jpk 10.10 yacht

Sailboat specifications

• Last update: 13rd March 2020

JPK 1010's main features

Jpk 1010's main dimensions, jpk 1010's rig and sails, jpk 1010's performances, jpk 1010's auxiliary engine, jpk 1010's accommodations and layout, jpk 1010's fore cabin, jpk 1010's aft cabin.

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Interview / JPK10.30, a new generation of racing yacht

The JPK 10.30 was released from the eponymous site in the spring of 2019. This new generation IRC boat is designed to be powerful and suitable for long IRC races, such as the Fastnet or the Transquadra. To visit it, we met Jean Pierre Kelbert, the boss of theJPK Composites shipyard, who answers questions from Bateaux.com.

Jean Pierre, can you introduce us to JPK10.30??

We did the JPK 10.30 to succeed the JPK 10.10 . The latter has an eloquent track record , his versatility is admirable. So the question was, "how to improve this boat that has won all the formats of courses??

Over time, race formats are evolving towards more doubles and off-shore. There were some ideas in the boxes. During the last Transquadra, I was on a JPK 10.80 and Alex Ozon bananaed me well with his Bepox 9.99. The 10.80 is an excellent boat - versatile between solo and crew - it is already incredible to have such an adaptability. But on a deckchair, facing a boat like the Bepox (ultra specialised for the VMG downwind), it's impossible to match the weight. Sometimes it went 1 knot faster than me when I've never sailed as well (laughs).

So you decided to make a boat to win a transat??

We didn't think we were going to do a Bepox, at the risk of only being able to shine on a deckchair. But we decided to direct our copy more frankly for the double or solo offshore, even if it means losing a little bit of versatility. With the JPK 10.30, we are developing a boat capable of winning these races. Even if it means that he is less comfortable defending his rating on crewed in-shore races.

What are the characteristics that make a good boat off-shore??

In off-shore sailing we often sail at intermediate speeds, it's very different from close upwind and downwind. Reaching and tight dumping require power and lightness if you want to glide, and you want to glide to go fast.

To gain hull power, more volume can be added to the front sections of the hull. The consequence is an increase in the wet surface, so logically more canvas must be used. Or maybe we need to lighten the boat .

Performance factors are interdependent. The IRC game consists in positioning sliders in the right places, because if you add more canvas, the rating increases and if you lighten the boat , the rating also increases..

To design the JPK10.30, the guiding idea was lightening. However, not much weight could be gained over the already sophisticated construction methods. On the other hand, it was quite easy to gain 300 kg of mass on the keel . In fact, we exchange a little weight stability for a little shape stability and especially by adding ballasts.

Precisely the ballasts, is it a big nouveauté??

Yes and no, we've been thinking about ballasts for a while now, because the IRC charge is 3 thousandths, which means only 15 seconds per hour.

What slowed us down with ballasts (on an IRC boat, light and bulky) is that the sail area must be modest to maintain an interesting rating. Because in IRC, the sail surface quickly explodes the rating. The complexity is to discover the threshold above which the boat must be covered to remain efficient even in light airs.

IRC is as complicated as it is interesting, it's a gymnastics program. The nice thing is that now the IRC allows you to make boats that start going really fast and that's new. On Fasnet with our JPK 10.30, we were going 2 knots faster than the 10.80.

Has JPK10.30 evolved since its lancement??

No fundamental changes, but adjustments. For the first boat, we started a little low on the sail surface. Unfortunately, the pre-season races were all in the pelota and that was not our advantage. But it was interesting for development. On the last 10.30 out, we increased the sail area a little (3m²) and they gained in the light wind in the Mediterranean.

But the rating will increase with the surface of voile??

Indeed, it is necessary to save the rating when the wind increases. But it turns out that the JPK10.30 goes very fast as soon as there is air so it can save its rating. Finally, we can afford to add a few square metres so that it can be as versatile as we wanted.

But for it to work, you have to stay light, which is why we think it will be less comfortable with a full crew .

In navigation what do you think of these news lignes??

Despite the front volume, the JPK10.30 works very well at près?! It is impressive in heavy seas and 25kt, we are sailing at 7kt or the speed of a 10.80. As long as the boat is well supported, well managed and fully loaded, we go really fast and without knocking. Where it is dangerous is when the wind drops and there is still sea.

