NORTH SAILS BLOG

Cup veteran and business leader Tom Whidden shares his experiences working with top sailors like Dennis Conner and how his sailing career inspired his work at North Sails. READ MORE

Burns Fallow, the lead sail designer for Emirates Team New Zealand, offers an exclusive look into the world of high-performance sailmaking at the America's Cup. READ MORE

Step inside the base of America's Cup team INEOS Britannia with sail designer JB Braun, where the boundaries of sail design, and sail technology like North 3Di, are constantly pushed to their limits. READ MORE

Italian sailor Giulio Desiderato is widely recognized as one of Europe’s top one-design sailors. He’s now taking his skills and applying them to Grand Prix sailing.     READ MORE

The next generation of North Sails designers play key roles on yacht racing's grandest stage. Each of them has a North Sails mentor that they’re working with, seasoned experts younger designers coming along. READ MORE

Hailing from Port Townsend, Washington, Vilage, 28, brings the same qualities to her work in the loft at Portsmouth as she does as part of some of the finest one-design crews in North America. READ MORE

The Palma-based superyacht sail designer has gone from a junior designer to working on significant North Sails projects in just a few short years. READ MORE

Rightfully known as “the champions among us,” the North Sails One Design roster is a remarkable collection of world-class sailmakers. It was Gillard’s single-minded pursuit of excellence that caught the attention of Paul Hobson, the head of the One Design squad at North Sails. READ MORE

The North Sails family and sailing world mourn the loss of Gautier Sergent.  Gautier personified North Sails—an absolute expert who drew from his experience to relentlessly advance our competitive edge.  READ MORE

North Sails strengthens its global sales and service team with Tony Rey, one of the most highly respected sails experts. Few sailors have such a diverse career and broad enthusiasm for racing and cruising. READ MORE

Bouwe Bekking has eight round-the-globe races under his belt, a veteran considered one of the world’s most experienced sailors. He steps onboard Mirpuri/Trifork Racing Team for Leg 6 of The Ocean Race VO65 Sprint. Taking the call from Aarhus in Denmark, Bekking was waiting for the VO65 to arrive from Portugal to start training.  “After Leg 1, our boat went back to Cascais. It’s been out of the water over there. They changed some elements, and our younger sailors are delivering it back here now.”  The Ocean Race 2022-23 features two different fleets: the 60-foot IMOCA Class which is racing around the world for The Ocean Race Trophy, and the 65-foot VO65 Class which is racing for The Ocean Race VO65 Sprint Cup over three legs. Bekking already raced Leg 1 from Alicante, Spain to Cabo Verde with Team JAJO. He’s now joining the Mirpuri/Trifork Racing Team for Leg 6 from Aarhus to The Hague in his native Netherlands. “The leg from Aarhus to The Hague is very short and will be intense; the last one from The Hague to Genoa can actually be a long leg,” he says.“ The last leg in the Mediterranean Sea can normally be super light so it could take a few more days than expected.  “In that sense, you still approach it like an ocean leg – you still have to pack your food, plan your sails… yes, in that sense, it still feels like the old Ocean Race days.”  It’s fair to say this VO65 Sprint Cup differs from Bekking’s eight previous participations in the race, his first going back to the 1985-86 Whitbread onboard Philips Innovator. But the excitement is there nonetheless.  “I’ve done eight round-the-world races. This edition is different from the others, but I love this race, and I believe it’s good for the VO65s to be here. There are more boats in the harbor, and the spectators can see us sailing on deck, which is a bit different from the IMOCAs. It’s a different type of sailing that brings a lot of joy to me – and I think to the public as well.” 📸 Sailing Energy / The Ocean Race With the leg start set on June 8 from Aarhus, Bekking and his crewmates, who’re skippered by Roberto 'Chuny' Bermúdez de Castro, “have a busy week ahead.”  “We had a little bit of a setback because we were supposed to start sailing at the end of May, but we had to change the gearbox and the boat was delayed a couple of days. Now we need to change our delivery sails for our race sails, race the inshore race, and a couple of other happenings, so we have a bit on.  “But the way our team is set up, we have a very experienced core crew, and a couple of young people onboard who actually did the delivery. We have a nice mix of people – we can teach the youngsters and they can learn a few tricks very quickly. I think it’s really fantastic that we’re over here and that we can get racing.” Despite its shorter format, there is no doubt the VO65 Sprint Cup is a good stepping stone for younger sailors. “It’s very good for their sailing CVs to get the opportunity to do a couple of Ocean Race legs and sail the VO65. It’s just a completely different sailing boat, different from the IMOCA.”  In fact, it’s partly because the VO65s are tested one-design boats, all equipped with North 3Di sails, that it’s possible for teams to come in and take part in this hit & run racing format.  “It’ll be really interesting to see on the water,” comments Bekking. “All the teams have actually made crew changes… WindWhisper Racing Team is the favorite, but it’ll also be interesting to see what Team JAJO, who I sailed the first leg with, has learned. And this time, they sail into their hometown, so they’ll have that little bit of extra energy.  “And then, Viva México is the dark horse of the fleet – same for Austrian Ocean Racing powered by Team Genova. The Austrians finally have a new North Sails mainsail – after the boat sailed twice around the world. That sail must have had 100,000 miles under its belt! It was time.” That durability of 3Di is one of the factors that makes it possible for the crews to come in and virtually hit the ground running in a scattered VO65 Sprint Cup. 📸 Sailing Energy / The Ocean Race “The North Sails people are of course helping us all here, including the IMOCAs when needed. So, the support is there but in reality, not a lot of maintenance is needed. The thing is, the VO65 sails don’t need a lot of service. As I said, a VO65 mainsail can do 100,000 miles. And in that amount of breeze too! That’s remarkable.”  It might not taste exactly like the old editions of the race for Bekking, and it might be a bit of an unusual format – but in the end, the essentials are here. A fleet of ocean racing boats, a mix of sailors from different backgrounds, generations, and genders, and, most of all, a tactical battle to play on the water.  “The one-design racing will be very interesting to see,” he adds. “People still have to make decisions on the water – you go around corners and have to make the right choices. That’s still a very important part of the race.  “For yourself, for your team, for your sponsors, for the public, you obviously want to win. You hope to do your best.”  READ MORE

