behind you as they stack up on the starboard layline. In light airs especially it’s not uncommon for those who do so to be swept on to the mark. Alternatively, when beating into an easterly or southeasterly wind and adverse tide towards the coast there’s

frequently a strong left shift close to the shore, which can give awesome angles on your next offshore tack. Keep a close eye on your position and depth – many people run aground here. If sailing near low water, note there are charted depths of as little as 0.8m east-northeast of Fastnet Insurance, and 1.0m to the south of Hamble Yacht Services racing marks. Watch also for the buoyed waterski and jetski areas closer to the shore. Running with the tide, it’s not always clear which side of the run will be favoured in these conditions. The left-hand side has the advantage of gaining extra tide in the North Channel, however, by going right you may be able to take advantage of bullets of leftshifted pressure coming off the mainland shore. The key is to locate the maximum pressure and be prepared to gybe to take advantage of the best gusts and shifts. Beating with favourable tide calls for staying towards the right-hand side of the track to maximise time in the faster running tide in deep water. A large proportion of any fleet will over-stand the starboard layline. When the approach is down-tide this tendency is much more marked, which gives room to stay inside those approaching the mark on starboard.

Summer 2015 Winning in the Solent

Event spotlight

PATRICK EDEN/RTIR

COWES WEEK ON THE UP With around 850 boats expected this year, Aberdeen Asset Management Cowes Week is looking set to top last year’s entries. The line-up boasts the return of the big boat series and Class Zero, with several Maxi 72s starring, as well as the Sigma 33 National Championship, new initiatives for cruiser classes, a special race series for financial institutions, and a record 25 teams competing for the U25s trophy with support from the title sponsor. Racing will be topped off onshore with an array of activities and social events – including special tastings from event partner Chilgrove Dry Gin. Other highlights include Liz Earle Ladies Day prizes for best-dressed, mini treatments courtesy of Liz Earle and a champagne afternoon tea. UKSA’s Try Sailing initiatives will also return, and of course, Friday’s firework finale. See more on page 20.

Osborne Bay to Cowes This eastern area can see races won and lost in the final stages. James Gair, owner and lead coach of Cowes Race School, won Class Zero in last year’s J.P. Morgan Asset Management Round the Island Race, in part thanks to local knowledge

Beware the infamous Norris Nadgers! If you’ve got a southwesterly wind and you’re coming in to Cowes, don’t be afraid to get offshore. Even if there is a reasonable amount of tide against you, huge gains can be made by keeping the wind. Coming in past Osborne Bay and Norris, if the tide is in your face and it’s a southwesterly, the big danger is going too far inshore and then you stop because the tide holds you there. If you can look ahead and keep a very close watch on the boats ahead of you, you can see how far off you need to go to maintain your wind. It is a real trap, and you can feel lots of nice pressure, go all the way in, and then all of a sudden that disappears. You

can’t get round the headland because the tide’s not taking you past it, and you stop. With the tide under you, you can take a bit more of a risk, and push in harder, because the worst case scenario is you run out of wind but the tide will flow you round, back into the new pressure. The next little lump to watch out for is the Shrape. That’s got a lovely big red post on the corner of it now and on any boat that has got a draught of over 2m you really don’t go inside there unless you’re near High Water. Anything before or after High Water and more than 2m draught, don’t go inside that red post, because you will find yourself running aground firmly in there. It’s mud, so it’s soft, but it will stop you. The Cowes Race School team

Above Sea breezes often arrive late in Osborne Bay

also made huge gains in last year’s Round the Island Race between Ryde Pier and Osborne Bay. Most boats ahead had got over towards the middle of the Solent or north shore in the last of the northerly breeze, and we came in round past Ryde Pier, and basically hugged the island. You get a kind of island sea breeze effect happen, while you’re waiting for the main sea breeze to go to the southwest, if you get right in between Ryde Pier and Osborne Bay in the very early stages. But you’ll only get this in close – no more than about 200m off the shore. Because the southwesterly takes a long time to get all the way down into the eastern Solent, for a while the first stage of the sea breeze is a southeasterly from Sandown Bay which blows over the top of the island and you’ll get a little bit of an effect, as long as you are very close to the shore, between Ryde Pier and Wootten Creek.

