Gloves off! (Or is that actually gloves on?)
by John Curnow, Sail-World.com AUS Editor 17 Nov 13:00 PST
Line Honours for LawConnect in the Rolex Sydney Hobart Yacht Race © Rolex / Kurt Arrigo
Well now… That’s quite an insightful observation. Typically, one would use ‘gloves off’ to signal a more physical, bare-knuckle fighting approach. On the other hand, it might be more along the lines of wrapping up the hands and putting on large, padded gloves, as this superheavyweight title bout is set to attract more attention than ever.
So, the old Hobart race is just around the corner again. You know the drill—Boxing Day spectacle, take a right, travel for a bit, then another right, cross a small stretch usually filled with fetch, aim for the opening on the opposite side, navigate up a river, and you’re done. Simple, right? Still, numerous boats and their crews have made the effort seem straightforward amidst the complexity. However, I doubt if there’s a Hobart veteran who isn’t equally adept at handling this duality.
Last year’s event was arguably one of the most thrilling Hobarts we’ve seen. After 628 nautical miles, the finale played out in the last few hundred meters. It was truly cinematic. In some respects, it felt fitting, as the past decade has seen a significant narrowing in how the supermaxis have interpreted the 30.48m LOA rule.
Comparing pencil to aircraft carriers. Powerful masses against Unobtanium bulbs. It was evident unless you were blind. Sail technology, weight reduction, hull shape alterations, and elongated prodders could all refer back to Grandpa’s axe, yet what ultimately ensnared the competitors and pulled them closer might well have been crew performance.
Here’s the crux. Shortly after LawConnect’s stunning victory, I chatted with Chris Nicholson to congratulate his team. As expected, we discussed various topics, shared some laughs, and I found a moment to let him enjoy the celebrations. One significant topic arose during our conversation: it was his first victory.
Wow. With three World Championships in the Five-Oh and another three in the 49er. He’s clocked six global circumnavigations aboard three sizes of the Volvo—60, 70, and 65 OD—achieving two seconds with Camper and Puma, along with a third on Amer Sports One, where he led the watch or was at the helm each time. That’s eight Hobarts behind him before achieving the big win. Quite a backdrop.
So how does that contrast with his feelings now, nearly twelve months later as he finds himself on the same vessel playing the role of Nigel for the day? A valid inquiry, so we reached out and asked…
“You still need to kick yourself to remind yourself that it’s all real. Beating Comanche in that optimal race for them, which involved significant straight-line reaching, was something we handled superbly. I remember thinking afterward that there are very few races in life where such a scarcity of mistakes is made,” Nicholson reflected.
“I believe we clinched victory on the coasts of New South Wales and Victoria, where we managed to keep pace with Comanche the entire way. Before we entered the Derwent River, we had spent the journey crossing paths or catching them at night, all the while staying right alongside them. However, once they reached the Derwent, they got a bit ahead. Ultimately, it came down to how we navigated through the night and weather.
There was certainly grit and determination, but LawConnect defied its owner’s public disparagement. However, those comments were lighthearted and had that quintessential Aussie flavor, as LawConnect had already been performing well leading up with Cabbage Tree Island and the Big Boat Challenge.
“We understood that under certain conditions, we could compete admirably. Persistence led to improvement. We don’t race the 100s too often, but over time, as a consistent core group, we’ve built up knowledge and appreciation of LawConnect’s capabilities. We consistently advanced our skills year after year, plus the boat has seen many improvements over the years. It significantly differs now, in terms of sailing and performance, from how it was five or ten years back,” Nicholson remarked, alluding to initial comments.
Reflecting on the current situation, Nicholson stated, “Yes, there’s immense pride. But the overwhelming feeling is simply that it’s fantastic to compete against the bookies!”
“I genuinely enjoy the crew. It’s a fun boat to work with, sail, and race. Overall, we are quite youthful, and younger individuals have joined, gaining more experience, which has allowed us to develop well as a team due to the excellent culture.”
Let’s be honest. When built, Speedboat (as LawConnect was known) was never intended for these accomplishments. At the time, sarcastic remarks were made suggesting it was what you get when you press 143% on the photocopier using Volvo 70 designs. Its considerable bulk was also not an advantage. It was designed for global circling, which had its perks, but upwind was not historically viewed as its forte, despite exceptional form stability and nearly 100′ LWL.
A streamlined design, the world’s longest prodder ever, and a set of tailored Doyle sails have shown LawConnect is still very competitive, which is significant.
Regarding Juan Kouyoumdjian’s design, Nicholson noted, “I really appreciate its shape for a Hobart. Not too much rocker, with an appropriate beam; slightly skinnier than Comanche, a tad wider than Oats and Black Jack, and that feels just about right to me. While it’s older and a bit heavier than desired, we have worked hard on reliability.”
