We all know how critical sail shape is to performance and that the sheet controlling said airfoil is matched to the job, whether it’s a zero-stretch, minimum-diameter PBO sheet on a mini-maxi blade, or a fuzzy polyester jib sheet that grips the drum on a big cruiser’s primary. What, then, of the handshake between the two?

Tying directly to the clew is the most basic — though not always lightest — method of attaching jib and spinnaker sheets, and these days, the humble knot still has the biggest cohort of followers overall—everything from Club 420s to beach cats to large cruising and race boats. But there are tradeoffs that come with simplicity. For instance, the simplest of sheet-to-clew connections is the luggage tag (or cow hitch) on a 1-to-1 jib sheet system. Simply take a length of line twice the length of your boat, double it up to find the middle, pass that loop through the clew cringle and then pass the standing ends through the loop.

The luggage tag is a low-profile connection; it doesn’t slip and is as short as any other option, which is more of a consideration in some classes than in others, allowing trim right up to jib cars, fairleads and redirect blocks, such as foot blocks, barber haulers, etc. When you need clearance and simplicity and never change a jib between dock out and haul out, the luggage tag might be perfect for your application. This knot, however, can be the 3M 5200 of knots when it truly sets, especially if it’s a soft polyester line in a high-load application (think J/24 genoa) or if the sheets live on the sail and go through a few wet/dry cycles. 

On the plus side, in cases where the luggage tag is ubiquitous, you’re only likely to need to remove the sheets when they are damaged and need replacing; in which case, what the heck, bust out the knife. In most cases, however, the sail and sheets age gracefully together in the bag and never need to be separated.

As one moves up to larger boats, the simplicity of a knot may still be desirable. It’s not uncommon to see bowlines or buntline hitches get the nod on everything up to masthead genoas on 70-footers — but those bring more considerations. First, tying a knot reduces the strength of a control line by as much as 50 percent, though headsail sheets are often overspecified to ensure maximum grip on winch drums, self-tailers and, of course, the trimmer’s hands.

Of greater concern is the size and bulk of the knot. On a typical 36-plus-foot crossover, a properly tied bowline with a tail, while simple to attach and easy to untie, will create quite a relatively sizeable wad of rope at the clew, likely to catch on everything between the fairleads — shrouds, lifelines, deck cleats, you name it. And, if you’re racing and have a crew crossing in front of the mast, a heavy bowline in 14mm sheets can also add the excitement of possible blunt force trauma to a bowman’s day. For all of these reasons, the simplicity of knots at the clew is generally not enough to earn them usage on larger race boats.

Race boats (and well-sorted cruisers) generally rely on three broad categories of sail connections: hardware, textile and hybrid systems. Hardware solutions come in many forms, from small ball-bearing blocks on the clew rings of 2-to-1 jibs, like those on Stars and Flying Scots, to large titanium T-rings, which are webbed into the clew of a sail and feature a central T-shaped post that an eye splice in the end of a jib sheet slips over.

On large racer/cruisers and grand-prix boats, trigger snap shackles are ubiquitous, especially on tacklines, sheets, guys and halyards on forward sails. Tylaska, Ronstan and Wichard make stainless and titanium versions of these versatile workhorses, popular because they are reliable, very strong, won’t flog open, and can be spiked open under load.

Also available are small, cone-shaped fids (sometimes referred to as ‘Martin Breakers’) that allow the option of remotely releasing the trigger on these shackles, often the tack shackle coming into an asymmetric spinnaker drop.

Two caveats with snap shackles of any type are weight and the potential damage they can cause when the sail flogs—anything they can reach can potentially be dented or otherwise damaged, leading to a cottage industry among marine canvas fabricators of padded mast base protectors, neoprene shackle boots and similar.

Another popular option to consider for jib sheet, main halyard and outhaul connections are Tylaska’s J-Lock shackles. Their low-profile design fits through most genoa lead cars, simplifying leading changing sheets, and also makes them a little less likely to ding up your pride and joy. They are super strong, easy to operate and have a plunger system that makes the possibility of them flogging open remote.

With the increasing prevalence of low-diameter, high-strength single-braid lines, (HMPEs like Dyneema specifically), soft textile connections are having a day. Distinct from tying knots directly to the sail, textile connections are spliced systems designed to capitalize on the strength of these high-modulus fibers as well as their lightweight, non-water absorbing characteristics, while addressing the shortcomings of tying a knot—difficult reversibility, bulk, strength loss, etc. Soft, light connections that take advantage of Dyneema’s natural slippery texture are a no-brainer for connecting sheets to asymmetric spinnakers, adding lubricity as they drag along the shrouds during a jibe.

Much of the prevalence of textile rigging solutions can be traced to the viral popularity of the soft shackle. Made from as little as 18 inches of single-braid HMPE, a soft shackle is, in essence, a sliding loop buried back inside itself with a stopper knot at the other end. Using the “finger trap” characteristics of single-braid rope, the loop is opened, slid around the stopper knot, and milked smooth, creating an incredibly strong loop that can be used for everything from hanging water bottles below to armored vehicle recovery (the overland and 4×4 market for soft shackles dwarfs their marine use).

