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This is another Beaufort after sales service. When you buy Beaufort, you buy service world-wide. Play safe with ('Beaufort) ~ inflatable litel'afts - OFFSHORE Number 50 October/November 1979

Contents

OFFSHORE I ·~~- ·-- "1 The Admiral's Cup; the Fastnet 2 Fastnet '79 8

Man overboard 11

The loss of Cmdr. S.S. Brooks, DSC 16

Legal agreements between skipper and crew 18

Legal agreements; comment 20

Capsize 21

Stability in small craft 25 Cover: A ction aboard Apollo in the 1979 Montagu Island Race. Gretel was first to fin ish, Graham Freeman in his now­ IOR Series 1200 Regulations 27 familiar act winning this year's Montagu at the helm of Margaret Rintoul II . Relentless The Saga of the Navigator's Apprentice 30 (Peter Hankin) and D eception (John Bleakley) were second and third. Cover photograph by Sandy Peacock. Safety is a frame of mind 32

Tacking the elusive Cranse 33

Southern Cross Spit Roast 1980 34

Biggies column 35

OFFSHORE SIGNALS 37 'Offshore' is published every two months by the Cruising Yacht Club of Australia, New Beach Road, AROUND THE SLIPWAY 40 Darling Point, N.S.W. 2027. T elephone 32 9731, Cables " SEAWYSEA" Advertising and Editorial material : The Editor, 'Offshore', Cl C.Y.C.A. Subscriptions: Australia $5.50. Overseas $7.00. A ir Mail rate on application. Editor: David J . Colfelt Printer: Wymond Morell (Printers) Pty. Ltd. 160 Parramatta Road, Camperdown, N .S.W. 2050 *Recommended price only Registered for posting as a publication - Category (B)

OFFSHORE, October-November 1979 - 1 We have recently had the joy of welcoming home Editor's note victorious Australian Admiral's Cup team after some With the publication of the October-November 1979 12 frustrating years of trying to recapture this issue 'Offshore' has reached the half-century mark, elusive trophy. This win will be a shot in the arm for and we of the CYCA Publications Committee hope Australian ocean racing. The victory of 1979 is one you will find this particular number worthy of a of which to be especially proud because of the 'birthday issue'. tremendous challenge to seamanship faced by the entire fleet in the final event, the Fastnet Race, The theme of this 'Offshore' - safety - was planned which has for the past few years belied its reputation back in April; the intervening Fastnet Race has made as one of the world's toughest. the choice seem almost visionary. On the pages that follow I think you will find a tremendous Our elation is overshadowed by the tragedy of the amount of really absorbing reading. We have : some 1979 Fastnet, the loss of lives of 15 fellow yachts­ penetrating commentary on the Admiral's Cup, men and the devastating toll of yachts which for one and the F astnet; a provocative discussion of legal reason or another were not able to be brought back agreements between skipper and crew; some more on to Plymouth. The Cruising Yacht Club of Australia stability; Hedley Watson has re-cast his Knaviguess­ wishes to express its deepest sympathy to those who ing Know-h ow and in this issue commences the first have suffered this terrible loss. instalment of a navigating narrative; no matter how confident you are about your safety procedures, Once again we have been given a sombre reminder don't fail to read the 'Man Overboard' article, which that the sea has respect for no man. I think each and is a chilling account of how easily things can go every one of us who engages in ocean racing knows wrong, and it is followed by a real-life story that this, and we pursue our sport with the knowledge just proves the point. that if we are unprepared, or unlucky, the stakes are high. We shall all go to sea again, perhaps with 'Offshore' is your magazine and is what you make it. greater humility, greater preparation, greater care, I am very happy that lately we seem to be getting but we shall go out again for the same enjoyment of greater and greater participation from Members. challenge and of meeting challenge that has always Please keep your contributions (and your comments) been the I u re of the sea. coming. 'Offshore' is probably the most ambitious club publication in Australia and is almost certainly Some good comes out of all ill, however hard it may the most ambitious yacht club publication in the be to discern at the time. It is only the fool who does world. It is quite widely read beyond the CYCA not learn from experience. membership, particularly overseas, and we can all be Tony Pearson, justly proud of it. Commodore, CYCA David J. Colfelt, Editor

2 - OFFSHORE, October-November 1979 Hillary 81aln Bowen

The 1979 Admiral's Cup was, as usual, the most competitive big-boat racing in the world . Teams from 19 countries jostled for the a/I-importan t starts; in unusually blustery conditions this year, the competing yachts frequently converged on downwind marks amid a chaos of extras and bluff.

THE ADMIRACS CUP; THE FASTNET Sandy Peacock talks to three crewmembers and gets a 'view from the deck'