Herb McCormick interviews North Sails President Ken Read as the Ocean Race heads into their final sprint of the 2023-23 edition. It all comes down to a pair of final, demanding races. After five grueling stages and some 30,000 nautical miles of racing through some of the world’s most tempestuous oceans, the final two European stages of The Ocean Race will present the sailors with a pair of courses that offer a fresh set of challenges and obstacles. The penultimate stage, Leg 6, which began on June 8th, is a relative sprint: an 800 nautical-mile test from Aarhus, Denmark, to a “fly-by” turning mark in Kiel, Germany, and then a dash out to the North Sea to a finish line off The Hague in the Netherlands.  And then, the Grand Finale. With a June 15th start, Leg 7 is an especially tricky racecourse, a 2,200 nautical-mile voyage that begins off The Hague; slides through the English Channel and into France’s notorious Bay of Biscay; rounds Cape Finisterre and blasts down the wild coast of Portugal; slips through the historic Straits of Gibraltar; and concludes in Genova, Italy, after one final passage up the always unpredictable Mediterranean Sea.  North Sails President Ken Read, from his current vantage point in Europe at the Georgio Armani Superyacht Regatta in Sardinia’s Porto Cervo, has a unique and informed perspective on this interesting home stretch. Having competed in a trio of round-the-world contests, the last two as skipper of the PUMA Ocean Racing crew in 2008-09 and 2011-12, Read knows exactly what it’s like to wrap up a long, difficult race around the planet. On the eve of the concluding legs, Herb McCormick spoke to him about what lay ahead for The Ocean Race teams. 📸 Ian Roman HM: After all the high-seas, long-distance adventures, these final two legs seem to be a completely different challenge. How do you approach them? KR: You have to totally shift your mentality. I've always thought the mentality between coastal racing and distance racing is almost like approaching two different sports. It has to be a complete mind reset for all these crews if they want to be successful. HM: After all the open-ocean miles, now you’re surrounded by land, you’ve got inshore currents, it’s all different. How do you switch gears? KR: Good question. It’s basically like around-the-buoys racing versus distance racing. The buoys just happen to be points of land and different stretches of water. When you do your pre-race strategy and homework, you spend at least half your time on how to leave and how to enter these different waters. Because this is where you can make big gains or it can get tight as hell if you’re not careful. So, you’re searching for local knowledge, introducing yourself to local sailors you’ve never met who’ve sailed there for their entire lives. I guarantee all the teams have developed their own little coaching staffs for each of those venues they’ll be entering and exiting. You take in as much information as possible and then see what’s applicable and how it plays out. The whole race becomes one big leave and enter.  HM: Leg 6 is an 800-miler, so maybe three days of racing. You need to be on top of your navigation, aware of the competition. Is there any rest for the weary in there? KR: No, these are much harder races, both physically and mentally, than out in the open ocean. Everybody keeps talking about how wildly uncomfortable this generation of boats is, how violent they are. Because you won’t potentially be in big waves, that may be easier. But the tactics are so taxing. When do we tack? When did they tack? Do we cover? What are our convictions with regard to the next shift? You almost aren’t doing watches anymore because the skipper/navigator designees will get almost no sleep. It’s hard. Really, really hard. 📸 Antoine Auriol / Team Malizia / The Ocean Race HM: Finally, we have Leg 7, some 2,200 nautical miles, they’re predicting a 10-day race. So, you’ve suddenly gone from a little sprint to a trip that’s as long as crossing an ocean, but next to stuff you can bump into almost the entire time. Take me through that from a skipper’s perspective.  KR: Let's just make the assumption that the top three boats are still super, super close. It's almost how bad you want it. That’s how much sleep you get. I remember some of our shorter last legs, there was literally no sleep. And, even if there was a break and you were power reaching, you’re hiking out, because every tenth of a knot is going to make a difference. This isn’t about playing the correct weather system. So even if it’s 2,200 miles, it’s a totally different animal. I love it, but it’s as hard as you want it to be. And I’m guessing these top three boats are going to make it as hard as possible because they aren’t going to stop sailing the boat as if it were a flat-out race. HM: I know you’ve sailed most of these waters so I’d like to know the first thing that comes to your mind when we break down features of the coast. For instance, the shipping lanes of the English Channel? KR: Talk about no sleep (laughs)! There’ll be all kinds of restrictions as to where they can go. We had to go out through the shipping lanes in the