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ISSUE #1680

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First UK test of Farr’slatest hot one-design

FARR 280Racing onboard a stunning Wally yacht

WALLY BEAUTYDinghy sailing in the tropics at new Mauritius centre

PARADISEThe inside story from Santander

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POWERLESSThe joys of cruising under sail alone

ESSEX RIVERSPubs, barges and mud on the lovely east coast

THEN AND NOWHow did they cope with 1940s nav technology?

DOCTOR ABOARDThe medical kit you shouldn’t sail without

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Boat Show brief What’s hot at Southampton

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Total cruiserExploration 45: the ultimate all-rounder?

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Classic Boat T H E W O R L D’ S M O S T B E A U T I F U L B O A T S

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1930 yawl takes the Transpac

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As the daylight hours extend and temperatures begin to rise, thoughts turn to the sailing season ahead, to putting the drysuit and woolly hat away and breaking out the sunglasses. But before launching there is the inevitable fettling to be done. In this digital magazine, we bring you this year’s latest kit for dinghies and

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Contents

RUPERT HOLMES highlights the trends in deck gear and examines some of the latest equipment aimed at the big boat market

Improvements in material technology are now arguably moving at a slower pace than five or 10 years ago, when the availability of new lightweight, yet strong, engineering

composites, along with finite element design, saw major strides in product design. Nevertheless, the same factors as ever are continuing to drive product development in the performance sailing arena – optimising weight and windage, while also refining layouts to minimise friction and improve ergonomics.

Often the initial driving force for this is in the highest echelons of the sport – including the America’s Cup and the TP52 class – with the knowledge learnt in these well-funded campaigns then percolating down to eventually reach all levels of performance sailing.

We are therefore continuing to see consolidated and sustained development that means any yacht with systems that are more than five years old would benefit from an audit of its deck hardware. This applies at all levels of the sport and club racers will find there are now affordable and effective new products that either weren’t available five years ago, or were prohibitively expensive, that will improve performance for a modest outlay.

At the same time, there are progressively more boats in the UK racing fleet with carbon sails and Dyneema running rigging that results in all shock loads being transferred to the boat’s structure and its fittings,

rather than some of that being absorbed by stretch in the sail material, or lines. Similarly, as new designs become faster and faster, bigger rigs and weight savings that allow for more weight in the keel bulb drive this speed advantage, which translates to loads that are continuing to rise.

Increasingly clean and uncluttered layouts are perhaps one of the most obvious changes in the past few years. “In both cruising and racing boats the trend towards remotely operated equipment that’s located under the deck or below a garage is continuing,” says James Hall of Spinlock.

At the upper end of the market, Roger Ceratto of Lewmar also points to a growing number of genuinely dual purpose yachts, a trend that’s driven by the increasing popularity of superyacht

DECK HARDWARE

regattas. As an example, he cites eight 80ft Oysters that, while they mostly sail in cruising mode, ship on board Olympic-standard crew for regattas.

This, together with carbon sails and high modulus running rigging, places significantly greater loads on the structure, rig and deck gear than yachts of this style have experienced in the past.

Ceramic coatings are now increasingly used to provide improved material properties – particularly resistance to heat and abrasion – in high load situations and have recently been introduced by several leading deck hardware manufacturers. At the same time, manufacturers – including some newcomers to the field – are coming up with an increasing variety of creative solutions that replace blocks, going far beyond the low friction rings with which we are already familiar.

PURCHASE SYSTEMSIn many cases weight can be reduced by using a purchase system to reduce the load to a level that a line can be adjusted by hand and secured with a cam cleat instead of a clutch. This is the key reason new boats no longer have huge banks of clutches on the coachroof and the smaller the boat the more scope there is for this.

This trend can easily be seen having trickled down from TP52s into the Fast 40 class and smaller designs such as the Farr 280 over the past decade or so. In most cases, there’s also no

longer any need to use traditional blocks – instead non-moving composite parts, such as Harken’s lightweight Lead Rings can be used, which further reduces both weight and cost.

Another trend is that improvements in areas such as design tools, prototyping and ease of manufacture appear to have lowered barriers of entry to the market and recently there have been a number of new companies getting in on the act with novel products that make use of the new materials in interesting ways. For instance, the Nub is a spherical block with no moving parts that can take loads of up to three tonnes and yet weighs less than 20 grammes. A French product, it retails at a fraction of the price of conventional blocks.

From the same team, the Ino-Block has reimagined the block in a different

Cleaner layouts are perhaps one of the obvious changes

nn Internal purchase systems reduce need for clutches

nn Selden’s new self-tailing S-winch

nn Winch drive system from a Farr 400

nn Spinlock XTR mounted on a Half Tonner

IMAG

E: IN

GRID

ABE

RY

PAUL

TODD

/OUT

SIDE I

MAGE

SSE

LDEN

LEW

MAR

SPIN

LOCK

BUYER’S GUIDE DECK HARDWARE

9yachtsandyachting.co.uk Pre-season Kit 2016 Yachts & Yachting

average figure, a significant number of the samples will have failed at lower figures; some manufacturers use alternative labelling that reflects this.

Safe working load – is the maximum repeated load for which the line can be considered to hold allowing an appropriate margin for safety.

UV resistance – ideally ropes would last indefinitely, but that’s sadly not the case. Chafe will wear them away, while sunlight damage will progressively weaken them, sometimes in only a few seasons. Lines with no outer cover tend to be most at risk, although these are often given a coating to improve performance in this respect. Nevertheless, Dyneema single braid (i.e. without a cover) will tend to lose 20-40 per cent of its strength after two years of UV exposure.

Heat resistance – highly loaded lines that are eased around winches at high

speed can get very hot, easily reaching temperatures of 200°C – enough to melt polyester fibres. Therefore, the covers of ropes for these purposes tend to feature a high proportion of heat resistant material, such as Technora, PBO or Kevlar, blended with another material, in their covers.

Friction – there are many cases in which high friction is a desirable property, especially when it comes to holding ropes in clutches. By contrast, there are also applications in which low friction is desirable; for instance, Dyneema’s low-friction slippery nature has a tendency to minimise chafe, an important factor in long-distance offshore races.