Read further details on techniques, experts’ tips and event previews on our website at yachtsandyachting.co.uk

Winning in the Solent Summer 2015

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Whilst dinghies will typically get full racing cover as standard (covering both hull and rig), yacht owners should check their policy wording, as extra cover for racing may be required. That’s because standard racing cover usually only protects you against damage to the hull and legal liabilities to third parties. The good news is that an ‘MSSR’ extension is available to cover mast, spars, sails and rigging, and which can be added even if taking part in a one-off event, such as the JP Morgan Asset Management Round the Island Race. Recent insurance claims data from Bishop Skinner Marine reveals that collisions made up a third of all boat insurance claims and just over 10 per cent of all these were for racing collisions. Bishop Skinner Marine includes a Racing Risks Extension automatically for Gold Members (for class racing only).

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Before going racing this summer, Bishop Skinner Marine advises boat owners to check they have the correct insurance.

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UK, but again it’s always worth reading the policy wording carefully in advance. For more expert advice, speak to a member of the Bishop Skinner Marine team.

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STEPS TO ROUND THE ISLAND SUCCESS Get ahead in this year’s J.P. Morgan Asset Management Round the Island Race with Mark Wynter’s expert tips

The Western Solent The tide will be in your favour, and it runs more strongly along the Island shore so this is often the obvious option. However, if the prevailing west or southwest wind is blowing, you will be approaching it on the starboard tack. You will then have to tack on to port to clear the shore, crossing large numbers of starboard tackers. Even with the right to room to tack over the boats closest to you, it is probably best to stay clear of this and keep to the northern edge of the channel where clearer air and fewer tacks should compensate for the somewhat weaker tidal stream. Either way, the fleet comes together

Winning in the Solent Summer 2015

over the 50m trench between Yarmouth and Hurst where the tide runs very strongly. With a decent wind the fleets should be starting to spread a little already. XXXX XXXXXXX

The Needles There can be little doubt that the safest route is to go outside the wreck, beyond where the coastguard station lines up with the top of the lighthouse. However, if conditions permit and IF you know what you are doing, you can cut quite sharply round the lighthouse, making sure to clear Goose Rock just off the shore. It’s a risky strategy but it pays if you think you may be in the money. Whatever you do, don’t cross the wreck of the Varvassi.

I’ve seen lots of boats hit it over the years and it rarely ends well.

recommend taking the most direct line, making sure to clear Atherfield Ledge.

Freshwater Bay Unless you are very late in the starting sequence, you will hit foul tide here. Your problems may be compounded by the wind rising over the high ground of Tennyson Down, and you need to decide whether to stay inshore, to go offshore, or to take the rhumb line to St Catherine’s Point. On the whole, I would

St Catherine’s Point to Dunnose Between Blackgang Chine and St Catherine’s Point there are outlying rocks which you should avoid, so it will be best to approach the Point on a more or less easterly course. Between there and Dunnose you will want to stay quite close inshore to avoid the tide. The coast is yachtsandyachting.co.uk

Left J.P. Morgan Asset Management Round the Island racing off the Needles Facing page Early starts are likely for some

©TH.MARTINEZ/SEA&CO.

Below The course can be broken up into shorter sections

rocky but there are no outliers until you get to Dunnose Ledge when you should stand out a bit. 5

Sandown Bay The leg to Bembridge Ledge is quite straightforward, and you may find the tide is turning in your favour here. Take as straight a course as is convenient.