channel once, and I remember being so exhausted, we almost ran into a windmill in the middle. Because we were shot, with just the continual tacking or continual jibing. We know how hard it is just to maneuver these boats, period. With the shipping lane restrictions, it’s nonstop. So how deep is your crew? Deep enough to help you make decisions when you do have to finally put your head down from time to time so you don't miss out? There are lots of cases where boats busted their hump to get through shipping lanes and then relaxed and blew it all within a couple of hours for missing the next shift because they were so mentally and physically shot that the key players had to go get some rest. So, yeah, a different, hard game. You just brought up one of the hardest parts of the game. 📸 Amory Ross / 11th Hour Racing Team / The Ocean Race HM: From there we head into the Bay of Biscay, which has famously kicked many a French solo sailor’s butt on long-distance races.  KR: Well, they don’t call it ‘the Bay of Certain Death’ for nothing (laughs). Listen, the Bay of Biscay is either going to treat you kindly, or it’s going to kick your ass. It’s one or the other. It's all just dependent on the next low coming across from the Atlantic and how it builds up. So, that's hit or miss. It could be a shellacking or it could be a beautiful sail. I’ve had both.  HM: And then we go outside and down the coast of Portugal where we all have seen the massive seas and the big-wave surfers down along that coast. Had a look at that before? KR: Of course. That, traditionally, is a pretty strong, pretty breezy area, but it can also offer you some of the most beautiful sailing you’ve ever done in your life. There’s a reason why people go train out of Cascais and places like that. Just amazing, high-speed sailing conditions. But say you get there and you’re way ahead on the leg. Do you preserve your assets? Because these boats have proven to be not only exceptionally fast in the right conditions but if you don't treat them with respect, they’re fragile as well. Remember, the IMOCAs were made for single-handed sailing and all of a sudden, these full crews are pushing them harder than they’ve ever been pushed for 24 hours a day. So, if you're a front-runner, what’s the call? You’ve got to have a strategy. Are you ahead? Behind? Do you need to push? Preserve? That’s a big deal.  HM: Which brings us to a rather famous, historical nautical place called the Straits of Gibraltar.  KR: Yep. Again, some really narrow shipping lanes. They'll probably have course restrictions to keep you out of oncoming shipping traffic so probably even narrower. You might drift through or get 45 knots. It could be upwind, it could be downwind. Some of the worst conditions I’ve ever seen in my life were around there, both on the outside and the inside. People who say that the Med is just a cakewalk haven’t seen the Med that I’ve seen a few times. Tactically, it’s really touch and go. A fascinating place to go through. 📸 Antoine Auriol / Team Malizia / The Ocean Race HM: And that sets us up for the famous final scene: across the vast Mediterranean Sea to the finish line. What’s your take on this last leg as these guys regroup and push for the final finish line? KR: You could literally see the makings of a Mistral would come up within hours. You might be drifting, you could be holding on for dear life. At this stage, you have to approach it as all options open. An interesting part of this,that the sailors may never admit to, but they’re also starting to think, holy crap, we’re going to live through this! We've just sailed around the world! The enormity of what they’ve accomplished, including these last couple of legs, will start to take effect. It's a big deal. The hard part is over. It's just a tactical sailboat race now. It's what we learned in an Opti. It’s what we’ve done our whole lives. Just sailboat racing. But it’s different, too. I remember pushing so hard those last few kind-of coastal races, but at the same time thinking, ‘Man, oh man, this is amazing. Let’s just reflect a little bit on what we've just done.’ I hope every sailor doing this race takes time to reflect on that. It’s a hell of an accomplishment: win, lose or draw. They should all be very proud of what they’ve done. HM: Okay, it’s basically a three-boat race now, with Charlie Enright’s 11th Hour Racing holding on to a one-point lead over Team Holcim-PRB with the dangerous Team Malizia lurking in third. What’s going to happen? KR: If I’m in Charlie’s shoes, I’m considering this regatta starting all over again. I have to figure out how to go upwind and downwind in light air, what’s my drifting sail? Maybe they’ve saved a card or two for now and have a specialty sail ready to go. Team Malizia is set up for big breeze, the Southern Ocean, they’re going to need their correct conditions. Holcim and 11th Hour are more all-purpose oriented; they know each other’s strengths by now. Don’t be surprised to see someone take a chance early, because if they know it’s a flat-out drag race, they might not have the horse for this course. It’s going to be fascinating to watch unfold. READ MORE