Flex response – as a general rule rope does not like being wrapped round a tight corner. This is particularly marked with high modulus (i.e. low stretch) lines, where the fibres on the outside of the curve will be very highly loaded, while those on the inside are unable to carry their share of the strain. By contrast, a line with a greater

BUYER’S GUIDE ROPE

ALLTIED UP

Looking to re-rig your boat this winter? RUPERT HOLMES untangles the terms you need to know

There are a number of desirable properties that a rope should have – some of them mutually exclusive, which is why choosing

the correct one for each task is so important. Arming yourself with the knowledge as to what properties to look out for is a very good place to start...

MATERIAL PROPERTIES Stretch – also referred to as modulus,

is the amount by which the length of a line extends for a given load.

Generally we want this value to be an absolute minimum, so all energy from the wind is transferred to boat speed, rather than being lost, for instance, in the energy required to stretch the rope.

Rope manufacturers have obliged by using new materials to produce an ever improving selection of high-tech cordage that offers far better performance than earlier materials. However, buying the most expensive line available is by no means automatically the best option; it’s vital to ensure the line is best suited to its intended purpose. It’s also worth

There are cases when high friction is desirable

noting that there are different grades of each material – for instance, there’s a whole range of Dyneema fibres, each with slightly different properties.

Creep – is the tendency for a rope to adopt a permanent elongation as the result of repeated loadings. This means that settings that are marked when the line is new will need to be moved over time.

Average breaking strain – is determined by taking samples of each line and testing them to destruction. It’s important to note that, as this is an

LeftHeat resistance is important for highly loaded lines being eased around winches

RightLight, high performing ropes are essential on classes such as the Moth

BelowSunlight damage will weaken ropes

RED

BULL

CONT

ENT P

OOL

TOM

GRUI

TT

MATT

KNIG

HTON

/ABU

DHA

BI OC

EAN

RACIN

G

4 Yachts & Yachting Pre-season Kit 2016 yachtsandyachting.co.uk 5Pre-season Kit 2016 Yachts & Yachting

Follow us on Twitter: @YandYMagazineSee us on Facebook.com/sailingmagazine

4 Untangled Getting to grips with the complex world of rope

8 Big boat deck hardwareNew developments above decks for keelboat sailors

12 Dinghy deck hardwareWhat’s new in terms of blocks and cleats for dinghy devotees

16 Staying safe How to remain safe on the water, what’s new in personal safety gear

20 Crossing overClothes for on and off the water for every type of sailor

Toby Heppell, Acting Editor

3Pre-season Kit 2016 Yachts & Yachting

BUYER’S GUIDE ROPE

ALLTIED UP

Looking to re-rig your boat this season? RUPERT HOLMES untangles the terms you need to know

There are a number of desirable properties that a rope should have – some of them mutually exclusive, which is why choosing

the correct one for each task is so important. Arming yourself with the knowledge as to what properties to look out for is a very good place to start...

MATERIAL PROPERTIES Stretch – also referred to as modulus,

is the amount by which the length of a line extends for a given load.

Generally we want this value to be an absolute minimum, so all energy from the wind is transferred to boat speed, rather than being lost, for instance, in the energy required to stretch the rope.

Rope manufacturers have obliged by using new materials to produce an ever improving selection of high-tech cordage that offers far better performance than earlier materials. However, buying the most expensive line available is by no means automatically the best option; it’s vital to ensure the line is best suited to its intended purpose. It’s also worth

noting that there are different grades of each material – for instance, there’s a whole range of Dyneema fibres, each with slightly different properties.

Creep – is the tendency for a rope to adopt a permanent elongation as the result of repeated loadings. This means that settings that are marked when the line is new will need to be moved over time.

Average breaking strain – is determined by taking samples of each line and testing them to destruction. It’s important to note that, as this is an

4 Yachts & Yachting Pre-season Kit 2016 yachtsandyachting.co.uk

average figure, a significant number of the samples will have failed at lower figures; some manufacturers use alternative labelling that reflects this.

Safe working load – is the maximum repeated load for which the line can be considered to hold allowing an appropriate margin for safety.

UV resistance – ideally ropes would last indefinitely, but that’s sadly not the case. Chafe will wear them away, while sunlight damage will progressively weaken them, sometimes in only a few seasons. Lines with no outer cover tend to be most at risk, although these are often given a coating to improve performance in this respect. Nevertheless, Dyneema single braid (i.e. without a cover) will tend to lose 20-40 per cent of its strength after two years of UV exposure.

Heat resistance – highly loaded lines that are eased around winches at high

speed can get very hot, easily reaching temperatures of 200°C – enough to melt polyester fibres. Therefore, the covers of ropes for these purposes tend to feature a high proportion of heat resistant material, such as Technora, PBO or Kevlar, blended with another material, in their covers.

Friction – there are many cases in which high friction is a desirable property, especially when it comes to holding ropes in clutches. By contrast, there are also applications in which low friction is desirable; for instance, Dyneema’s low-friction slippery nature has a tendency to minimise chafe, an important factor in long-distance offshore races.

Flex response – as a general rule rope does not like being wrapped round a tight corner. This is particularly marked with high modulus (i.e. low stretch) lines, where the fibres on the outside of the curve will be very highly loaded, while those on the inside are unable to carry their share of the strain. By contrast, a line with a greater

There are cases when high friction is desirable

LeftHeat resistance is important for highly loaded lines being eased around winches

RightLight, high performing ropes are essential on classes such as the Moth

BelowSunlight damage will weaken ropes

RED

BULL

CONT

ENT P

OOL

TOM

GRUI

TT

MATT

KNIG

HTON

/ABU

DHA

BI OC

EAN

RACIN

G


amount of stretch will see the load distributed more fairly across all the fibres, even in relatively tight curves.

Ease of tying knots – the above means that many knots will significantly weaken a rope – tying a bowline in a polyester line, for instance, weakens it by around 50 per cent, a figure that significantly increases for Dyneema. Knots also rely on the friction of the outer cover to prevent them slipping and ultimately coming undone. Unfortunately the slippery nature of Dyneema also counts against it in this respect.

Ease of splicing – ease of splicing can be an important consideration. This is one area in which uncovered single braid Dyneema comes into its own – after a minimum of instruction splices can be formed in minutes.

