In what turned out to be hard sailing both physically and at times tactically for the four remaining participants in the second leg of the Velux 5oceans  Race, skipper Brad Van Liew on Le Pinguoin was first in Wellington (NZ), yesterday January 15, some 30 days and 10 hours out of Cape Town. Finishing second on January 16, was Zbigniew Gutkowski aboard Operon Racing. Derek Hatfield on Active House was third to cross the finish line on January 18. A tight threesome for such a long leg. Behind in fourth place is Chris Stanmore-Major aboard Spartan, about 400 nm from Wellington, sailing cautiously with damaged equipment from a previous storm.          

2010 and the first day of 2011 saw two notable round the world offshore racing events get underway: the Velux 5oceans Race and the Barcelona World Race.                

   The first one started way before the famous Route du Rhum ran its full cycle with Franck Cammas aboard Groupama3 crossing the finish line first.  Groupama3 broke a number of records in recent sailing history, the round the world non-stop Jules Verne Trophy being the most acclaimed.                  

   Needless to say, even though the number of participants in high-profile offshore sailing races is on the increase, there always is and always will be an elite of highly popular and skilled skippers involved in any of the three races above and other races. On the other hand, new sailing stars are born out of each major offshore race as they break new sailing records or apply innovative strategies and technical innovations to offshore sailing. The competitive spirit is unrelenting among able offshore skippers of racing boats with names as popular as their own names. Mind you, speed is not always the prime goal; endurance is, over long and arduous journeys, especially in the single-handed or non-stop type of sailing, or both.                  

   Keeping up with all offshore races now in progress or soon to start would be a full-time job. This post is limited to sharing news snippets from the first two races mentioned above and currently in progress.                  

   Canadian Derek Hatfield on his Eco 60 Active House (image below) is one of five contestants in the current Velux 5oceans Race. At last count, he was 3rd – close to 2nd - and at times actually 2nd, since the start of the second leg from Cape Town to Wellington, roughly less than two days of sailing behind the leader Brad Van Liew. The 4-boat pack is south of Tasmania making way towards New Zealand in weaker than usual winds, although they weathered a tough low pressure system just a few days ago. Trailing way behind the pack is Belgian sailor Chritsophe Bullens who unfortunately had to find himself another Eco 60 a few days before the start of the race after his well-prepared boat suffered substantial damage during a trial run off the west coast of France. The fact that Christophe made it safely to Cape Town says a lot about his determination to stay in the race. There was hope that by the time he reached Cape Town he would have solved or identified most of the bugs on the replacement Eco 60. It could be also that other difficulties forced him to return to Cape Town on this second leg of the race, while the other competitors are nearing New Zealand. He is still on the Velux 5oceans scoreboard, so we’ll have to wait for official word on his return to Cape Town. (UPDATE: Despite his tenacity, Christophe Bullens had no choice but to retire from the race because of recurring technical problems with his replacement Eco 60 ‘Five Oceans Smiles’, on his third attempt to sail away from Cape Town toward Wellington.)            

Active House (photo credit Velux-NL)                  

   As in most offshore races, the head-pack moves along steadily with the leader taking off ahead in favourable wind conditions, in addition to various strategic choices, only to be slowed down by a high-pressure area with typically low winds crossing his route. The followers catch up to the leader or at least narrow the gap until they too reach the high-pressure system. The leader in the meantime gains speed as wind picks up again on the opposite fringe of the high-pressure system. In reality, sailing conditions encountered by competitors vary in more ways than just wind speed over the relatively small distances between them. Nevertheless, the rubber band effect is something to be expected among a pack of offshore racers sailing within two or three days of each other.                  

   In the Velux 5oceans race, there is a difference with highly competitive offshore races such as the Vendée-Globe: the emphasis is on increased safety, maximum self-sufficiency and more conservative sailing, often to the detriment of speed. This approach should in theory lessen the exposure of race participants to accidents or injuries requiring the costly deployment of Search and Rescue efforts on the high-seas. Each major offshore race has its objectives and rules. The Velux 5oceans race organisers follow the spirit established decades ago by Sir Robin Knox-Johnston in the first ever non-stop single-handed sailing race – or journey? – around the world. Making it in one piece to the finish line without outside assistance was and is the objective here, except that the Velux 5oceans race is divided into four legs. Lessons profitable to a much larger number of individuals wishing to sail around the globe may be learned in this way. Simply put, it is perhaps a more realistic mode of single-handed or short-handed sailing in the higher latitudes, yet still a competitive one. The average speeds we have observed since the start of the Velux 5oceans race are no attention-grabbers. If anything, the speed figures show quite clearly that skippers don’t put the pedal to the metal. In the Velux 5oceans race, there is a noticeable tendency for participants to stay within quick assistance distance from each other. The same spirit of solidarity was also clearly demonstrated on several occasions during the last Vendée-Globe race despite heightened competition among skippers. Yet, participants were sailing a fine line between competitiveness and solidarity, always within or even beyond the rules of mutual assistance set by the race organisers. (UPDATE: Derek Hatfield made it safely into port in Wellington after 32 days at sea, thereby underscoring the regular and close sequence of arrivals at the finish of the second leg: Brad arrived after 30 days at sea, Zbigniew after 31 days and Derek after 32 days. Derek commented upon arrival that the closeness of the three head skippers during the second leg was the unintended consequence of skippers making similar tactical choices during the crossing from Cape Town to Wellington. Chris is now nearing Wellington, with less than 400 nm to go, having followed a more northerly route because of equipment failure and the possibility he would have to sail into port near Tasmania, should his Eco 60 prove unmanageable with the damaged equipment.)                 

   Back to Derek Hatfield on Active House: this Velux 5oceans race means a lot to him. It’s his third attempt to circumnavigate the globe on his own. The two previous ones ended in near disaster owing to bad weather and equipment failure. At age 58, Derek is more determined than ever to succeed on this attempt and he has all it takes, and perhaps more now, to do it. He is driven. His Eco 60 sustained some damage in a major storm early last week and some systems have failed on board. In addition, he has to ration the use of fresh water because of an accidental loss of it soon after the start of the second leg in pounding seas. His last report, issued a couple of days ago, shows him in good spirits, taking events in stride. Derek was chatting yesterday, as this post was being written. He states that he and Zbigniew Gutkowski are in a close race to finish 2nd. They are about 35 miles apart with Zbigniew enjoying slightly stronger winds and sailing faster as a consequence because he is a little further south. Other than that, Derek did not comment on technical problems he may be dealing with since the last big storm with following seas generating waves 10 to 15 metres high, fortunately non breaking ones.                  