You’re familiar with the phrase if you know, you know, right? For over three decades, North design expertise and sails have been onboard with every team to capture the Auld Mug. When the Defenders and Challengers built their winning teams, they knew who to call: North Sails. READ MORE

As one of North Sails cutting edge designers, Gautier Sergent worked with INEOS TEAM UK in the 36th America’s Cup. As someone who strives constantly to push the limits and refine new design, Sergent is never satisfied with average. “In the sailing sense, the America’s Cup is the Holy Grail of the technology and the performance,”. READ MORE

Joining North Sails in 1988, Burns Fallow is the lead sail designer for Emirates Team New Zealand and has been at the forefront of sail design for the Kiwi team ever since. He’s seen it all from hoisting sails mid-race in the IACC boats to hard wing sails on 72’ cats; for the 36th America’s Cup, Fallow was one of the central figures in bringing to life the twin skin mainsail concept. READ MORE

Gautier Sergent is a behind the scenes force within the North Sails family and the name attached to many of our sport’s most influential projects. He is our Head of R&D and is often a skipper’s first call for bouncing (what seems like insurmountable) ideas around until they together find a way for them to become a reality. READ MORE

Representatives from North Sails New Zealand were in the crowd watching the race boat, christened Te Aihe or 'Dolphin', hit the water on a rainy Friday morning at Auckland’s Viaduct Harbour. "It was an amazing thing to witness," North Sails New Zealand sales and marketing manager Andrew Wills says. READ MORE

El 46º Trofeo de Vela Caixabank Conde de Godó finalizó con excelentes resultados para North Sails. READ MORE

