27 November 2013

One Ton Revisited 2015 - Press Release 27 November 2013


An interesting press release just issued on 27 November 2013:
 

The One Ton Cup
Chris Bouzaid and the Royal New Zealand Yacht Squadron are seeking an indication of potential interest in a proposed 'One Ton Cup Revisited' regatta, in Auckland, New Zealand, in February/March 2015.

The regatta would celebrate the (near) 50th anniversary of the One Ton Cup switching from metre class yachts to offshore racers, using an international rule (RORC) to measure and rate contestants. This was when interest in the Cup went global and led to One Tonners being regarded as the Formula One class of ocean racing.

The current thinking is to cater for RORC and IOR One Tonners that were eligible for Cup competition between (and including) the years 1965 to 1983.
 

Wai Aniwa - winner 1972
The IRC Rating Rule would be used to equitably handicap the fleet which would be raced in two classes – RORC and IOR yachts 1965 to 1971 (inclusive), and IOR yachts 1971 to 1983 (inclusive).

Bouzaid, of course, twice won the One Ton Cup – in the S&S design Rainbow II, in 1969 (off Heligoland), and in the Carter-design Wai-Aniwa, in 1972 (off Sydney).

The RNZYS has had a long involvement in the modern era of the event, first challenging with Rainbow II in 1968. Since then, it has contested the Cup no less than 12 times, in seven different countries. In the process, it has won the Cup on five occasions and hosted the event twice.

The current proposal for the “Revisited” regatta would be to mirror the One Ton Cup of old - i.e. there would be three inshore races, a short ocean race and an ocean race-proper. In deference to contestants and boats, however, the inshore races would be of approximately 20 miles length, while the short ocean race would be a 40-miler (approx) and the ocean race a 100-miler (approx).
 

Resolute Salmon - winner 1976
There would be a Prix d’ Elegance and other innovative awards, with an opening ceremony and prizegiving that would do full justice to New Zealand’s legendary record for celebrating major sailing occasions.

There would also be a New Zealand Millennium Cup super yacht and One Ton Cup Revisited weekend at the beautiful Hauraki Gulf island of Kawau, with its famous Mansion House which, in the mid-to-late 1800s, was the residence of the then Governor of New Zealand, Sir George Grey.

This will be a high-profile sailing period in Auckland.

The Finn Gold Cup will be raced off Takapuna Beach in February, 2015, while the Volvo Ocean Race fleet is scheduled to arrive in Auckland (from China) on or about around 26 February, 2015, and leave for Itajai, in Brazil, on 15 March, 2015. The proposed 'One Ton Cup Revisited' would be an important and integral part of this major celebration of sail. 


The Red Lion - winner 1977
Could those interested in the above please communicate, by email, that interest, with brief details of the One Tonner that might/would be involved, to Alan Sefton at alansefton@xtra.co.nz

Pendragon - winner 1979

  

26 November 2013

Agnes (Norlin One Tonner)

I was pleased to hear recently from the son of the famous Swedish yacht designer Peter Norlin, who has recently bought one of his father's early designs, Agnes, designed and built in 1975 to rate as a One Tonner (27.5ft IOR at that time). This design was a re-invention of a theme used in Norlin's debut design and 1969 Half Ton Cup winner Scampi, and a larger development of his 1974 Quarter Tonner Accent, featuring relatively short measured waterlines and relatively full overhangs that translated into longer sailing length as the wind increased, and allowed the immersed hull length to become a primary performance factor.

Agnes was described by Norlin at the time as a beamy boat at deck level but narrow at the waterline, considered a classic combination for progressive stability. Norlin built Agnes from 25mm carvel-planked mahogany on bent oak frames and, as a nod to the particular conditions of her home port, jokingly remarked that her bow would withstand moderate ice encounters. Agnes was probably the last yacht ever built in Sweden in a traditional and professional wooden yacht building yard (the Plym yard, with roots going back to the 19th century). The yacht builders were mainly seasoned veterans who knew that Agnes would effectively close Sweden's great wooden yacht building tradition.