Downwind, Jacques Valer drew the rocker super well. The ratio between the volume of the front, the rear rocker and the curve of the bilge means that when the boat accelerates tightly offshore, it rears up properly, you feel it well set and the helm is light.

What do the first confrontations with the Sun Fast 3300 which shares the same ambitions? give us?

I think we're close enough. On the Fasnet for example, we were neck and neck in light airs while we still had our small mainsail . When the wind picked up while we were still upwind, we were going a little faster. However, on the return leg we were much faster, with regular peaks of 20 knots, we stuck 30 miles to them out of the 120 miles of the race crossing.

How is the launch of this new bateau? going?

We sold about twenty JPK10.30, and for us it's already a lot. We could have sold a lot more, but the delay is sometimes daunting. We currently have the ability to deliver 1 JPK10.30 every 3 weeks. We have production capacity limits related to construction methods.

And having production below demand also creates a form of scarcity and therefore interest. Thus the resale value on the second-hand market is very high.

What really causes me a problem is when I can't provide a very good sailor. But we can't promise a deadline that we couldn't keep.

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• Sailboat Guide

Jpk 1010 is a 32 ′ 9 ″ / 10 m monohull sailboat designed by Jacques Valer and built by JPK Composites starting in 2011.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

SA: Mainsail 33m2/355 sq.ft. Genoa 25m2/269 sq.ft. Asymmetric spinnaker 95m2/1023 sq.ft. Symmetric spinnaker 85m2/915 sq.ft.

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Jangada, Richard Palmer's British JPK 10.10 announced as RORC Yacht of the Year 2020. L to R: Richard Palmer and Jeremy Waitt with the Somerset Memorial Trophy - awarded for outstanding racing achievement by a RORC Member

Home > Our range > JPK 1080

All the optimisations carried out on the JPK 1010 have made it possible to progress each year to achieve the perfect season in 2013:  SNIM, spi Ouest France, Giraglia, Tour of the Isle of Wight, Cowes Week, Atlantic Trophy double, RORC Championship, Atlantic Duo and in climax a historic double in the Fastnet won by the tandem Alexis and Pascal Loison.

The JPK 10.80 takes full advantage of all the developments made on the 1010. Jacques Valer, our architect, called the "magician", did not forget any detail of the project to realize a perfectly balanced and optimized "machine" able to win in IRC 2 in all the race formats and whatever the crew configuration.

Loyal to the "spirit of the IRC rule" the boat nevertheless retains a degree of finish and interior equipment consistent with a boat of this size.  Unbeatable in racing, bright and stylish on deck and inside, the 10.80 represents the best of our know-how, from a team of technicians and passionate sailors.

Naval architect J. Valer

• LOA 10,80 m
• Displacement 4,8 t
• Volvo engine 30 cv
• Draft 2,20 m
• Genoa 33 m²
• Asy spinnaker 120 m²
• Symetric spinnaker 105 m²

Racing machine

A few months after its launch, the boat has already shown great potential.  True to his "magic" style of drawing, Jacques Valer has once again succeeded in  the challenge of an extremely competitive hull with a smooth and forgiving behavior  and impressive stability.

Results inshore or offshore  are the best proof of this.

The 10.80 benefits from the optimisation work carried out on the 1010 with a design that is accurate in terms of performance but tolerant and reliable in terms of sea keeping. It is a "light" and lively IRC that performs well for its size.

The hull is especially optimised to combine high power for performance in breezes and low drag for speed in light airs and open wind performance.

The deck layout has been designed for efficiency and comfort, with a very well designed steering position (coamings angled forward).

All the fittings are designed for maximum efficiency and versatility between full crew and single/double crew operation.

Tired of getting sprayed and stupidly chilled on watch, we designed a sliding bubble to protect the companionway.

Sitting on the companionway, it offers a perfect watch from the wind and spray with a translucent panel to check the sails and the course. In strong winds, upwind, it perfectly protects the descent from the spray and secures the instruments on the chart table.

When the conditions are right again, you slide it forward and the companionway is back to normal. On crewed inshore races, it can be dismantled in 2 minutes and the genoa inhaulers can be swapped in the middle.

Similarly, the floors are covered with a translucent anti-slip material and the handrails are placed at the "natural" gripping points.