Bembridge Ledge to Ryde Sands The tide that turned in Sandown Bay is now, of course, building against you. You may be tempted to tack close into Seaview and its exclusion zone, but as long as you stay inside Warner Buoy there is little advantage in sailing the extra distance and

POINTS OF REFERENCE

Personal view

“A UNIQUE RACE” Mark Wynter is the Commodore of the Island Sailing Club, organisers of the J.P. Morgan Asset Management Round the Island Race. He has raced in the Round the Island Race every year (bar one) since 1977 when he raced his first boat Carte Blanche amongst a then unprecedented 569 starters! Since then he has raced Alchemist, his Dubois Half Tonner, and his best RTI result to date was in 1998 when they were 13th overall. This year in his new role as ISC Commodore, he will be on the RYS Platform watching his beloved boat on the start line with his skipper Andrew Talbot on the helm. Mark says: “Year after year this unique race challenges all of us who are fortunate enough to compete regularly, and in so many different ways. The weather, the early starts, late finishes, fickle winds, tides, course obstacles, the vast numbers of boats, are all on the day’s exciting agenda and hundreds and hundreds keep coming back for more.”

you should stay close to the rhumb line. Then if your draught allows, pass inside No Man’s Land Fort but outside Ryde Sands Beacon, which stands on the 2m datum line. Ryde Sands traps many unwary competitors. It is quite steep-to, and you should be sure to pass to seaward of the most northwesterly beacon. This stands on the tip of an east-facing crescent of sand, and it is easy to sail into a trap if you are following a depth contour. 7

Ryde Sands to the finish Many boats stand right in towards Peel Bank and Osborne Bay, but I do not think the extra distance is worthwhile. The tidal gradient is

not great, and there is some danger of losing the wind inshore. Then there is Castle Point to negotiate. There always seem to be alarming calms and wind shifts here, whatever the wind direction. Moreover, there is a sharp tidal gradient towards the main channel, and in general a middle course is probably best. When the finishing lines finally do come in sight, make sure you get the right line, and look out for boats crossing you to get to the other line. Don’t forget to record your finishing time, and the numbers of the boats both ahead and astern. And once ashore, don’t let the post-race beer and post mortem cause you to forget to submit your declaration! Summer 2015 Winning in the Solent

Left A classic Cowes finish running down the shore

Below Perfect conditions in the Solent PHOTO: RICK TOMLINSON

PHOTO: ALAN CROWHURST

Right The annual fireworks on the final Friday are always spectacular

PHOTO: PAUL WYETH

ISLAND BOUND For many the highlight of the racing calendar, Cowes Week remains one of, if not the, key events of the season

hose who regularly head to the Isle of Wight for this famous regatta can easily become blasé and forget the basics. Equally for many competitors each year they will be attending their first Aberdeen Asset Management Cowes Week. Although the racing is famously close and intense, there are a number of things to consider before getting out on the water to give you the best possible chance of a top finish (and fun week). SAILING INSTRUCTIONS  As with every regatta, step one before heading out to the racecourse is to make sure you read the sailing instructions thoroughly. This applies to Cowes veterans just as much as it does to the first-timer, as there are usually a number of changes from year-to-year. It’s also a good idea to ensure more than one person reads the instructions and understands them. It is particularly important to note prohibited areas some of which are restricted only on legs other than the first and last. Note your start time, start line and the class starting before you each day, and any changes that there may be after a long postponement. CHECK OUT THE LUMPS  The iconic Cowes Week image of boats racing downwind, skirting the green, in a full-on gybing dual may be a bit of a cliché but it exists for a reason. If you are entering Cowes Week the chances are you will have at least one gybing or tacking dual along this iconic, spectator-lined piece of waterfront. Races can be won or lost (or keels preserved) by knowing how close you are able to get to the shore. A simple exercise to help you understand the coastline is to walk along the green at dead low tide and make a note of any significant rocks or

lumps. There are a number of landmarks, which are spottable from the water and having a good knowledge of where you can and cannot go will be priceless – and all for the cost of a pleasant stroll. The green is not the only spot you are likely to be starring intently at the depth reading. Much of the week is spent rock- and sand-hopping, so ensuring the depth sounder is properly calibrated is an essential bit of preparation. Also, make sure everyone knows what the sounder reads when the keel touches the bottom – it’s best to tweak the offset so that this is set to zero.