Years ago, several videos showing step-by-step how to make soft shackles appeared online and had the effect of demystifying working with high-tech rope, and really got the average Wednesday night warrior thinking about ways to use the light, strong fiber all over their boats. Soft shackles have become so ubiquitous that every rigger has their own spin on them — some are covered with 48-plait Dyneema chafe sleeve, some use ‘ripcords’ to make the loop easier to open, some use unidirectional (unbraided) fiber…the customizations and variations are seemingly endless.

As boats get larger, ‘softies’ have their place. Oftentimes, they’ll be spliced into a reeving eye of a single jib sheet, and the two sheets are then soft shackled to the clew of the sail, allowing the lazy sheet to be moved independently.

They are also handy and light for connecting snatch blocks and other deck hardware, as evidenced by the number of block manufacturers – Nautos, Antal, Harken, Ronstan, etc. – that make a lash-on version of their gear.

Another simple method of connecting spin sheets to asymmetric kites is to put 1-inch eyes in the stripped end of each sheet. Then, pass the tail of a ‘pigtail’ (a 20-inch or so length of single-braid Dyneema with a 1-inch eye in one end), through the eyes in the spin sheet ends and then back through the eye in its own other end, leaving you with the two sheet ends lashed together and a single 20-inch, small diameter tail that then gets tied with a bowline to the clew of the sail. The pigtail is small and slick, allowing it to drag around the rig easily, and the sheets can be swapped to a new kite with only one knot to untie. The downsides of using Dyneema single-braids to attach sails are few. 

To be sure, a soft shackle takes more time to open and to attach than a trigger shackle (and gets progressively more difficult as they age), and the hundreds of small denier fibers that make up each plait of the rope are susceptible to chafe. That said, the many advantages of Dyneema connections – UV stability, zero water absorption, extremely light weight and low stretch. With the myriad variations available, there are solutions that address the threats (chafe sleeve, PU coatings, etc.) and should make soft connections a serious consideration.

A final category is what I would describe as ‘hybrid’ connectors – pieces of hardware that rely on a combination of textile rope and a bit of hardware. Companies such as Antal, Ropeye, Equiplite, Nodus, Wichard, Tylaska and Harken, to name a few, all make trick little anodized bits that take the best of both worlds and use them in creative ways. Oftentimes these solutions can be as simple as an anodized ‘dog bone’ – a short, often conical bar tapered towards the center that can be used as a ‘button’ in place of a stopper knot on a soft loop attachment.

Spool shackles are a similar idea – a spliced eye in the end of the sheet passes through the spool, then through the clew of the sail, and then back around the ends of the spool. A soft rubber O-ring slides down to add an element of security when not under load.

At the far end of the simplicity spectrum are high-load shackles that utilize milled spools in conjunction with covered, braided or unidirectional-HMPE fibers, pre-stretched and heat set, often with a Velcro belt to hold everything in place when not under load. Also popular with commercial rigging operations, units like those manufactured by Equiplite are advertised with strengths up to 3,000 tons. For your 36-footer, you can expect to pay a few hundred dollars for one and to then be amazed at how simple, light and strong they are.

At the end of the day, there are an almost infinite number of ways to connect sheets to sails, and every situation has nuances and considerations. What type of boat? Sail? Are you racing or cruising? Is there a chance that you will change sails? If you’re racing, find the good guys in your class and see what they are using and ask them why. If you’re a DIYer, consider getting a set of fids and watching a few YouTube videos about making softies. That will get your mind spinning on the possibilities that exist, and on finding a solution that matches your budget, ambition and needs. Now go get connected.

The post Knots Work, But These Connections are Better appeared first on Sailing World.

There are watches, and there are smart watches, but with Garmin’s ever evolving quatix line of watches, there is a smart sailing watch, too.

As a longtime user of the quatix 5, reliability and ease of use for multiple pastimes have always been my favored traits, but the list of what Garmin’s latest the Garmin quatix 8 can’t do is arguably much shorter than what it can do for the sailor in all of us. Let’s start with the race countdown timer we all need and use: big numbers, easy sync—check. At to your race tools the GPS’s tack assist function, which shows you tacking angles and wind shifts, and the race-start guide (for pinging startlines and having time and distance on hand).

Keep plugging away at the menus and there’s more, especially once you crack the “boating” features, that include traditional GPS stats like tracking, SOG and compass. Connect it to your Garmin boat electronics package and you’ve got the ability to voice control your chart plotter (with additional hardware and mic), toggle course adjustments to your autopilot, get your preferred chart plotter data streamed to your wrist, and even set alarms for tide changes and anchor drift. And change the tune.

And when the racing is done, this AMOLED faced beauty is also a life watch loaded with Apps that feed your other passions: running, working out (with animated routines), winter sports, cycling, and more importantly, just keeping an eye on your basic health stats, which may make it eligible for those with health savings accounts.  

The post Hot Gift Tip No. 2: Garmin quatix 8 Watch appeared first on Sailing World.

Do people actually still wall calendars? Oh yes, they do, says photographer Sharon Green who has been adding sailing sizzle to our walls for decades. In our fast-scrolling digital world today, there’s a pleasure in turning the month, rehanging it and admiring a new sensational image for the next 30 days. For the sailor on your holiday list, there is no easier gift than Green’s Ultimate Sailing Calendar.