   BTW, Derek is now in the area where he was forced to abandon the 2008-2009 Vendée-Globe Challenge, and by the looks of it he has now passed that spot. Then, there will be the route around the Horn to deal with after resting, refitting and resupplying in Wellington. Once past Cape Horn, racing up the South Atlantic, through the Equatorial zone and up the North Atlantic to their destination, participants are more focused on strategy, sometimes in a war of nerves with fickle winds and squalls. Of those skippers who have sailed past the Cape coming from the Southern Pacific, some express relief to be back in the South Atlantic, others express regret over leaving the Pacific. Only those who have actually been there and experienced the transition can actually comment further on either state of mind.                  

   Turning now to the Barcelona World Race in its tenth day from start, it’s a pleasure to see among participants and sailboats a number of names that were familiar in the 2008-2009 Vendée-Globe. This world sailing race by the three capes, with a crew of two per racing boat, is already showing a lead-pack of four IMOCA Open 60s in what promises to be a more competitive event. In the lead, one is sure to find top skippers such as Loïck Perron/Jean-Pierre Dick and François Gabart/Michel Desjoyeaux on IMOCA Open 60 racing boats. The Vendée-Globe which is considered as the ultimate ’round the world offshore race occurs once every four years. This gives time for skippers to hone their skills on other challenging offshore races organised and managed under a different set of different rules and objectives.                  

   Nice also to see among the Barcelona World Race contestants, popular offshore racing figures such as Dee Caffari who, in the last Vendée-Globe for instance, proved she has nerves of steel and good judgment in fierce weather conditions.                  

(photo credit: YachtPals.com)                  

]]> http://www.popularsailing.com/752/velux-5oceans-race-and-barcelona-world-race/feed/ 0 http://www.popularsailing.com/752/velux-5oceans-race-and-barcelona-world-race/?utm_source=rss&utm_medium=rss&utm_campaign=velux-5oceans-race-and-barcelona-world-race http://feedproxy.google.com/~r/PopularSailing/~3/ydcDSyBtqGU/ http://www.popularsailing.com/726/50th-edition-paris-boat-show-december-2010/#comments Sat, 04 Dec 2010 16:31:08 +0000 Steve http://www.popularsailing.com/?p=726 The Paris Boat Show is on, starting today December 4, and ending on December 12, 2010.

The difference with this year’s edition is the celebration of the 50th edition of the well-known annual Paris Boat Show. The English website for the Paris Boat Show can be accessed by clicking here. The site is well designed and user-friendly. There are many features worth exploring online, may of them in English.

In other news this week, the World Sailing Speed Record Council (WSSRC) issued a press release on December 2, 2010, announcing the ratification of a new world speed sailing record. The amazing feat of sailing by kistesurfer Alex Caizergues took place in Namibia, on October 12, 2010. The conditions were good for conducting the record 500-metre run at an average speed of 54.10 kts. Kitesurfer Alex was well prepared and the water surface in the channel along the Namibian coast was smooth enough for such speeds despite the strong wind.

Alex Caizergues, officially the fastest sailor in the world, will be a big star at the Paris Boat Show which is opening today in Paris.

Although the average speed record was achieved by Alex over a distance of 500 metres, there is no other official record of anyone having sailed on water at 54.10 kts. Furthermore, Alex enjoys a comfortable gap of about 3 kts from previous sailing speed records. The French max-trimaran ‘Hydroptère’ which is supported by hydrofoils, as its name implies in French, is reported to have reached a peak speed of 61 kts and a bit back in November 2009. However peak speeds are difficult to properly document and verify. This is likely the reason why the WSSRC does not ratify peak speed records. Yet, of all sailing vessels, Hydroptère is the only known large sailboat likely, for the time being, to break the new 54.10 average sailing speed in both the 500-metre and the one (1) nautical mile distance categories.

One of the newest and youngest holders of the Pleasure Craft Operator's Card

Many Canadians are rushing to get their Pleasure Craft Operator Card (PCOC) before boating season starts in earnest. Since September 2009, anyone operating a motorized vessel (including a sailboat with auxiliary engine, or dinghy with motor) in Canada needs to have one of these cards, which requires you to pass a multiple-choice test of basic knowledge of boating, boating safety and the “rules of the road” on the water.  The card requirements have been phased in over a few years, but now everyone needs one, even experienced adult boaters.

Courses are being offered by various groups, including the Canadian Power and Sail Squadrons (CPS), where I got mine in 2003 as part of their more in-depth Boating Course. CPS now offers the basic Boat Pro course geared towards the PCOC exam.

My husband and 9½-year-old son recently took theirs together with a local instructor, Michael Ernst, who used the curriculum developed by the Lifesaving Society.  At one point during the course, everyone put on red and green labels for port and starboard, and moved around the room practicing Collision Regulations — a great idea that caters to different learning styles.

There are online courses available, or you can study the materials on your own and write the standardized exam online with a supervisor. Exam challenges are also held at boat shows around the country. Taking a course in person, however, is more fun and allows you to ask questions and learn from other people’s experiences.

There is a special PCOC exam for kids under 12. My husband and son, as well as the instructor, thought that it was actually harder than the adult exam as some of the questions were not explained clearly.

Price for a course ranges from $30 to $85 or more, depending on venue costs and what the instructor charges. Some people are obviously making a business out of providing this course, while others such as the CPS instructors are teaching voluntarily.

If you’re looking for a PCOC course, check your local recreation centres and guides, yacht clubs, bulletin boards, or look online.  There may even be an ad for one or more on this page.

Beneteau 323

About the Beneteau 323

The Beneteau 323 is a fast, responsive and comfortable coastal cruiser. With an LOA of 32’10″ (10m) and LWL of 29’2″, she has “long legs” that can take you where you want to go. She can easily be sailed single-handed. 