COWES WEEK Where Cowes, Isle of Wight  When 8-15 August, 2015  What The world’s oldest and largest sailing regatta with up to 1,000 boats, 8,000 sailors and 50,000 spectators Standard price entries close July 28 Website

aamcowesweek .co.uk

PLANNING YOUR START Alongside the Round the Island Race, starting at Cowes Week can seem one of the most intimidating startlines, with huge numbers of boats either just underway or awaiting their turn. However, you will quickly discover that, provided you are well prepared, the start is far easier than is seems from the outside. There are three alternative start lines for each fleet, so make sure you check precisely how each line is defined, what the limit marks are, and how you will know which startline you are on. The Squadron line has shapes and lights: make a sketch so you know which one is in front when you are behind the line. When planning your start, think about your speed and size within your handicap fleet. There is no point planning a perfect pin end start if it just means that, after 30 seconds, all the big boats will steam over the top, one after the other. A unique feature for many will be the occasional downwind start. For these you should aim to find at least one safe approach transit: one that locates you roughly 15 seconds behind the line, especially with tide against or underneath. Try a few practice approaches so you get a feel for just how

fast the land should be moving past the end of the line. Work out the most efficient way to minimise your approach speed, especially for a down-tide, downwind start. Bearing off and reaching down the line will not be possible if there are right of way boats to leeward! AN OVERALL APPROACH At Cowes it is particularly important to sail conservatively – while there are lots of gains to be made, there are also lots of possible losses. You need to be aware of the opportunities that are high-risk, and so should be ignored and wait for less risky ones. A single high-stake move can ruin your series score. A common misconception is that you need to be lucky to win at Cowes Week, but the more you can manage and defend against risks and the more you can identify low-risk advantages, the less luck plays a part. That’s why in some classes the same people tend to be ‘lucky’ every single year. UNDERSTAND THE WEATHER Ten years ago all sailors had to go on was the shipping forecast and the synoptic chart. But now there are more forecasts available, from more models, so there are more points of comparison. If the models agree, you can have high confidence in the forecast, but if they differ you know to keep more of an open mind and plan your strategy accordingly. With 2015 being a Rolex Fastnet Race year, the impressive big boat classes will be back in town, with racing likely to include a race around the island, a passage race of about 40 miles and a race around Solent marks –so expect a spectacular sight on the water. Make sure you plan to stay in town for the start, even if you are not competing in the Fastnet. The atmosphere is electric and the sight of the fleet heading out of the Solent, particularly special.

Summer 2015 Winning in the Solent

Fastnet‘s

RUNAWAY SUCCESS It’s a bucket list race for many Corinthian sailors, a career highlight for the pros. We take a look at the offshore sprint that is the Rolex Fastnet Race, with advice from weather and routing guru, Mike Broughton

record-sized fleet is due to take part in the Royal Ocean Racing Club’s biennial Rolex Fastnet Race, setting off from Cowes on 16 August in RORC’s 90th anniversary year. Some 350 boats will tackle the 600nm course, rounding the legendary Fastnet Rock and finishing in Plymouth. Entries range from grand prix offshore boats such as IMOCA 60s and Class 40s, to Corinthian IRC classes. Vying for monohull line honours are two heavyweights of the Maxi world, launched late last year. Both George David’s 88ft Rambler 88 and Jim Clark’s 100ft Comanche will battle to be first past the post. Another showdown to watch out for will be the battle of the multihulls, which this year includes the world’s fastest raceboat – the 131ft

Winning in the Solent Summer 2015

trimaran, Spindrift Racing. Skippered by Yann Guichard and Dona Bertarelli she will be looking to defend her multihull line honours title, ahead of Sidney Gavignet’s Musandam-Oman Sail, one of three MOD70 contenders. It’s no easy feat; each crew member needs to complete a set number of qualifying miles, and survival training. Eddie Warden Owen, RORC CEO, explains: “The challenge for many is completing what can be a tough adventure, but also its attraction for the experienced offshore racer is that they can compete with the top professionally raced yachts and have a realistic chance of winning. In 2013 the race was won by a very experienced father and son team sailing two-handed which shows that anyone has a chance of winning the most prestigious race in the world calendar.”