It was originally intended to enter Agnes in the 1975 One Ton Cup to be held in Newport, US, but construction took longer than expected and so Agnes (after just  a couple of hours of sailing in home waters with borrowed sails) was taken to the 1976 SORC, where she raced in the One Ton division, alongside 19 other yachts. On arrival in Florida the boat proved to be fast, especially in a breeze and when power reaching, but with a flat spot in light airs and choppy seas.

Agnes achieved some fame for her designer when she went on to win her class at the 1976 SORC, with placings of 1/4/1/2/9/1 (the ninth being the result of a premature start), beating the Holland 36 Silver Apple, and America Jane III (which would go on to finish second in the 1976 One Ton Cup) and more remarkably finishing third overall. The division win came in the final race, the Nassau Cup race, when the owner of Silver Apple hired Dennis Conner, whose yacht Charisma had been dismasted earlier in the series, to try to claim the title from Agnes. After a poor start, Agnes managed to pass all her competitors on a tight reaching leg and secured victory in the race, and the series. This was the second SORC class victory of a Norlin-designed yacht, following Bengt Jornstedt's 1971 Class E win with the Scampi Smuggler.
Agnes is hauled out for a hull scrub before the 1976 SORC - Peter Norlin is seen bending towards the keel
Agnes sailing off Florida in her favourite conditions during the 1976 SORC
Norlin sold Agnes soon after the SORC to Bob Barton who raced her successfully across the US for a couple of years. In the 1977 SORC she was beaten only by the Farr One Tonner Sweet Okole.

 












The Agnes design concept was part of what Norlin described as his 'A-series' of yachts, and she had a number of successful cousins druing the 1974-77 era. The cold-moulded Accent won the Quarter Ton Cup in Malmo in 1974, and a Half Tonner Zett (Finland) proved fast in the Half Ton Cup in La Rochelle in that same year, but suffered from gear failure in both long races, which were very windy affairs. Instead, Norlin himself managed to take third place with the five year old Scampi. The larger Amoress II contested the Three-quarter Ton Cup in 1975 in Norway, and could have won the series had the crew not made a serious navigation error in one of the long races, losing the entire fleet from a clear leading position. As a result she finished third overall. 
Amoress I, sistership to Amoress II (seen to windward), suffered several gear failures in the 1975 Three-Quarter Ton Cup, but finished second in two of the races

The Swedish One Tonner Stress was the last notable Norlin design in his A-series, and won Cowes Week in 1977. In the 1978 One Ton Cup held in Flensburg, Germany, she was the top masthead yacht, finishing seventh overall.

Norlin's son Markus bought Agnes recently together with a couple of friends after finding her in Western Canada. She is still in fairly original configuration, with some cruising amenities added. Markus is aiming to bring the yacht up to club racing standard, with some new sails, improved deck hardware, running rigging and attending to some of the inevitable structural repairs inherent in a wooden yacht of this age. My thanks to Markus for providing some of this interesting history about Agnes and other Norlin yachts.
Agnes as she is today (photo Markus Norlin)

20 November 2013

Brava (Farr One Tonner)


This article was intended to be about the Farr One Tonner Brava (photo left) following recent contact from her current owner. In researching her history, however, it became apparent that the boat was part of a distinguished lineage of yachts owned by Italian yachtsman Pasquale Landolfi, who was an enthusiastic campaigner on the international offshore racing circuit. And so this article attempts to provide an overview of all of the Brava's but with a focus on the One Tonner, one of Landolfi's most successful yachts.  

Landolfi began his Admiral’s Cup campaigns in 1981 with his first Brava, a 44-foot alloy yacht designed by Rome’s Andrea Vallicelli, which was the first Italian-designed yacht to contest the Cup since 1975 and had finished fourth in the 1980 Sardinia Cup. Italian sailors were at the time much emboldened by their third equal placing in the storm-tossed Admiral’s Cup of 1979, and were prepared to spend considerable sums on buying the best, and that included Californian skippers, with Tom Blackaller, straight from his SORC series aboard Louisiana Crude, signing on for Brava
Brava (left) struggles to finish in the first race of the 1981 Admiral's Cup
Unfortunately, however, Brava had a disappointing series in the seventh placed Italian team, with her series opening with a retirement after passing the wrong side of the finish mark unable to stem the tide to return. A protest in the third inshore race saw Brava finish further down the points ladder. 