The interior is designed with space, comfort and features that you would only expect on a larger boat.  

Starboard quarter. Dodger and bimini by Genco Marine

Sailing off into the sunset

The Beneteau 323 was was named Boat of the Year at the Oslo Boat Show in 2004, shortly after it was first introduced. The design is ideal for weekend sailing in comfort, and cruises of a few weeks. The 323 is popular with sailboat charter companies around the world. 

We bought our Beneteau 323 new in the spring of 2005, and sold her in 2010.  We sailed her from Mahone Bay, Nova Scotia to the Bras d’Or Lakes in Cape Breton twice, and as far as Port Mouton in the other direction, and met a wide variety of sea conditions. We always had confidence in the boat’s stability and ability to handle the seas we met off the shore of Nova Scotia.  In another article we assess the Beneteau 323 as a coastal cruiser. 

Inside, she was totally dry under heavy rain or rough seas. Her bilge was dry, she still smelled new inside after 5 years, and had no diesel odor.  Of course, we had taken good care of her. 

One thing we enjoyed about this boat, compared with older boats that we have owned, was the rigidity of the hull, making for a quieter cabin while underway (less creaking and groaning).  At anchor, thanks to improved sound insulation, outside noises were much reduced, including noises coming from the rigging. 

Sails and Rigging

Semi-full battened mainsail

The 116% genoa is on a Harken furler.  We tended to use the genoa more than the mainsail, as it was so easy to unfurl and to reef.  We often flew along at over 6 knots under jib alone. 

The mainsail was not difficult to handle either.   The photo on the left shows the semi-full batten mainsail. See also the lazyjacks that make lowering and stowing the mainsail in its cover quite easy – even in a breeze and on a heaving deck! 

There are two reefing points in the mainsail, each with two pulleys sewn to the sail.  The reefing lines lead aft, allowing you to reef the main without leaving the cockpit or getting wet. 

All lines lead aft to the cockpit, where self-tailing Lewmar winches make work easier.  Three winches are standard, but we had an extra one installed on the starboard coachroof to handle the mainsheet. This boat can be easily sailed single-handed. 

Above decks

Helm seat opened to the swim platform

The stern has a swim platform and ladder, together with a hot/cold freshwater built-in shower head. The helm seat swings out of the way for easy boarding.  This is a great arrangement for older people and for kids if they must board from a dinghy.  It makes sailing more accessible for less agile people. The low swim platform and ease of operation of the swim ladder are top safety features for crew-overboard situations. 

However, do not tow your dinghy with the painter attached to the swim ladder.  It seemed such a handy place to tie the dinghy, but eventually the nuts attaching the ladder to the swim platform wiggled loose a bit.  We engaged the services of a skinny teenager to crawl in from the storage locker and tighten them.  After that, we always passed the painter through a fairlead on the leeside toerail and tied it to a cleat. 

Another lesson learned was about the stern showerhead.  It did not get winterized with antifreeze like the rest of the plumbing, and as it still had water in it, it cracked.  No amount of duct tape would keep it from spraying.  After looking unsuccessfully for a replacement at RV stores, we had to order one from Beneteau USA, overpriced at about $30 plus shipping. 

Our boat had twin backstays, while most illustrations on the Beneteau site show a single backstay. The swim platform is more accessible without a backstay in the middle of it. 

Rigid boom vang. Traveller is just forward of the dodger and easily accessed from the companionway, thanks to zips in the dodger.

The Natty dodger, bimini and connecting piece were made by Genco Marine. A dodger is necessary for sailing in anything but the warmest of weather where we live. Connected to the bimini it makes the cockpit feel like another room.

The binnacle, with the standard-issue Raytheon ST40 Bidata (left) and the autopilot control (right). In the middle is our removable GPS chartplotter, a Navman 5500, which plugs into a 12V jack on the binnacle.

Ample space to walk forward, and a large, comfortable cockpit which can seat 8 people. There is a cavernous cockpit locker on the starboard side.

There is an anchor roller on the bow, and a spacious anchor locker with room for installing a manual or electric winch if desired. We hauled up our 35-lb Bruce anchor by hand.

Leather-covered wheel steering. Behind, the flag is flying in the breeze, and the 2hp dinghy motor is sitting on its mount on the stern rail. Note: leather-covered wheels should be removed and stored in a warm, dry place for the winter, or they may grow mildew. Lesson learned.

Roomy cockpit. This picture shows the wheel turned to the side, a much vaunted feature of these Beneteaus. We did not use this feature often because it meant disconnecting the autopilot. Lesson learned: if installing an autopilot on a boat with a wheel that can pivot like this, make the connection long enough.

Below decks

Life aboard the 323

Having only one child, we found the Beneteau 323 to be a perfect size for family cruising with the occasional guest or two. 

The many opening ports provide great ventilation in the cabin – a feature you will not find on many boats, even new ones. 

The companionway has a heavy plexiglass sliding roof panel and 2 plexiglass vertical panels, plus a hinged kickout at the bottom. The locker has a specially designed spot to stow the panels securely. 

The wide companionway stairs are in a well-designed 1-piece moulded unit that gives great grip at the usual angles. 

The Beneteau woodwork is beautiful. 

Cabin layout of Beneteau 323. Note aft cabin bedding: this is not how most couples would choose to sleep. Normally you would lie at 90 degrees to what is shown, with heads next to the hull, and feet under the cockpit.

The wide companionway stairs are in a well-designed 1-piece moulded unit that gives great grip at the usual angles. Behind the galley is the door to the aft cabin.

Galley

Galley with gimballed stove, fridge or icebox, and sink.

The galley has a gimballed 2-burner propane stove with oven. The propane tank always lasted us all summer. 

There is a top-loading fridge with a drain and a pump, so you could use it as an icebox, and a stainless-steel sink. There are two cupboards behind the stove and a deep compartment to the left of the stove for bottles of condiments etc. 

There is 6’3″ headroom in the galley, slightly less as you go forward. 

Storage space would be at a premium if you lived aboard (not impossible!), but on 2-week-long vacation cruises, we had plenty of room for the necessary supplies. Space under the floorboards is shallow, but sufficient for cans, juice bottles, etc., and there is lots of room behind and especially under the settees. 

