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The earliest historical references to the names of the winds date back to the Odyssey, where Homer mentions four principal winds. Their names were Boreas, Eurus, Notus and Zephyrus, and they accompanied Ulysses on his journeys. As for the Wind Rose, the oldest known representation that has survived to the present day dates back to 1375. The wind rose lists, for each point, the name of the wind that blows from that direction. The exact origin of each name is not simple to reconstruct but probably dates back to the era of the maritime republics. Thus, it precedes the invention of the compass, of Flemish origin, which uses the names of the cardinal points instead for each direction. Even sailing in England I was used to naming winds according to compass direction. North wind, North-East, West, and so on – the winds have no names like in our tradition. In the Mediterranean, the wind names are well-defined in tradition. To understand their names, we must imagine navigation in the 12th, 13th, and 14th centuries. The trade routes of the Venetian Maritime Republic had outposts in present-day Albania. The routes then followed the Greek islands to reach Africa. Imagining ourselves located

In this second section about sailboat autopilots, we take into consideration a typical installation of a Raymarine Evolution Autopilot for sailboats. First of all as a standalone pilot, then in the context of a full installation on board a typical sailing yacht. The Raymarine product range, compared to other brands that do not offer products like radar, allows for easy additions and integrations. Raymarine Evolution Autopilot for Sailboats In its essential installation, a Raymarine Evolution autopilot consists of the following components: Control display Control unit Compass Actuator (Rudder angle sensor – optional) I refer to essential installation because with all Raymarine Autopilots I consider the rudder angle sensor essential. However, the Raymarine Evolution includes the possibility of using the system in its most basic setup without the sensor. This information is essential when sailing and also when motoring with currents. It is no coincidence that all Evolution control units allow for the addition of the sensor and the manual strongly recommends its installation. Integration with other sensors and instruments The new Raymarine Evolution autopilot replaces all previous series. You’ll immediately notice that even the cables and connectors have changed for the better. Installation is really a matter of connecting the

With a calm voice and composed demeanor, but with the flame of adventure burning within, Matteo Miceli is one of the most eclectic Italian sailors. From windsurfing to catamaran records, from selling and building boats to captaining a vintage sailing ship and sailing solo around the world. But also paragliding and bike trips, the longest being from Calcutta to Kathmandu followed by climbing Everest. The leitmotif is adventure, sought as a challenge to one’s limits and as an undertaking that renews and transforms life. “Adventure is not outside man, it is within.” (David Grayson) Italian navigators – Matteo Miceli[/caption> Matteo Miceli and the sea, an early love Matteo’s first contact with sailing came very early: “At only three years old, my father bought a Flying Junior to take us to sea. I’m the third of four children, we were thrown into the pool from birth and all of us competed in swimming. My passion extended to sailing because of the pleasure and the will to follow my father who went out with the boat almost every day. We used to sail off the coast of Ostia with other kids until the land disappeared: that was my beginning.” “You cannot discover

To talk about the most common shipyards and sailing boats in Italy, we must first give a general overview of Italian boating. After a peak in registrations in 2011, Italian boating has experienced a continuous contraction. This is observable from the data published by the CNA in its annual report on Italian boating. The number of registered boats (sailing and motor) has contracted by over 10% since the peak. Let us remember that in Italy, boats under 10 meters must be registered only for navigation beyond 12 miles. Some are certainly registered voluntarily. To provide a complete picture, we must also look at the number of berths available in Italy. As of 2019, there are over 158 thousand berths, of which 105 thousand are for boats up to 10m. The total number of registered boats is about half of the total available berths, 74 thousand units. As a result, about half of the berths are occupied by non-registered boats. Therefore, a global breakdown between sail and motor units is impossible in the absence of official data. However, we can look at the proportion of sail units among the registered total. Three-quarters of the registrations refer to motorboats. From this we

Comparison of Raymarine, NKE, B&G Autopilots The autopilot comparison table we’ll present at the end of this article aims to compare similar solutions with respect to performance and functionality. For example, I believe that the NKE Cruise Pack is not comparable with the Raymarine Evolution and B&G Triton2 options. The B&G Triton 2 cruising options are in line with the Raymarine options, but the NKE system is already based on the racing computer. On the other hand, while recognizing the huge leap forward made by Raymarine with the Evolution series, I don’t think it can be compared to an NKE or an H5000. Raymarine, NKE Marine Electronics and B&G What is certain is that with the Triton2 series, B&G has forcefully entered a market where solutions like the H2000 and H3000 may have been too advanced. Now it offers a clear distinction between the cruising and racing worlds. NKE does not really have a dedicated cruising sector with specific solutions. Apart from a few cheaper sensors and the option of a wired remote control, it only offers a system based on the well-known Gyropilot2, and to lower the price we would have to remove, for example, the true wind option,

