The inaugural 2023-2024 Global Solo Challenge race ended with second place finisher Cole Brauer becoming the first American woman to sail solo, nonstop, unassisted around the world via the capes. As the organizers gear up for the second race in 2027-2028, it’s worth looking at the format and lessons learned, especially at what the organizers have done to address issues that plagued the first run. Out of 16 starting boats, only seven finished the course, taking from four months to 277 days.
GSC handicaps are applied at the beginning of the race, there are no classes and the first boat to finish wins. The race depends on the “pursuit factor” to create competitive interest for the sailors and a compelling event for the public and sponsors. In a format that will stay the same, race starts are staggered between August and December based on boat performance, which the organizers determine from handicap certificates and performance data. The groupings are not announced until close to the start, and any attempt to build a boat to beat them is discouraged, because boats are specifically designed for nonstop circumnavigation. Besides adding up to a hopefully more balanced fleet, the idea is to keep the race relatively affordable by discouraging big investments. Of course, there’s still the issue of what it takes to find a suitable boat and make it safe for the rigorous challenge.
The GSC bases its race regulations on the World Sailing Offshore Special Regulations, Monohull Category Zero. Before the final competitor finished the inaugural race, the organizers began amending these regulations in response to situations that came up. This willingness to respond says a lot about their dedication to safety.
Two boats retired after dismasting, and one suffered a collision with a floating object, which left the skipper adrift for 46 hours in a semi-submerged boat. New additions to the regulations stipulate that all heavy items must be permanently installed or securely fashioned, and all movable containers must be able to be fastened down and have ways to retain their contents in case of knockdown or inversion. Watertight compartments must be fitted with access hatches.
A marine magnetic steering compass capable of operating without power supply must be permanently installed and correctly adjusted beforehand. VHF and AIS antenna requirements were updated and a requirement was added for a permanently installed radar. Life raft packing, anchors and other topics were all updated and a drogue requirement was added.
In a big change, the regulations now include a section on self-steering. During the race, I wrote about my own concern that almost nothing was said about this. Two boats retired because of autopilot issues and several finishers were plagued with problems, including the frontrunner. New entry 3.26.1 states, “The Boat shall be fitted with at least two independent self-steering systems. Each system can be electric or non-electric (windvane) and shall be of appropriate specification and power to steer the boat for the intended navigation.” Spare parts must be carried. And under “Power Generation,” new entry 3.27.1 states, “A boat shall be fitted with multiple and redundant means to generate power and be capable of generating adequate power for the entire duration of the voyage in case of failure of any individual system.” The main propulsion engine cannot be the only means for generating minimum power. In the end run, autopilots failed not just because units stopped working but because the boat’s capacity to provide power failed.
While I favor a requirement that boats carry a spare self-steering windvane that does NOT rely on electricity to function, I understand the reasons why competitors would resist that and I also understand this is not a “retro” race. Therefore, coming up with solutions that involve autopilots makes sense.
Ann Hoffner