Coatings – are used primarily with uncovered cores to add protection from sunlight, change friction. characteristics or improve handling.

Cost – while we all want the best kit for our boats, paying over the odds for a marginal gain is rarely cost effective, especially if bigger performance gains may be achieved by spending that budget in other areas.

EXTRA JACKETSOn larger boats many lines will benefit from an additional outer cover to give specific desirable properties over certain parts of the line. A Technora friction jacket, for example, can be used in the way of clutches to increase friction and the effective diameter of the line. The result is that slippage of the rope through the clutch is all but eliminated.

By contrast, Dyneema is extremely slippery, which means chafe is minimised compared to materials with

higher friction. A Dyneema chafe jacket is particularly useful to protect halyards where they pass over sheaves on offshore race boats. As well as the benefit of the slippery nature, this also adds an extra layer of cover to the line; this sacrificial outer can be replaced if it wears through.

On high performance lines – such as Marlow’s Grand Prix range or Kingfisher Yacht Ropes’ performance range made by Gottifredi Maffioli – custom ropes can be produced with these elements already in the correct positions. They can also incorporate trimming marks.

NYLON AND POLYESTERAlthough these materials are unlikely to be used in the running rigging of any performance oriented boats, they still have uses on board. Nylon is still seen as by far the best option for kedging as its considerable stretch reduces the shock loading on the anchor. However, in an offshore race, carrying enough nylon to anchor in 60m or more of depth is impractical and an unnecessary weight. Instead, a 50m or 100m reel of thin Dyneema that can be added to the existing nylon rode is ideal and easy to stow. Given the strength of Dyneema a light line is fine for this purpose – 6mm should be ample for a 36ft boat – but given the slippery nature of Dyneema don’t rely on a knot that can easily slip to attach it to the regular nylon rode.

Up to the job?Don’t forget, there’s no point in buying expensive high end ropes if the deck gear is not matched to it. At best performance will be compromised, at worst the cover may fail, wrecking the line.

TopBack Dyneema allows permanent markings to be built into uncovered rope

Left Rope manufacture in progress

DSM

DYNE

EMA

C/O

GOTT

IFRED

I MAF

FIOLI/

KINGF

ISHER

ROPE

S

MATERIAL STRETCH CREEP STRENGTH FRICTION HEAT RESISTANCE UV RESISTANCE

Dyneema very low low very high low medium medium

Technora low low high high high medium

Polyester medium medium medium medium poor medium

Nylon high high high low low medium

Polypropylene high high very low low low low

MATERIAL PROPERTIES*

Nylon also used to be first choice for mooring warps, but has become much more expensive. Manufacturers have responded with braided polyester mooring lines with more stretch than the polyester lines that have traditionally been used on cruising yachts.

BLACK DYNEEMA This is one of the latest product offerings. As the name suggests, it has all the same properties as the basic grades of Dyneema ropes, just in black rather than white. The colour is integral to the fibre, rather than a coating and while the idea of an all-black rope may not appeal to those who race offshore at night, it’s a welcome opportunity for manufacturers to improve colour coding, by adding black flecks, for example, to some of their coverings.

EXPERT ADVICEGiven the options now available, it’s unrealistic to expect chandlers – other than those geared up for the needs of a large dinghy racing community – to be able to keep a complete stock. Nevertheless, good stores should be able to provide something suitable for short term use in the event of breakage.

Riggers will be able to provide expert advice on the best options for larger boats, and can order in specialist products if necessary.

6 yachtsandyachting.co.uk

*ALL PROPERTIES SHOWN ARE APPROXIMATIONS AND SUBJECT TO VARIATION - CONSULT MANUFACTURER FOR MORE INFORMATION

www.yachtropes.co.uk

ROPES TESTED TO THE LIMITAll our ropes are tested to the limit. On the water; in some of the world’s greatest yacht races like the Volvo Ocean race and The Americas Cup; and off the water at the factory where we test all ropes to destruction. We always publish minimum spliced breaking loads as the only loads that are achievable by, and relevant to, the user.

EXCLUSIVE UK DISTRIBUTORS OF

Dinghy Rope, the online chandlery with amassive range of ropes and much more

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Dinghy Rope Advert 137x205.qxd_Layout 1 30/03/2016 19:06 Page 1

RUPERT HOLMES highlights the trends in deck gear and examines some of the latest equipment aimed at the big boat market

DECK HARDWARE


Improvements in material technology are now arguably moving at a slower pace than five or 10 years ago, when the availability of new lightweight, yet strong, engineering

composites, along with finite element design, saw major strides in product design. Nevertheless, the same factors as ever are continuing to drive product development in the performance sailing arena – optimising weight and windage, while also refining layouts to minimise friction and improve ergonomics.

Often the initial driving force for this is in the highest echelons of the sport – including the America’s Cup and the TP52 class – with the knowledge learnt in these well-funded campaigns then percolating down to eventually reach all levels of performance sailing.

We are therefore continuing to see consolidated and sustained development that means any yacht with systems that are more than five years old would benefit from an audit of its deck hardware. This applies at all levels of the sport and club racers will find there are now affordable and effective new products that either weren’t available five years ago, or were prohibitively expensive, that will improve performance for a modest outlay.

At the same time, there are progressively more boats in the UK racing fleet with carbon sails and Dyneema running rigging that results in all shock loads being transferred to the boat’s structure and its fittings,

rather than some of that being absorbed by stretch in the sail material, or lines. Similarly, as new designs become faster and faster, bigger rigs and weight savings that allow for more weight in the keel bulb drive this speed advantage, which translates to loads that are continuing to rise.

Increasingly clean and uncluttered layouts are perhaps one of the most obvious changes in the past few years. “In both cruising and racing boats the trend towards remotely operated equipment that’s located under the deck or below a garage is continuing,” says James Hall of Spinlock.

At the upper end of the market, Roger Ceratto of Lewmar also points to a growing number of genuinely dual purpose yachts, a trend that’s driven by the increasing popularity of superyacht

regattas. As an example, he cites eight 80ft Oysters that, while they mostly sail in cruising mode, ship on board Olympic-standard crew for regattas.

This, together with carbon sails and high modulus running rigging, places significantly greater loads on the structure, rig and deck gear than yachts of this style have experienced in the past.