Trust us, the Ultimate is the ultimate wall calendar for sailors who crave big breeze, big action, and world-class photography. Each spread showcases two dynamic images from premier events around the world—TP52s charging through whitecaps, foilers flying, classics powering upwind, and Caribbean trades lighting up vibrant fleets. Captured by Green and a select group of elite photographers, every page brings you right back to the rail, the spray, and the feeling we all chase on the water.

And this is no flimsy freebie landscape calendar you get in the mail stuffed with cut-out local coupons. The Ultimate Sailing Calendar is supremo quality, printed in North America on FSC-certified stock with premium soya and linseed-oil inks. Make sure you have plenty of wall space because it opens to a 24″ x 18″ display — bold, beautiful, and a feast for the eyes.

Hit up ultimatesailing.com to order for an on-time holiday delivery. $28.95 or $25.95 each for two or more.

The post Editor’s Gift Tip No. 1: The Wall Calendar We Love appeared first on Sailing World.

For years now, Zhik’s pull-over, side-zip PFD has been one of the gold standards in high-performance dinghy flotation devices. Close-fitting, lightweight and virtually nothing that might snag a mainsheet passing overhead in a tack or jibe, it’s been tough to beat. The 2025 version of their time-tested model, called the Performance Racer Cut, while not vastly different, does have some cool updates that might push those thinking of updating their somewhat ragged original (like my 2011 model) to a 2025 model.        

As in the past, Zhik offers two versions, 70 Newtons and 50 Newtons, which are indicators of the buoyancy level.  The higher the number, the more buoyancy. The 70 is labelled USCG approved, while the 50 is a buoyancy aid. It’s worth noting that as of June 5, 2025, the USCG updated their recommendations to reflect the conditions in which a PFD should be worn rather than just the weight of the user. Considerations now included are the boater’s skill level, environment, and expected rescue time. Sounds like they’re coming around to recognizing the 50 as a viable PFD.  We’ll see. 

High-Performance PFD

We got a chance to check out both, and the only perceivable difference between them is that the foam in the 70 is a bit thicker than the 50, which you’d expect. No issue, you might say?  Well, not quite. We found the 70 had a noticeably tighter fit. So, depending on how loosely your old 50 fit, you might want to try a 70 before buying to be sure you end up with a size that’s comfortable. The foam on the 70, most noticeably in the front, is shaped to fit the contours of your body, which makes the PFD feel even more form-fitting. 

Like the original, the PFD is a pull-over with a side zip and Velcro tab to keep the zipper from accidentally coming undone. Over that, a buckle connected to a strap runs around the lower perimeter of the PFD, allowing you to snug up the bottom of the jacket to your preference. One of the biggest issues with PFDs, once in the water, is that they can tend to ride up, and you end up with them around your ears. Not so here. In addition to the strap, Zhik has a wide, non-slip rubber-like grip band inside and adjacent to the strap that does a great job of preventing ride-up. The shoulder straps are soft and comfortable, and there’s even a loop on the left-hand strap for attaching a radio–especially useful for coaches or sailing instructors. In front is an envelope pocket with drainage holes and a stretch, neoprene like front, allowing you to carry slightly bulkier items, if necessary.  Our only ding is that it would be nice if there was a loop of some sort inside to which you might connect a whistle lanyard.  

No doubt, racers will love the fit and compact style of the High-Performance PFD. It’s got all the best features of early versions and more. Available in grey or black.  $139.99

Active PFD 

Like the High-Performance PFD, Zhik’s Active model comes in 50 and 70 Newton versions. And like its more expensive sibling, it includes a waist belt, interior grip band, soft shoulder straps and overall low-profile construction.  But there the similarities end. Perhaps for a lot of sailors, in a good way. For starters, this jacket is really easy to put on and take off. If you’ve struggled with pulling a life jacket over your head on the water and then trying to connect a side zipper that you can’t quite see, this is a great alternative. The essential parts of the Active model, the belt and grip band, are identical to the High-Performance Model, so it’s going to stay in place if you end up in the water. The belt buckles front center, right over the zipper. Talk about easy. 

Fit does not seem quite as critical here. While we felt the 70 High Performance seemed overly snug compared to the 50, the Active 70 fit quite well right out of the box. There’s a vertical side pocket on the front right, held closed with two strips of Velcro.  There’s no stretch material in the pocket, so what you can carry there is pretty limited. Inside is an elastic loop that you might use for attaching a lanyard and whistle. 

While it doesn’t have quite the cache of the High-Performance PFD, don’t count out the Active PFD.  All the key features, a slightly lower price. Available in black, lime and red.  $109.99

Kollition Helmet

We first looked at helmets in 2016, and at the time their use was starting to build momentum among sailors. After all, in what other sport do we have an aluminum or carbon tube swinging rapidly over our heads, often with minimal clearance, with our only protection usually a baseball hat? Today, you’ll find helmets being worn across the board. On foilers and other high-speed boats, they’re standard kit. All the cool kids are wearing them.

