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Reopening the East Indies Route
“Reopening the route to the East Indies; from Lorient to Pondichéry via Port Louis (Capital of Mauritius) as a
stopover, aboard the most performing sailboats in the world, lead by the greatest skippers of our time: That is
the challenge set by Cap Windia ! »
Tout projet ne trouve de résonance que s’il naît de racines profondes… unie à l’océan la goutte d’eau demeure.
I.
« Birth of a mythical race »
A group of Lorientais, persuaded by the current potential of the town Lorient, of it's opening onto the world;
linked to the creation of the French East Indian Company, and lovers of sailing are at the core of this project.
Founded to explore India, port of call to many great navigators, past and present; Lorient has become the
European home port of offshore racing.
Lorient was the only French town to have welcome the Volvo Ocean Race in 2012. It has confirmed its
notoriety and legitimate place in the hosting and organising of offshore races, but also in the nautical industry,
being home to the INERN [National Nautical Experiment and Research Institute]
La Cité de la voile Tabarly [Tabarly Sailing City] situated in the heart of Lorient, offers the ideal starting blocks
for a new adventure, weaving in history and technology.
Under the impulsions of Jean Pascal Descomps, former director of the Palais des Congrès [Lorient Event and
Conference Centre] and president founder of L'Orient Cap Affaires [for the economic development of the
tourism sector], a group of some of the greatest skippers and professionals from trans-oceanic race organising
has mustered under the same banner.
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Alongside the high level competition, the race aims to create a new vector between India, Mauritius and
France; allowing an economic and cultural exchange to develop and in particular through the francophonic
frame of Port-Louis [Mauritius] and Pondichery [India].
Irène Frain, writer and journalist, expert in Indian history and culture, has accepted the patronage and to be a
cultural counsel for the event, which has for format an innovative originality [no of teams, route…] together
with the latest in technology, permitting a continuous media coverage at sea.
With so many facets this races places itself as an irresistible new classic, with strong human relations and a
certain economic return.
II.
Let Us Share Histories
The 15th and 16th Century saw the domination of two great powers: Spain
and Portugal. To find the route to India, the two powers set sail in opposite
directions. The Spanish chose the western route, resulting in Columbus's
discovery of the Americas in 1492. The Portuguese chose east and
Bartolomeu Dias rounded the Cape of Good Hope in 1488. In 1498, Vasco de
Gama, after a year long voyage opened up the maritime route to India, with
onboard and by his side none other than Bartolomeu Dias, rounding the Cape
of Good Hope and sailing up the East African coast towards India.
Established by royal decree under Louis XIV on the 27th August 1664, from
Vasco da Gama
the initiative of his minister Colbert, the East Indian Company receives from
(1469-1524)
the royal authority; the exclusive privilege of 'faraway maritime trade'
including all countries situated beyond the Cape of Good Hope. She administered l’ « isle de France » (Île
Maurice – Port Louis) from 1722 to 1767.
The East Indian Company, or more precisely the French East Indian Company, is
a trading company with the objective of "navigating and negotiating from the
Cape of Good Hope, through nearly all the East Indies and Seas of the Orient,"
with the monopoly of 'faraway trade' for 50 years. Its creation had for aim to
give France an international trading tool in Asia and compete with other
european companies created in the 17th Century such as the British East Indian
Company and chiefly the Dutch East Indian Company. The East Indian Company
chose Lorient to settle in 1866.
Jean-Baptiste Colbert
(1619-1683)
The East Indian Company (Pondichéry)
Arms of Indian Company
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III.
A worldwide media coverage for an innovative offshore
race
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11000 Nm [Nautical Miles] amounting to approximately half a circumnavigation.
An Autumn or a Spring start [best period found so far by meteorologists].
Optimum navigation conditions updated by onshore weather routing teams.
Team [a homage to Vasco de Gama and Bartholomeu Dias] including a communication team member:
“The Media Man” for a complete real time coverage.
Stopover in Port-Louis [Mauritius] for 15 Days.