Head

The luxurous head

The luxurious and spacious (for a boat) head has a standard marine toilet, sink, shelves, a medicine cabinet over the sink, a separate seat to sit on while taking a shower, and even a wet locker for dripping foulies. Even a large person can shower here. 

The entire bathroom enclosure is a fibreglass unit, so there’s no worry about getting water where it shouldn’t go, and it has a powered shower drain. It is easy to clean. Hot and cold running water supply both head and galley sinks and the cockpit shower. There are two opening ports with mosquito screens in the head. 

There is a holding tank with Y-valve and macerator. 

Hot water is heated by the engine when it is running. We found that if the water was hot when we stopped for the night, it would still be warm in the morning – nice! Of course, when you have access to shore power, you can heat water. A proper marine power cord and adapter is included. 

Berths

Aft cabin

The port-side aft cabin has a door for privacy, a hanging locker, and three opening ports for great cross-breezes.  The berth is king-sized in width. It is unusually large for a boat this size. It has well-placed reading lights. 

The double vee-berth has a door for privacy, a hanging locker, shelves along the side, overhead and reading lights, and a locking hatch with integrated blind and mosquito screen. The vee-berth is completely separated from the self-draining anchor locker forward of it by a bulkhead.  Two people can sleep here if one is short or if they’re cozy with each other, because the hanging locker limits the length on the port side.  It made a great private space for a kid. 

The two settees in the main cabin also make comfortable 6′+ long berths. 

Salon

Table folded out, mast post, floral settee cushions we made, vee-berth behind with toys

In the salon, showing folding table, chart table, door to head

The double folding table seats 6 comfortably and has a compartment in the middle, designed for storing bottles. The mast is stepped on a post that runs down to the keel through the salon table.  We made table runners of plastic shelving material to protect the woodwork and keep dishes from slipping on the smooth surface.  You can see the plastic runners in the photo of the two kids. 

The main cabin has a locking roof hatch with integrated shade and mosquito screen, like the one in the vee-berth, and 3 opening Lewmar ports with mosquito screens.  This gives great ventilation down below.  The opening ports are a feature that distinguishes the Beneteau from similar models by other builders. 

Large Plexiglas portlights in the cabin roof provide plenty of light. There are white curtains and plastic mosquito screens were provided for all ports.  After five years of sun exposure, some of the elastic was getting loose, but it could easily be replaced.  There are storage cabinets on both sides of the salon, and halogen and fluorescent lights in various locations. There is good storage under the settees and a narrow space behind the settee backs, where we stored books, magazines and board games. 

We added floral settee cushion covers that gave the cabin a distinctive, cozy, homey feeling.  The cushions are molded foam, and very comfortable to sit on – though quite challenging to sew covers for! 

Instrument panel

There are a chart table and an instrument panel on the starboard side, with storage under the table surface adequate for charts folded in 8ths. 

On the instrument panel, top to bottom: shore power panel, receiver/CD player, ICOM VHS with DSC, 12V panel. 

The receiver/CD player has speakers in the salon and in the cockpit, and has a remote control.  You can fade the speakers so that they play only in the cockpit or only in the salon. 

Engine

Our boat came with a Yanmar 3YM20 3-cyl. 20 hp diesel engine.  Specs on engines differed over the life of the model, so another 323 you look at may have a different engine. 

The engine is easily accessible for servicing from three sides: front, back (through the aft cabin) and side. All components are within reach. 

We had a 3-bladed folding brass Flex-O-Fold propeller factory installed.  This proved to be an excellent choice.  Three blades provide extra torque when you need it, and the folding function reduces noise and drag while under sail. 

Specifications

The 20 hp Yanmar engine, viewed from the companionway.

LOA : 32′ 10″
LWL : 29′ 2″
Beam : 10′ 9″
Mast length (over water) : 48′ 7″
Draft (standard) : 4′ 9″
Ballast (standard) : 2,414 lbs.
Displacement : 9,325 lbs. (approx.)
Engine : 20 hp.
Fuel Capacity : 17 gal.
Water Capacity : 42 gal.
Hull / Designer : Groupe Finot
Sail Area : 542 sq. ft. 

See the Beneteau spec sheet here. 

View of engine from behind, accessed from the aft cabin

We had flood lighting for the deck installed by the dealer, who also installed the autopilot and a 12V jack in the binnacle, which we used for our GPS chartplotter and, with an inverter, for recharging cellphones and batteries. 

Standard equipment includes ICOM VHF with DSC, Raytheon bidata with depth, speed and water temperature, shore power panel with polarity reverser and marine power cord. 

More reviews of the Beneteau 323

The Beneteau Oceanis 323: weekend sailboat or extended-range coastal cruiser? – on this site. 

An excellent review of the Beneteau 323 by Practical Sailor. 

Here’s a video tour of a Beneteau 323, created by a yacht timeshare company in New Zealand:

For detailed info, see this very recent news item by YachtPals.

Keep in mind that the highest average speed for circumnavigating the globe under sail with a full crew is held by Groupama 3 since last March.

Are we at the dawn  of a new sport sailing era where maxi-trimarans will set the pace? Let’s wait and see where the next fastest average sea crossing speed under sail will come from.

Sailing speed records are, since 1972, made official and recognized by the World Sailing Speed Council.

   Whether or not Jules Verne, the well-know science-fiction writer of the late 1800s, could have ever envisaged a sailboat racing around the world in almost half the 80 day period he  set himself based on the means of transportation available in his lifetime is open to wild guessing.  Sure, sailing clippers in those days were fast, but not fast enough to foretell the performance of “Groupama 3″.

   “Groupama 3″ beat ”Orange II” by racing non-stop around the world, using the course usually followed by other ’round the world sailing races. The Jules Verne Trophy is different from other ’round the world sailing races in that competitors can start the race at a moment of their own choosing, the main condition being that they sail non-stop, leaving a set departure point and returning to the same point in the shortest amount of time.