Inside, everything has been thought out for the quality of life while sailing.

The open roof allows you to rest on the port and starboard side with a panoramic view of the outside. Combined with the frame bunks for stacking or sleeping for the crew during the race and a "wet" area for storing sails and gear, the concept responds to the pleasure of cruising by its simplicity, its modernity and its clarity.

Our lastest news featuring the JPK 1080

Caribbean 600 : Victoire du JPK 1080 « In Theory » !

« In théory » n’est autre que l’ancien « Léon » 2eme en solo de la TQS 2018 .  Peter Mac Whinnie vit à New York et avait racheté

Victoire en double à la Middle Sea Race pour Solenn for Pure Ocean !

Un grand bravo à Ludovic Gerard pour cette victoire sur la middle sea race. Une saison 2022 incroyable pour Ludo avec un carton plein en

Le récit de course de Ludovic Gérard, vainqueur de la Drheam Cup

Se tenant tous les deux ans en alternance avec le Fastnet, la Drheam Cup a vu cette année un record de participation avec 125 bateaux

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JPK: A SAILING LEGEND, INNOVATION AND AWARDS

• 15 June 2023

• history of the construction sites , JPK

The creation of JPK: Jean-Pierre Kelbert’s passion for sailing propels him to success

JPK is a French shipyard specialising in the construction of high-performance sailing yachts. Founded by Jean-Pierre Kelbert, the company takes its name from the initials of its founder. Jean-Pierre Kelbert is a renowned yachtsman and naval architect, renowned for the quality and performance of his boats.

Jean-Pierre Kelbert has had a passion for sailing since childhood, and has steadily progressed over the years. His talents led him to win the titles of European Champion in 1988 and 1989. He also came second in the Olympic selection for the 1988 Seoul Games.

In 1992, as an experienced rider and trainer, Jean-Pierre Kelber launched JPK Composites, a company dedicated to the creation of top-of-the-range epoxy sandwich boards. He surrounded himself with a passionate team, including Jean-Michel, who remains his trusted partner to this day. JPK stands out for the manufacture of high-performance boards, which are entrusted to renowned windsurfing champions.

JPK’s evolution: from dominating competitions to diversifying into high-performance sailboats

Over the years, the yard has won numerous awards, including :

• French Champion
• World champion
• World speed record holder for 8 years

In 2002, the shipyard turned its attention to the world of sailing boats.

The idea was to design a high-performance, versatile and fun cruising yacht capable of winning under IRC rules.

Working with naval architect Jacques Valer, the first JPK 960 was launched in March 2003.

From the very first year of racing, this boat truly revolutionised the IRC world, with a planing style that was just as effective in coastal races (Spi Ouest France/Atlantic Trophy) as it was offshore (Transquadra/Fastnet).

Also, the models to follow, such as the JPK 110 (2005), JPK 4 0 (2008) and JPK 998 (2009), were very promising boats whose destiny was thwarted. Very high IRC penalties, withdrawal of the offer or no racer.

JPK yachts: record-breaking sailing legends

The JPK 1010 yacht stands out for its masterly victories in the Transquadra in 2006, 2009, 2012 and 2015, as well as the 2013 Fasnet.

Alongside the RACER range, the JPK shipyard launched the FAST CRUISER range, marking the birth of the JPK 38 in April 2012. This yacht was a great success, winning the title of Yacht of the Year 2013.

The new JPK 1080 model, launched in March 2014, had a perfect season, winning the Rolex Fasnet Race and the legendary Sydney Hobart in historic fashion. These exceptional performances earned her the title of European Boat of the Year 2015.

What’s more, the yacht is proving to be a fantastic boat both single-handed and double-handed, coming first and second in the Tranquadra 2018.

The JPK 1010 , JPK 38 and JPK 1080 embody the JPK shipyard’s constant quest for excellence and performance, as it continues to write its legend in the world of sailing. These yachts are the fruit of exceptional know-how and bear witness to JPK’s ongoing commitment to innovation and quality.

The triumphant evolution of JPK yachts: performance, awards and innovations

In 2016, the Fast Cruising range reached a new milestone with the introduction of the JPK 45 FC . Following on from the success of the JPK 38 FC , the JPK 45 FC is specially designed to meet the needs of long-distance voyages. Featuring a versatile design and a solid yet lightweight construction, the JPK 45 caused a sensation and was awarded the prestigious title of Sailboat of the Year 2016.