Ceramic coatings are now increasingly used to provide improved material properties – particularly resistance to heat and abrasion – in high load situations and have recently been introduced by several leading deck hardware manufacturers. At the same time, manufacturers – including some newcomers to the field – are coming up with an increasing variety of creative solutions that replace blocks, going far beyond the low friction rings with which we are already familiar.

PURCHASE SYSTEMSIn many cases weight can be reduced by using a purchase system to reduce the load to a level that a line can be adjusted by hand and secured with a cam cleat instead of a clutch. This is the key reason new boats no longer have huge banks of clutches on the coachroof and the smaller the boat the more scope there is for this.

This trend can easily be seen having trickled down from TP52s into the Fast 40 class and smaller designs such as the Farr 280 over the past decade or so. In most cases, there’s also no

longer any need to use traditional blocks – instead non-moving composite parts, such as Harken’s lightweight Lead Rings can be used, which further reduces both weight and cost.

Another trend is that improvements in areas such as design tools, prototyping and ease of manufacture appear to have lowered barriers of entry to the market and recently there have been a number of new companies getting in on the act with novel products that make use of the new materials in interesting ways. For instance, the Nub is a spherical block with no moving parts that can take loads of up to three tonnes and yet weighs less than 20 grammes. A French product, it retails at a fraction of the price of conventional blocks.

From the same team, the Ino-Block has reimagined the block in a different

Cleaner layouts are perhaps one of the obvious changes

nn Internal purchase systems reduce need for clutches

nn Selden’s new self-tailing S-winch

nn Winch drive system from a Farr 400

nn Spinlock XTR mounted on a Half Tonner

IMAG

E: IN

GRID

ABE

RY

PAUL

TODD

/OUT

SIDE I

MAGE

SSE

LDEN

LEW

MAR

SPIN

LOCK

BUYER’S GUIDE DECK HARDWARE


way – instead of running on a stainless steel axle, or within a bearing cage, its low-friction sheave runs on a simple Dyneema axle. While this gives a little extra friction at low loads, at higher loads there’s less friction than with a conventional block and there are no metal parts. The range has already been successfully proven in a range of applications on boats from Mini 650s to IMOCA 60s and Volvo 70s.

ROPE HOLDINGFor very highly loaded lines on large yachts in the past there was a tendency to specify jammers, which can be released only with the line on a winch, in preference to clutches, especially on boats that might include less experienced sailors among their crew. However, there’s a growing trend towards clutches. For instance, Spinlock’s XXC Powerclutch, which has a number of potential applications on 38-48ft race boats, is a direct development of the grand prix model used on boats up to 70ft.

Spinlock’s XCS range is a good example of the benefit of ceramic coatings. The ceramic coated cam

and base make it ideal for a range of high load uses, from tack lines to halyards, on boats including Fast 40s and performance cruiser racers such as the Xp 44. In a smaller size band, the company’s popular XTS clutch, of which more than a million have been sold, is also now available with ceramic coatings that enable the maximum holding power to be achieved with smaller diameter lines. These coated parts are also sold as spares, so if you have one or two XTS clutches that don’t hold high loads reliably it’s possible to replace to upgrade just the cam and base.

WINCHESLewmar started using ceramic coatings a few years ago in equipment designed for TP52s and is now offering a variety of surface finishes so that winches in high end race boats can be optimised for their exact purpose. As an example, the company has been working with Lou Varney of Diverse Yacht Services, to optimise customisable elements for very specific purposes. Lewmar’s Roger Cerrato says this relationship is helping owners target their money to best effect: “At Lewmar we’re geared up for efficient bulk production,” he says, “but by working with Diverse, we can harness their knowledge to create semi-custom products at a price that works in the 40ft size range.”

For instance, it has developed drums with ceramic coatings on the lower part of the drum, that minimise the generation of heat and line wear when a highly loaded rope is eased at speed. Higher up the drum is a more conventional higher friction metal finish to give more level friction when the line is being wound in with four or five turns on the drum.

The company has put a considerable amount of work into stabilising the drive train of winches when they are subjected to high loads. The aim here is to hold the gear trains exactly in column, so that the load is bearing evenly on all surfaces, rather than being concentrated on the edges. This technology was originally

applied in the 112 winch that was developed for the giant J-Class yachts at a time that peak loads were around 5-6 tonnes. Within a few years that figure grew to around 12-15 tonnes, requiring a re-engineering of the product, while keeping it within the same overall footprint. Since then, the technology has been slowly moving down to products suitable for boats such as the Oyster 825s, and will doubtless filter down further.

At a more modest size range, the new range of Pontos winches brings an extra dimension, with the four-speed Grinder and Trimmer model marking a significant step change in winch technology. The former model is most likely to be of most interest to performance sailors, thanks to the additional fast speeds it offers, making for quicker sheeting.

A new offering from Selden for 2016 is the S range of winches, which are designed so the trimmer can pre-load the sheet in the self-tailer and insert the winch handle. When tacking, simply pull in on the slack on the sheet and it is ready for a final fine-trim, with the handle already in place. It’s clear this has the potential for significant time savings in each tack.

SPINNAKER TAKE-DOWN SYSTEMSThese have been used by dinghy sailors almost since the advent of spinnakers, but had never been successfully scaled up for use on big boats until the 2000 America’s Cup. Harken then refined the system for use on Alinghi, winner of the 2007 Cup. With the Cup in turmoil after that event, many of the world’s top sailors went to the TP52 class, where naturally much of what had been developed on the old America’s Cup class monohulls was adapted for use on smaller boats.

Since then, a great deal of time has been spent perfecting systems, to the extent that a 260sq m spinnaker can be dragged down the forehatch in only four seconds, which can translate into a two-boat length advantage at the bottom mark compared to a traditional take-down.

Today, spinnaker take-down systems are also increasingly found in a variety of smaller grand prix boats, including the Fast 40 class, where Lewmar has worked hard, again with Diverse Yacht Services, to produce an optimised system that was used to great effect on Sir Keith Mills’ Ker 40+ Invictus last season. Take down systems are also used on Farr 280s and are certain to be seen on progressively smaller designs over the next few years.

