Modern offshore sailing has never been better connected, yet knowing how to use that connectivity is itself a seamanship skill. Ahead of the Rolex Sydney to Hobart Yacht Race, the Race Committee published a detailed presentation covering satellite communications, weather access, and emergency procedures.
The presentation was prepared with Sydney to Hobart competitors in mind, but the underlying principles apply to any yacht operating offshore. What follows distils its practical content into plain English, with a focus on how different systems actually perform when conditions turn.
David Kellett, Deputy Chair of the Sydney to Hobart Race Committee, introduced the briefing. A veteran of 26 Hobart races and long-time lead for the event's communications systems, he was joined by Lincoln Dews, an offshore navigator and double-handed competitor in the 2025 race, whose background spans international racing programmes and onboard electronics. Their central message was uncomplicated: offshore communications work best when crews understand the role of each system and use them with purpose.
Satellite networks each have a distinct role
Two satellite networks now dominate offshore sailing discussions. Iridium and Starlink serve very different purposes, and the distinction matters.
Iridium remains the foundation of offshore safety communications. It operates on lower frequency bands that cope far more reliably with heavy weather, cloud, sea spray, and the constant movement of a boat in rough seas. These are the conditions under which offshore emergencies tend to develop. Iridium underpins satellite phones, Garmin inReach devices, Iridium GO units, and all modern EPIRBs and PLBs, which places it at the centre of any serious offshore communications plan. Power consumption is modest, and many units will run for extended periods on internal batteries.
Starlink addresses a different problem. It delivers high-speed data, giving crews the ability to download detailed weather models, view satellite imagery, and maintain near real-time contact with shore. For navigation planning and situational awareness, it represents a genuine step forward. Its limitations are equally clear. Starlink depends on higher frequency signals and stable antenna tracking, and in rough seas or severe weather dropouts are possible. It also draws considerable power, which can become a constraint offshore.
The Sydney to Hobart briefing was explicit on this point. Starlink extends capability, but it does not replace Iridium. Offshore reliability still depends on selecting the right system for the right task.
Weather access: the source behind the platform matters
Race rules for the Sydney to Hobart now permit competitors to download weather from any freely available source during the race, a change that reflects how rapidly offshore connectivity has improved. Platforms such as PredictWind, Windy, and Squid are widely used, but Lincoln Dews drew an important distinction. These services present weather data, they do not generate it. Forecasts originate elsewhere and are packaged for ease of use.
In settled conditions, these tools are genuinely valuable. When conditions are marginal or deteriorating, greater weight should be placed on official meteorological authorities. For the Sydney to Hobart, that authority is the Australian Bureau of Meteorology. In New Zealand waters, the equivalent role belongs to MetService. These agencies issue formal warnings and carry direct responsibility for severe weather advice.
Better connectivity has also made radar and satellite imagery far more accessible offshore. These products offer context and confirmation, letting crews observe what is actually happening rather than relying entirely on model output.
VHF weather broadcasts on Channel 16 continue to be issued, with broadcast times listed in the sailing instructions.
VHF radio: limited in range, decisive in the moment
Satellite developments have not diminished the importance of VHF radio during offshore incidents. Its range is local, and that is exactly what makes it valuable when managing an emergency on scene. A distress call on Channel 16 can bring a response from nearby yachts far sooner than any shore-based coordination could achieve.
If no response is received on VHF, satellite communications should be used to contact race control or rescue authorities directly. Once contact is established, communication discipline matters. A single vessel should manage radio traffic. Multiple well-intentioned responses from different parties can slow coordination and create confusion at exactly the moment when clarity matters most. Supporting vessels may relay information to race control where the vessel in distress cannot do so directly, keeping the flow of information clear and consistent.
How race communications are structured for Sydney to Hobart
During the Sydney to Hobart Yacht Race, satellite communications are actively monitored by race control. Position reporting operates through scheduled SMS submissions, with the fleet tracked continuously. A missed report will prompt a direct follow-up from race control. Crews who hear nothing can generally take that as confirmation their report was received.
Phone contact with race control is handled through a call management system designed to ensure calls are answered promptly, even during periods of high activity. All procedures, schedules, and emergency protocols are set out in the sailing instructions, which remain the primary reference document for competitors.
Judgement cannot be downloaded
The Sydney to Hobart communications briefing came back, in the end, to a straightforward point. Technology has improved significantly, but it has not replaced judgement.
The most effective offshore communication setups are rarely the most elaborate. They are the ones crews genuinely understand, have practised, and can operate calmly when conditions worsen. Satellite systems, VHF radio, and weather tools each have their place, but only when used with intent and understanding.
That lesson has its origins in the Sydney to Hobart Yacht Race, but it holds for any yacht pointing offshore.