“If I started a sailmaking company, would you buy a sail from me?” That’s what Lowell North asked his friend John Shoemaker, one afternoon in 1957, while seated at the bar of San Diego Yacht Club. John replied, “Yes, I would,” which surprised Lowell. Sure, they were friends, but neither man could predict that Lowell’s new company would eventually grow into the largest sailmaking business in the world. Or that along the way, Lowell would become a world champion sailor and two-time Olympic medalist. During a recent interview at his house in Point Loma, Lowell told us John’s answer “gave me the encouragement to start North Sails.” He admitted that before starting the company, he hadn’t built many sails. He said it took him years to figure out how to make a fast shape, but Lowell quickly became known for his unique approach in an industry where he had little experience. And 60 years later, a scientific approach to material and product testing, as well as analytics-based sail design and performance development, continues to be the backbone of North Sails. “The realization that I didn’t know anything about sail shape was really a big help,” Lowell explained. “I was then able to test a great variety of shapes, some of which tested faster. This objectivity helped us to make a lot of progress in sail shape.” After that drink with John Shoemaker, Lowell dove in. It all started in a rented 20 x 80 foot space at the B Street Pier in downtown San Diego. He quit his job as an aerospace engineer at Narmco, and went to work on the floor building Snipe and Star sails. The early days were shaped by a tight group building a modest business. Lowell’s first wife Kay did the bookkeeping. Their first hire was a seamstress, Daisy. Next was Paul Merrill, who had worked for Herb Sinnhoffer sailmakers; he bridged the delicate gap between employee and teacher. Other early staff included friends like Earl Elms and Tom Nute, and later Pete Bennett from Murphy and Nye in Chicago. “Pete brought a lot of really good production techniques with him, and established ways of cutting and sewing sails more accurately and efficiently,” Lowell said. “We started making Snipe sails, which was the first class we were really successful in. Meanwhile, Paul’s plan was to retire a few years from then and sail around the world.” “Did he do it?” we asked. “I haven’t seen Paul Merrill in years. I suspect he did.” Around 1962, Lowell and production manager John Rumsey began empirically testing sailcloth stretch and fatigue. They read the numbers and confirmed the market standard was far too low. They could do better. “The sails on the market weren’t good enough. I started re-cutting my Star sails from the prominent West Coast sailmaker at the time .” “We began testing cloth samples by attaching them to the antenna of my car. We called it flutter testing, it seemed to match the real life degradation of the material and gave us a pretty good inkling of how the sail cloth would degrade in actual use. We later simulated the car antenna flutter testing by building an in-house machine which spun the attached samples on a rotating wheel or arm.” This was the beginning of a long history in material development. The “30/30 benchmark” became known among cloth specialists: 30 minutes at 30 miles per hour. Looking past woven polyester, Lowell and textile converter Noah Lamport created the first laminated sailcloth, used on the 12 Meter Enterprise in 1977. In 1980, launching NorLamTM (a polyester/Mylar laminated sailcloth) complemented the company’s introduction of radial panel sail layouts. Lowell’s legacy continued with patented three-dimensional membranes (1992), followed by the first warp-oriented polyester sailcloth, North Sails Radian™ (2008). North Sails 3Di composite membranes went to market in 2011, and they are continually improved by materials research out of the Minden loft. The capacity of North Sails 3Di technology continues to expand as designers and product engineers learn to adapt the product to new sailing markets. Ask North Sails designers today, and they’ll tell you it’s all about the strength and shape of the membrane – which goes right back to the same qualities Lowell was testing for. On the water, Lowell is known as one of those guys who just “got it.” Renowned for his results in the Star Class, he medaled in 12 World Championships over 25 years and won gold at the 1968 Olympic Games in Mexico City. He also won a bronze medal in the Dragon at the 1964 Tokyo Games. It was during this time that North Sails was first getting off the ground, and Lowell met many people who would become key players in its expansion. “Peter and I met in Japan at the 1964 Olympics. I think Eckart Wagner was there too. Charlie Rogers and Dick Deaver crewed for me in Japan. They were all instrumental in the early success of North Sails.” Peter Barrett founded the second North Sails loft (Seal Beach, CA) before moving home to Pewaukee, WI to start North Sails Midwest, the first loft outside California. Eckart Wagner broke ground in Germany in 1966, followed by Andre Nellis with North Sails Belgium. Later, North Sails Italia came online with the arrival of Robin Morgan. “At some point I went to a school for executives. They taught me if you put together a group of men that were fairly hungry for something, and you worked to provide them with what they wanted, they would help create a successful organization. The term Tiger seem to fit the personality of our loft managers at the time; they were hungry.” At this point in the interview, Lowell’s wife Bea chimed in. “We were in Portofino, in a little medieval castle in the old port, to accept a “Life of Sailing” award for Lowell. The Italian TV guy asked me, “Do you know who you’re with? Do you really know who you’re with?” and I said, “Well, who am I with?” He said, “The man that revolutionized the world of sailing.” Lowell replied, “I think I brought together a great group of guys whose ideas and thoughts made for a very innovative company, and a profitable organization.” For 27 years, Lowell led North Sails to new heights by being a true pioneer. He crafted ways to test the strength of raw materials, introduced computer-driven cloth-cutting machines, and performed the first computerized structural analysis of upwind sails. Along the way, he built a trusted team from the ground up and found personal success with the products he offered. By devising his own approach, he established a new industry standard and left his company with an ideology that still survives today. As we celebrate the 60th anniversary of North Sails, Lowell reflected on how the sport has changed by weighing in on a much-debated topic between traditional and modern sailors. “Sailing has changed very little, in that wind and water are the same. Racing and winning still rely more on the skill of the skipper then on the equipment. 60 years from now? Not much difference: bigger, faster and more aerodynamic boats, bigger sails and probably more foils.” We asked, “What makes a master sailmaker?” and “What is the greatest strength of North Sails?” Lowell had the same answer to both questions: “The ability to build fast sails.” We asked his favorite place to sail and he replied truthfully, “In the ocean off Point Loma in San Diego.” “The worst place?” we asked. “I stay away from places like that.” READ MORE