Intermediate Gates: Canaries – Cape Verde – Dakar – The Equator – The Cape.
A leader board based on points and one on elapsed time.
Entertaiment and activities in the ports of call and participating villages; inshore regattas in partnership
with local sailing schools.
A Cap Windia prize giving retransmitted on national television in partnership with “L’Alliance Française”
and a chosen TV channel. Multiple prize categories: Podium, best onboard coverage, best documentary
on India, best documentary on sustainable development of potable water treatment, preservation and
clean up operations of the ocean by an NGO or partner foundation of Cap Windia
A workshop dedicated to investors of the marine sector, marine issues and the marine industry in India
with links to Ubifrance.
Sponsor deposits to be placed on an account from which the interests will be saved for sustainable
development actions.
Multihull and Monohull classes IMOCA 60 and OCEAN 50
The race will be fought aboard multihulls [70ft, 80ft +] and the monohull classes IMOCA 60 and OCEAN 50.
The multihull categories to this day are in full evolution, allowing a new dynamic among the classes and
offshore racing as a whole.
IMOCA is one of the classes that receives the most media attention. Currently counting around 30 active
projects [MACIF, BANQUE POPULAIRE, SAFRAN, HUGO BOSS, VIRBAC PAPREC, SYNERCIEL, GROUPE BEL, AKENA
VERANDAS, MAITRE COQ, BUREAU VALLEE…], it is an opportunity to develop or ascertain its notoriety as a high
performance class. IMOCA is the Open 60 [18,38m] monohull association. It is an international class founded in
1991 and recognised by the ISAF [International Sailing Federation] since 1998. IMOCA manages the gauge and
specs by which the boats have to be built, the sporting calendar and ultimately has responsibility over the
safety of the class.
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The monohull OCEAN 50 [52.5ft – 16m] is a new intermediate class on the international ocean racing scene; a
true technical, sporting and financial alternative between MINI 6.50, FIGARO BENETEAU and CLASS 40 below
and the IMOCA 60 class above. This class offers smaller companies/businesses the ability to participate in larger
ocean racing with greater media attention whilst limiting the necessary investments.
The future of these classes, including IMOCA, also depends on it commercial development, taking into account
the economical context in which these races are run.
An Extensive Media Coverage for a World Championship
IMOCA takes part in the running of the World Ocean Race Championship which includes the greatest races
such as; “Vendée Globe”, “Barcelona World Race”, “Route du Rhum”, “Transat Jacques Vabres” and
tomorrow… “Cap Windia”
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The “Vendée Globe” is a spectacular example of the incredible media
coverage it can offer. The 2008/2009 edition generated 145 million media
viewings of this solo non-stop round the world race. Every edition of the
race gives the town an economic boost of between 30% to 40%. Internet
has amplified these effects. The investment from the SEM Vendée Globe
[mixed-economy company] is around €9 million.
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“Barcelona World Race 2011” received incredible media and public
attention generating exceptional “follower” numbers. More than 7 million
people visited the race site amounting to 37 341 779 page viewings.
360 000 videos were watched on the official YouTube channel and more
than 4100 newscasts and articles published. TV coverage accounted for 72
hours of information in programmes which were available in 200 countries.
The Facebook pages in Spanish, Catalan, French and English received quasi
17 million visits from which 38 095 “Likes” and comments were left. Last
but not least the Twitter account of the race had 3082 followers.
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Mauritius : Historical, Cultural and Economic Port
of Call for Cap Windia
History
Situated on the first maritime passages of the Indian Ocean, Mauritius was discovered by the Phoenicians during
classical antiquity, then became an Arabic port of call during the 10th Century on the route to India and China, and
before being taken by the Portuguese in the 16th Century. The dutchmen of the Netherlands's East Indian
Company were the first to base themselves on the island, and developed it until the end of the 16th Century. It
was then colonised by the French from 1715 to 1810 [named it Isle de France: France's Island] then by the English
[becoming Mauritius] who occupied it by force and obtained the ownership through the Paris Treaty of 1814. The
British establishment lasted until 1968 when it became the Republic of Mauritius.