Above Beau Geste rounding Fastnet Rock at sunrise Right A bucket list race for even the most professional teams

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Top tips for taking part

The Rolex Fastnet Race is one of the most enjoyable and demanding races there is. Navigators need to do their homework as many can come up with a plan in ten minutes and achieve a decent result, but to make it on to the podium you need to ‘do the hard yards’ in your prep. If you are skipper of a smaller crew, preparation time can easily fall off the plot as more immediate issues come up, especially if you are rolling straight from a frenetic Cowes Week into the Fastnet Race – so allow for extra time in your schedule!

Calibrate your boat instruments Tactical navigation software like B&G’s Deckman can make a navigator look really good – but only if the instruments are properly calibrated! 1

Charts Ensure that your charts are up to date and you have the latest Admiralty Notices to Mariners; it’s easy to check online, and download the latest charts to your tablet or phone. KURT ARRIGO

Nav gear Have a check list of all the equipment you need (deck screen, binoculars, hand bearing compass, and so on), and plan where you are going to stow them all when on the rail. How are you going to illuminate you notebook in the dark? Have you got a list of ratings for your main competitors? 3

Weather prep For the Fastnet Race this is an article in itself! Just using different iterations of GFS Grib

CARLO BORLENGHI

files (found online) can be helpful, but often doesn’t ‘cut the mustard’ in many conditions such as fronts, trough lines, thermal breezes, acceleration and detachment zones and wind shadows. Understanding synoptic weather charts, satellite images and knowing which observation points work is vital. Communications How are you going to get online to get weather information and track rivals? What is your plan when outside of 3G/4G coverage? 5

Tidal work is easily done well ahead of the race as it only needs a slight tweak for barometric pressure or maybe if the tidal streams are running a bit late. If working with tidal Grib files, remember the data is mainly from a tidal model and not actual recordings. 6

Safety plan Plenty to cover here – importantly can other crew members call for 7

help using the radios/ satellite phones and plot a MOB at night? Key decisions Tired decisions can often be poor decisions and less objective, so have a sleep plan for the decision makers. 8

Reaching sails Have you got the correct weapons in your armoury for the race? Do you have a ‘crossover chart’ to know which sail you are going to have up at 90 TWA in 15 knots of wind? 9

Polars Utilising performance analysis to improve boat speed is a fast-growing part of our sport. Most top boats now over 50ft carry out performance analysis each time they hit the water. Part of this work produces target speeds for each TWA at different wind speeds. You need to know how you are going to display this information if you don’t have a spare read-out. Then sail to it, especially at five o’clock in the morning! 10

Summer 2015 Winning in the Solent

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RYS BONANZA BICENTENARY

All eyes will be on the Royal Yacht Squadron Cowes from 25-31 July, when an invitational Bicentenary Regatta is set to light up the Solent

n total 25 invited clubs are set to take part in the Royal Yacht Squadron’s Bicentenary regatta, which features; IRC, one design, and team racing while there is also to be an enmasse Race Around the Island. Those competing in IRC will consist of modern race yachts, cruiser racers and some spectacular classics spanning many decades and from an array of designers. A significant proportion of those participating will have, recently completed the transatlantic TR2015 race, which the RYS is running in conjunction with the New York Yacht Club, the Royal Ocean Racing Club and the Storm Trysail Club. Amongst those going the extra few miles to be in the line-up, is the beautiful S&S ketch Dorade built in 1930. Despite being a lady of a certain age, Dorade won the Transpacific race in 2014 and is, this year, aiming to repeat her transatlantic win of 1931. From Newport to Cowes is a long way to sail for a regatta but, along with the rest of the nearly 70-strong fleet, it will be worth being part of the dramatic line up in front of the Royal Yacht Squadron Castle, which will including four stunning J Class yachts. The Race Around the Island is bound to be hotly contested, particularly with