The latter is critical, as the crew often pushes LawConnect to its limits, and the nearly zero rocker implies it can be extremely uncomfortable in choppy seas at 14 knots or more with strapped sheets. Each hard hit takes a toll on a boat, even more so on a supermaxi, given the multiplied effects on load.
Currently, the wardrobe does not include “silly sails,” as Nicholson refers to the experimental types. A seasoned crew provides genuine insight into what will be effective and what won’t. Consequently, they believe they haven’t made mistakes or wasted time pursuing non-existing options. If there’s validation to get Speedboat finally performing as its name suggests, one must consider the immense expertise onboard from Volvos and other ocean campaigns where they pioneered triple-head designs, crucially extracting maximum performance from them! Trim, trim, trim…
The expansive prodder (engineered by Brett Ellis) allows for J1s, J2s, and J3s as staysails, and utilizing this power somewhat offsets weight discussions. Having six tons of water on the rail means they can retain it through various ranges. As previously noted, “Did someone say, Larry?” It’s comparable to exceeding 3.5 bar in boost—requiring rigorous management and steadfast resolve.
Tack and sheet loads can necessitate consideration of global bending too. It’s advisable not to focus on the prodder while positioned on the centerline. Nevertheless, the overall result is that from light winds to heavy, facing directly or running free, LawConnect is not to be underestimated. Pay attention; it’s showtime.
So much that Nicholson remarked, “We excel upwind. I’d take a wager on 20 knots uphill all the way to Hobart. At the top end of J1, fully loaded, this thing’s a weapon! However, it can be a bit uncomfortable.” That pertains to the absence of rocker—think slam, slam, slam.
“This year, we plan to implement a furling J0 that should free us from the position we often found ourselves in, tightly reaching with the J1, which is a tedious hank-on sail. Our goal is to transition into the furling realm for this sail while integrating staysails, which will be quite beneficial. The aim is to leverage this as a small advancement over our previous position.”
This innovation will operate about 60% of the way out the prodder, with light air zero and A2 only permitted full access to that specific track… No surprises in that. It’s advantageous until it breaks, after all.
Clearly, there’s a positive atmosphere within the team, and yes, they embrace the underdog narrative. However, after winning the John H Illingworth Challenge Cup, maintaining that status becomes increasingly challenging. It feels a bit like being under the spotlight without being prepared to perform…
Nonetheless, there’s no cause for concern. The team has opted to put the gloves on! “Ultimately, no matter the situation, we really push this boat to its limits. Hard! We extract every bit we can from both ourselves and the boat. Naturally, we have to mind the potential for damage, but I can confidently say we excel at maximizing our efforts and the boat. It can be nerve-wracking sometimes since we’re always close to breaking it, but over the years, we’ve scaled back runner and tack loads to manage it more effectively.”
There might not be an ‘I’ in team, but on LawConnect, the ‘I’ represents a bullet, and Number One is precisely where they aim, working cohesively and accurately to get the job done. “I believe it takes years to cultivate a crew to this level in a 100-footer,” Nicholson concluded. “I imagine Oats experienced this dynamic during their very successful ventures as well.”
Apart from that, expect LawConnect to be well-positioned for the exit from the harbor. All those maneuvers can certainly elevate the heart rate, but they also demonstrate how engaged the crew is. Looking good isn’t simple and is a direct outcome of superior skill.
The Skiffie mentality still resides in Nicholson’s wiser approach, as he reflected, “I think I value the experience more now. In the past, I’d simply say, yep, that was fun. The racing was thrilling. Now, you reflect and realize wow, not many people get to experience this. Plus, you’re doing it with a fantastic crew and an incredible culture. It’s a wonderful place to be.”
One thing you won’t hear from LawConnect is talk of records. “That’s merely a distraction. It never crosses our minds. You know, if conditions were right for setting a race record, it still wouldn’t matter. If the weather permits, we’ll ensure the boat is handled in a way that allows for that potential, but we have no control over the weather. Our focus remains on Comanche.”
“I naturally want to express my gratitude to Christian (Beck). He tends to take a back seat but possesses immense intelligence and knows how to win. He sets us up to extract the best from the boat and undoubtedly prefers to take the lead when exiting the harbor. That’s a singular pressure point he places on me. No stress.”
“He certainly doesn’t support us in being overly cautious with the asset. People have dedicated time to this boat all year, and we then push it hard during the Hobart race. It’s the kind of effort that carries us over the finish line, ideally with a win at the end.”
In conclusion, Nicholson remarked, “I also deeply appreciate his viewpoint on generating returns for his business through this endeavor.”
There you have it. There’s so much more on the group’s websites for you to explore. Simply use the search bar or the ‘edition’ dropdown menu at the top right of the masthead to find additional information. Enjoy your time yachting, stay safe, and thank you for visiting Sail-World.com.
John Curnow
Sail-World.com AUS Editor