Guillaume Dufresne d’Arsel
(1668 - 1745)
Ship Master malouin
Isle de France (1715 - 1810)
Mahé de Labourdonnais
(1699 - 1753)
Governor of l’Isle de France
Mauritius is situated in the Southwestern part of the Indian Ocean, in the heart of the Mascarene archipelago,
between the Réunion to the West and Rodrigues Island to the East. The population is of 1.2 million and the
capital, Port-Louis, is situated in the North west of the Island.
The Creation of the East Indian Company [France]
To compete with the trade of other European countries in the Indian Ocean, Louis XIV and his minister Colbert
created the East Indian Company in 1664 and the port of L’Orient in Britanny. They gave it the trade monopoly
for 50 years along with sovereignty over Madagascar, neighbouring islands and future territories to conquer.
March 1685 sees the coming into force of the “Black Code”; an order made by Louis XIV to rule and regulate
the slavery regimes, and fixing the rights attributed to masters and slaves. The Black Code remained in force
across the Antilles and French Guyana until 1848, date of the definite abolition of slavery by France.
Guillaume Dusfrene D’Arsel, Ship Master based in St Malo, took possession of the island in 1715 and baptised
it “Isle de France” [literally France’s Island]. It was then administrated by the French East Indian Company from
1722 to 1767.
L’Isle de France’s status soared under the government of Bertrand-Mahé Labourdonnais, nominated by the
East Indian Company in 1735. He was in place from 1735 to 1746 during which he founded the town of PortLouis. He favoured the exploitation of forests for craft-wood and shipyards, the culture of sugarcane coffee,
indigo and pepper. Port-Louis became the main French establishment of the whole region.
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In 1767, under the administration of Pierre Poivre [1767 to 1772],
administrative commissioner and general intendant of l’Isle de France and
l’Isle de Bourbon [Réunion], the Mascarene archipelago became a
prosperous colony, well organised and much envied by the British. Poivre
created in 1768 the Royal Prints of Port Louis. As a member of many
scientific academies and a fervent botanist, he acclimatised to peppercorn on
the isles of the archipelago, along with clove, nutmeg, cinnamon… as well as
a few plants. He favoured the growth of fruit trees and was the first to
introduce laws on the protection and preservation of nature. It is to him the
Mauritians give thanks for the famous grapefruit gardens; home to giant lillypads and more than 60 varieties of palm trees. Poivre was at the heart of the
bettering of social and moral conditions of slaves across the archipelago in
accordance to the rules of the “Black Code”.
Cultural Context, Cosmopolitan Wealth and the Preservation of
Francophony
Following the Treaty of Paris in 1814, L’Isle de France returned to its original name of Mauritius. The new
English governor, Sir Robert Farquhar, admitted the use of the French language to be a local custom that the
new colonists could maintain. The British gave consent to the inhabitants of Mauritius to continue using their
language, religion, civil rights/code, tradition and customs. The French civil servants were replaced by English
ones in the administrative system and from there on the economy developed ender the umbrella of the British
Empire. Many white Franco-Mauritians, in particular important landowners and business men decided to
stay on the island continuing the exploitation of the sugarcane with their slave and Malgach work force.
These whites formed the group of Franco-Mauritians who carried on speaking French. Backed by the Catholic
clergy, they opposed a determined resistance of governmental threats of linguistic control. Their slaves could
carry on using the Mauritian Créole. The British not looking to populate the island in great numbers the
autochthons carried on using French and Créole.
In 1832 the colonial British Government imposed their first linguistic polity on the island: The English language
became obligatory for all Mauritians to communicate with the British authorities. The following year the
English language became the only language of use in the administration and became a criteria to the
governmental services.