those boats from the US, who will almost certainly see a natural affinity with the first ever America’s Cup – also a race around the Isle of Wight and saw America walk away victorious beginning the longest winning streak in sporting history. However, perhaps the most ferocious competition will be reserved for the Team Racing event, which will be taking place in a fleet of identical J70s. Despite the regatta being a celebration of 200 years of the Royal Yacht Squadron, it is also the opportunity to look ahead: “The Royal Yacht Squadron has much to celebrate for its contribution to yachting and the nation over the past 200 years,” comments The Hon Christopher Sharples, Commodore, Royal Yacht

Above The iconic Royal Yacht Squadron starting cannons Below Classic ketch, Dorade is one of many classic yachts set to enter

Squadron. “And we look forward to our next 200 years with renewed vigour and enthusiasm. In particular, we are attracting younger members through participation in our sailing academy and we are also pressing ahead with our new foundation that will provide financial help for youngsters living on the Isle of Wight who wish to pursue a career in the marine industry.” Après sail activity will not disappoint either - tickets are selling fast for the Grand Party which takes place on Thursday 30 July at Queen Victoria’s historic home, Osborne House. An aerial display from the Air Squadron will enthral guests who will be treated to dinner, dancing and entertainment. CLUBS ENTERED TO TAKE PART IN THE TEAM RACING New York Yacht Club, Norddeutscher Regatta Verein, Royal Bermuda Yacht Club, Royal Ocean Racing Club, Royal Southern Yacht Club, Royal Thames Yacht Club, Royal Yacht Squadron, St Francis Yacht Club, Yacht Club Costa Smeralda, Yacht Club de France.

Summer 2015 Winning in the Solent

Winning in the Solent Summer 2015

yachtsandyachting.co.uk

CARLO BORLENGHI/ROLEX

relayed within a very small area on board a sportsboat, with between three and six crew in close proximity. Pro sportsboat sailor Ruairidh Scott (current J/70 national champion, and former J/80 world and 1720 and J/70 European champion) coaches teams on this subject. Ruairidh says: “Things happen pretty quickly on sportsboats but loads are not high if things are done at the correct time, so communication is vital; crew weight and sail trim need to work in sync with what the helmsman is doing. For instance, I always call the hoists and drops from the helm as I have most appreciation for when the helm is balanced, and similarly for crew weight in a tack or gybe.” Wing Commander Simon Ling won the J/70 class at Cowes last year, and skippers the RAF Team Spitfire. He agrees that constant communication is vital between all crew on board: “In a small team, everybody has a role to play

in tactically driving the boat. Ultimately the helm makes the final call because he’s got the stick in his hand, but it’s very rare that he does that in isolation. “In the pre-start, we have a general discussion about breeze, tide, current and any other factors that would affect our first beat strategy, to help the helmsman build up a picture of what he’s going to do. As soon as we have started, we go into a much more disciplined routine, so one person is calling pressure, one person is calling numbers and saying if we are headed or lifted, and one person is calling our boat speed and heading relative to nearby boats – what the fleet’s doing, how the fleet’s splitting, whether we are clear to tack.  “Before we get to the top mark, we start building a picture for the downwind strategy so we are not having that discussion as we round the mark. We already know what it is we want to do; the only thing that will change