Zhik was among the forerunners to start making helmets for sailors. Their latest model, the Kollition, is CE EN1385 certified, which means it’s specifically designed for water sports. CE means it’s been certified by European safety standards, while the EN 1385 indicates a standard for whitewater helmets. 

When you first pick it up, you’re likely to notice just how little this helmet weighs. It’s lighter than my Specialized biking helmet, although in fairness, the latter also has an extra layer of protection through Mips technology. The profile is nice and low, which is great because when we first checked out helmets almost a decade ago, we discovered we had to duck just a touch more during jibes and tacks when wearing a helmet, since the helmet was thicker than a ball cap. The Kollition’s lower profile makes that less of an issue. We also really liked the quick-adjust cradle. The knob is in the usual place at the back of the helmet.  A quick turn or two and the helmet fit perfectly.  The padded chin strap is also adjustable. 

There are lots of vents–in this case six on top and another eight along the sides. No risk of getting overheated here. The plethora of vents also makes it easier if you want to tape over the vents on the top of the helmet, an important consideration for those of us who are prone to sunburn on the tops of our heads. It’s also cut up over the ears so as not to restrict hearing, but rather than going straight back, as biking helmets usually do, coverage extends a bit down on the back of the head for more protection. Finally, the helmet has a large section of high-visibility yellow, a great safety feature if you end up in the water and someone’s trying to find you. 

There’s really nothing to dislike about this helmet. At first, we figured a small built-in visor would be nice, but we get that it could possibly snag lines. If you really want that type of shade, a visor will usually work, and it’s usually flexible enough to prevent snagging.  Available in small, medium and large.  $114.99

The post Hot Gear Alert: New Zhik PFDs and Helmet appeared first on Sailing World.

As an important layer, they feature a smooth-faced thermal fleece with four-way stretch material for ease of movement and fit, and a water-resistant and wind-repellant finish. They’re just the ticket for a mid-layer that you’ll hardly know is there, yet you’ll still be nice and warm. Late-night watches on chilly overnight races, cool autumn days, frostbite dinghy sailing or late-fall/early spring collegiate sailing, the Gill mid-layer system eliminates compromise, leaving you warm without bulk.

OS Performance Trousers

The trousers come up high on the chest and back for core warmth. At first, I thought that a pocket or two would be nice, but these are meant to be worn under foulies or a drysuit. The only frill, if you will, and quite frankly, it’s way more than a frill, is a two-way front zipper. Apart from making it way easier to get in and out of the trousers, it makes it convenient for men when nature calls.

For durability, the trousers feature reinforced knees and seat to eliminate chafing against outer gear. And the fit?  At least from the waist down, they feel like a somewhat loose pair of long underwear, which is nice because you don’t feel constricted, yet thanks to the four-way stretch material, the fit is close. From the waist up, they’re a bit more snug, depending on your body shape, but given the goal is to provide warmth, having a closer fit in the core area is not a bad thing. I tried them under Gill’s OS2 Offshore Gear as well as a drysuit, and apart from the warmth you’d expect they’d provide, the bulk factor wasn’t an issue. Black only: $165.

What’s to like:

• Low bulk material for on-deck layering and off-watch lounging
• Two-way front zipper
• Reinforced knees and seat

OS Performance Jacket

The Performance Jacket material is identical to the trousers, so enough said about warmth and flexibility of fit. I tried it, as designed, over the trousers and it was clear that this was a mid-layer addition you can really lean on when temps dip. Even over the trousers, bulk is at a minimum. A bonus is that the Performance Jacket can also be worn on its own as an outer layer in cool, dry conditions. To accommodate that option, there’s a hand-warmer pocket on each side and chest pocket, all with zips. There are also three deep inside pockets adjacent to, but separate from, the exterior pockets, with no zips. The front zipper is two-way.

My only quibble is that since the collar is designed to fit snugly to the neck, providing minimal bulk when worn under outer gear, it can’t be folded down when partially unzipped. However, zip it all the way up, as it would be when worn as a mid-layer, and it’s great. Do keep in mind when wearing the Performance Jacket as an outer layer that it’s water-resistant, not waterproof. Black only: $165

What’s to like:

• Low bulk material and design fit well inside jacket and smocks
• Zipper chin guard and snug cuffs
• Small chest pocket for phone and zippered hand pockets

The post Gill Marine’s Mid-layer Magic: Stay Warm in Style appeared first on Sailing World.

If you’re looking for professional rigger Carl Merrill, poke your head into one of his several 40-foot metal shipping containers bearing the distinctive cross-stich logo of his company, Kingspoke. If Merrill or any of his fellow riggers aren’t at their workbenches fiddling with a high-tech splice or mocking up a complicated purchase system, check the local shipyards of Rhode Island’s Aquidneck Island. Chances are, wherever there’s a grand-prix machine on the dock or on the hard, you’ll likely find it getting the Kingspoke royal treatment.