   Launched in 2006, “Groupama 3″ was and still is a formidable maxi-trimaran of the latest vintage manned a well trained and capable crew of 10. Before winning yesterday the Jules Verne Trophy, ”Groupama 3″ had already broken  a number of official and unofficial records, such as the greatest distance covered in 24 hours in the the North Atlantic, not to mention the least number of days to sail across the North Atlantic and to cross the Mediteranean on separate occasions.

   As a state-of-the-art maxi-trimaran, ”Groupama 3″ nevertheless suffered a number of setbacks in previous attempts to take on the Jules Verne challenge.  She first flipped over at high speed and had to be rescued. Then, in a recent attempt to beat Bruno Peyron’s 2005 time record, she sustained severe structural damage in the South Atlantic. Each time, she was properly repaired and new sea trials took place in harsh conditions. Both the crew gained more experience and the maxi-trimaran was modified and tweaked to withstand the rigours of high-speed sailing in difficult seas.

   In spite of these setbacks, it was becoming obvious in the last couple of years that “Groupama 3″ did have enormous potential, something that kept sponsors, crew members  and on-shore sailboat designers, boat builders and equipment experts focused on turning the maxi-trimaran into a major success story. As a side-comment, the whole team’s efforts  allowed “Groupama 3″ to keep on sailing non-stop for 48 days, 7 hours and a bit, at an average speed of 19 kts (18.76 kts, to be precise). Who would now ever claim sailboats are too slow?

   Even after it was established in the Vendée-Globe 2008-2009 round the world non-stop race, that the all-time solo Open 60 winner “Foncia” skippered by Michel Desjoyeaux (a.k.a. ‘Mich’), sailed the globe at an average speed of 12.3 kts, media reporters were prompt to publish this new record-breaking average speed achievement for a racing mono-hull. So far, it seems as if multi-hulls are faster; however, one should keep in mind that, with a crew of ten, Groupama 3 probably carried as much sail as it could in the circumstances simply by having several crew members on watch at all times.

   Accordingly, it remains to be seen whether multi-hulls are necessarily faster than mono-hulls. In fact, over such a long sailing course, the time to complete the course and the average speed maintained from start to finish, are more meaningful than top speeds or peak speeds. This leads me to wonder what makes a racing sailboat a speed-demon on a long course: the sailboat design and category, or the number of crew members aboard  tasked to ensure that optimum speed is always maintained 24/7.

   All this to say that when a sailboat is branded by the media as being the fastest sailboat in the world, one should keep things in perspective: “Groupama 3″ is not the fastest sailing boat in the world, but she is the only sailboat to have circumnavigated the globe in less than 50 days non-stop. That’s the important news.

   Back to the latest sailing achievement by “Groupama 3″, simply imagine the skills required to race across the Indian Ocean and the Southern Pacific in the dark, at top speeds of 30 knots (or more) at times… As a matter of fact, the crew must posses advanced sailing skills to decide when circumstances warrant slowing down this speed-demon thereby avoiding pitch-polling or sustaining structural damage by slamming into invisible waves, something that in broad daylight normally requires a quick change in direction to minimize impact forces and what not. How they made such instant decisions in the dark is beyond me.

   So, there she is back in Brest (France) having achieved the best time to complete the ’round the world course. Race officials still have to double check all the necessary data to ensure the legitimacy of Groupama 3′s performance and then prepare for the trophy-granting ceremony.

   Rumour has it that, soon after the trophy ceremony, Groupama 3 will take on a number of other challenges because, all things considered, a trimaran and a crew with such promising qualities will not be docked very long.

   Keep your eyes on her, for she has a whole lot more record-breaking successes in store.

PS: for more details, check out the www.YachtPals.com sailing site.

Class Afloat's SV Concordia at her Lunenburg berth in 2008

Hooray for the crew of Class Afloat‘s SV Concordia who had the safety equipment and knew what to do when their ship went down off the coast of Brazil on Wednesday.

Even without knowing all the facts, it is obvious that everyone on the Concordia survived because of proper safety equipment and procedures.

First, an emergency position indicating radio beacon (EPIRB) went off – whether automatically or manually triggered, we don’t know yet. EPIRBs are expensive, especially for owners of pleasure boats, and sometimes get triggered accidentally, but look at the results this time. Brazilian rescue crews knew the boat was in trouble, and within a few hours were able to locate the survivors on the open ocean.

Second, there were adequate liferafts for everyone on board. These liferafts kept everyone safe through the night, even in the rough conditions they must have been experiencing.

The liferafts were properly equipped with flares. When they were spotted by the search plane, which dropped a parachute light, and signaled by the merchant vessels steaming to their rescue, they were able to use flares to signal their positions. That sight was described as “beautiful” by Major Silvio Monteiro Junior, the head of the air command for the Brazil’s Search and Rescue System, speaking with CBC Radio’s As It Happens last night.

He described how the three rescuing merchant ships communicated very closely and carefully to record the names of everyone they picked up, and the “incredible moment” when they knew that all 64 people were safely on board one or another vessel.

Finally, everyone aboard the Concordia must have participated in emergency training and were able to follow procedures when the moment arrived to use it.

Pleasure boaters and commercial fishermen alike should take heart from this example, knowing that time and money spent on emergency equipment and procedures really does save lives.

The Eastern Star sails past SV Concordia at her berth in Lunenburg, Nova Scotia, in 2008.

Anchored near Liscomb Harbour.

Note: We have sold our Beneteau 323. In this article and another, Beneteau Oceanis 323 Sailboat Review with Photos (which is based on our online ad), we share much of our experience with that lovely boat.            

Canada’s east coast is not exactly the ideal sailing ground for beginners intent on going distances along the rocky coastline. The North Atlantic swell, frequent fog, numerous micro-climates and powerful winds all the way from the state of Maine to Newfoundland present many challenges to inexperienced skippers of large or small sailing cruisers alike.           

Fog outside St. Peter's Canal, the entrance to the Bras d'Or Lakes

Yet, the South Shore and Eastern Shore areas of Nova Scotia, along with Cape Breton, make up the sailing ground we have enjoyed for five sailing seasons with our Beneteau 323. And we haven’t made it to Maine or Newfoundland either, not so much for lack of crew and boat capability as mainly for lack of time.           