The most important changes happened in 1835 during the abolition of slavery within all British colonies. The
importation of slaves had ceased in Mauritius since 1833, the population then totalling to 100 000 people of
which 80 000 were slaves. As to answer the demand for workforce on sugar plantations the British
administration decided to fall back on contracting out Indian workers.
In 1829 the first attempts of importation of Indian agricultural workforce. Between 1835 and 1865 more than
200 000 Indian and Chinese immigrants flowed into Mauritius creating a radical change in the ethnic
composition of the island. The Indian immigrants, mainly Hindu and Muslim, rapidly formed a majority of the
agricultural workforce. For their part the Chinese became small business owners.
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The new Asian immigrants had little impact on the social languages of Mauritius and the Franco-Mauritian
remained a socio-superiority. The Indo-Mauritians adopted Créole as a working language bringing in Indian or
English words into it which in turn adapted to a Créole “twang”...
In 1841, English lessons became compulsory in primary education in parallel with French. By 1845, English
became the official language of the Supreme Court. Minor judicial courts, still operating under the Napoleonic
Code, kept the language of use as French. By the beginning of the 20th Century, the population reached
371 000 inhabitants, Indians forming the majority of the population.
In 1870, the island lost its strategical position, whereby the opening of the Suez Canal considerably reduced
trading distances as well as the socio-economic situation of the island. Until 1903, Mauritius and the
Seychelles were governed as one colony by Great Britain. The island then confirmed its autonomy in face of the
control of the Crown.
From the 1930’s onwards the popular movements in favour of democracy revolted and obtained the right to
universal suffrage and legislative elections of 1948.
The 12th March 1968, Mauritius became an independent stat through referendum and adopted the British
parliamentary system. Since its independence Mauritius is a sovereign state, member of the commonwealth
since the summit of October 1993 and has the status of Francophone.
Port-Louis – (Île Maurice)
Port-Louis – (Lorient)
Economical Context
2013-2014 saw Mauritius voted No1 competitive sub-Saharan African country [WEF – World Economic
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Forum], taking the top spot from South Africa, and placing 45 in the world.
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Its public institutions were rated by the WEF as solid and transparent [39 out of 148], the same for its right to
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intellectual property, judicial independence, governmental efficiency [29 ], the responsibility level of private
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institutions [14 ] and investor protection.
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Well developed infrastructure by regional standards see them gain the 50 rank, particularly with regards to
its harbours, roads and air transport [WEF 2013 – UBIFRANCE]
Since claiming its independence in 1968, Mauritius has seen fervent economic growth and succeeded in
outstanding economical performances so much as to change their status from a developing country to that of a
newly industrialised one, that has adapted to modern economic conditions.
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Mauritius has developed from an economy solely based on the production of sugarcane to a diversified
economy through the development of the textile and tourist industries and financial services; creating a free
trade zone in the early 1970’s for manufacturing industries [textiles, light industry, jewellery…] attracting
investors and permitting the control if unemployment.
Today Mauritius’s economy strives to become a regional example of excellence in terms of taxation,
investment and finance, but also in new technologies and economy in order to attract new investors.
Tourism
Mauritius imposes itself as a tourist destination of excellence. The natural beauty of its landscapes, quality of
accommodation, services available, local infrastructure and air transport, with many international direct
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flights; all are strong points which have permitted the development of the 3 pillar of Mauritian economy.
Mauritius
Mauritius as a destination, benefits from an image founded on the quality of the multilingual Mauritian
hospitality, the economic, social and political stability. Very much aware of the environment as a potential for
the development of tourism, the country privileges the protection and preservation of its natural
environment.
Banking on luxury, the quality of its hospitality establishments and the opening towards new markets, the
tourism and watersports industries are called upon to play a catalyst role in the development of Mauritian
economy.
A New Economic Challenge
In trying to obtain a place as a leader on the world economic ladder, Mauritius has mobilised itself in becoming
a regional role model in terms of services offered.