In the context of US grand-prix yacht racing, the island—and Newport, in particular—is the Tigris-Euphrates valley. The city hosted the America’s Cup for 53 years and, on any given weeknight on Narragansett Bay, you might see classic 12-Metres engaged in a tacking duel under the iconic Pell Bridge, a group of TP52s training with coach boats nipping at their transoms, or two dozen Shields chasing each other around the cans, with Moths or wing-foilers darting about throughout the action. The island is also home to high-tech composite boatbuilders, speed shops, sail lofts and, of course, some of the best technical rigging shops in the US. It should therefore come as no surprise that when Merrill discretely hung Kingspoke’s shingle out in 2017 there was little to zero fanfare. That’s how Merrill rolls. 

A native of Lubec, Maine, the state’s easternmost town (and home to Quoddy Head, the easternmost point in the contiguous United States), Merrill started doing “a bit” of sailing at around age 10. When his family moved to Wakefield, Rhode Island, a few years later, he began racing, and continued at the University of Rhode Island, where he studied ocean engineering. His chosen field of study seemed to scratch an itch.

“I liked doing the engineering problem-solving, you know, putting stuff together,” he says. “That’s what drew me to ocean engineering—we got to make an autonomous submarine sophomore year, although there wasn’t a whole lot of hands-on work after that.”

He quickly realized that post-collegiate careers in his field were of the office type, and he “wasn’t super keen on that.”

With Rhode Island being the land of opportunity for aspiring pro sailors, Merrill promptly found his gigs, running various big-boat programs, including Glenn Darden’s Swan 42 and J/70, both called Hoss. His daily exposure to the fiddly problem-solving nature of high-tech race-boat rigging proved an excellent match for his engineer’s brain, which then led to him joining the grand-prix specialists at the established Gorilla Rigging, where he spent six years as shop manager.

Gorilla’s techie approach to many of the tip-of-the-spear yacht-rigging challenges was right up Merrill’s alley. After a successful stint here, Merrill sought a change of pace and committed to more program-focused freelance rigging, both textile and through bespoke hardware and systems—the work they produced at Gorilla during his tenure has its fingerprints all over Kingspoke today. His customer-facing approach ensured a steady stream of repeat and word-of-mouth new business, and the travel lifestyle suited his wanderlust. Before too long, however, he and his wife, Kristen, welcomed their first child, and his thoughts turned to settling down and starting his own shop. A bold move in a crowded specialist scene.

He pared his core business to a few key clients: the Volvo 70 Wizard, the IRC52 Spookie, and Darden’s Hoss stable. The work was plenty to keep him busy, but by design not enough to dilute the service he brought to each program. He was building Kingspoke’s reputation from a small workshop until he got lured away one last time, signing on with the US SailGP’s shore team. If Merrill needed a reminder to stay at home and mind the shop, it arrived just after the false start to SailGP Season 2, which kicked off in Sydney, Australia, and was then quickly postponed when COVID-19 shut down the world.

The version of Kingspoke we see today took shape during this period as the shop became known as a reliable local source for its textile rigging, but also for its penchant for solving challenges using custom hardware. Merrill credits Spookie owner Steve Benjamin with providing him a platform for pushing boundaries as well as encouraging him to think outside the box.

“What was nice about the Spookie was that Benj was always into anything kind of crazy or radical, and from that standpoint was always super supportive, so we were able to experiment with a lot of stuff,” Merrill says. 

An example that emerged from the Spookie laboratory is Kingspoke’s proprietary RLR Carbon Reeler.

“When we took delivery of the 52, none of the control lines had reelers,” Merrill says. “I thought, I can come up with something for that.”

The solution is an underdeck take-up reel that organizes control line and halyard tails below deck. The innovative bit is the use of a clutch mechanism that works in a similar fashion to a spring-loaded window shade—when you give a line a tug, it engages the take-up clutch and the spool spins, retracting the loose tail. Being carbon, they weigh next to nothing, and the mechanism is self-powered. The net effect is one less crew off the rail when you come around the leeward mark on two wheels—a compelling metric. The RLR has become ubiquitous on various 52 circuits, as well as on other larger grand-prix yachts.  

More importantly, the RLR has served to burnish Kingspoke’s reputation as a solutions provider, whether that solution is textile, carbon and epoxy components or machined hardware. One obvious trait of the rigging shop’s handiwork, regardless of the medium, is the elegant simplicity. Take, for example, a continuous control system with shock cord take-up, or a titanium PAC52 headstay strop through-deck fitting. Merrill’s instinct is to approach problems from the perspective of an engineer, and this results in systems and original designs that seem clever, innovative, and deceptively simple.

It’s a difficult concept to put into words, but consider the company’s logo, three crossed stitches—about as simple as you can get—but it’s a logo that can be whipped into the tail of sheets, halyards, and control lines. Having struggled firsthand with the simultaneous importance and difficulty of marking rope for traceability in the field (and having experimented with labels and clear heat-shrink, RFID chips and readers, and various other complex methods), the three quick whipstitches are, to my eye, well, elegantly simple.

I’ve heard it said that the best engineers are inherently lazy, which is not literally true, of course, but it speaks to the idea of thinking enough about a problem to solve it but not overthinking it and burdening the solution with unnecessary elements or complexity. This seems to be an unspoken ethos of Kingspoke, and it comes across in their work, their branding and their slick social media feed, which relies heavily on the photography of marketing and sales manager Sammy Hodges.

