DESIGNING
FOR THE TRANSPAC - PAST, PRESENT & FUTURE
What
could be seen as a direct reaction to an age of prolific one-design
where open forums for the development of new and innovative ideas in
sailboat design are becoming increasingly scarce, there is a growing
trend developing in event driven classes, particularly offshore events.
A prime example of this is the Transpac Race, a 2225 mile ocean classic
held every two years. The inaugural regatta was sailed in 1906 and
since then there has been 41 runnings of this West Coast Classic with
2003 being the 42nd. The event is now raced every other year with the
Pacific Cup (San Francisco to Hawaii) on the alternate year.
The race starts from Los Angeles, California with typically two to
three days of beating to windward until the boats reach an invisible
mark defining the Pacific Trade Winds. At this point the crews crack
sheets, set their kites and enjoy ten days of exhilarating reaching
conditions in long, blue-water, Pacific Ocean swells with the final
destination being the tropical shores of Hawaii. This event boasts of a
unique camaraderie between its participants where owners and crews
share a common bond and an uncrowded ocean.
The
Transpac Race is steeped in tradition and prestige with the brass ring
being the coveted "Barn Door" prize awarded to the monohull with the
fastest elapsed time. The prize is so named for the giant piece of Koa
wood that makes up this majestic trophy. In passed years record
breaking performances have been logged by such famous names as Morning
Star, Ticonderoga, Black Fin, Windward Passage, Merlin and Pywacket to
name just a few.
However, to paraphrase the organizers (the Transpac Yacht Club), "the
event has never been locked in time". A fair statement, given the fact
that it has spawned some significant developments in yacht design over
the years. The emphasis on breaking the previous race record and being
the first across the finish line at Diamond Head Light lead Bill Lee to
design Merlin. This 68 foot rocket set a new trend in motion that would
become the ULDB "Sled" class. Soon after, a number of lean, mean and
light racing machines (such as the Santa Cruz 70s) were making their
debut on the start line of the Transpac Race.
In recent years the ULDB concept reached a whole new level with the
creation of the Turbo Sleds. These ocean greyhounds were at first
modified Santa Cruz 70s, but more recently a new breed of 76 footers
exploded onto the ocean racing circuit, such as Phillip Kahn's Pegasus
and Roy Disney's Pyewacket designed by the Riechel Pugh office.
However, with the advent of the high profile "big boats", came the big
budgets necessary to campaign them. And with so much emphasis being
placed on breaking the race record and winning the "Barn Door", there
was actually a decline in participation in the smaller boat classes
that typically race for the less glorified, overall win on corrected
time.
Recognizing
this, and wanting to bring the race back to the masses, the principal
organizers, along with a group of West Coast designers headed up by
Bill Lee, began to hammer out a new "box rule" concept for a class of
smaller boats in the 40 to 50 foot range. The result was that in 2000
the newly formed Transpac 41/52 Rule was introduced. The objective of
the new design rule was to create incentive to achieve line honors for
the smaller boats classes. The respective classes would compete on a
relatively level playing field and would be no less capable offshore
than their larger cousins, yet still be versatile enough to be raced at
the club level.
The new rule produced a wave of interest and it wasn't long before
designs were commissioned with the goal of reaching the starting line
for 2001. The 41st running of the "Aloha Classic" saw some of the
closest racing in Transpac history between the "Turbo Sleds" with
Pegasus first to finish. The debut of two new Transpac 52s proved that
the Transpac box rule concept was a winner with JBird III, designed by
Alan Andrews, winning its class and beating some of the older SC 70s.
The overall winner on corrected time was a Sydney 41 demonstrating that
there was plenty of potential for a 41 foot class. It was also
gratifying for the race organizers that, although a lot was written
about Pegasus' exciting first-to-finish run, it seemed more coverage
was given to the other classes and how they faired.
The basic premise of the Transpac 41/52 Rule is relatively simple with
an emphasis placed on reliability and self-sufficiency. The authors of
the rule freely admit it is type-forming, with the potential of
creating level classes (no time allowances) for both offshore and
inshore events. Strict controls are placed on speed-producing factors
such as length, minimum displacement, maximum draft and maximum sail
area (see table). However, freedom to develop hull and foil geometries,
construction, and interior, deck and rigging arrangements are allowed
(within the confines of the rule).
The
rule also specifies compliance with ORC Safety Recommendations for
Offshore Sailing, American Bureau of Shipping guidelines for the
development of structural scantlings, and requires each yacht to have a
valid IMS certificate. Both the 41s and 52s have runnerless fractional
rigs and fly masthead spinnakers and huge masthead Code 0 headsails.
Inboard water-cooled diesel engines are required and only the 41
footers will be permitted to carry internal water ballast. Rules for
the new classes also permit the "grandfathering" of similar existing
boats into the class, although their displacement can not be lighter
nor their sail area larger.
With
the emphasis on boats that can cross oceans fast and in safety, the
42nd running of the Transpac will see the introduction of a whole new
breed of maxi, the maxZ86 Class, and no less than five Transpac 52s
will be racing. There is also a rapidly growing interest in the
cost-effective Transpac 41 where owners are assured of tight
competitive racing for relatively less money and somewhat more
versatility. And while many of the owners of the larger yachts need
little convincing, the prime motivator for this new breed of smaller
boats appears to be distance racing, for which they are sure to become
the new chapter in this colorful history of the race known as the
Transpac.
The
rule also specifies compliance with ORC Safety Recommendations for
Offshore Sailing, American Bureau of Shipping guidelines for the
development of structural scantlings, and requires each yacht to have a
valid IMS certificate. Both the 41s and 52s have runnerless fractional
rigs and fly masthead spinnakers and huge masthead Code 0 headsails.
Inboard water-cooled diesel engines are required and only the 41
footers will be permitted to carry internal water ballast. Rules for
the new classes also permit the "grandfathering" of similar existing
boats into the class, although their displacement can not be lighter
nor their sail area larger.