With that experience behind him, Landolfi played a major role in Italy’s efforts in the 1983 series, when they finished second behind the all-conquering German team, and the original Brava, back for her second Admiral’s Cup, was one of the top boats finishing third equal. Skippered this time by US sailor Gary Weisman, her overall result was helped no end by a brilliant performance in the Fastnet Race, when she found a lane of breeze that she rode all the way from Land’s End to the Rock which she rounded in first place, a full four hours ahead of the 50 footer Bla Carat.
The original Brava seen more recently as Hero
Brava - the Vallicelli One Tonner racing in the 1985 Admiral's Cup

Despite their strong showing in 1983, the Italian team dropped heavily down the standings to 12th in the 1985 series, although Brava was the top boat in the Italian team, a new One Tonner again designed by Vallicelli. Landolfi did not make it into the Italian team for the Admiral’s Cup in 1987 or 1989, but commissioned a new One Tonner from Bruce Farr that year. The new boat, Design #223, was optimised for slightly stronger winds than other boats as a development of the success of Australian yacht Joint Venture III (Design #214), and designed to excel in all the important areas - upwind, downwind in heavy air and reaching in all conditions.  
The slippery shape of Brava, Bruce Farr's Design #223 - note the relatively smooth run aft and the hard point in the topsides at the rated beam measurement point
Landolfi’s new Brava went on to win the light airs-afflicted One Ton Cup in 1989, and placed second in 1991 behind US yacht Vibes (a further development of Brava). By this stage, Landolfi had become the top One Ton owner in Europe, supported by many of great yachting luminaries in her crew, such as Francesco de Angelis, her regular skipper, and Torben Grael. 
Brava returns to the dock after one of the inshore races during the 1991 Admiral's Cup (photo Shockwave40)
As part of their preparation for the 1991 Admiral’s Cup, the Italian team walked off with the 1990 Sardinia Cup, winning the series with a day to spare. This team effort was ably supported by Brava which finished second overall. The Italian’s had launched their boats nine months ahead of the Admiral’s Cup and their status as hot favourites looked more secure when team yacht Larouge won the Two Ton Cup in Kiel, and Brava was the runner-up in the One Ton Cup in Nieuwpoort in Belgium. 
Brava (left) leads the group of One Tonners in the 1991 Admiral's Cup - from left Corum Diamante (FRA), APAB (GER), Vibes (USA), Port Pendennis (GBR) and Zurich (DEN)
Brava at the dock during the 1991 Admiral's Cup (photo Shockwave40)
Brava during the 1989 One Ton Cup
The 1991 Admiral’s Cup was scored on the basis of three divisions, the 50 footers, Two Tonners and One Tonners. Brava finished top of the One Ton Cup division with consistently high placings, and Italy looked good to win the Cup going into the Fastnet Race finale. Landolfi added Rod Davis to the Brava crew, sensing the One Ton battle might be the tightest in the race and crucial to the final outcome. However, although Brava managed to beat Vibes overall, the Italian team lost out to an impressive display by the Corum-sponsored French team in the Fastnet race, who came back from fourth overall with better navigation and weather analysis in the Fastnet to win the series from Italy by just .62 points.

Landolfi sold Brava to a Russian owner and she competed in the 1990 One Ton Cup as Maestro. He commissioned a new Brava for the 1992 One Ton Cup (Brava Q8), which she won, and went on to race in the 1993 Admiral’s Cup, and as part of an immaculately prepared team packed full of talented sailors. Italy led the series from the second race, building up considerable momentum in the early and middle stages. This was despite problems for Brava Q8, including an entanglement with a start mark in the first race from which the crew mounted a remarkable recovery to finish second, and then a dismasting in the third race. 