In 2018, the Racers range was extended with the arrival of the JPK 1180 , designed for the IRC 2 and IRC 1 categories.

In 2019, the JPK 1030 marks a major turning point in Jacques Valer’s architectural approach. The aim is to design a yacht capable of shining in single-handed offshore races while being outnumbered. The JPK 1030 immediately caused a sensation in the Fastnet 2019, winning the double-handed race by an impressive margin of more than 5 hours. Her exceptional performance also continued in 2021 with further victories.

In 2021, the JPK 39 FC perfectly embodies the alliance between a cruising yacht and the know-how of a competition shipyard. The many qualities of the JPK 39 FC have been recognised by two prestigious awards: Sailboat of the Year 2022 and European Yacht of the Year 2022.

JPK : Nautical excellence combining performance, innovation and awards

JPK is a brand that stands out for the excellence of its yachts. Its spirit of innovation and numerous awards bear witness to the shipyard’s constant commitment to pushing back the limits of sailing.

Currently, the JPK teams, based in Larmor-Plage, are working with passion on the construction of sailing yachts:

Since it was founded, the JPK brand has forged a solid reputation in the field of racing-cruising yachts by offering boats at the cutting edge of innovation, competitive on the nautical scene and sought after by sailing enthusiasts.

Used JPK yachts: Performance and quality at a great price

Pre-owned JPK yachts offer a unique opportunity to sail aboard a world-renowned yacht at a great price. Among the most sought-after pre-owned models are :

• JPK 45 Fast Cruise

Find all our JPK used boats.

If you own a JPK sailing boat and would like to estimate the price, contact us now. You’ll get an accurate and fair estimate of your boat’s value for free!

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The rise and rise of double-handed racing

• August 17, 2021

Double-handed racing has been the stand-out success story of recent years. James Boyd finds out why it’s so popular

If ever the stars aligned to see a sport’s popularity grow exponentially, they did so for the recent story of double-handed racing offshore.

Societal changes, a brief hint of a future Olympic Games role, and even social distancing all conspired to make double-handed racing a phenomenon. Add in a high level of competition, plus the increasing availability of purpose-designed yachts, and the growth in the double-handed scene has been explosive.

One of the most surprising developments of the last decade is just how competitive double-handed offshore racers have become against fully crewed boats.

Pascal and Alexis Loisin won the 2013 Rolex Fastnet overall in their JPK 10.10 Night and Day. Photo: Kurt Arrigo

Nowhere was this better demonstrated than in the 2013 Rolex Fastnet Race when Cherbourg surgeon Pascal Loison and his pro-sailor Figarist son Alexis, sailing their JPK 10.10 Night And Day , won not only the race’s Two-Handed class and the hotly contested IRC 3 class, but also the race outright on IRC against a giant field of 294 boats. Among their opponents were 249 fully crewed boats featuring several top international campaigns.

Double-handed competition in the Fastnet has now reached the stage where IRC 3 is entirely dominated by double-handers, with nine of the top 10 spots in 2019 occupied by two-man crews in the Royal Ocean Racing Club’s biennial offshore.

The class was again topped by Alexis Loison, then sailing with Jean Pierre Kelbert aboard the French boatbuilder’s own JPK 10.30 Léon .

But the most telling statistics from the Rolex Fastnet Race show how massively double-handed offshore racing has grown in popularity. An IRC Two-Handed class was first introduced to the Rolex Fastnet Race in 2005 when it had 20 entries. This grew to 36 in 2011, then to the last race when there were 64.

At the time of writing no fewer than 91 two-man crews were entered in IRC Two-Handed for the 2021 edition of the race, contributing to the event’s record-sized fleet of 450-plus boats.

From small beginnings

So, how has this come about? Double-handed offshore racing has a longer history than its recent boom might suggest. It was created in the UK during the 1960s and 1970s by visionaries such as Cockleshell Heroes leader Blondie Hasler, born out of a pioneering spirit and a demand for adventure following the end of World War II.