Most sailing forums we have visited since we bought our Beneteau Oceanis 323 five years ago, point to the 323 as an excellent weekend cruiser in terms of overall comfort and seakindliness. However, the 323 is also popular with sailing charter outfits, particularly in the Aegean Sea area. The Aegean Sea has its weather tantrums, but generally it is a sailor’s paradise because of the Cyclades and other island groups which provide quick and easy access to sheltered places with full services.           

So, if many owners hail the Beneteau 323 as a great weekend cruiser, as we indeed found her to be, what about its capabilities as an extended-range coastal cruiser?           

The answer is simple: she does a fine job of taking on challenging seas and winds and compares well in overall performance with many heavier 30 to 40-foot sailing cruisers. Making extended sailing journeys safe, comfortable and enjoyable is a matter of careful planning and having the right safety and navigation equipment.  The Beneteau 323′s 180-litre fresh water tank and 75-litre diesel tank are sufficient for long legs between full-service ports and marinas. Tank capacity is not really an issue, as long as you carry extra jugs of drinking water.           

The real issue is battery power. The 323 comes standard with two small deep-cycle batteries, good enough for weekend sailing without recharging, but not for all-night cruising with nav lights on. So why not simply add more batteries and havea substantial battery bank? Because, in our opinion, the 323 being a good performer under sail, remains a light sailboat at approximately 9,000 lbs empty. With a hull length of 30 feet and a water-line length of 29 feet, she is fast for her size but sensitive to additional weight and weight distribution lengthwise. One can’t simply add substantial batteries without a penalty in speed and pointing ability, given the batteries’ aft location. The last thing you want to do with a light cruiser is to load up the aft section of the boat.           

The alternative, other than running the inboard engine to recharge the batteries: a wind-powered generator coupled to a state-of-the-art solar panel, together with batteries of a higher quality than the ones supplied by Beneteau dealers. This type of equipment would not add much weight to the aft section of the boat. Furthermore, as LED light bulbs become more affordable in the near future, they should replace the standard light bulbs supplied by Beneteau USA, especially for lighting required for night navigation. This will drastically lower the loads on the batteries and extend the recharge period of the batteries.           

Sitting forward of the cockpit can be a wet experience!

The 323 must be kept in trim for best performance in light air and also for pointing ability when sailing upwind in stronger winds and choppy seas. If the speed over water is allowed to drop below five knots in choppy seas, the lateral drift becomes an impediment to reaching the intended destination within a reasonable amount of time.  (It should be noted, in passing,  that our Beneteau 323 has a shoal-draft keel. Upwind performance is likely better with the optional 6′ fin keel and sport rigging.)  The lateral drift, as we experienced it on several occasions, is due to a combination of excessive heeling angle and low speed over water. One way to reduce being heeled over while beating to windward in windy and choppy sea conditions, consists in depowering the main. This technique is well explained in the DVD provided by Neil Pryde, the Beneteau 323 sail-maker. Depowering the main involves making adjustments to the shape of the main by sliding the mainsail car to the lee-side stop to flatten the main, with extra tension applied to the foot of the sail. Doing this on many sailboats will take the curve out of the mainsail and reduce heeling. Some skippers advocate another de-powering technique for the mainsail. It consists in positioning the mainsail car well to windward on the rail and loosening the main sheet enough to give the mainsail a twist that will cause it to spill wind. The pros and cons of either de-powering method are surely listed in sailing magazines or books we haven’t come across yet. Whichever method provides best overall results, after five sailing seasons on the Beneteau 323, we have yet to answer the basic question as to whether the mainsail should be de-powered first before beeing reefed.             

Despite the very comfortable cockpit and roomy interior, the 323 behaves almost like a large sailing dinghy because she is highly responsive to input from the helm or changes in the combined pressure centre of the sails. She is fast for her size (waterline length almost equal to hull length) and highly responsive and maneuverable; however, you can’t have everyone on board sitting in the cockpit and, worse, sitting on the lee-side, lest you’ll be penalized in terms of performance. Since you can’t expect, especially in rough weather, to have people stay inside the 323 or to sit on deck near the bow, the only way to maintain her in trim is to stow additional fresh-water jugs under the V-berth, forward of the fresh-water tank. There is generous space up there to stow heavy and useful items. Small weight distribution adjustments add up and enhance sailing performance.           

Anchor on the anchor roller

Another small balancing improvement consists in having the main anchor (a 35 lb one in our case) securely fastened on the protruding anchor roller, instead of having it stowed in the anchor locker. If you can manage to stow both the main and secondary anchors in the bow locker without getting rodes tangled, so much the better. It’s feasible since the anchor locker is indeed fairly large, especially if you don’t have a windlass mounted on the shelf inside.           

Avoid overloading the cockpit locker, unless there is no other room for heavy safety equipment. Keep in mind that the cockpit locker is already laden with the factory-installed hot water tank and holding tank. This alone has an impact on the Beneteau 323′s lateral balance, unless both tanks are empty which is usually not the case. On long cruises, we usually carry a 25-liter portable tank of diesel that goes into the cockpit locker and we have no choice but to hang the 2 hp outboard motor for the dinghy on the stern pulpit. Hanging the dinghy on overhanging davits over the stern would not make much sense on a weight-sensitive sailing cruiser. Instead, after much research and many phone calls, we found a light  inflatable dinghy that fits perfectly ahead of the mast, fully inflated and ready for use. Naturally, it is flipped upsidedown and still leaves room on either side to easily reach the bow for working the anchor or whatever else needs to be done before the mast.           

Near Tancook Island, Mahone Bay

However, the space constraints ahead of the mast on a Beneteau 323 don’t allow for an inflatable much longer than seven feet, which is barely sufficient for two adults and a light teenager in a well protected harbour or anchorage. Anyone thinking instead of towing a hard dinghy behind in heavy seas should think twice, knowing that the inconvenience in foul weather of towing a hard or inflatable dinghy by far outweighs the advantage of being able to hop quickly in the dinghy from the swim platform and make it to shore within minutes.  A towed dinghy in foul weather is a liability. We learned that lesson the hard way.           

One of the nice features of the Beneteau 323 includes having enough space underneath the floorboards to stow quantities of canned food and juice bottles, etc. Again, the natural reflex would be to use that space to its maximum starting from the forward part of the cabin and make your way aft, as needed.           