Brava racing in Dublin Bay in the 1990s
 But the Italian team’s hopes all fell apart in the fifth race when their 50 footer Mandrake had a spectacular collision with the Dutch yacht Pro-motion that saw both boats nearly sink, and ruled them out of the rest of the regatta. Brava Q8 was skippered in the series by Paul Cayard, but de Angelis, sailing aboard Mandrake, was brought aboard for the rest of the series because it became obvious that they would need to drive the heart out of Brava Q8 if the now two-yacht team were to stand a chance. Unlikely as that sounds, in the 1993 series the Cup was based on the best of a team's two yachts, rather than all three, in order to allow two-boat teams to compete. However, further calamity arrived when Larouge lost her rig in the Fastnet race which ended any chance of Italian victory in the series, and dropped the team to fourth overall.
Brava Q8 - shortly after dropping her mast in the third race of the 1991 Admiral's Cup, and below, rounding a windward mark in the same series


Brava Q8 went on to win the One Ton Cup in 1993. After that, and following the demise of IOR and the One Ton Cup soon after, the Royal Ocean Racing Club adopted the IMS rule for the next Admiral’s Cup held in 1995, and used the ILC46, ILC40 and Mumm 36 classes for what was to be the last edition of this great regatta. Landolfi built a new ILC40 Brava Q8, and in 1995 Italy was at last victorious, winning the Admiral’s Cup with a strong come-from-behind performance in the Fastnet race, and Brava Q8 won the ILC40 division.
Brava Q8, the ILC40, in the thick of the action during the 1995 Admiral's Cup, with team-mate Mamma Mia (Mumm 36) to leeward
Brava Q8 rounding a leeward mark just behind US yacht Pigs in Space in the 1995 Admiral's Cup
Landolfi’s 1989 One Tonner was sold to an Irish syndicate sometime after the 1993 Admiral's Cup and One Ton Cup, and they continued to race her in the Solent. Brava was bought by her current owner in 2000, and when his family moved backed from Britain to Switzerland, Brava was relocated to Lake Constance where she is currently stationed in Romanshorn, registered as SUI-7880.  

Brava is still active on the local racing scene in Lake Constance and remains very competitive. Most recently, Brava won two major races in ORC1 such as the “Rund-Um” which is the most important race on Lake Constance, after finishing16th overall from over 350 competitors, including catamarans and the Libera Class A’s.  

Brava is maintained in impeccable condition as can be seen in the following photographs.

Brava after her most recent repaint, and still sporting her original keel and rudder configuration


16 November 2013

Silver Shamrock III (Holland Half Tonner)

Silver Shamrock III was Ron Holland’s first centreboard yacht, designed for the 1977 Half Ton Cup which was held in Sydney just before the Southern Cross Cup series of the same year. Given the pedigree of its designer and crew, which included Harold Cudmore and Butch Dalrymple-Smith, the tiger-striped yacht was expected to perform strongly in the series. The boat was constructed in a highly developed timber and carbon fibre layup, with a fractional rig. Her maximum beam was more amidships compared with her main competition, namely the Bruce Farr-designed boats such as a Gunboat Rangiriri and Laurie Davidson's Waverider. She also carried a degree of tumblehome, and a transom only half the width of the Farr and Davidson boats - the stern was distinctive in the way that it tapered to a narrow rounded tuck. 

Despite her lightweight construction, she displaced twice that of the Farr and Davidson boats, weighing in at some 7,000lb. Some of that displacement was attributable to last minute additions of ballast to bring Silver Shamrock III up to her Half Ton rating (21.7ft IOR). The crew ran out of time with the boat and the ability to optimise its rating. Approximately 625lb of ballast was added to the boat, and this was considered, not surprisingly, to affect the yacht's reaching performance.


Holland had adopted a different approach to the more upright centreboards of her lighter displacement opposition, with the centreboard case piercing the deck for’ard of the mast and the centreboard angling back at a reasonably acute angle. 