Cockleshell Heroes leader Blondie Hasler (left). Photo: Ajax News/Alamy

Hasler encouraged the Royal Western Yacht Club in Plymouth to run the first Observer Single-handed Transatlantic Race (OSTAR) in 1960, which by 1976 had become a monster event with 125 boats. But equally stirring the imagination were the RWYC’s double-handed events, and Hasler spurred the club to run the first double-handed Round Britain and Ireland in 1966 with four stops: Crosshaven, Ireland; Castle Bay, Barra in the Outer Hebrides; Lerwick, Shetland; and Harwich (subsequently replaced by Lowestoft).

The inaugural event was won by Derek Kelsall and Martin Minter-Kemp aboard the trimaran Toria, inadvertently also demonstrating the early potential of multihulls for offshore racing.

The TwoSTAR was later created as the double-handed version of the OSTAR, running from Plymouth to Newport, Rhode Island, and first held in 1981.

However, thanks largely to the notoriety of Eric Tabarly, the OSTAR winner in both 1964 and 1976, French race organisers spectacularly – and in the most magnificently successful way – hijacked both the sporting and business elements of short-handed offshore racing.

On the single-handed side this kicked off with the Route du Rhum in 1978 and the Vendée Globe in 1989, but there were also significant double-handed events such as the Transat en Double (first run in 1979) and the Transat Jacques Vabre , held biennially since 1993.

Apivia, IMOCA 60 sailing double-handed in the 2021 Rolex Fastnet Race

Nowadays, top level double-handed offshore racing takes place in France across all the pro fleets from the IMOCA s, to the Figaro class (notably with their Transat AG2R transatlantic race), to the Class 40 (Normandy Channel Race and Les Sables-Horta-Les Sables) and a multitude of events in the Classe Mini.

Today the Royal Western Yacht Club’s short-handed events still take place on the same great courses, but are purely Corinthian. Meanwhile, over the last 20 years in the UK the amateur side of double-handed offshore racing has been growing steadily and organically.

Whereas once it was broadly acceptable to leave work on a Friday lunchtime and not return until the following Monday afternoon, weather beaten and full of rum and tall tales, this is no longer the case.

Today’s ‘time poor’ society has resulted in owners of race boats finding it ever harder to muster committed, reliable crew. Racing double-handed provides a neat solution: fewer crew to organise and pay for and a smaller, cheaper boat to campaign.

Rob Craigie and Deb Fish race the Sun Fast 3600 Bellino. Photo: Paul Wyeth

Rob Craigie and Deb Fish, who race the Sun Fast 3600 Bellino , began racing two-up together in 2012 and are among the UK’s best Corinthian double-handers. Both previously raced fully crewed, and have even tried single-handed, but settled on racing as a team of two.

The main attraction, said Fish, is the challenge: “You run out of them fully crewed – I’d done the Fastnet, done transatlantics on the ARC a couple of times fully crewed, and the deliveries back. Double-handed is good, because you have to do everything and you are always busy.”

Craigie agreed: “You are very much more involved with the boat. Fully crewed, you are usually sitting on the rail, you aren’t involved, which is a bit dull.”

Over the last two decades, racing for the likes of the Bellino crew has been supported in the Solent by clubs like the RORC, the Royal Southampton and JOG, which have either laid on specific series for double-handers or allowed them to race alongside their fully crewed fleets.

The pattern is repeating worldwide – Rhode Island, San Francisco and the Great Lakes in the US have thriving double-handed communities, and the cancelled 2020 Rolex Sydney-Hobart Race was set to be the first to include a double-handed division.

The medal draw

More recent developments helped an already growing sector of the sport turn supernova. In 2019 mixed offshore double-handed racing was mooted for inclusion in the Paris 2024 Olympic Games , and proposed to the International Olympic Committee by World Sailing.

Kevin Rawlings and Stuart Childerley took 2nd place in the RORC Two-Handed Series with Aries. Photo: Rick Tomlinson

During the event selection process, which is notorious for its politics and power-mongering, it was rejected earlier this month by the IOC in favour of an additional formula kiteboarding medal. It is a huge shame that France, the world’s top nation for short-handed offshore racing won’t host an Olympic event that could engage a vast number of its sailing fans.

Nonetheless even the possibility of double-handed offshore racing becoming an Olympic sport enticed a whole crop of top flight international sailors to move into the fleet.

