system dominated the early forecast.
The big red “L” on the GRIB file, shown out in the Atlantic Ocean due west of Ireland, wasn’t doing much for anyone’s mood.
No one wants to see 960 millibars in a forecast, never mind that the distant system was more than 2,000 nautical miles away from the room in Las Palmas, Grand Canary, where skippers and crew from 140 boats were gathered for the Atlantic Rally for Cruisers (ARC) weather seminar.
The data, presented on a Tuesday by meteorologist Chris Tibbs, offered an outlook for the Sunday departure of the 2024 ARC fleet. Weather remains a constant concern for sailors, whether embarking on a short trip or an ocean voyage, and the ARC – the annual 2,700-nautical mile transatlantic rally from Las Palmas to St. Lucia – offers several weather seminars to help cruisers prepare for the long voyage.
“This is our first extended, offshore crossing,” said Ollie Jenkins, one of the skippers present. “There’s a lot to do, to get ready, and being part of the ARC helps with preparation and safety.”
He and his three shipmates gained confidence on their Moody 37, Good Mood 4, during their passages across the Bay of Biscay from their home port in the United Kingdom, and south from Portugal to Morocco. Once they reach St. Lucia they hope to continue across the Caribbean and eventually to Australia, but the trans-Atlantic is their first ocean crossing. They’d joined the ARC fleet for the camaraderie and for the enhanced safety. Organizers from the World Cruising Club know well – after 39 years of sending November fleets from the Canaries to the Caribbean – that the rally runs the proper route at the right time of year. But the “what ifs” play on repeat in one’s brain when you see that “L” on the GRIB files.
Tibbs said the weather on the trans-Atlantic crossing from the Canaries to the Caribbean is defined by three basics: Tradewinds, squalls and waves. Tibbs has more than 20 years of experience in racing and cruising and has a master’s degree in meteorology. He provides personal weather forecasting from Sailing-Weather.com, which includes a five-day forecast before leaving and an updated forecast every three days while at sea. He advises sailors to include a variety of input when looking at forecasts, including synoptic charts, GRIB files, local forecasts when available and daily ARC-provided forecasts, along with discussions in SSB nets and ARC chat groups and nets. Discussions within the ARC groups can be particularly useful because the fleet is moving through the same locations at more or less the same time and can offer real-time findings on wind speeds and localized squalls.
Safety checks
Yachts participating in WCC ARC rallies are given a required safety list, based on World Sailing standards; the ARC’s team of “Yellow Shirts” run safety checks on the fleet in Las Palmas. The ARC requires each person onboard to have an inflatable, combined lifejacket-harness PFD with a spray hood, crotch strap, AIS personal locator beacon and a 3-hook safety line.
All boats must be able to send and receive emails at sea, through a satellite telephone, satcoms such as Starlink, or with an SSB radio. All boats are required to have an installed 25W DSC VHF radio and to have a waterproof handheld 5W VHF. A 406 EPIRB and fixed AIS transceiver are required.
Each boat needs bilge pumps operable from on deck and below deck, and an emergency pump capable of 200l/m (3200 gph), along with extensive crew overboard recovery equipment. Also required are an emergency grab bag; double lifelines or guardrails around the entire deck; an emergency tiller and a proven method of emergency steering.
ARC Yellow Shirt team member Mats Runstrøna went through the extensive and thorough safety check with skipper Christian Thjømøe aboard his Beneteau Oceanis 42, Oda Julie, while on the docks in Las Palmas. Thjømøe and his crew, including his daughter Julia, were excited for their first trans-Atlantic and were well-prepared with their required equipment.
In addition to the equipment, each crewmember needs to have a clear understanding of how to use all safety equipment and to familiarize him/herself with its location onboard. Thjømøe drew up a map that marks the spots on Oda Julie where safety equipment, emergency equipment and spare parts are stored. He posted the map along the companionway to keep all crew informed and updated.
An ISO 9650 Type 1 Group A life raft is a necessity not just for the ARC but for all offshore ventures. The life raft should have a current inspection certificate.
The life raft demonstration is one of the most popular events during the week before the ARC’s departure. If you’ve ever launched or boarded a life raft, you know it’s much harder than it looks. Despite taking place in a sun-lit swimming pool under light-hearted supervision, there’s still a fairly high level of anxiety during the demonstration.
“We try to have a bit of fun with it, while at the same time providing everyone the opportunity to see how challenging it really is,” said Roger Seymour, the ARC’s Yellow Shirt chief of safety, and an instructor with the UK’s Hamble School of Yachting.
Headsails, Rigging and Chafe
Sailing the classic route from the Canaries to the Caribbean means a couple of weeks of probable downwind sailing. Las Palmas seminars include one where White Dot Sailing’s Will Spencer looks at preparing a rig for tradewind sailing, and Bojan Michiels van Kessenich from Bomarine takes a deep dive into downwind sailing tactics.
Most boats take a southerly route out of the Canaries in search of the trades and swing west once they find favorable wind. Be ready to experiment with multiple head sails – and watch your chafe points. The ARC fleet reported torn spinnakers, shredded parasails and the loss of more than a few poles. Fast-moving, isolated squalls blew out gennakers, kites, yankees and an A3, and several halyards were lost due to chafe.
“It’s important to do routine, daily checks along with specific weekly checks with attention to detail,” said Nicola Orlandini, a professional rigger and owner of Easy Rigging, based in Cagliari, Italy. Orlandini crossed with the 2024nARC fleet onboard the Leopard 45, Elios 2.
“The downwind course very often makes the sails flap for days or weeks and stress on the equipment must always be kept under control. Always be ready with your plan B to resolve any damage.”
Orlandini recommends keeping blocks well lubricated, and checking to make sure all shackles are tight. The gooseneck is an area subject to high lodes of constant stress, he said, and must always be well lubricated.
“It’s a good idea to frequently change the position of the main and head-sail halyards, to avoid chafe and rubbing points,” he said.
Unexpected heavy gusts can stress the mast under any point of sail. Have a professional rigger check your boat’s rig before leaving port and plan out and practice how you’ll climb the rig at sea, if necessary. Once at sea, a captain might consider reducing large head sails at night. Localized squalls can come on quickly: Keep a preventer on your boom.
“Good quality equipment and new shrouds instill confidence in a crew setting out on a long voyage,” Orlandini said. “Bring along a good quantity of spare parts, including shackles, blocks, low friction rings and spare lines.” n