Mauritius has reorganised its harbour activities with the ambition of creating a modern free-port, hence
regaining a status as an inevitable port of call on the Indian Ocean [Indian Ocean Ports & Logistics - Container
Ports, Shipping and Transport Logistics Exhibition and Conference – 23 & 24 January 2014 held at Le Meridien,
Port-Louis]
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Cap Windia : The East Indies Route Under Sail
Situated in the trajectory of Cap Windia, Mauritius formerly governed by the French East Indian Company and
its capital, Port-Louis, offer the perfect technical and media pit stop for the teams and there boats around
halfway between Lorient and Pondichéry.
Cap Windia answers exactly to the touristic and nautical demands of Mauritius, permitting to revive the
historical notoriety of its close links with Lorient and Port-Louis [Morbihan, France]; starting point of the East
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Indies trade routes in the 18 Century and start to the race in the 21 Century.
India :
A Destination With Strong Political Potential
Context :
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The Indian republic is part of the great emerging powers. 2 largest population in the world with 1.2bn
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inhabitants, it is ranked as the 11 economical power worldwide and the 3 in Asia with a GNP of
$1050/inhabitants and a GDP growth of 5.5% in 2012 [8.5% in 2011].
The creation of an international sporting event linking India and France will multiply the human and economic
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exchanges between the two nations. The rise of India as a great economical power of the 21 Century offers an
undeniable potential for the development of large French businesses already based on the continent and for
SMB [Small/Medium Businesses] to follow. The French state very much aware of the arising opportunity, has
taken for task to weave precious ties with this great democracy in an effort to help these businesses.
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I. Economical relations with France
In the current context, no global challenges to which the world must face can find an answer without India.
During the Durban conference in 2011, economical and financial questions were the centre of the discussions
as well as the world economic reform and adaptation to climate change.
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The French share in India’s markets is of 1.7% making France, India’s 15 supplier and 11 customer.
The bilateral trade between France and India has become a priority. Trading amounted to 7.46bn in 2011 [8bn
in 2010]. The restart of aeronautical exportation has been an encouraging factor, in particular with Dassault.
The Free Trade Agreement betwee the EU and India could produce its first results from 2015.
Regardless of the recent implantation of large French industrial groups, the economical presence of France is
still very limited at a time when the Indian markets present undeniable prospects for French enterprise fields
of excellence. The ties between French and Indian businesses are strengthening. The confederation of Indian
industries [CII], the main employers’ organisation of India, has opened a representative office in Paris and meet
annually.
Today France can count 700 subsidiary offices in India. 750 French enterprises are based in India employing
240 000 people. As a whole they generate a cumulative take ins of €14 000 000 [40 economic missions for
UBIFRANCE in 2011].
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France ranks as the 7 biggest foreign investor in India behind Germany and in front of South Korea [a stock of
around $750 million].
Cultural, Scientific and Technical Cooperation
Developing the academic, scientific and technical cooperation with India is also an important goal for France.
With this in mind the partnership between ESSEC ,[79 Indian students in 2012-2013] through their Junior
Entreprise scheme [first in Europe], and Cap Windia created in 2012 becomes of capital importance. ESSEC
signed in 2013 an agreement for a double honours diploma with the Indian Institute of Management [IMM]
of Ahnedabad, and has a permanent employee in India. Today around 700 people have had a double
experience at Ahnedabad/ESSEC.
In the academic field, the number of Indian students in France is of around 3000, and growing strongly as it
has doubled in the last five years.
The French Efforts to Encourage this are:
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Support for bursary programmes [50% increase since 2007 of bursaries awarded] and for the partnerships
between Indian and French establishments, in order to develop inter-university agreements.
The scientific and technical cooperation is a key contributor to the partnership between France and India.
This cooperation relies on a strong structure of great quality, uniting French and Indian researchers and
scientists, such as IFCPAR [Indo-French Centre for the Promotion of Advanced Research] which celebrated
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its 20 anniversary in 2007, in the development of common research laboratories in promising fields such
as neurosciences and chemistry. It also backs a confirmed politic in the domain of aerospace engineering
studies with the signature in 2008 of two agreements for the collaboration of France and India in such
fields.