The floorboards on the 323 do not come standard with fasteners. Although we’ve never suffered a knockdown in heavy seas resulting in all the food stored under the floorboards to fly around the cabin, having the floorboards individually secured is highly recommended if you intend to sail in potentially rough weather.           

Hanging on in a bouncy sea

Our Beneteau323 has sailed upwind in sea and wind conditions rough enough that the deck, forward of the dodger, was awash 20 to 30% of the time. Staying inside the cabin in such conditions is not pleasant for anyone prone to seasickness. Making a sandwich in the galley becomes a circus act unless a holding strap is installed for the cook. Yet, after a bumpy ride in choppy seas for two hours or more, we found that nothing was spilled and no loose objects ended up broken on the cabin sole. But one should avoid carrying glass containers of any kind. The sea can be unexpectedly brutal at times and there is nothing worse than having pieces of broken glass flying around the cabin.           

Sailing in light air

Once, we were sailing in fair weather conditions not far from shore, but in open waters, when some kind of rogue wave picked up our 323 like a toy and threw her on her beam’s end. The three of us were all safe and sound having had time to brace ourselves and hang on to something solid, except that a hard coffee cup in the cockpit was tossed against the beautifully finished hardwood in the companionway, leaving a dent. Just imagine if, instead of hitting the hardwood finish, the cup had flown straight against a person’s head… Things to think about when choosing your on-board dishware.           

During the first couple of summer seasons sailing around in our Beneteau 323, we thought our sailboat was too light and that a heavier, stiffer one would have given us more stability and comfort. We have since tossed that notion overboard. Why? We have read sailing books and talked to a number of skippers who sailed larger sailboats in the same waters as we did in similar weather conditions. The upshot of it all? We think the Beneteau 323 has most of the stability and comfort features other recent sailboats in the 30 to 40 foot range would have.           

Finally, sticking to the original question as to whether or not the Beneteau 323 is more than a weekend cruiser, one should determine if she is capable of heading back to her home port on time, against wind and waves in rough weather.           

Once our Beneteau 323 sailed upwind all night in large but diminishing residual swell (max. 7 to 10 feet high by our estimation in total darkness), with a long period between each, off the Eastern Shore of Nova Scotia. We had to tack regularly to avoid drifting too far away from the coast. Thus, we sailed along a line approximately 10 to 12 miles from the shore to avoid rocky ledges that line the Eastern Shore of Nova Scotia’s coastline.           

The Mason 44 next to our Beneteau 323 before leaving Liscombe Lodge

Another sloop or cutter perhaps, a Mason 44, much larger and heavier than our Beneteau was sailing in the same direction, but hugging the coast and making much better speed. As long as we could see her, we observed that she didn’t tack once. We were moving along at 5.5 to 6 knots and the Mason 44 was going 8 knots by our estimation. The ocean swell from a residual storm was from the SW though the wind was from the NW. Why such a difference in performance, I wondered.           

A plausible explanation came to mind the next morning as we decided to take a break by going ashore, just as we came abeam Jeddore Harbour, 10 miles out to sea. As we closed in on the shore, the NW wind turned to NNW, then North near the mouth of the Jeddore River. In other words, the closer to shore one could sail, the more favourable the wind was for westbound sailboats. The Mason 44 had likely opted to hug the coast despite the higher number of shoals inside the 10-mile limit, and probably enjoyed a more favourable wind.           

The closer we came to the mouth of the river, the harder the wind blew, sometimes overpowering our Beneteau 323 with two reefs in the main and full jib. From dawn, the sea appeared covered with whitecaps and no other boats were to be seen until we reached Jeddore.           

Notwithstanding the uncomfortable sailing conditions that night, we managed to cover about 70 nm  on a course made good, despite many tacks, in about 12 hours. Our 323 had covered an honourable distance given the majestic ocean’s loyal opposition.           

To those Beneteau would-be buyers who fear, without hands-on experience, that a shallow-keel Beneteau 323 might be too tender to their licking, our advice is to avoid considering only the the ballast to displacement ratio, and to take into account the sailboat’s ballast position (keel-end bulb ballasts havea higher righting moment) and her CSF number.  The 323 does not heel over excessively, in our experience, thanks to its generous, but not excessive, maximum beam combined with a relatively flat bottom, and especially with proper tweaking of the mainsail. And we did sail stiff cruisers before, one of which had a nearly 50-50 ratio. She heeled over just as much, or just as little, depending on how one perceives the natural tendency of a sailboat to heel over under sail. A popular and respected  discussion on this topic was initiated by boat designer Ted Brewer. The main remarks that came out of it are as follows:           

“There’s much more to “stability” than a good CSF* number.           

*From Ted Brewer: CAPSIZE SCREENING FORMULA (CSF): Some years ago the technical committee of the Cruising Club of America came up with a simple formula to determine if a boat had blue water capability. The CSF compares beam with displacement since excess beam contributes to capsize and heavy displacement reduces capsize vulnerability. The formula is the maximum beam divided by the cube root of the displacement in cubic feet; B/Displ.333. The displacement in cubic feet can be found by dividing the displacement in pounds by 64, of course.           

The boat is acceptable if the result of the calculation is 2.0 or less but, of course, the lower the better. For example, a 12 meter yacht of 60,000 lbs displacement and 12 foot beam will have a CSF Number of 1.23, so would be considered very safe from capsize. A contemporary light displacement yacht, such as a Beneteau 311 (7716 lbs, 10’7″ beam) has a CSF number of 2.14. Based on the formula, while a fine coastal cruiser, such a yacht may not be the best choice for ocean passages.“ (Source: http://www.cruisersforum.com/forums/f47/capsize-ratio-5964.html)           

Leaving Canso after the gale

Based on the above technical discussion, it can be said that the Beneteau Oceanis 323, while not so much of a racing type as its cousin, the Beneteau 311, is by design quite stable for coastal cruising but not as heavy and stable as your typical blue-water cruiser. This is something to keep in mind weather-wise, before attempting short crossings in serious seas, such as from Cape Breton to Newfoundland.           