An unusual sight on an ocean-racing yacht - Harold Cudmore and crew fitting the centreboard to Silver Shamrock III before racing in the 1977 Half Ton Cup
As with the preceding One Ton Cup held earlier in Auckland, the Half Ton Cup proved again the superiority of the lifting foil. Within the first 10 minutes of the first race, the 22 boat fleet split into two divisions – the six centreboarders in ‘division 1’ and the keelers in ‘division 2’. With nothing between Silver Shamrock III and her main opposition (Gunboat Rangiriri, Swuzzlebubble, 2269 and Waverider), the 250 mile ocean race finale became the decider - this after Silver Shamrock III had a near disaster in the short ocean race when her mast fell over the side just 400 yards of the finish line.


Silver Shamrock III needed to finish two places ahead of either Gunboat Rangiriri or Waverider in the long ocean race to win the contest. It was a light wind affair, and Silver Shamrock III gave herself the best possible chance by finding more breeze in the early stages and clearing out to an unassailable lead, leaving the regatta result hinging on the placings astern. Both Swuzzlebubble and Waverider held too close into the windless Botany Bay, which let Gunboat Rangiriri in for the second place she needed to win the title, finishing some three hours behind Silver Shamrock III, and just beating 2269, to take the Half Ton Cup from Silver Shamrock III by the narrowest of margins – just one point, with placings of 5/1/2/2/2 against Silver Shamrock III’s 1/4/3/5/1.

Silver Shamrock III climbs out to weather after a start in the 1977 Half Ton Cup, with Newspaper Taxi (3223) to leeward and Gunboat Rangiriri astern (3426) (photo Ajax)
That Silver Shamrock III dropped her mast in the short ocean race was therefore a deciding factor in the outcome of the regatta, although it was also fortunate that Silver Shamrock III lost her mast so close to the finish and lost just one place. Had it gone a few miles earlier, it would have been very costly. The loss of an earlier mast on Silver Shamrock III before the series also demonstrated the lengths that crews were going to in order to shave weight in all areas, and not just the hull. It was Holland’s view that in the first incident the bottom of the mast was probably due to too much chemical milling. During the contest itself, the toggle system attaching the runners to the mast seemed to have failed, similar to a problem experienced by B195 in the One Ton Cup. Still, Silver Shamrock III was exceptionally well sailed by defending champion Cudmore, and proved to be at her best in light winds, winning the first race as well as the long ocean race finale.

The difference in performance between Gunboat Rangiriri, in the light corner, and Silver Shamrock III, in the heavy corner, or, as Farr put it at the time, “about as heavy as people want to go these days”, was minimal, and showed the IOR was coping with the differences in displacement concept, at least in the light to moderate conditions that prevailed off Sydney. They represented the development of two entirely different boat types to a similar pitch and were very similar in performance, and similar over a wide range of conditions, although Shamrock was faster downwind in the light, while the Farr and Davidson boats were faster downwind in the fresh. Between those extremes, observed Farr "they were so similar they really could have been the same design."

Silver Shamrock III leads the fleet back to port, with Gunboat Rangiriri and Waverider astern
Silver Shamrock III went on to sail for the EEC (the former European Economic Community) team in the Southern Cross Cup series (with Pinta and Variag), while Swuzzlebubble stayed on to compete in the New Zealand team (alongside the centreboard One Tonners Jenny H and Smir-Noff-Agen). Although they had been similar in speed in the Half Ton Cup, in the stronger breezes of the Southern Cross Cup the heavier Silver Shamrock III proved to be no match for the lighter Swuzzlebubble, with placings of 20/6/12 before the Sydney-Hobart race, compared to Swuzzlebubble's 9/4/2. 

Silver Shamrock III battles her way out of Sydney Harbour in light and choppy conditions at the start of the 1977 Sydney-Hobart race
Both boats, however, failed to finish the storm-afflicted Sydney-Hobart race, which saw only 70 yachts finish of the 130 that started. Silver Shamrock III suffered minor damage to her frames and withdrew. Cudmore commented when he reached the fishing port of Ulladulla, “We are not out to kill ourselves – the storm was very bad and we didn’t want to take any risks.” The other two boats in her team managed to finish, and helped the EEC team to a fourth placing overall. 