It was the final leg of the Global Ocean Race 2011/2012, the shortest, but not the easiest. Just a few hours after the start we were hit by a tropical storm with winds over 50 knots. Then we finally sailed with the Gulf Stream, which deceitfully branched off with contrary eddies, and finally a nasty gale gave us quite a bit of concern. What follows is the logbook in which I would say we lucidly decided to head south to avoid the worst of the storm and save the boat, tired after a round-the-world trip. When the cold front of this low-pressure system reached us we suffered a phenomenal broach. A breaking wave first made us surf down, then at the bottom we crashed against the wall of water of the wave ahead of us as the breaker engulfed us. Marco Nannini: The boat literally planted itself in the water, stopping completely. The storm jib on the bow, overwhelmed by the wave, couldn’t take it and tore, which I was forced to repair. A long and difficult repair, but the sail was still essential, and you can clearly see it, with its scar, in the photo where we cross the

Brookes and Gatehouse of Lymington are the names behind the B&G autopilot brand. Now owned by the Norwegian company Navico, it’s hard to imagine anything more British than Sir Francis Chichester on his first Circumnavigation in 1967 (with a single stop in Australia). His boat, Gipsy Moth IV, was equipped with Brookes and Gatehouse instruments. Nowadays, as soon as we step outside French soil, NKE Marine Electronics’ historical dominance is seriously challenged by the increasing number of B&G installations. Total Price: €6,097 + VAT Mid-range Package: Triton 2 with T2 actuator On a larger yacht where we’d install a Raymarine Linear Drive Type 2, we should consider at least a T2. This is comparable to a Raymarine EV-400 with a T2 Linear Drive. It’s still not a system comparable to even an entry-level NKE installation that simply doesn’t cover this market segment. Total Price: €6,441 + VAT B&G H5000 Racing Autopilot To enter the racing world, we need to move from NAC2-NAC3 processors to a B&G H5000 autopilot. This comes in multiple versions: Hydra, Hercules, and Performance. We’ll skip the Performance model, which is designed for large yachts needing to integrate many sensors for complex applications.

When we talk about the NKE Marine Electronics autopilot, we’re facing a completely different world compared to simple cockpit actuators or autopilots for cruising boats. The NKE autopilot is complex, at times delicate—they are extraordinary in performance as much as in the care we must take of them. They are capable of keeping a planing boat under full control across the waves of the roaring forties. However, their dominance in the cruising boat market has been challenged by competition, particularly from B&G. Raymarine, too, with the Evolution series, could take a share of the less demanding market. It must be said that the NKE autopilot is extraordinary. Perhaps over the decades, investments in product engineering have been lacking, making it more delicate than the competition and less user-friendly. If used by experts, it is certainly a solid reference point, but in the hands of the less experienced—without understanding its logic and settings—it may unjustly disappoint. Autopilots NKE Marine Electronics It’s impossible to deny—there is genius at play. NKE autopilots have made offshore sailing history whether you like it or not—but what an effort. Yes, because when something goes wrong, it will never tell you what the problem is, and to

Single-handed maneuvers are often quite challenging, especially when a spinnaker is involved. First of all, it must be said that having a good autopilot is essential. The videos we will analyze are taken from courses personally held on the Mini 650. All people in the videos are students, so don’t be too harsh. The single-handed maneuvers I was teaching followed guidelines of caution. Many experienced sailors might object to this or that point. However, what’s important is starting from a method, which can then be adapted to one’s capabilities. Some details also depend on wind strength. In light wind, many steps can be skipped and single-handed maneuvers become quicker. Others, in stronger wind, become more delicate, and one should go into even more detail. It should also be noted that on a Mini 650, during races, one must also manage matossage or stacking. The two terms, the first in French and the second in English, refer to moving weights below deck, which is allowed in this class. Not to mention ballast and canting keel on protos! In the videos you’ll see that runners are handled, for safety, as if they were structural. That is, the boat is never left without

The Roaring Forties and Furious Fifties are terms used to describe the intense westerly winds that blow across the southern hemisphere, between the latitudes of 40 and 50 degrees. These winds are known for their strength and consistency, making them a crucial meteorological phenomena for the southern oceans and for skippers in the Global Solo Challenge. The Roaring Forties and Furious Fifties are caused by the combination of the Earth’s rotation and the lack of land masses in the southern hemisphere. The Earth’s rotation causes the winds to blow towards the east, while the lack of land masses allows them to build up speed and strength. These winds can reach speeds in excess of 100 km/h and are known to cause large waves and rough seas. These terms were first used by sailors in the 19th century while sailing around the southern oceans in reference to the loud noise made by the wind as it blew across the seas and against the ships’ sails and rigging.   These winds can be unpredictable and dangerous, and sailors must be well-prepared and experienced in order to tackle them safely. Strong winds and heavy seas can cause damage to yachts and equipment, and

