If you look at the geography and the prevailing trade winds, it's pretty obvious that to sail around the World today (if you start in Northern Europe) then you have to sail South across the Atlantic and then either go East or West. Going East is far more sensible.
With this reality in place, it becomes likely that Brazil and South Africa are going to be two of the first ports of call. Going East, Western Australia makes sense and then you have to get to China for the Qingdao stopover (which is not to be missed for spectacle). Whilst in Oz though, it seems appealing to compete in the Sydney Hobart Race so continuing East, either around New Zealand or Tasmania, Sydney has been a regular stop for the last few races. Before that New Zealand and then Australia's Gold Coast were stopover ports.
Leg 4 is, therefore, usually Western Australia to East Coast Australia, perhaps including the Rolex Sydney Hobart after Christmas and then a short hop back up the East Coast. The leg needs to advance the race to China. Going East around Australia makes some sense as there's a large continent on our doorstep.
Because it's Christmas Sydney Hobart is a possibility. Then you need to go North to get around Australia and back towards China. This means lots of races The advantages to Leg 4 are, in my opinion, as follows;
All in all, I'd say Leg 4 is a good leg. It has several races, it's set in a great part of the World and there are iconic events and locations all around you and a mix of conditions. What's not to like?
Leg 3 is a biggy !
The Southern Ocean must surely be on every offshore sailor's bucket list. The 'Roaring Forties' below 40 degrees South are renowned for massive low pressure systems and monster waves. Crossing from The Cape of Good Hope to Cape Leeuwin (or thereabouts) means that you have undertaken a big challenge. It gets cold, wild and wonderful.
In previous years the race has started in Cape Town and finished in Western Australia (usually Albany or Geraldton).
(aKnown as one of the 'glory legs' because you get to start the race with all its associated excitement, leg 1 is a long leg (about 5,000 miles). Sometimes split into two races, the leg takes you across the North Atlantic, the Doldrums and equator and delivers you to the southern hemisphere on the South American continent. It is generally warm (sometimes very hot) and the weather is generally less demanding than most of the other legs - although you will see what you think is big weather along the way.. That's until you've finished leg 3!
That's my view but if you have a different take on things, please feel free to comment below. If this blog is helpful please consider liking and sharing on Facebook.
To subscribe and hear more about the other legs and the race in general, plus crew discounts and flash sales, subscribe.
Regular, preventative maintenance of your boat and its systems is critical when undertaking an ocean passage; even more so when you're pushing the boat in race trim. A significant part of your maintenance programme will include your sail wardrobe and standing and running rigging.
To check the rig, blocks and halyards, you're going to need to do a mast ascent and this will mean undertaking a risk assessment. Yes, yes, 'Health and safety', but believe me, the first time you leave the rig in an unplanned swing, you'll be a believer! Climbing a rig when underway is different to when sitting alongside a dock.
If you plan on being up there a while, a 70 cm long strop with a carabiner clip on both ends can be useful for attaching yourself more securely to the mast whilst working aloft.
Once the climber is ready, check the lines for the climb as follows;
Before you start the ascent, you are going to need something to stop you swinging off the mast and acting like a conker, halfway up. There are a lot of hard, sharp bits of metal up there and you get quite a speed up if you do start swinging. Trust me, I know. I'd recommend using your safety line. Clip it to your lifejacket hard point, then put it around a halyard that goes to the top of the mast (on the same side as the ascent) and clip it back to your jacket. This way, you are not 'connected' to the third halyard but, if you lose connection with the mast your swing will be limited to 2 or 3 metres. It'll still hurt, but you'll be under some control.
If you don't have a spare third halyard then rig a downhaul line, attaching it to your harness strong point and running it down to deck, preferably through a block near the mast foot at deck level and back to a winch. This too, will help arrest a swing. On a very large vessel, a downhaul must be used, otherwise, there might come a time where the weight of the halyard in the mast overcomes the weight of the climber and at that point up you go! Not pretty.
On the ascent, if you are fit and strong enough to climb, make sure your crew mates know so that they can take up slack as you go. If you're going to be winched, try and stay on the high side and ascend spiderman like, making sure to keep hold of the mast and rigging as you go. If the boat is heeled over, stay on the windward side of the mast and that way you have gravity working on your side. Watch you don't get fingers and heels stuck in the nooks and crannies of the rigging.
As you go up, someone needs to be running the deck, making sure winches are being handled properly. Someone should also be 'eyes on' the climber at all times, relaying signals as they ascend. Once there, the halyards should be secured and I'd recommend a clove hitch on top of the winch turns at the end, so as to prevent a line coming off a winch or someone accidentally removing the line. On this point, never leave your winch when there is a crew member on the end of the line! Close the clutches on the halyards if you have them.
On descent, first, open the clutches, then remove the clove hitches. Take the primary winch down to the number of turns that will allow you to ease the climber freely, but under control. This will vary dependent on the halyard and winch size but three turns is probably good. The secondary winch needs to be eased faster than the primary (otherwise it'll be a jerky and uncomfortable descent for the climber). You might consider removing turns to 2 turns and let the line run freely as the primary winch controls descent speed. Don't let the halyards run through your hands. Ease them in long, smooth actions, hand to hand - their crotch area will appreciate it.
As the climber descends, the person in charge keeps watching the climber at all times and communicating with the deck crew. Once back at deck, make sure all halyards are secured properly to the pin rail, making sure that each halyard run is correct and not tangled around the forestay or rig. Always look up when handling halyards to prevent this eventuality.
Despite all of this, it can still go wrong. Just make sure you remain attached to the third halyard or downhaul and a painful swing is the worst you can expect.
The boat must come first. That means putting together a full list of things to do and allocating crew to each task. You may have a long list of things to see and do, but there is a real possibility that a lot of them will have to be cancelled if the boat needs work. I say this now because, in my experience of two races, this becomes a real gripe amongst some crew.
The fact is, even with the excellent support offered by the small team of shore crew, you will be busy during the stopover and you will be required to give time to the boat in one way or another.
Part of the fun of circumnavigating is (or at least it was for me) being part of the circus that travels around the World every other year. Some ports are bigger than others and each one has its own charms. I will promise you one thing. After 3 or 4 weeks racing across an ocean, making landfall is a very pleasant experience!
But when you get to the finish it's not all parties and story-swapping. There is work to be done - and sometimes lots of it. Also, if you happen to have had a bad race and finished late, you have less time in which to do this work.
This will include PR visits, radio and sometimes TV interviews, skipper meetings, corporate sailing days and the like. During my time as skipper I could never find enough time in the stopover - it was manic.
On top of maintenance there are the corporate sails. These are days where the sponsors get to entertain clients on day sails. As part of your crew contract, you may well be required to participate in these days. I always used to enjoy these days, but they are full on and generally you have to write off at least half a day for this - assuming you swap out at lunchtime.
Of course, as long as you get in on schedule there is no reason why you can't have 3 or maybe 4 days to yourself. The better you do in the race, the more time you are likely to have! So there's a real incentive to be first boat in.
Articles by Subject
Mark Burkes is a former Clipper Race Skipper, Round the World Crew, Clipper Training Skipper & jobbing RYA Yachtmaster Instructor (Ocean). He has over 160,000 miles logged.
Mark also writes professionally both online and offline and has written for Yachting World.
Fierce Turtle is not linked to nor is it in any way accredited by the splendid folk at Clipper Ventures. All opinion is our own.
This blog is entirely free. However, if you'd like to buy me a beer I'd appreciate it.
© COPYRIGHT 2012-18. ALL RIGHTS RESERVED.
256 bit secure checkout powered by stripe.
256 bit secure checkout powered by stripe.