It is not known whether Silver Shamrock III returned to Ireland, but she was replaced by a later, but less successful, version Silver Shamrock IV for the 1978 Half Ton Cup held in Poole.

12 November 2013

Fair Share (Farr One Tonner)

Fair Share during the 1987 Admiral's Cup trials
Fair Share was commissioned by a Wellington-based syndicate headed by Del Hogg, who hoped to reproduce the successes of his previous Farr designs, the One Tonner Pacific Sundance and his 43 footer Dollar Equity.  

Like her sistership Propaganda, Fair Share floated high in her original trim. She needed about 1,000lbs of internal ballast to bring her down to her marks. This affected the yacht's righting moment and her original rating came out at over 31ft IOR. To reduce the rating to the One Ton limit of 30.5ft, 1,300lbs of lead had to be cut off the bottom of the keel and added to the ballast already inside the boat, and the boat had to be floated slightly bow down. The sailing time lost while these changes were made was critical, and neither Fair Share nor Propaganda were in optimum trim for the trials. Both boats looked more bow-down than their opposition, and in anything above ten knots of breeze downwind all the crew except for the grinder had to move aft of the mainsheet traveller.

Fair Share in early sailing trials
In early observation races ahead of the 1987 Admiral's Cup trials, Fair Share was being regularly beaten by Propaganda, and it was unclear why two theoretically identical yachts should be so different in performance. One of the main reasons, explained Hogg at the time, was that the core crew lived in Wellington, and were a month behind Propaganda in terms of sailing time. Much work was done ahead of the selection trials proper, including changes to the Hood sail wardrobe and the introduction of two crew from the America's Cup campaign were brought in (Warwick Fleury and Grant Loretz), all of which appeared to have the desired effect.
Fair Share and Propaganda in close company during the 1987 Admiral's Cup trials
Fair Share struggled to achieve consistency in the trials series, finishing with results of 3/4/5/2/5/1/5 for an unofficial fourth overall. Her win in the penultimate race was in a light air harbour race that turned into a reaching procession, and Fair Share won the start and led throughout to win by more than a minute on corrected time. Unfortunately she followed this up with a disappointing fifth in the final race, missing a shift on the first beat to round the first mark in last place. Not unexpectedly, Fair Share lost out to Propaganda for a place on the team, and Propaganda joined Kiwi and Goldcorp for the 1987 challenge for the Admiral's Cup, which ended with success. Propaganda in particular overcame her initial problems to become the standout boat of the regatta.
Fair Share follows Goldcorp, Kiwi and Propaganda off a start during the 1987 Admiral's Cup trials
Fair Share was fitted with the latest in Farr thinking in keels just before joining Mad Max for the 1987 Southern Cross Cup, a trophy that New Zealand had last won in 1983. Aboard Fair Share for the series was Peter Lester (skipper) and Brad Butterworth (tactician) from Propaganda, along with Jeremy Scantlebury and Warwick Fleury from KZ7. 
Fair Share approaches a top mark during the 1987 Southern Cross Cup