Rogue waves, also known as freak waves or monster waves, are unexpected and extremely large waves that can occur on the open ocean. They can reach heights of up to 30 meters or more and can be extremely dangerous for ships and sailors. Rogue waves form due to a phenomenon known as constructive interference that occurs when two or more waves meet and their crests (the highest point of a wave) align, causing the wave height to increase. This can happen with waves generated by different sources, such as wind and currents, or with waves traveling over a long distance and wavelengths becoming similar. Rogue waves can also form when a large wave encounters an obstacle, such as a reef or rising seabed, and the wave’s energy is reflected back onto itself, causing the wave height to increase and creating a large, steep wave that can be difficult for a ship to handle.   The frequency of rogue waves is not well understood and is difficult to predict. They are rare events that can occur at any time, in any location, caused by a combination of factors such as wind, currents, and water depth. However, they are more likely to

Pasaje Drake ©Instituto Nacional del Agua, INA When I found out about the Global Solo Challenge (GSC) and its innovative format that favours the use of existing boats and no specific class, I went in search of the designs of the vessels used by the pioneers of single-handed sailing around the globe. In my “sea library” I found Sir Francis Chichester’s “Gipsy Moth Circles the World”. In 1967, Chichester was the first to circumnavigate the globe solo via the three great capes, stopping only once; it took him nine months and one day. While looking for the third annex to the Italian edition in which he detailed the Gipsy Moth IV’s sail plan, I stumbled upon a chapter written by his wife Sheila Chichester. So often, beside every great man there’s a great woman. Sheila Chichester’s story made me think of the similarities between two great seafarers who each wrote a chapter of sailing history: Francis Drake and Francis Chichester. To cope with the separation from her husband during his solo sailing adventure, Sheila, a strong believer in positive thinking and prayer, had little cards printed out with the prayer attributed to Drake and gave them to friends and family.

©Turismo A Coruña The staggered departures of the Global Solo Challenge, which will take place from the end of August to December 2023, present the chance to explore a location that everyone should experience at least once in their lifetime: the city of A Coruña, the start and finish port of this round-the-world challenge. There is no need for an excuse to visit the beautiful A Coruña, but as host of a non-stop solo round-the-world sailing event — the Global Solo Challenge — it is even more inviting.   What more can you ask for from a city bathed in the untamed Atlantic, which combines the greenery of its surroundings with the blue of the sea and has an urban centre full of magic? Well, much more than anyone can imagine. The city, where no one feels like a stranger, offers spectacular landscapes and views of the Atlantic Ocean that will help you disconnect from the hustle and bustle of everyday life. Whether arriving by car, plane, or after a pleasant sea journey, this city with a salty taste never disappoints.   The 30 sailors expected to take part in the Global Solo Challenge already have the opportunity to enjoy their new

Baie Larose, Kerguelen – © F. Lebouard The Kerguelen Islands, also known as the Desolation Islands, are a group of islands located in the southern Indian Ocean, specifically, they are situated in the Antarctic Convergence Zone, around 4800km southeast of Africa, and around 4800km southwest of Australia. At a latitude of 49° 35’ S, the Islands are over 2000km north of the Antarctic continent in an area that is known to have sea ice during the winter months, particularly from May to October.   However, the sea ice around the Kerguelen Islands is not as extensive as the sea ice found near the Antarctic coast and it is not permanent. It is typically made up of pack ice and sea ice floes that form and melt with the seasons. When Global Solo Challenge skippers will sail past the archipelago in the austral late spring to early summer no ice is expected in the area. The Islands will not be part of the ice exclusion zone and can provide shelter from the South Indian ocean swell should a skipper need calmer water to carry out some repairs. It’s important to note that sea ice extent is not constant and can change considerably

@Holcim PRB Sailing Team In the previous article, we followed the evolution of the submerged appendages that we will find on the slower boats starting in the first groups of the Global Solo Challenge. This second article continues the analysis of the faster designs that will set off in the last groups. The increasing need to produce high-performing and fast hulls with a reduction in the overall weight of the structures pushed designers to take certain concepts to further extremes. The digital revolution accelerated the design and production processes through the use of CAD (Computer Aided Design), FEM (Finite Element Method) structural analysis, and CFD (Computational Fluid Dynamics) analysis. These tools allowed for the widespread use of carbon fibre and lightweight alloys, optimizing weight, stiffness, and hydrodynamic efficiency. Rudders evolved into thin, deep blades with reduced drag. Keels now have long wing-section profiles that end with torpedoes bulbs built with high-density metals, minimizing the wetted surface and concentrating the ballast lower, obtaining good righting moment and excellent performance both upwind and off the wind.   The natural evolution of the torpedo keel is the canting keel, a concept that is both simple and complex to implement. The fin is no