MAKING WAVES:The race is back in ocean mode and wide open but the end of this 2,500 mile leg is likely to be violent, writes DAMIAN FOXALL

SWELTERING HEAT below decks, intense sun topside but at least the breeze offers some respite as we haul our way eastwards towards Sumatra as, at last, the Volvo Race is back in ocean mode: six boats, all intact and heading for China with 2,500 miles still to sail.

Since starting the second stage of this leg on Sunday, we’ve quickly established our routine of “four-on, four-off” and while we’re not in physically extreme conditions, we’ve still to take care in the heat. The intensity of racing in a straight line means every tenth of a knot of boat speed is vital. Changing drivers, sail trim and different modes all affect our speed. How we deal with transitions such as clouds that alter wind patterns all go into the mix of achieving the optimum speed. We have to be meticulous, even down to where we sit and sleep on the boat to keep our weight distributed properly.

Overall race leader Telefonica demonstrated some vulnerability just hours after the start when we were all within sight of one another, barely a mile apart. The fitting at the bottom of their giant “Code Zero” genoa blew off under the huge load – ­ around six tonnes. This type of sail runs from the masthead to the tip of the bowsprit and as far aft as possible; it’s really a hybrid of a headsail and gennaker and delivers masses of power in light upwind conditions. Not having this vital sail in these conditions for any of us would be decisive, which became evident as Iker Martinez and his team slid quickly to the back of the pack.

They were lucky to repair the sail without having to return to land. They have more than 20 miles to recover but as the places stand now, if the race was to finish, they would lose their overall lead to Chris Nicholson and the lads on Camper while we would be within a pinch of second place. This race is wide open still.

But that’s a distant outcome and in the meantime, we’re sailing in flat water and the established monsoon breeze from the north east is moving us closer to the Strait of Malacca, about two days away. Along with Camper, we’re hitched on Puma’s wake, just a mile or two astern and in terms of long-distance racing, we’re as good as even with them.

The steady conditions are expected to change as we close on the small island of Pulau Weh off the northern end of Sumatra. It marks the gateway to the strait and we will hopefully get some reaching conditions that will allow us to reel in the Mar Mostro crew.

We’ll all need to judge the route down the strait with care.

This area is littered with all kinds of debris such as nets, plastic bags and seaweed, along with unlit fishing boats, hundreds of commercial vessels, plus high mountains that create a wind-dampening effect, so we need to keep towards the northern side of the channel. It would be very easy for the fleet to compress as the leaders run into the light breeze further down the strait while the following boats carry the wind up from behind and close off the leaders in a game of snakes and ladders.

Everyone is happy to be leaving the Indian Ocean behind and settle into a proper race rhythm. Now that this leg is fully under way, the worst kept secret – thanks to the internet – of our port of refuge can be divulged. The port of Malé, capital of the Maldives.

We’re not expecting these seemingly benign conditions to last much longer. By next week, we’ll have passed Singapore and entered the South China Sea for the turn northwards towards Hainan Island and the port of Sanya. This was the region in the last race that saw most of the boats take shelter off Manila due to a tropical storm.

Already, we can see the end of this leg is likely to be quite violent as we contend with wind against current. We’ll have to keep the boat together while still going fast but we have no intention of backing off the speed. But we’re pretty happy where we are for now, hot but nice sailing and the boat is moving comfortably – the calm before the storm.

In conversation with David Branigan