Upgrade your boat toolSelden has recently introduced an online tool available on its website, incorporating a database of hundreds of popular yacht designs that enables users to quickly find measurements of their boats and filter out suitable products such as cam cleats, swivels, track systems and blocks.

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nn Barber inhaul with low friction ring

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DINGHY FITTINGS

CHOOSING BLOCKSWhen replacing blocks it’s important to recognise the difference between high load blocks and high speed models. For instance, during the hoist a spinnaker halyard block will rotate many times at very high speed at low load and may also encounter sudden shock loading.

By contrast, a high load block typically encounters a very small rotation and a prolonged high load, such as in a kicker. These distinct uses therefore require a different engineering solution, particularly if weight is to be minimised.

Looking to refit your dinghy this season? RUPERT HOLMES gets the expert input on things to consider when upgrading equipment, plus latest developments

than 10 grammes to replace blocks, pointing out that this represents a useful weight saving when used in a cascade system with six or eight blocks.

These are available from an increasing number of manufacturers, and are often made from engineering polymers, such as Harken Lead Rings.

However, some are made from more traditional materials, such as the aluminium alloy used for Ronstan’s new lightweight Shock Blocks.

Over the past few years the small boat world as a whole has largely seen a consolidation of existing trends in deck

hardware development. “Essentially the drivers behind progress have remained the same for many years,” says Tim Parsons of Technical Marine Supplies.

“At the high end this is most obviously seen in the continued drive to reduce weight, particularly in terms of the rig.” As an example, he highlights the use of thimbles that each weigh less

AboveRacing at the highest level continues to drive innovation


There are essentially three different types of bearing system, each of which are suited to different load profiles. Plain bearings are the simplest – in effect the sheave bears directly on the axle. As might be imagined, this does not do anything to minimise friction, but it’s a very simple and strong arrangement that’s ideal for high load applications with little movement.

By contrast, ball bearing blocks have minimal contact between the bearings and the sheave. This is great for minimising friction, but the small

BUYER’S GUIDE DINGHY HARDWARE

Above Allen’s new 30mm block range

Above High loads in the Moth class have pushed development forwards

Below Spinlock’s Rig-Sense is an answer to repeatable settings for technical accuracy

Above Multiple controls and fine tune systems in the Merlin Rocket class

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contact area limits load carrying ability. A halfway house between the two extremes is offered by roller bearing blocks. Here the bearings are cylindrical, rather than spherical, in shape, which increases contact area and hence load carrying, with only a relatively modest increase in friction.

It’s also important to note that block design has also been steadily moving forward. “Block evolution is not necessarily easy to see as often a 20 or 30mm block looks very much like a 20 or 30mm block from 10 or even 20 years ago,” say Jeremy Nicholson and Paul Manning of Allen Brothers. “But there has been progress with the bearings, so although outwardly similar it is unlikely that a 10-year old design could withstand the loads generated by modern ropes in the same way as a modern block.”

The potential issue with the latest ropes is that manufacturers have continued to work hard to minimise the stretch of UHMPE (primarily Dyneema) cored products, which imposes greater strain on blocks, rigging and deck hardware. “In the past the give in a rope has acted like a shock absorber,” explains Nicholson, “but now shock loads, such as those generated in a gybe or when slamming into a wave, are transmitted directly into the deck, hull and rig.”

Allen Brothers has worked with Rob Greenhalgh and Chris Rashley in the International Moth class, resulting in the XHL range of ultra high load blocks, including the 2030XHL. These were fitted to the kickers of Greenhalgh’s and Rashley’s boats when they respectively took gold and silver at the Amlin International Moth Cup last year. The loads involved in this application are huge – whereas a traditional design like an Enterprise might have a maximum static load on the kicker of around 250kg, a block in a similar position on a Moth might be subject to loads of up to four times that figure.

While ultra-high modulus Dyneema line such as SK90 has similar or superior properties to 7x19 wire of the same diameter, it should not be used with the original blocks as the cross sectional profile of the sheave will be incorrect and will lack the rails needed to prevent the rope from forcing its way between the edge of the sheave and the cheek.

Allen’s new polymer Through Deck Blocks are therefore an ideal update that will reduce chafe and wear for anyone who has replaced steel halyards with Dyneema but has yet to upgrade sheaves to match. The blocks are also


OTHER NEW PRODUCTSEZI Launcher twin pole systemThis low-friction pole launching system for boats with symmetric spinnakers is made of Delrin, a robust engineering polymer. It’s 40 per cent lighter than an aluminium equivalent and is easily profiled to fit different mast sections. It’s used successfully with a wide range of classes, including Merlin Rockets, 505s, Scorpions (as pictured, left), Ospreys and Flying Fifteens, and is gradually being adopted as a more mainstream product by a greater number of sailors. Custom profiles can be produced if necessary to fit unusual mast sections.

Allen rudder stocksThese are now made with extruded aluminium, instead of formed plates, which gives a 25 per cent weight reduction compared with a traditional design, while retaining strength and stiffness.

Karver tie blocksThe KB01 and KB02 tie blocks are extremely light, weighing only 10g and 26g respectively, yet can deal with loads up of to 250kg. They are ideal for use with below gunwale takeaway systems. Double and triple sheave versions are also available.

Dry LubeAs the stresses on hardware increase and the tolerances become more critical, making sure everything runs smoothly becomes even more important. Blocks, cleats and other items of deck hardware are particularly prone to progressive damage when used in salt or silty environments. After washing your boat down, Allen’s new Dry Lube, launched at this year’s RYA Suzuki Dinghy Show, will help extend service life and improve reliability.

Key-Ball trapeze systemAllen’s Dame Award winning Key-Ball trapeze system replaces the traditional hook with a spherical ball that slips into a three-dimensional moulded keyhole attached to the harness. Initially conceived by Julian Bethwaite, and further refined by Allen, the system reduces the risk of entrapment in a capsize or inversion.

significantly lighter than the alloy ones they replace, yet are just as strong.

SOFT ATTACHMENT ADVICEThe past few years has seen a massive increase in rope attachment for blocks instead of a traditional metal shackle. The key advantages are a useful weight saving and automatic articulation of the block so that it aligns exactly with the direction of the load.