Last but not least France and India have agreed to renew their efforts and cooperation on environmental
issues and in the fight against climate change. This has taken fruit with the creation of a Franco-Indian task
force working on environmental issues and with the implementation in 2008 the French Development Agency,
which disposes of a mandate for the preservation of world heritage sites.
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Principal Investors in India (in bold capitals) those already or potential team sponsors :
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Energy & Environment : Alstom, Areva, Schneider Electric, Legrand, GDF,
Total, Suez, VEOLIA, Technip…
Industry : St Gobain, Lafarge, Fives Air Liquide, Rhodia, Arkema, Sanofi,
Biomérieux, Renault, Faurecia, Bic, Nexans, Carbonne Lorraine…
Information Technology : Alcatel, ST Micro Electronics, Oberthur, SAFRAN,
CAP GEMINI, Steria, Atos Origin, Sopra…
Agribusiness & Consumer Goods : Pernod Ricard, Bongrain, L’OREAL,
Danone/Yakult, GROUPE BEL…
Aeronautical Defense : EADS, SAFRAN, Thales-DCNS…
Financial Services : BNP Paribas, Calyon, Société Générale, Axa…
Other Services : Accord, Sodexho, Geodis, CMA CGM, Euro RSCG, Bureau
Veritas, Thomson…
Action Plan Brittany – India 2009
Every Year, a country with strong investment potential is put in the spotlight. After Japan in 2008, it was India’s
turn in 2009 in the form of an action group lead by many Breton partners [Brittany Economic Agency, Brittany
International, Regional Council, Regional Tourism Committee, House of Brittany, CCI International…]. For a
month the Maison de Bretagne in Paris was dedicated to India.
The Breton industries present in India equate to 35% agricultural, whereas consumer good take 25%. The
Indian investment in Brittany is quasi inexistent, amounting to a total of 50 employments; an area of serious
development potential [source: Brittany International].
II. Infrastructural Needs
The expansion of India not only offers business possibilities, but also improves their efficiency and creates
opportunities where before there were none.
Regardless of a slow and often incomplete process of infrastructural improvements, $190bn has been
attributed to these needs in the last 5 years. There now exists all weather roads along with the new ones built
being through the urban renovation plans started by Nehru in 2005. Nearly $10bn have been injected in large
cities where the results have been visible; new harbour installations are opening on the east and west coasts,
Bangalore and Hyderabad have new airports, whereas New Delhi and Mumbai will have new installations by
2014/2015.
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III. India – Europe Relations
Relations with the European Unions
India and the EU carried out negotiations in early 2012 on the matter of economical cooperation, in view of
finalising a Free-Trade Agreement and a deepening of their collaboration on the matters of energy and
research. It has given new wind in the sails of cooperation on matters of trade, energy and research during the
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summit held in New Delhi on February 10 2012.
“The conclusion of the EU-India FTA will be the single biggest trade agreement in the world, benefiting 1.7bn
people” declared Jose Manuel Barosso, “ It would mean new opportunities for both Indian and European
companies. It would mean a key driver for sustainable growth, job creation and innovation in India and
Europe.”
The EU is the main trade partner in India: in 2011, goods and service trade totalled €79.8bn [€25bn in 2000].
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The bilateral merchandise trading progressed by 20% between 2010 and 2011. In 2002 India ranked as the 15
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commercial partner in the EU. Today it is in 8 position. In 2011 the exported goods from EU to India amounted
to €40.4bn and imports to €39.4bn.
In 2011, India, the Commission and EU countries launched a pilot research programme on the matters of
water and bioresources. They adopted a strategy aiming to determine a new cooperation in fields of research
like energy, health, IT and communications. The EU and India look to multiply the scientific exchanges
between universities and businesses.
During the 2012 summit, the leaders confirmed their will to work together, improving security and energy
efficiency. The EU looks to strengthen its cooperation with India to develop low carbon emission energies, in
particular renewable energies.