Although the crew managed to bend the mast on their first outing in Sydney, Fair Share went on to finish third on individual points, following series results of 4/1/3/3/9, behind Australian yachts Madeline's Daughter (Farr 43) and Sagacious V, another Farr One Tonner. Team-mate Mad Max was fourth, but these results were not sufficient to overcome the burden of the team's third yacht, the well-sailed but unforgiving Swuzzlebubble Six (ex-Swuzzlebubble V). Overall victory was still possible in the Sydney-Hobart, but New Zealand was never able to close the points gap and lost even more ground when the wind shut down behind the bigger boats and turned Storm Bay and the Derwent into a minefield for the smaller yachts still to come.
Fair Share approaches a weather mark during the 1987 Southern Cross Cup series
Fair Share crosses ahead of Australia's Sagacious soon after the start of the Sydney to Hobart race
Although it would have been easy to blame Swuzzlebubble Six for the team's second placing, the truth was that Madeline's Daughter and Sagacious V outperformed Fair Share and Mad Max to the tune of 42 points in the double-scoring 180-miler and in the triple-scoring Sydney-Hobart. But the consensus on Fair Share was that with the new keel she was a touch better all round in light conditions than Propaganda and quicker downwind. 
Fair Share and the Young 44 Kiwi, during a race on Auckland Harbour before the 1988 One Ton Cup
Fair Share rounds a windward mark during the 1988 One Ton Cup series, with Propaganda not far behind
Fair Share and Propaganda went on to compete in the 1988 One Ton Cup held in San Francisco, and joined a fleet of 24 yachts from seven countries. Both crews trained exhaustively before leaving New Zealand, but Propaganda found an edge with a better rig set up and won the series convincingly. Fair Share, skippered by Russell Coutts, finished the series sixth overall with a placings of 4/13/5/9/2. Her boat speed proved the equal of most of the fleet, finishing ahead of Propaganda in race four, and she led the fleet until leg 6 of the final race, before being passed by Propaganda. However, the Fair Share crew had made a number of tactical errors early in the regatta from which she never recovered.
Fair Share reaches down San Francisco Harbour during the 1988 One Ton Cup (photo Seahorse)
Fair Share leads US yacht Bravura past Alcatraz Island during the 1988 Big Boat Series
Fair Share and Propaganda stayed in San Francisco for the 1988 Big Boat Series, along with 11 other One Tonners, chasing the coveted Keefe-Kilborn Trophy. While Propaganda started the series as hot favourite, Fair Share made a jump on her sistership, beating her into third place by just .25 points, and finishing second overall with a 2/1/3/2/4 scorecard (the series was won by the Davidson One Tonner Pendragon). 
Fair Share rounds a leeward mark during the 1988 One Ton Cup
Several changes had been made to Fair Share after the One Ton Cup, including alterations to her mast rake and rig, and her improvement in form augured well for the Admiral's Cup defence the following year.
Fair Share broaches just behind US yacht Rush (ex-Jamarella) during the predominantly fresh conditions of the 1988 Big Boat Series 
Although New Zealand's IOR fleet had, by 1989, become almost non-existent, merchant bankers Michael Fay and David Richwhite were determined that a defence of the New Zealand's Admiral's Cup victory in 1987 should be mounted for the 1989 edition. They commissioned a new 44 footer, Librah, to fill the 'big boat' slot in the team. Fair Share and Propaganda underwent alterations and upgrades, including changes to their sterns to take account of changes to the IOR that allowed for a more upright transom, which allowed crew weight to be carried further aft. 
Fair Share nearing completion of her refit at Tim Gurr's South Pacific Boatyard ahead of her 1989 Admiral's Cup campaign
Fair Share was then worked up alongside Propaganda during early 1989, engaging in an America's Cup style two-boat sail, rig and appendage testing programme that showed considerable potential. Rick Dodson was in charge of Propaganda, while his brother Tom ran things on Fair Share
The new cockpit arrangements on Fair Share in preparation for the 1989 Admiral's Cup, with a new titanium tiller and helmsman seats, mainsheet traveller shifted to the cockpit floor and all winches moved for'ard
Fair Share's regatta started poorly, losing 12 percent of places for failing to keep clear of the British 50 footer Jamarella at the start. Further problems followed after this race, following a technical protest by the Australian team about the way the changes to the New Zealand yachts' sterns were measured. This lead to a small rating increase and re-scoring of their results.  
Fair Share during the 1989 Admiral's Cup
Fair Share went on to finish 14th yacht overall in the 42-boat fleet, with placings of 9/17/20/11/28/19, ahead of Propaganda in 19th, and fourth One Tonner in a regatta heavily dominated by the new generation 50 footers. Both yachts were always in the thick of the fiercely competitive One Ton 'division', and it was tougher for then to excel against later designs and greater competition for places. Librah's third matched that of the team overall, and marked the end of New Zealand's involvement in the Admiral's Cup.
Fair Share approaching Cowes Marina during the 1989 Admiral's Cup (photo Shockwave40)
Fair Share is now named Bigmania and is located in Figueira da Foz, Portugal, although she appears to have been retrofitted with wheel steering, and, as of 2010, to be in good condition.