“The social media component is certainly something that we’re widely known for within the sailing community, and we’ve definitely made a conscious decision to present the work in a professional way and to try to educate; it’s kind of the same reason people come to us for these custom hardware jobs,” Merrill says. “We have the opportunity to literally show the end user what goes into the process of choosing specific materials, sizes, color coding…all the details they might not consider until they see it visually.”

Aside from its social feed, Kingspoke’s marketing efforts are minimal, focusing instead on supporting top sailors, including Riley Gibbs, Bora Gulari and Anthony Kotoun. Word-of-mouth brings new business to the shop, but Merrill and his team are conscious of not getting over their skis or sacrificing service.

“Developing strong ties with our customers and their rigging projects lead to long lasting relationships,” Merrill says. “Customer retention for us comes down to service first, and also the willingness to take on random hardware passion projects, and to just being a trusted resource.”

Today, Merrill and his staff of around five work their magic from a warren of shipping containers, a setup that seems to suit their style, which eschews grandiose plans for industry domination in favor of thoughtful growth.

“It allows us to do what we want, when we want, and react to opportunities as they arise,” Merrill says. “I always liked the modularity of the containers from an architectural standpoint, and we enjoy building them out on our own.”

Such flexibility is freedom as well. Instead of moving into a giant space and hoping that “if we build it, they will come,” Merrill’s approach is more along the lines of “if they come, we’ll add a container.”

“We focus on having our book of customers and keeping them happy,” he says. “Growth comes from being able to expand what we offer them, whether it’s load cells or soft shackles, or by distributing blocks or furlers. When we can offer more products and become more of a one-stop shop, we grow organically. That’s the goal.”

The post Meet The Riggers Crafting Magic appeared first on Sailing World.

Once in a while a great piece of sailing kit comes along that you can use off the water just as easily as on it.  Zhik’s All-Weather Coat is such an item. Think sitting on deck on a cool spring or autumn day. Or standing night watch in an overnight race. Or, maybe just re-splicing and rigging your control systems on a cold off-season afternoon. It’s versatile and there’s no official temperature rating, but I’m guessing this coat really comes into its own at temps from the low 30s–maybe even a touch lower–and up, not accounting for wind chill.

The first thing you’ll notice when you pick it up is how soft the face of the outer fabric is. Clearly quality stuff. Zhik advertises the outer layer as “highly waterproof and breathable.” I think that means it will be great in fog, mist, perhaps a light sprinkle, but if it really starts coming down or waves are crashing across the foredeck you’ll want to break out the real stuff to stay dry. 

The inner layer has polyester insulation, which is not removable, but I’m not sure why you’d want to remove it anyway, so no problem there. It’s three-quarter length, so if sitting, you’re insulated from a cold deck or dinghy seat. The jacket zips well around your neck, with soft fabric against your skin, so when conditions call for it, you’re comfortably tucked in.

An oversized, insulated hood provides further protection from the elements, and there’s plenty of room for a beanie. It can also be cinched to fit more snugly around your head. Two fleece-lined side zip pockets will keep your hands warm as well as providing storage. An inside pocket has enough room for a cell phone and then some. 

One cool detail is found at the cuffs. There’s a velcro closure on the outer shell, such as you’d find on most quality foul weather gear but not necessarily on generic outerwear, and an inner stretch cuff, as on more traditional outerwear. I found this comfortable and great for keeping out moisture as well as cold rushes up the sleeve. The front zipper is conveniently two-way, and there’s a hook on the lower right-hand side–a perfect attachment point for an outboard kill switch cord the next time you’re running a dinghy or out in a coach or small race committee boat. $299.

The post A Coat That Kills the Chill appeared first on Sailing World.

The tidy Vakaros RaceSense platform is gaining wider usage across many one-design classes and is universally lauded by the sailors. As a race officer with the New York YC, I and many others, have been working with engineers at Velocitek for several seasons to develop a similar system. The platform has gone from using the same L1-L5 GPS technology used in RaceSense to now using Real Time Kinematics technology. This, we’re certain, gives us next-level starting accuracy.

Real Time Kinematics is essentially a GPS standard that achieves accuracy through using differential positioning. This requires the use of two separate receivers, a base station and a “rover” to correct errors in real time. The base station is set up in a relatively stable (onshore) environment within 12 km of the race area. This unit continuously receives signals from GPS satellites and compares the calculated position based on those signals to the known position of the unit. This allows the unit to detect satellite signal errors that affect GPS accuracy, calculate the corrections, and then transmit them to the rover receivers on the racing boats and the receivers mounted to the race-committee assets. The rover units then apply these corrections to their own GPS data, bringing overall accuracy of the RTK system down to 1.8 cm (max). The distinction between 1.8 cm accuracy and 1-meter accuracy is the difference between being able to use the tech for protest arbitration and for hearings, and it also allows for extremely accurate tracking and replays—data that can really help to level a one-design fleet and get newcomers up to speed quickly.