The leaders of India and the EU have defined means to reinforce their cooperation in fighting terrorism, pirates
and cyber-criminals.
Why Become a Cap Windia Partner?
I.
An Exceptional Communications Instrument
Offshore racing has become a strong and pertinent means of communication for many businesses. The sea,
capital source of imagination, has made offshore navigators, men and women, become true heroes of modern
times. The economic and media attention are undeniable. A third of the French people, in particular the USPC
[upper socio-professional class with high purchasing power] claim to be interested by the Vendée Globe and
offshore racing.
As a whole the 30 strong fleet of the Vendée Globe weighs in at €55 000 000 coupled with a running budget of
€25 000 000. A total of €80 000 000 docks in the port of Olona in Les-Sables-D’Olonne.
Out of 30 entries, 15 are Breton… 50% of the fleet. Brittany can be proud of this number, and same with the
stats of previous winners; 3 out of 5 have been Bretons.
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Measuring Impact for Sponsors:
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Direct take ins of the Vendée Globe amounts to €25 000 000
For sponsors the offshore racing represents 42% of their activity
For 40% of those it is a vector of growth
They equip up to to 23 boats at the start
For 70% of them it is an opportunity to launch a new product
6.8% of those work with the teams in adapting or developing their products
before putting them on the general market
80% of them use the Vendée Globe in their communication
90% reckon the Vendée Globe has a direct impact on their image
70% of them are at the start line with guest clients
(Press information Welcome On Board / www.eurolarge.fr)
Sailing is one of the rare sports, alongside cycling, that permits the sponsor to give their name to a team or
event.
An air of equality between men and women runs through the sport, and whose main challenge is with ones
self once on the ocean. Sponsoring is an opportunity to play with the codes of the sport where beauty,
elegance, innovation, performance and dream dominate. The group L’Oreal and Maud Fontenoy is a perfect
illustration of this.
For their internal or external communication, businesses find their carrier symbol:
COMMON VALUES
RESPECT FOR THE ENVIRONMENT :
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Clean, noble sport, respected by all
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Energy management
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Commodity management
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Adapting to climate conditions
RESPECT OF DIVERSITY AND CULTURE:
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Cultural exchanges in ports of call
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Set up of solidarity links
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Support for local sailing schools
INNOVATION AND CREATIVITY :
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High level technology
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Aviation/Sailing Analogy
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Similarity in build projects
GENERIC VALUES :
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Courage, tenacity and audacity
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Team Spirit
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Endurance and strength management
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Mechanical, physical and intellectual sport
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Strategy, preparation
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Human and sporting adventure
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Travel, discovery
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Team Building
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Environment
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Health
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Performance
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Challenge

Pushing Self Limits
In terms of internal and commercial communications, each race edition links partners and collaborators,
uniting them furthermore. A lot of sponsors use their partnership to public relation ends like “B to B” or
Human Resource [Team Building for example].
The sea allows to position the image of a make, delivering a message that it is ecological and technological.
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II. A Major media Window
Devenir Becoming a major partner of an international race is a certainty of intense and durable media
exposure. That is why Cap Windia will be organised in two stages.
Pre Race :
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Cap Windia has planned to begin with a “recon” tour of the race either in autumn or spring. This
media covered tour will offer a communications support to official race partners [press conference,
official presentation, registration opening, race notice]
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Lasting 6 – 8 weeks, it will allow for a record to be set creating a bank of images and communications
in preparation of the event; also the best way to insure high quality organisation of the event and
logistical support of participants
The Race :
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The name of the race will be associated to the official partners in all media interventions
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All participating boats will carry official race partner colours; multiplying the image broadcast
whatever the outcome of the race may be
A start in autumn or spring for a duration of 6 – 8 weeks with real time updates

The Cap Windia media coverage window stretches over a period of 9 months, renewable every 2 to 4 years [to
be defined by ruling classes and ISAF]
III. A Solidarity Link Between Country and People
Cap Windia will be a solidarity actor in a plan of sustainable development, targeting social
action such as access to potable water; in partnership with an international NGO or
foundation already implemented in the concerned countries or cities.