However, some sailors have encountered problems with rope attached fittings. Harken says this is more common with dinghy hardware and is invariably a result of incorrectly attaching the block. To minimise weight, each model is designed to be attached in a specific manner. Therefore the biggest problem is with lanyards not fed correctly around the main load-bearing parts of the block.

Check your fittings against the manufacturer’s instructions. These are usually available online if you don’t have the original printed instructions. It’s also important to keep an eye open for chafe or other damage to the soft attachment.

RIGGING DEVELOPMENTSTechnical Marine Services has also recently been involved with working on innovations in the International Moth class. “We’re seeing a trend with boats going back to using 2mm rod rigging,” says Parsons. “This is much more reliable now than when it was tried (and abandoned) some 15 years ago and has also been adopted by a couple of Merlins.” The advantages are reduced

elongation of the standing rigging under load, along with reduced weight and windage. For similar reasons, a number of high performance dinghies are also returning to the use of halyard locks, which helps to reduce spar sizes and the diameter of standing rigging by reducing the compression loads in the rig.

The rise in the number of one-day open meetings has also seen manufacturers come up with solutions to reduce the time needed to rig and pack away a boat. Many of these hinge around using a ‘dog bone’ that makes securing the end of a line such as a cunningham much quicker and easier than using a shackle or lashing.

RELIABLE TUNINGThere has also been a continuing trend to ensure settings are maintained and are easily repeatable. This extends both through deck hardware, developments in rope technology and essential peripheral equipment.

Spinlock’s new Rig-Sense tuning tool, for instance, has been developed for consistent and repeatable measurement of loads on both stainless steel wire and fibre. An important step forward is that the composite leaf spring is calibrated to output repeatable tensile load readings directly in kilogrammes, which saves the complexity and effort of referring to a set of conversion tables.

Coupled with the Rig-Sense Android/iOS app, the systems offers the ability to share and export data for later analysis. It’s suitable for use with lines and wire of 2-5mm diameter.

DINGHY HARDWARE BUYER’S GUIDE

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It’s becoming easier than ever before for sailors to take steps to ensure their own safety, giving each of us an extra level of reassurance, regardless of which boat we may be racing on any given day. No, it’s

not just that health and safety has gone mad; more that technological advances mean that personal safety gadgets are smaller, lighter and more affordable than ever before. Just as it’s the mark of a safety-savvy sailor to carry a good quality safety knife or multi-tool, it’s becoming second nature for sailors to carry gadgets with them that they can rely on, and that, in an emergency, really can make all the difference.

It’s a trend that’s being propelled by the industry. Alistair Hackett, general manager of Ocean Safety, says: “Awareness of personal safety is increasing amongst sailors; people are giving more and more consideration to their own safety

and taking responsibility for that. A lot of that has been driven by peer pressure and by stories that people pick up on through the media.

“Manufacturers have gone a long way towards designing lifejackets that are comfortable and that people want to wear. Taking your own lifejacket on board has become a habit now for most sailors. Attention is now turning beyond that, to developing products that help identify and locate a person in distress, and increasing the chances of finding them. After all, to be able to rescue someone you need to be able to locate them.

“Technology has taken a big leap, even in the last five years. 10 years ago LED torches and personal distress beacons simply weren’t around. Now we have that technology and people are developing different concepts of ‘come and find me’. Sailors now have a good range of options.”

Leaps in technology are enabling race crew to take responsibility for their own safety. GEORGIE CORLETT-PITT investigates

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BUYER’S GUIDE NAVIGATION

SAFETY GADGETSPOCKET-SIZED INNOVATION

AboveSafety awareness is moving beyond lifejackets, with a new generation of gadgets

WHO’S YOUR RESCUER?GPS-based personal locator beacons are possibly the biggest area of development in the last five years. There are now several pocket-sized, waterproof and ruggedised options to consider, falling into two main camps: personal AIS beacons, and Personal Locator Beacons (PLBs). The two types employ different methods of raising the alarm, so ultimately you need to ask yourself, who are you most likely to be rescued by?

On the one hand, PLBs use miniaturised EPIRB technology, so when activated, they directly alert the international search and rescue authorities, via a dedicated global frequency. PLBs are therefore generally recommended as a last resort, when all efforts at self-rescue have failed. For that reason, they make good sense for those sailing with inexperienced crew, or those sailing

Pre-season Kit 2016 Yachts & Yachting 17

short-handed, particularly the further offshore you are likely to venture.

In terms of ongoing developments, PLBs are expected to become even more versatile in the near future. Sean McCrystal, marketing manager for the McMurdo Group, says: “The buzzword now is MEOSAR, which stands for ‘medium earth orbit search and rescue’. Later models of MEOSAR beacon, which are currently two to four years away, will feature instant contact with search and rescue operators, the ability to cancel a distress message after sending it, along with a call-back signal so you know your distress message has been received.

“MEOSAR satellites will be able to pick up any of the current generation of 406MHz PLBs or EPIRBs so, reassuringly, products bought now will not be redundant in a few years.”

Of the options currently available, the smallest PLB is Ocean Signal’s PLB1, just 75x51mm, while the widest choice of models is offered by ACR. McMurdo’s Kannad brand is also popular. And all are more affordable than you may think when you consider the benefits; prices for basic models start in the region of £160.

The alternative – personal AIS beacons – come in at just a fraction more of the cost and are similarly ruggedised, waterproof and pocket-sized. For those sailing in busy inshore waters or with an experienced crew, there’s a strong argument for carrying a personal AIS beacon over a PLB. Once activated, a distress signal with GPS data is sent to all AIS enabled vessels within VHF range, so a localised rescue can be effected straight away.

Personal AIS beacons also have the advantage of semi-automatic activation. Both Kannad’s SafeLink R10 SRS (Survivor Recovery System), which was the first personal AIS to launch, and now also Ocean Signal’s MOB1 can be professionally fitted to a lifejacket and will activate on inflation.

Ocean Signal’s product also includes a VHF DSC alert in its transmission, which gives another option for alerting vessels without AIS receivers.