Titans of our sport such as Ken Read in the USA, Shirley Robertson and Dee Caffari in the UK, and Nick Moloney and Adrienne Cahalan in Australia have all got involved. It has also caused yacht clubs across the globe to start supporting double-handed racing with class events.

Many clubs were further encouraged to increase their support of short-handed racing due to the pandemic. For example, in the UK, due to social distancing restrictions, double-handed racing was the first non-elite aspect of competitive sailing to recover after last spring’s lock-down. Even without the Olympic factor, double-handed racing looks set to continue expanding.

Dee Caffari says she was initially encouraging members of her Turn the Tide on Plastic Volvo Ocean Race crew to consider the new Olympic discipline before deciding to give it a go herself.

The opportunity was spurred when she was contacted by a young sailor, James Harayda, who was taking delivery of a new Sun Fast 3300 Gentoo . During 2020 this led to the duo representing the UK at the EUROSAF Mixed Offshore European Championship, where they didn’t do well, but followed this up with a 2nd place in the Drheam Cup in France, and winning the RORC-organised IRC Two-Handed Nationals. This year they are entered in the Rolex Fastnet Race.

“The focus was generated by its Olympic potential, but actually I have found it is a really competitive class of racing that has been really good fun to sail, and I have just really enjoyed regular racing,” said Caffari, who raced double-handed in the IMOCA class in two Transat Jacques Vabres and a Barcelona World Race.

Dee Caffari is loving sailing double-handed with James Harayda in the Sun Fast 3300 Gentoo. Photo: Paul Wyeth

The principal differences between the double-handed racing she has done aboard her IMOCA and in Gentoo are scale-related.

Transatlantic on an IMOCA, racing is more about chasing weather systems, whereas on Gentoo the much shorter courses are more about boat-on-boat tactics and tidal decisions. A 32-footer is vastly more manageable than even a purpose-built IMOCA, but the racing in what is effectively a one design fleet, is far more intense, with much less use of the autopilot.

Caffari explained: “Everything is loaded really well, it is manageable and within reach and there’s nothing that’s too difficult to get out of. It’s all just about getting the procedures so that you know what is required – what wind strength you need to dial down in before you can drop the kite, or ‘in this wind strength I know I can gather it in myself’.”

New double-handed racing tools

Part of the beauty of double-handed racing is that many owners compete on the boat they already have. However, as double-handed racing under IRC has risen in popularity, manufacturers – particularly those in France – have responded with new designs specifically optimised for short-handed racing.

They notably include Jeanneau , with its Sun Fast range, and JPK . Both have created boats that IRC smiles upon; such as the Loison’s 2013 Rolex Fastnet Race winning JPK 10.10. In 2015 Géry Trentesaux’s won the Fastnet outright aboard a JPK 10.80, which can be configured for racing fully crewed or short-handed.

Nigel Colley heads the UK Jeanneau dealership Sea Ventures, and is a keen short-handed sailor himself. Few have observed the development of these boats as closely. “It started with the J/105, which is still an excellent short-handed boat, but then the JPK and Sun Fasts came along. They don’t race as one designs but they can race on a level-ish playing field under IRC.”

For Jeanneau the breakthrough boat was the Sun Fast 3200 launched in 2008. This was purpose-designed for the French Transquadra race, a transatlantic race for amateur over 40-year-olds. “They didn’t make it extreme – it could have been lighter with a taller mast but they ended up with a boat that was perfect for double-handed and short-handed racing, which was manageable with a competitive IRC rating,” says Colley.

The Dehler 30, one of the new generation of double-handed favourites.

The genre has evolved further with the more recent Sun Fast 3300 and JPK 1030, as well as the J/99 and Dehler 30 . A key factor in their being tailored to short-handing is their inherent stability, gained from hull form and water ballast, allowing them to carry sail without having to reef too often.

According to Colley they have high ballast ratios of 40%, while water ballast is modest, 200 litres on the Sun Fast 3300 for example, or “the same as having three people sitting on the side of the boat.”

That French IRC designs are leading the way in this offshore sector should come as no surprise given the huge amount of development that takes place in offshore classes across the Proto Minis and Class 40s up to the IMOCAs.

Over past decades this has prompted the development of everything from roller furling systems, self-tailing winches and autopilots to twin rudders, and even the evolution of cockpit layouts with all lines from the foredeck and mast led aft to the cockpit.