One last word on the tenderness aspect: once, as we were approaching the Canso Ledges under sail turning towards the entrance to the Bras d’Or Lakes across the Canso Strait, the wind piped up enough that we decided it would be safer to put in for the night in Canso. As we had to negotiate narrow channels into Canso, we doused the sails and motored in through the rock-lined channels. While in calm waters protected by low-lying rocks but still exposed to the ocean wind, our Beneteau 323 heeled over under bare poles as if she were under sail. Our first impression at the time was that the 323 was tender. The next morning, after a good night’s rest in Canso, we learned that a full gale had blown over.  Without having a wind speed indicator on our 323, one can only imagine that the powerful wind that made us heel over under power the previous evening was the brunt force of the gale.           

Back to our all-night sailing adventure: we gained increased confidence in the 323’s ability to take on strong wind and waves nearly on the nose and still make good headway. As for the size of the SW residual swell from a gale that passed over the area the previous day, darkness prevents any reasonably accurate estimation.  What we I do know is, while working to get the anchor off the roller and into the locker, I had never experienced repeated weightlessness to such an extent on any previous sailboat. Luckily, the large dodger kept us dry and reasonably warm for an early September night sail, although at one point, we had to wear mittens.           

Life aboard a Beneteau 323

Finally, to answer the main question as to whether or not the Beneteau Oceanis323 is a weekend cruiser or an extended-range coastal cruiser as well, our answer is simple: with enough cash available for additional equipment and time to spare, we would now be sailing down towards the Caribbean for the winter. And that’s being conservative in our sailing ambitions!           

Final observations on comfort at sea: Most sailboats will pound in the waves when beating upwind in choppy seas. The Beneteau 323 is no exception. However, we found she slices nicely through choppy seas provided her speed remains between 5.5 and 6 kts. Above that speed, one would have to fall off the wind somewhat to take the waves at a greater angle in order to minimize pounding. But then, more spray from the windward side gets around the dodger and into the cockpit. Either way, they are inconveniences that are part of sailing. Not everyone can afford a hard sliding roof extension that can cover the whole cockpit such as on “Foncia”, super-skipper Michel Desjoyeaux’s Open 60 (see in particular images #17 & 18 on Foncia’s website).           

Last but not least, from a purely regulatory perspective, a Beneteau 323 built in the USA meets or exceeds all current International Organization for Standardization (ISO) standards and directives in effect at the time of manufacture (See Beneteau 323 Owner’s Manual under SPECIFICATIONS OF THE BOAT, at p. 24.)  On the same page, it is stated that the Beneteau 323 is certified in the “B” design category as an offshore vessel, i.e.: capable of withstanding expected Force 8 wind conditions and waves up to 13 feet high. Realistically speaking, we would not initiate a crossing when such weather conditions are forecast for the planned sailing area. However, the same paragraph goes on to state that the “B” certification does not apply to any equipment installed by the dealer or the owner. As a matter of common sense and good seamanship, no major blue water crossings should be attempted with the Beneteau323 unless further requirements are met. This is a conservative and safe approach to follow, even though it is well known that smaller sailboats have made and still make major crossings.           

As a final point, the insurance policy on our Beneteau 323 provides that the boat shall not be sailed further than 50 miles from shore.  From where we usually sail, this limitation would allow us to sail from a point on Cape Breton no more than 100 miles from the Newfoundland coast in good weather conditions*. Going in the opposite direction, i.e. towards Cape Cod, we would have to curve our course slightly toward the coast, crossing the Bay of Maine,  in order to sail from Cape Sable Island (Nova Scotia) to Cape Cod, while remaining within insurance limits. From Cape Cod on, the whole Eastern Seaboard is yours to discover, coming from Canada of course.           

* The comment made in the book “Where the Wind Blows – A Guide to Marine Weather in Atlantic Canada“, at p. 109, about sea conditions in the Cabot Strait should have a sobering effect on small craft operators intending to make the crossing. In addition, this book is very useful for sailboat operators wanting to better understand coastal micro-climates referred to at the beginning of this post.           

See also: Beneteau 323 sailboat review with photos on this site.

1. Securing System Parts

This tip illustrates a method of securing the drop boards in position for added safety in case a wave breaks into a boat and fills the cockpit. All that stands in ths way of water pouring down the companionway and into the boat is the height of the bridge deck (the step over to enter the companionway) and above that, the drop boards. Standard drop boards are held in position by their weight and it does not take much imagination to see how they could be knocked or floated out of position.

In part, the Offshore Racing Council requires a secure arrangement that is operable from the exterior and from the interior of the boat

Photo one illustrates the parts added to wood dropboards to provide a secure and operable arrangement from both sides.The lock is a 5/16 diameter stainless steel bolt (rod) inserted into a 11/32 diameter hole in the top edge of a dropboard. The bolt is made operable with a 1/8 diameter stainless steel pin through a 1/8 diameter hole drilled in the bolt and all on centre with a 1/8 wide * 5/8 long slot milled in the wood dropboard.

2. Securing System Assembly

The second photo shows the assembly. Pressure is applied to compress the knobs and polyethylene washers during assembly so that the bolt can be slid by hand but friction will retain a locked or closed position.

3. Drop Boards Secured

This battery is used on a racing sailboat to power sailing instrumentation and lights. No provision is made for on-board charging and the battrey is removed to charge. At the end of last season the battery was removed and tested (method not divulged) and the owner informed that this battery, less than two years old, was on its last legs.

The battery is possibly a deep cycle battery; however this designation does not appear on the case. When first checked the open circuit voltage was 8.89 volts and the specific gravity in each cell was 1.10 or less. The estimated capacity remaining would
be below 10%.

No battery should be discharged to this low level; this is damaging to the battery and shortens its life. The recovery process used was to treat the battery as a deep cycle and charge in stages, with 12 hours on charge and 12 hours off charge, until such time as the battery had returned to full charge. At each stage the specific gravity increased and after some 70 charging hours the specific gravity had reached 1.285 to 1.290 in each cell. During this extended charge, the charge rate held at about 2.5 amps and 14.43 volts.The starboard photo was taken several hours after the charge was complete and the open circuit voltage was 12.79 volts and the average specific gravity 1.286. This translates into an estimated capacity of 95% and a reasonable recovery from the “dead” state at the start.