VHF DSC alerts also inspired the thinking behind Sea Marshall’s Maritime Survivor Locating Device, an alternative water-activated device

Above left/rightPLBs and AIS beacons are similar in size, the difference comes in who you want to rescue you

Top rightThe MOBOS is the latest solution to hit the marine market

BelowA number of gadgets are designed to integrate with lifejackets

Attention is turning beyond lifejackets to locating a person in distress

designed to be integrated with a lifejacket, that transmits GPS co-ordinates to DSC-enabled VHFs within range, as well as a channel 16 voice message to alert non-DSC radios.

So whilst we are already seeing VHF and AIS combined, could we ultimately see AIS and PLB functionalities combined into a single device? It’s a question that the experts at McMurdo are frequently asked. Sean explains: “The answer lies in the hands of the standards authorities. At the minute the requirements for storage life and activation length define the type approval of what a PLB is; the addition of AIS would require an impact on power consumption and would be unlikely to get approval if included in a PLB. Our recommendation is that they are treated as complementary, AIS for localised rescue, PLB for contacting the search and rescue authorities.”

OTHER BEACON OPTIONS Away from the big AIS vs PLB debate, it is worth noting that there are other types of personal

emergency waypoint. But, looking ahead, overall trends in technology make it likely that any new products introduced to the market will, like the Quatix, be multifunctional.

IN THE SPOTLIGHT The humble torch may seem a relatively straightforward device, but it’s one that can prove vital. ISAF’s offshore racing recommendations state offshore crew should each carry a personal strobe light that can double in use as a search light.

Thanks to the advent of highly efficient LED technology and rechargeable Li-ion batteries, such devices are more compact, more reliable and offer a longer-range, brighter light than ever before. A


variety of such personal lights can be fitted to lifejackets, whether for automatic or manual activation.

But some of the greatest excitement currently centres on an all-new award-winning product that has been developed by Exposure Marine from lights used in the cycling market. The MOB Torch uses Motion Control Technology, which automatically senses motion when thrown through the air, as well as an LED strobe light (designed to be visible up to 5nm) which automatically activates in contact with the water. The torch then floats at an angle designed to illuminate the water around the MOB. Its powerful beam will last for up to 20 hours, exceeding the SOLAS requirement of five hours.

Again, it’s a multi-use product – with search light, spotlight and inspection modes – that has been a big hit with current Volvo Ocean Race teams and which Charlie Mill, managing director at Ocean Safety, describes as a game-changer. He says: “The best products are those that will work with minimum intervention, or with some sort of automatic function. The more uses a product has, the more chance you have of having it on you when you need it.”

NEW GENERATION FLARES Flares are another product type witnessing technological inroads. Earlier this year, ISAF removed its recommendation to carry white hand held flares on board yachts racing

offshore. (Red handheld flares and orange smokes are still recommended, as are white rocket-illuminating flares.) The alternative – a new non-pyrotechnic product, known as the Electronic Visual Distress Flare – has the benefits of being safer to operate, test and dispose of. Already popular is the Odeo Mk 3 Flare. But at roughly the same size, if not larger than, a traditional handheld flare, these are far from pocket-sized and so until ‘personal’ products develop, for now, they are best reserved for grab bags.

HOW YOU USE ITWhen it comes to picking which gadgets are right for you – until a device is invented that combines all the functionality discussed here – it boils down to personal circumstance and what sort of situation you’re likely to find yourself in.

“None of the products here should be considered in isolation,” says Alistair. “The absolute key with any product is understanding how it works, and what the technology will do when it is activated.

“If, for example, you have a personal AIS beacon, make sure the rest of the crew understand what format the alert signal will take and how that will help them find you. If you have a handheld device with a GPS transmitter, you need to remember to hold it without blocking the GPS transmission with your hand.

“Have a clear plan of how your gadgets will work, and how the plan will work for your crew. Know how your chosen gadgets will work in a real situation, not just in the marina, but how they will work when you are having the ultimate bad day.”

Of course, no-one wants that bad day to come, but as any good Scout will tell you, it’s best to be prepared.

BUYER’S GUIDE NAVIGATION

Above leftThe industry is pushing new ideas behind ‘come and find me’ safety products

BelowMultifunctional products, such as Garmin’s Quatix, are leading the trend

AboveExposure Marine’s mini XS-R personal torch is one of a new generation of LED products

LeftThe ‘game-changing’ MOB Torch

distress beacons available – but not necessarily ones that you can carry independently, as they rely in some way or form on additional gadgetry.

The very latest product to hit the market is MOBOS (Man Overboard Operating System), developed from a similar dive product by German manufacturer, Seareq. The MOBOS device works on Ultra High Frequency, UHF, needing a shorter antenna than VHF, and the pocket-sized device is automatically triggered to transmit an alert to a receiver (that can be portable or fixed) on board.

Another nifty gadget worth considering would be Garmin’s Quatix, a GPS-based wrist-watch, which, among many other useful race features, includes an automatic wireless MOB activation function, whereby the Quatix will automatically send an MOB alert to the chartplotter if a wireless link between the watch and the chartplotter is broken – based on proximity. However, an NMEA transceiver is required.

There are a number of smaller key-fob-style stanadlone MOB products offering wireless proximity alerts that also rely on a centralised unit on board and a networked system to be able to transmit an

Who do you think will be rescued first?

Man overboard– everyone’s worst nightmare

Be seen with the MOB Strobe

MADE INGREAT BRITAIN

Lifesaving and safety equipment category

Improve your chances of survival – be seen and get found fastBeing rescued fast could be the difference between life and death. Exposure’s Man Overboard (MOB) strobe and searchlight is designed to do just that – make the difference between life and death.

As soon as the buoyant, pocket-sized MOB hits the water, its 1300 lumens strobe starts flashing automatically, for up to 40 hours. What’s more, it’s highly visible from the air, and can be seen from more than five miles away.

And by the way, the MOB strobe is a really powerful torch as well.

Contact oceansafety.com to locate dealers or visit exposuremarine.com for more information.

One night, it might just make the difference.

[email protected] inTouch

[email protected] www.oceansignal.com

Survival Solutions

The rescueME range provides the technology to rapidly communicate your location in an emergency to ensure maximum chance of survival.

EPIRB1 PLB1 MOB1

Integrated DSC transmitter (digital selective calling)Fast accurate positioningFast accurate positioning

AIS (Automatic Identifi cation)AIS

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81693 OS RM RANGE HPC_202x129_FAW_2.indd 1 17/12/2014 14:04

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Survival Solutions

The rescueME range provides the technology to rapidly communicate your location in an emergency to ensure maximum chance of survival.