Water and Sanitation : Two Major Factors
st
Water and sanitation are two major engagements of the 21 Century.
The action carried out by the NGO must consist of supplying water to
populations in crisis or post-emergency, improve sanitary conditions to
fight disease related to water quality, which hit zones of dense
population with lesser means.
Today, more than 1bn people are without potable water and more
than 3bn [half the world population] have access to adequate water
treatment [Source: French Red Cross]. The increasing demand and the
diminishing resources of potable water on our planet are at the heart of
many tensions between people. In another way the treatment of waste
water is capital in terms of public health.
The preservation of oceans is also a key part in our ecosystem.
Supporting villages will be represented by officials and
inhabitants dedicated to actions of sustainable
development at every port of call of the Cap Windia.
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IV. Cap Windia : A Francophony Vector
220 000 000 people spread across 5 continents in a multitude of associations speak French and constitute what
is known as francophony.
Cap Windia is becoming part of this great movement situated in the wake of great French navigators who for 3
centuries now, have written the most beautiful pages in civil and military history. Sailing from Lorient, past the
Cape of Good Hope where the Levant de Suffrene Squadron had once saved the city and harbour, to the French
trade counters across the East Indies where the francophone heritage lives on through the Alliances Françaises;
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amongst the oldest in the world Port-Louis [Mauritius] and Pondichéry [India – 2 Largest in the world
considering its 7500 French people].
Cap Windia aims to promote the French language and culture, in particular through cultural exchanges with
Mauritius and India. It is backed for this by a group of passionate writers and historians in this new challenge
and fine connoiseurs of the famous “Route des Indes” under all its rich and varied aspect.
V. A Monitored Budget
A team of professionals in event and offshore race organising will be available to provide a realistic budget to
main sponsors and offer them a complete package:
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Press Conference
Presentation Tour
Events Management and Partnership Relations
Organising and Creating dedicated start – port of call – finish villages
Creating a communications base
Creating a global logistics base
VI. A Nautical - « Tourism – Business Project » (Winvest)
The creation of a marina in the Chennai-Pondichéry zone is vital to hosting the teams and their boats on arrival,
but also answer the increasing demand of two targeted local development areas: Nautical and Tourism, which
interest Indian and/or French investors, institutional and/or private, of which some are already acting.
Four complimentary aims for Cap Windia :
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Creating a hosting infrastructure for the race which answers the high demand of regional
development in the marine industry [pleasure, yachting, fishing, maintenance, brokerage,
shipbuilding] and capable of welcoming big cruise companies especially during inter-race periods.
Developing an important tourist centre: Hotels, equipment, marine tourism and onshore,
watersports, fishing…
Creating seasonal or permanent housing [in the style of Port Grimaud, in Southern France] of good
level, for a private, local and international population in the region.
Creating a business centre, dedicated principally to Franco-Indian exchanges and shop window of
French luxury goods much appreciated in India.
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The target clientele is essentially the USPC [upper socio-professional class] of southern India including: Chennai
[Large French industrial groups], Bangalore [Aeronautical and IT], Coimbatore [Heavy industry], Hyderabad
[Textile] and many more, reasons why the project is already very welcome in the area.
The legal and financial arrangements of this project can be inspired from many examples in the world [posttsunami reconstruction, re-purchase of former naval arsenals, Jinzhou marina in China in partnership with the
Charente-Maritime region of France]
The coming together of this project will rely on companies interested and specialist in the field, for example
MSE Industries in Toulon, Yas Marina in Monaco, Vinci which cumulates construction and treatment of potable
water… These assets brought together will permit the delivery of the first stage [harbour and various hosting
infrastructure] for the arrival of the first edition of the race.
Marina Mumbai (Bombay)
Port Grimaud (Saint-Tropez Gulf)
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