The RTK platform was used for the club’s recent Resolute Cup, as well as all of its Sonar and IC37 class races in 2024, and race officers were confident of its accuracy for OCS calls. With such precision, all the standard starting shenanigans—general recalls, jailbreaks when the line spotter’s view is obstructed, and hiding in the middle of an OCS clump—went away. The result was saving an average of one race every 1.5 sailing days—surely one of the most compelling data points to come out of the project.  

In the recent past, having run hundreds of start sequences and more than a full season’s worth of practice sessions and regattas with the L1-L5 standard, patterns emerged relating to error frequency and the inevitability of compound GPS errors causing inaccurate results. The accuracy of an L1-L5 GPS signal gives it 1-meter precision, meaning the signal can accurately place the transponder on your boat within a 2-meter circle, so the 1-meter potential error can be in front of the transponder or behind the transponder. Keep in mind that there’s another transponder on the pin with the same error distribution, increasing the error range to 2 meters. This, of course, also applies to the boat-end transponder.

Through usage, we quickly learned that the PRO had to retain the authority to override any obvious GPS errors at the start. Using L1-L5, we would get the OCS report at 0:00, confirm bow numbers verbally with the PRO, and hit a button on the phone or tablet to confirm, sending the OCS notifications to the offenders. It took only a couple of seconds and was almost always complete before the VHF courtesy hail was transmitted. With RTK, we are now confidently “full auto,” allowing the system to make the OCS calls and immediately notify boats when they are over and when they are clear.

Our rules adviser and staff sailing director were involved with the integration of the system into our race documents to ensure compliance with the Racing Rules of Sailing. Preferring to err on the conservative side until we moved to RTK accuracy, we made it clear to competitors that “OCS calls will be based upon visual observation of the Race Committee” and added reference to the Velocitek system in the section where we discuss the RC’s intention to hail OCS boats over VHF. We also stipulated that failure to do so isn’t grounds for redress. All other trappings of a Rule 26 start remain unchanged: flags (including X-ray), sounds and courtesy VHF announcements.

As you can imagine, we fielded numerous “you called me over, but the box said I was good” comments in the early days, but we accepted and were open and transparent about the system shortcomings as it developed. It often felt as if we were building an airplane as we taxied down the runway, but having the IC37 Class sailors involved in every step of the process made it a rewarding project for all as the system evolved.

For 2024, we’re advancing to RTK accuracy. We’re certain at this point that it’s the right solution for starting sailboat races, and the industry agrees. Vakaros recently announced that its HALO (High Accuracy Location and Orientation) RTK device is on the horizon, so exciting things are on the way with RTK. The units will get smaller and sleeker—the size of a hockey puck—and will integrate into a boat’s NMEA 2000 bus, eliminating the need to charge the transponders at night and allowing starting data to be displayed on an existing display, with no need for an additional screen at the mast.

For smaller boats or boats that don’t allow pinging, we’ll begin to see screenless units that rely on lights or sound for OCS notification, and integration with smartwatches where class rules allow. There will be a push for integration with various handicap systems, with a goal of being able to see a boat’s current corrected position in the fleet during the race and having the system generate ­provisional results as the last boat crosses the finish line. 

Next on the to-do list is for RTK starting technology to become open source, with the development of a standardized system that will allow sailors to use the hardware of their choice to display the data. It would behoove us all as sailors for there to be one network that is compatible with all devices.

The post Accuracy is the Aim With This Wireless Race System appeared first on Sailing World.

In 1981, John Oakley, skipper of the British America’s Cup challenger, Lionheart, approached Gill about team gear with an eye toward minimizing windage. Innovation again–the kit included detachable sleeves. That opened the door for Gill to start producing offshore gear for the long haul of the grueling Whitbread Race. So good was the kit, the story goes, that Gill shipped 15 sets of foul weather gear to Cape Town for a team that had enough of being soaked to the bone. Only one crewmember had been wearing Gill’s stuff—and he was the only one that sailed into port happy and dry. 

This year marks the company’s 50th anniversary, a major milestone in an industry that has seen many others come and go. Gill’s core and DNA has always been sailing so we’ve reviewed a lot of their high-end gear over the years, but given their humble origins, we thought it appropriate to revisit five iconic, every-race items we all use. 

Glove Love

With the high-tech, smaller diameter lines we’re using these days, sailing gloves are essential. Gill has a wide assortment. We recently got our hands on—or into—their 50th Anniversary Pro Glove, which is their top-of-the-line offering; the Deckhand Glove, a more cost-friendly option; and their 3 Season Glove, which is the only one with full coverage on all fingers.

The Pro and Deckhand models are both pre-formed for a comfortable fit and have a shortened cuff, which is great for flexibility and makes getting to watch buttons a lot easier. Both have breathable four-way stretch fabric material on the back. The Pro model is a beefier glove, especially in the palm area and up the inside of the fingers. Sometimes beefier fabric equals a stiffer glove but the Pro has a pair of notches on each finger, which act almost like finger joints. Surprisingly flexible. 

The Deckhand has great flexibility and fits similarly, but the forefinger on each glove is open, which makes it easy to use a touch screen or deal with a small item, such as a fastener ring or shackle, without having to remove a glove. If you’re just looking for a basic, well-designed glove, the Deckhand will do the trick. If you’re dinghy sailing or handling aggressive lines on a bigger boat, opt for the Pro Glove.  Pro: $59.95. Deckhand: $29.95.