The slightly scow-bowed Jeanneau Sunfast 3300. Photo: Jean-Marie Liot

Another visible influence is the highly effective (but to some eyes rather ugly) scow bows we are more used to seeing on modern grand prix race boats are now adopted by IRC 30-footers.

Sails for short-handed racing have been refined so, instead of having a giant wardrobe spanning the entire range of wind speeds and points of sail, fewer sails can be carried to cover a wider range, including jibs and even spinnakers that can be reefed, to minimise time consuming and potentially risky sail changes.

As boats and their gear are getting lighter they are in turn less loaded. A Sun Fast 3300 weighs 3,500kg compared to the volumetrically smaller Sigma 33 at 4,100kg. The new designs are also much more inclined to plane, rather than ‘dig themselves a hole in the water’, helping to keep loads light.

Upping the level

While the hardware is improving so are the sailors. When it comes to training for offshore racing the Pôle Finistere Course au Large in Port la Forêt has been considered the best in the world for decades, initially for Figaro sailors but now across all the major offshore fleets. Similar centres have started up across France, with training now extending even into the IRC classes.

With the prospect of double-handing going Olympic training for the discipline greatly improved in the UK too, supported by both the RYA and the RORC. Tornado Olympic sailor turned coach Hugh Styles has been brought in to help. He provides weather information and analysis pre-race and post-race debriefs.

While in Port la Forêt this might take the form of classroom sessions, in the modern locked-down era Zoom debriefing and training sessions have proved just as effective, and in fact work especially well with the double-handed fleet spread across the Solent. It is not only the aspirant Olympians who’ve been keying into this, but all levels.

Double-handed offshore racing in the UK has also benefitted from getting ‘organised’. Leading this is former Artemis Offshore Academy star turned Volvo Ocean Race sailor Henry Bomby , who has been racing with double Olympic gold medallist Shirley Robertson.

Henry Bomby and Shirley Robertson double-handing on the Sun Fast 3300 Fastrak XII. Photo: Tim Butt/Vertigo Films

He has led the formation of the UK Double-handed Offshore Series, which comprises the leading RORC races and Round the Island Race in the build-up to this year’s Rolex Fastnet. The Series is for boats with an IRC TCC of between 0.990 and 1.055, which covers most of the double-handed fleet.

The group behind it includes Bomby; Stuart Childerley, a former Olympian, Etchells World Champion and world class race officer; plus 19-year-old Ellie Driver and Corinthian sailor Kate Cope; thus a broad range of double-handed offshore racers are represented. Expecting to get a handful of boats signing up to their Series, much to their surprise 29 boats pitched up to their first event in early May.

While the 2021 UK season is fully domestic due to the pandemic and Brexit, Bomby hopes to include French events in the future such as Spi Ouest-France or the Drheam Cup, thereby in turn encouraging more French boats to participate in the UK. Colley also believes that in future there will be more short-handed racing internationally under ORC.

Bomby is particularly keen to push the encouragement of youth sailing. Great existing initiatives include Gavin Howe, owner of the J/88 Tigris , lending his boat to an under-25 year old crew to use. “The best model is an owner who pays for the boat and a young guy or girl who puts the boat in the water, trains with them on Friday, races at the weekend and does it again the next week,” says Bomby.

The double-handed fleet now offers the closest offshore racing in the UK. Bomby points out: “This is not the Figaro, but it is close enough that when you’re sailing away from a boat which is the same as yours you know you are going pretty well.” Especially if it has the likes of Shirley Robertson or Stuart Childerley on the helm.

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New JPK 10.80

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• May 16, 2022

JPK 10.80 Atomic Blonde for sale

WA Offshore Champion 2021 and in optimal race condition with a 2021 endorsed IRC rating of 1.042. Atomic Blonde will appear as a tested, but new 10.80. That is how well it has been maintained plus it has had a range of post delivery upgrades and a full racing wardrobe ready to hit the start line. The JPK 10.80 is by far the most successful 2H yacht globally but has equally been very successful as full crew, most notably with wins of the Fastnet and a 2nd overall in the Sydney-Hobart in 2015. Atomic Blonde has been built and equipped to the highest IRC race specification regardless of expense. Western Australian Div 2 Offshore and Blue Water champion every season since launch. Current Siska Trophy holder (overall WA Offshore Champion). With just the addition of the NKE Autopilot processor module, she would also be a champion double hander. She has also been equipped with the essentials for comfortable cruising (oven, hot water systems, good fridge, shower, electric toilet, holding tanks) without adding undue weight. All sails are in excellent condition and suitable for top level racing with no upgrades or replacements required. Atomic Blonde is well built, impeccably maintained and upgraded JPK 10.80, an offer unique in its kind, inevitably a contender for the 2022 Sydney to Hobart 2H and overall. Full details HERE