Above Big boats use specific ‘loops’ to communicate and relay information

Summer 2015 Winning in the Solent

Top tips

GETTING THE MESSAGE ACROSS With the right channels in place, communication should be straightforward – until the breeze picks up and things get a bit animated. Whilst raising your voice to be heard is acceptable, shouting is definitely not. If you really need to attract someone’s attention, simply calling their name is often the most effective way of establishing a response from the right person, rather than distracting the whole crew. Making eye contact will confirm this. Hand signals are the most common way of sending information from the bow to the afterguard, particularly on the start line; indicating situations such as overlaps, whether there’s room to swing, number of boat lengths to the line, and whether to accelerate or decelerate. These signals are aimed at the trimmers, as well as at the helm, who will use this information to substantiate what the tactician is saying about position in relation to the line.

and efficiently may be what saves your race and ultimately your regatta.” In close boat-on-boat situations, or during a rules altercation, verbal exchanges with other boats are best limited to one team member. Often this is the helm, although the distraction is not ideal, so it’s preferable for a trimmer or pitman to take care of this. Flexibility within a small team is another secret to success, as there are times when roles overlap. Ruairidh says: “My upwind trimmer calls breeze and waves, but if he is busy trimming as we come out of a tack, then the bowman may take over this role for a short time.” Ultimately, the challenge is to keep the information being constantly circulated for the duration of the race. In a small team the responsibility for that is a shared one. Ruairidh says: “Have a think about what you might find useful at any given time if you were doing a different job on the boat.” KEELBOAT CHANNELS On bigger boats, different dynamics come into play with more crew, more sail choices, and complicated courses. James Gair is founder and head coach at Cowes Race School, winner of Class Zero in the Round the Island Race 2014. James says: “Suddenly there are a lot more people around! The key is that everyone understands what calls will be made and by who. A well-trained team needs little communication, just clear

Winning in the Solent Summer 2015

Above In a smaller boat communication should be more straightforward

calls or signals. The more people, the more the need for clear instructions.” Ian Budgen’s extensive big boat experience includes two VORs as well as sailing the 72-footer Jethou with her 22 crew. He says: “On big boats, the more successful the team, the better their communication will be and the quieter the boat will be.” Unlike sportsboat sailing where the whole team is more or less constantly involved in feeding information, more stringent systems are needed. Ian continues: “Things have to be more rigid because you’ve so many more people on the boat, not only in terms of comms but doing each of the jobs. You can’t have 20-odd people feeding into the decisions, it would be disorganised and unclear. But by setting up specific communication channels with just a few people, you get the right people talking at the right time and that leads to efficiency.” Knowing who to expect the call to come from can be crucial. The highly structured set-up means that information tends to be passed in one of three ways, as Ian explains: “There is a key communication loop between the helmsman, mainsheet trimmer and jib trimmer to make sure the sails are trimmed correctly for the angle that the helmsman is steering. The tactician will feed into that loop – for instance if going upwind, saying when he wants to achieve target boat speed, or if say we are expecting a header

and need to foot into it, he will say we need to be half a knot over target, and the trimmers and helm will adjust accordingly. That goes on all around the race track, upwind and downwind. “Then there is also the communication required to control boat handling; sail changes and manoeuvres. When you get to 30-40ft plus and you are dealing with six or more people it gets complicated. We are always thinking about the next leg ahead, and that discussion takes place in a loop between the navigator, tactician and trimmers.” Feeding into and out from these loops are one-way communications, such as calls from the rail regarding wind, or instructions to adjust crew weight or rig/sail controls. The third type of communication involves an exchange of information between different areas of the boat. This is where the challenge is to make sure instructions are heard precisely. James says: “On a big boat, in breeze, the bowman rarely hears calls from the back. A key is having someone mid-boat, to relay instructions forward and back.” Ian says: “The pitman will pass information forwards to make sure the correct sail is ready. The navigator will be keeping him informed of how long we have until the mark. The pitman needs to be experienced to make sure everyone is in the right place and everything is set up right, and also able to multi-task, pulling the right halyards whilst communicating between the front and back of the boat.”

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