The 3 Season Glove has the same Dura-Grip material as the Pro model on the palm and up the fingers, but the rest of the glove is neoprene, making it preferred for frostbiting or spring conditions. We’ve worn these when the ice has only been off the water a short time and glad we had them. They extend further up the wrist than the Pro and Deckhand gloves, so less ideal for watch-button access. With full-finger coverage, the forefinger tip is touch-screen compatible. $39.95.

Pack On, Pack Off

For sailors, a backpack is ideal for lots of reasons, but a pack that’s too big invites overpacking. Gill’s Special Edition 35L Voyager Kit Pack is just the right size. We were able to stuff it with a pair of deck shoes, spray top, salopettes, sailing shorts, extra base layer, thin fleece, gloves, and sunglasses case. No problem. 

Made of PVC material, it’s darn near bulletproof. It has a roll-down top and large, zipped-front pocket for easy access to smaller items, as well as an adjustable, shock-cord, webbed section to hold a water bottle.  The straps are padded and adjustable, and we especially liked the breathable pads to keep the PVC material off your back. Measures 26x13x8. $94.95

I’ve had a 10L Voyager Dry Bag for a number of years, and it simply refuses to die.  Not saying it will last a lifetime, but darn close. Made of a PVC fabric with welded seams, it’s perfect for Wednesday evening racing where you just need to bring a few basics–a spray top, gloves, sunglasses case. The top features a roll-down closure to make the bag water-tight, and there’s a handy strap to sling it over your shoulder as you’re carrying sails down the dock. Measures 19×8.  Also comes in 25L and 50L sizes, if you need more room. 10L Voyager Dry Bag: $29.95.

The post Cool Sailing Kit For Gill’s Five-Oh appeared first on Sailing World.

For 20 years now, Zhik has maintained its reputation as the go-to supplier of hiking boots and hiking straps for multiple one-designs, but especially the ILCA dinghy. Study photos and footage of any recent Olympic Games, and chances are you’ll see ILCA competitors using Zhik’s boots and hiking straps. In fact, they were used by gold medal ILCA winners in London, Rio and Tokyo. Not a bad track record. 

Zhik Double-Wide X Hiking Strap

This year, in celebrating the company’s 20th anniversary, Zhik has introduced a double-width ILCA X Hiking Strap. It’s identical to the strap a lot of us have been using just, well, wider. The strap itself is a bit less than double the width of the original (4.25” compared to 3”), but the part that really counts, the ZhikGrip II layer, is indeed twice the width, measuring just over 4” compared to the original 2”.  Not a big deal, you suggest?  Give it a shot.

As you’ll likely conclude, not only does the wider strap spread the load over a larger area of your foot by virtue of its overall width, but it also provides maximum contact area, and with a wider ZhikGrip II surface, you’ll feel locked in even more, especially if using a Zhik boot with ZhikGrip II on the top. No doubt, some will always prefer the narrower strap, and it’s still available. But what if the wider version truly means you can hike longer and get more connected with the boat? For those folks, it’s likely a no-brainer.

Unfamiliar with ZhikGrip II?  It’s a proprietary pattern of tapered, rubber studs that work to provide a mechanical connection between strap and a similarly equipped Zhik hiking boot. Think Lego bricks. Well, maybe not quite that extreme, you get the idea. 

Like the original strap, the X model is padded and has an internally stitched, laminated “PE” board that keeps it stiff, pre-drilled mounting holes at the forward end and an attachment loop at the other. The aft end is tapered to centralize the hiking force around the rear webbing loop and so there are no sharp edges. Basically plug and play, although we did find it helped to drill out the front holes a bit to enable the bolts to fit through more easily.  $79.00

Zhik 360 Hiking Boot

I’ve been using the Zhik 470 model boot for years, and along with occasionally dabbling with competing brands, all those boots all had a relatively smooth surface where the top of the boot contacts the hiking strap. When used with the ubiquitous Zhik strap they’ve all worked well–at least that’s what I thought. Then I checked out the Zhik 360, which has a layer of ZhikGrip II–the same material used on the bottom of Zhik hiking straps–on the top of the boot. Combine the ILCA X strap with the 360, and it’s tough to imagine being any more locked into the boat. No more excuses on that front.  

Made of molded neoprene, the boot has the standard supportive ankle strap and side lacing. There’s a small hidden pocket for excess lace–unobtrusive enough that Zhik has included a small tab labeled “lace pocket” to point you in the right direction. In case you’re wondering, it’s under the rectangular plastic strap loop. That makes it easier to access than having the pocket in the ankle strap, as found on some models. The ankle strap’s velcro closure features a locking tab which we found made it nearly impossible to accidentally open the strap. It also means you’ll probably have to take off your gloves to peel it open, but by the time you’re ready to do that you’re ashore and the gloves are already off. The rubber sole provides great grip when pushing off the cockpit floor or sides, and the height of the sole cradles your foot,  providing more stability in the boat when not hiking. $229.96. 

The post The Supreme Grip and Hike Package appeared first on Sailing World.