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Neue Boote : JPK 10.30: Alleskönnerin mit Sinn für den harten Einsatz

Michael Good

 ·  30.10.2018

Das Duo ist derzeit in der Offshore-Rennszene das Maß der Dinge: Jean-Pierre Kelbert (JPK) baut und segelt die Boote, Konstrukteur Jacques Valer zeichnet die Risse und konzipiert die Layouts. Die Erfolgsbilanz dieser erfolgreichen Kooperation ist eindrücklich: Gerade eben hat die "Courrier Recommandé", eine JPK 11.80, nach berechneter Zeit die Gesamtwertung des prestigeträchtigen Rolex Middle Sea Race 2018 gewonnen; und zwei weitere Boote vom Typ JPK 10.80 platzierten sich in den Top-Ten des Klassements. Dazu kommen zahlreiche weitere Siege und Spitzen-Platzierungen an Hochsee-Regatten wie zum Beispiel beim immer beliebter werdenden Transatlantik-Klassiker Transquadra.

Jetzt arbeitet die Werft in Larmor Plage in der Bretagne an einem neuen Boot JPK 10.30, welches sich im Programm zwischen der 10.80 (Test in YACHT 19/2014) und der kleineren 10.10 (Test in YACHT 25/2010) einsortieren soll und im Wesentlichen auch deren Konzept übernimmt. Das heißt: starker Fokus auf den Einsatz bei Hochsee-Regatten ein- und zweihand, optimierte Ausrichtung nach IRC-Handicap, hohe Leistungsfähigkeit, aber dennoch tourentauglich ausgebaut und trotz viel Sportlichkeit auch familienfreundlich.

Bisher hat die Werft nur eine grobe Risszeichnung vom neuen Boot veröffentlicht. Im Vergleich zu den Schwestermodellen hat Jacques Valer die Kimmkanten noch ausgeprägter gestaltet und bis zum Bug durchgezogen. Damit verspricht sich der Konstrukteur ein noch früheres Gleiten und mehr Stabilität auf schnellen Raumwindkursen. Markant ist auch die Optik des nach innen abgestuften Kajütaufbaus, ähnlich wie beim Schwesterschiff JPK 10.80. Dies gewährt dem Solo-Skipper auch von innen einen Blick nach vorn in Fahrtrichtung. Und die Genua kann vorn dichter und tiefer geschotet werden.

Auch das Layout der Beschläge an Deck hat JPK von der 10.80 auf das neue Schiff 10.30 übertragen. Die Holepunktschienen für die Genua sind quer auf das Deck montiert und werden über ein 3D-System geregelt. Der Traveller ist hinter dem Ruderkopf der Pinnensteuerung platziert, um so dem Steuermann maximale Bewegungsfreiheit im Cockpit sowie gute Erreichbarkeit zu allen Funktionen zu ermöglichen.

Ausgestattet wird die JPK 10.30 mit zwei Ruderblättern und einem IRC-optimierten Flossenkiel. Optional wäre ein T-Kiel mit Bleibombe machbar. Standard ist ein Zwei-Salings-Rigg aus Aluminium. Ein Kohlefasermast steht ebenfalls auf der Liste der Optionen. Wie bei der größeren 10.80 wird auch der Innenausbau der neuen 10.30 von JPK einfach und nüchtern, dabei aber funktional sein. Zwei Kabinen sowie ein abgetrennter Toilettenbereich, eine Navigation und ein Pantry-Einheit sorgen für Komfort für die Crew auf langen Schlägen und eine gewisse Tourentauglichkeit für die Familie.

Im März 2019 soll das erste Schiff vom Typ JPK 10.30 fertig und segelklar sein. Die ersten Serienboote werden für einen Preis von rund 136.000 Euro (ohne Segel) auf den Markt kommen.

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