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Volvo Ocean Race, It's Beginnings
By Cole Branel, Fri Dec 9th
Since its inception when it was originally sponsored byWhitebread, the Volvo Ocean Race has become the worlds premiersailing event. When deep-ocean sailors gather to down a fewpints, the conversation inevitably turns to tales of passagesmade, races won, and colleagues lost. It was at just such agathering in 1971 that the discussion turned to thoughts ofstaging the ultimate race around the world -- a trip of nearly27,000 miles. It would be a race that pushed the endurance of the crews andboats to the outer limits as they navigated sweltering Doldrums,freezing oceans filled with icebergs, and gales that blewunabated for weeks on end of a race that would be considered theMt. Everest of ocean racing. You can enjoy Volvo Ocean Racehospitatility and view the events from unrivalledpositions in the solent when it comes to the UK in 2006.
The thought long ago was that if such a race could be arranged,it would have no equal in sports. No other competition would askso much of both man and equipment. No other event would put somany competitors at such risk, for so long, so far from help. But who would sponsor it? Besides its inherent dangers, such arace would require a worldwide support system. Ports of callwould have to be established, rules, scoring systems, and boatspecifications would have to be determined. Sponsors would have to be convinced to finance what would be anenormously expensive event. Many in the establishment believed that even to try sucha race was folly. At that time, fewer than ten private yachtshad rounded Cape Horn in one piece. Moreover such a race alreadyhad been tried, and had ended badly. In 1967, "The Sunday Times"of London had put up money to sponsor what it called The GoldenGlobe Race. Eight boats entered, but only one finished. Theothers either gave up after near catastrophic equipmentfailures, capsized, or sank. One crewman became so despondent,he committed suicide. These were not the sorts of events racesponsors were eager to have associated with their names.However, these brave racers had blazed a trail for 'round theworld sailors, providing an inspiration to others who heard thecall of a challenge. In order to give the new race the credibility needed to attractfinancing, a significant, high-profile backer had to be found.Whomever it was, this backer had to have a name and reputationso well-respected that it alone would reassure the most nervousof the doubters. This proved a hard sell. Sponsors of other ocean races expressed little enthusiasm forthe around-the-world marathon envisioned by the organisers. Theobjections especially revolved around the well-documenteddangers involved in sending such small boats
into seas that haveswallowed galleons. There, the plans might have died, had it not been for the RoyalNavy, which had open-ocean plans of its own. Whatprivate sector sponsors had viewed as risks, the Royal Navy sawas assets. Seeing open-ocean racing as a way to teach teamworkand build pride within its ranks, the Royal Navy recently hadtaken delivery of several Nicholson 55s. A global race seemed agood way for the Royal Navy to become involved with theocean-racing community. In April 1972, while organiserscontinued to search for private sponsors, the Royal NavalSailing Association announced that, even if no privateunderwriter was found, it would support the race the followingyear. The RNSA's embrace proved to be the deciding factor. In shortorder, contacts were made between the Royal Naval SailingAssociation and the corporate giant Whitbread PLC. Almost asmuch a part of British history as the Royal Navy, Whitbread'sroots in British commerce reached back to 1742. Over thecenturies, the company had grown to become one the world's mostrespected purveyors of food, drink and leisure productsemploying over 70,000 people in 1997. In addition to itssterling reputation, the Whitbread company also had the realsterling -- the financial underpinnings to instil faith insponsors. With worldwide income exceeding 2.7 billion pounds,Whitbread had the financial wherewithal to underwrite such anambitious race. The RNSA and Whitbread provided race organisers with theadministrative and financial critical mass they needed to pushthe event from the drawing boards to the oceans. Each broughtunique resources to the table. Whitbread lent its enormousprestige and underwriting muscle. The Royal Naval SailingAssociation provided the spacious and secure Portsmouth NavalBase as a pre-race staging area and starting line. For the race,the naval facility seemed made to order. It comfortably couldhouse the large and expensive boats during the pre-race period,while also providing military-base-type security. In addition,the RNSA also could provide the worldwide communications networkto allow racers to communicate from the farthest oceans to raceheadquarters in Southampton. But those were just the tangible benefits Whitbread PLC and theRNSA provided. Each also delivered intangible benefits bywrapping the new race in an aura of tradition. No other navy inthe world had a richer seafaring history than the Royal Navy; ithad for so long ruled the world's seas, while sustainingBritain's global colonial empire. Whitbread PLC, on the other hand, represented British mercantilehistory, reaching back to times when British commerce stretcheditself around the globe. By mid-1973, the first Whitbread Round The World Race was readyto begin. On 8 September, 17 boats, carrying 167 crew membershoisting sails in a blizzard of colour, jockeyed to the startingline in Portsmouth Harbour. With the shot of a simple startingpistol, the writing of the first Whitbread saga began. About the author:None
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