EPIRB1 PLB1 MOB1

Integrated DSC transmitter (digital selective calling)Fast accurate positioningFast accurate positioning

AIS (Automatic Identifi cation)AIS

7 year battery life10 year battery life

30%(typ)

smaller Fast accurate positioning30%(typ)

smaller

DSC

81693 OS RM RANGE HPC_202x129_FAW_2.indd 1 17/12/2014 14:04

BUYER’S GUIDE

some 10 years back, of quick-drying materials, particularly for base-layers. These materials – as the name suggests – return to dry weight faster than materials such as cotton, making them comfier for longer.

Fast-dry ranges are a staple of many companies. The very latest of these come from Henri Lloyd with its Fast-Dri products which promise to go from wet to dry in record time – as does much of its Ben Ainslie Racing merchandise.

Many of the big clothing names now have technical base layers that work afloat but deliver good looks ashore.

Look out for anti-microbial treatments (usually with silver ion that repels bacteria) to reduce body odour over prolonged periods of activity – and stop you smelling so terrible in the pub after racing.

Many tops now have a UV resistant layer, which, much like suncream, can vary in how much protection they offer, but the most useful are those

The trend towards technical kit that works on the water and ashore is growing. TOBY HEPPELL looks at the clothing leading the charge

TWICE AS NICE

If you are out racing a dinghy in rough or cold weather, or racing a yacht offshore then you will probably be wearing specialist kit. But increasingly for those racing

during the warmer weather or close to land we are seeing kit designed for sailing that also looks good ashore – and, crucially, works in both environments.

NEXT TO THE SKINKicking off the drive towards cross-over technical kit was the introduction,

AboveCasual shore-gear that works on the water is a growing market

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YACHTSYACHTING



YACHTSYACHTING



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£4.30

Issue #1687 July 2015


DESIGN INSIGHT

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For 2015’s biggest events

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M E D I A P A R T N E R

The performance sailing magazine

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03/06/2015 10:49PRINT EDITION

which promise total block. Certainly if you are out on the water, investing in a long sleeve top that prevents you burning is cheaper than buying endless quantities of suncream, and safer too!

Where quick dry is useful in a top, it’s even handier in a pair of shorts or trousers, which are likely to get wet whatever the weather.

A move in the short and trouser market (and to a lesser degree for tops and jackets) is the development of materials offering stretch but (crucially for wearing about town) do not look like they are made of lycra. This, combined with rip-stop materials on high wear areas means you can have a pair of decent looking trousers that function as technical and long-lasting sailing kit.

As base layers have improved in technology, so people are happy to wear them longer. With this in mind the styling of these base layers has moved away from the merely technical to add flourishes which do not look out of place ashore as opposed to a plain old salt and sweat stained thermal.

THINKING FEETFor decades sailors’ footwear was relatively limited. But now options abound. Lookalike trainers and deck shoe-style shoes have the benefits not only of a pleasingly trendy aesthetic, but of using modern materials and subtlely incorporating technical features, such as the ability to expel water quickly.

Some sailing shoes feature razor cut soles, which provide phenomenal grip; but a word of warning here as these do not survive well on concrete. To a degree this can make for easy identification for the consumer. A sailing shoe with razor soles is probably designed predominantly for use on the water.

NOT JUST JACKETSJust as many of the next-to-skin garments are actually technical base layers that look smart enough to cut a dash about town, so too jackets that cross over can be part of a layering system. These usually feature some waterproofing – enough to hold off splashes and light rain, but not repel

Zhik Kiama jacket Gill Sail jacket

Musto Fast Dry shortsGill shorts and footwear

BUYER’S GUIDE

huge waves and a torrential downpour. What has made these jackets suitable

ashore in recent years – and indeed as mid-layers – are developments in insulation being lighter, more compact and warmer than ever. These jackets are lightweight in construction and can pack down very small, making them ideal transitioning from on to off the water.

Separate from padded mid-layers and shells are windstopper jackets. These tend to come in a soft, sometimes stretchy, material and, much like shell jackets offer a light, thin layer to keep the wind off and provide some insulation. As with insulated mid-layers these are usually water resistant but lack protection against a real downpour or gale.

The development in really good mid-layers has also led to more technical shells coming to the market. Highly breathable, water and windproof, but very thin, these lightweight jackets can be used ashore too.

What is significant about the coastal jacket field and, indeed, the broader

crossover kit market, is that the biggest changes we are seeing is various manufacturers’ apparent realisation that for anything but the most serious offshore racers, people want their kit to work on the water and look good ashore.

A coastal or a race range with a base layer, mid-layer and outer shell are all starting to become items we might wear ashore individually. Much of this is thanks to improvement in materials allowing the jackets to be less bulky and so look less like a ‘sailing jacket’ per se. It also reflects sailors’ willingness to have a broader range of kit. Where people once simply had a sailing jacket and salopettes, now they are more likely to have an offshore jacket and trousers, base layers, mid-layer insulated jacket, plus coastal or racing shell.

Although this appears to be an increase in how much we spend on sailing kit, the move to making things work ashore makes it likely that the number of hours of wear we get from our kit has increased significantly.

FLOATATION JACKETSA very recent addition to the market of crossover kit is buoyancy jackets. These tend to look a lot like a padded gilet but also provide some floatation. The first of these jackets we saw was made by Tribord but there are any number of others entering the market, such as SailRacing’s latest offering (pictured).

It is worth noting these buoyancy jackets rarely provide anything like the same buoyancy rating

as a lifejacket nor as much as a buoyancy aid.

There is some debate as to whether this is

the correct route for companies to be taking. Certainly the trend seems to go against the grain in terms of campaigns to get people to wear lifejackets around the marina, but if you are going to be dockside and just want a little extra reassurance then this could be

a good addition to your wardrobe.

Highly breathable and windproof, but very thin, these jackets can be used ashore too

SailRacing floatation vest

Zhik Deckies

Chatham Coasteer

Musto Fast DrySlam UV T-Shirt HL Fast-Dri topHenri Lloyd BAR polo


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