One perspective on the Admiral's Cup on 'Ragamuffin'). All three are Starting with the Fastnet, at what comes from the skippers, navigators from Sydney, and it's interesting to point in the race did you become and tacticians, and some of them have note where they sail: Rob Brown aware that the storm was going to be already had their say. Another pers­ skippers the 18-footer 'Steelstocks'; more than an ordinary blow, and that pective comes from the crews which, Peter Cowman is a sail maker who other boats were in trouble? as Syd Fischer has noted, this year comes from the 12-footers and 18- Cowman: The first thing we heard included a lot of young sailors who footers; and Tony Hearder is sailing over the radio on the way to F astnet were newcomers to Admiral's Cup for'ard 'this season on the 18-footer Rock was that (Irish team yacht) racing. 'KB'. o ' Regardless' had lost her rudder, and after that there was a steady stream Here three of them give their thoughts of reports of boats losing rudders or on a grim Fastnet and a successful retiring for other reasons. It wasn't Admiral's Cup challenge. Sandy Pea­ until a few hours after rounding the cock interviewed Rob Brown (fore­ Rock that we heard that crews had deck and helm on 'Impetuous'), Peter been lost. Cowman (mainsheet on 'Impetuous') When did the storm hit you? and To ny Hearder (worked the mast Brown: It bui lt up from m id-afternoon OFFSHORE, Oct ober-November 1979 - 3 Admiral's Cup '79 Letter to David Kellett from John Mulderig, crewmember on its salt unless there is some danger, Admiral's Cup yacht 'Aries' however slight? What woman anxiously (U.S.A.) awaits the croquet champion?" • Dear David, The Admiral's Cup was fantastic - Admiral's Cup Results certainly the best racing I've ever 1. Australia 1088 seen. Very much enjoyed Cowes, 2. USA 1013 the Solent and the whole show. Too 3. Italy 944 bad the F astnet turned into such a 4. Hong Kong 944 catastrophe. Have to hand it to the 5. Argentina 861 Aussies. They went out and won it. 6. Britain 854 I guess those annual tune-up trips 7. France 840 to Hobart pay off. Considering there 8. Ireland 727 were over 100 retirements, 25 boats 9. Switzerland 629 lost and 15 fatalities, I suppose it was 10. Spain 606 reward enough to finish safely. 11 . Germany 587 12. Japan 583 We were son:iewhat discouraged, 13. Holland 572 though, because the RORC sked con­ 14. Belgium 540 trol and spotters had 'Aries' winning 15. Sweden 452 the Admiral's Cup Division when we 16. Singapore 439 turned F astnet. 17 . Poland 401 18. Canada 391 The storm hit while we were still 19. Brazil 268 enroute to the rock. We lost a lot of time between Fastnet and the Bishop as we had a cracked spreader base and Australian team a jury rigged lower running· backstay, individual results so we had to be conservative in the TOTAL amount of sail carried and we couldn't POINTS get a chute up until around the Bishop 1. 'Pol ice Car' 409 on the other gybe. 2. ' Impetuous' 360 3. ' Ragamuffin' 319 Even more costly, our navigation gear Placings: got wet and our DR took us an extra 1. 7;3;8; 17; 4. 35-40 minutes. However in those con­ 2. 30; 4; 19; 23; 2. ditions I would prefer to be wide of 3. 13;9;31;22;13. The Bishop than get to leeward and into a lee shore predicament on The Scillys and have to beat out - no box of chocolates. In any case we feel we lost six to seven hours altogether. At HOBART RACE SKIPPERS the time we weren't too upset about not making maximum speed because When you see a blank in the Hitachi we (U .S.) were second to Ireland on Sydney-Hobart Yacht Race Program points going into the Fastnet. where the photo of an entry was sup­ posed to be, or a photo of half a yacht, We knew Ireland had two boats out of with bare poles, tied up to a jetty, the race, so we figured all we had to doesn't it make you wonder how do was keep the rig in the boat, fin­ that skipper will ever make it to Hobart ish the race and we would win the if he can't even organise a decent Admi ral's Cup. WRONG! The Roos photograph of his own yacht? put on such a good show; even if we Don't be a blank box in this year's had won the race, Australia would program. If you haven't got a good shot still have won the Cup. The boys from of your yacht, get it organised now. down under deserve a lot of credit.

At any rate, rounding the Fastnet Rock at midnight in a full gale had to be one of the most magnificent sights I've ever seen, something never to be forgotten. - John Mulderig 10 - OFFSHORE, October- November 1979 MAN OVERBOARD!

The following article is reproduced with the permission of the publisher, David & Charles (Publishers) Ltd, of England. It is by John Russell and is part of a book entitled 'Yachtmaster Offshore', an unusually readable and practical, down-to-earth short volume on the art of seamanship (more capsize it over your head in the ap­ but it was badly coiled and the tangle specifically, 'skippership'} which was proved manner, hook your arms over caught by the wind falls 10 feet out on reviewed in 'Offshore' in February it and I ie there gasping. the beam. Shouts, foredeck hand 1978 (p. 41). 'YachtmasterOffshore' hurriedly recovering the rope, the boat is available in Australia through The After a time you recover enough to drifting back slowly paying off and all Australian and New Zealand Book raise your head and see the yacht the time the mainsail slatting and Company and should be obtainable at returning. The jib that you were in flogging. A burst of sound from the any local bookstore (it is in stock at the m iddle of hoisting when you fell exhaust quickly muted, a pause, a few Boat Books, Crows Nest). in has been pulled down, but its hal­ beats of the exhaust under power and yard still trails aloft, snaking and then silence, even the sail is quiet for Man overboard is probably the most swaying. Now she is 50 yards away, a moment. As the grey backs of inter­ difficult of all life-threatening situ­ showing her weather side as she heads vening seas interrupt your view of the ations to be faced at sea; prevention is for a point downwind of you to luff receding yacht you real ize that no one paramount. We reproduce this night­ and pick you up. You see the f igures is looking in your direction any more. mare below in the hopes that it will on deck, intent faces turned in your contribute to the greater safety of direction; one of them waves. Now she Up to now you have been able to keep those who plan to sail to Hobart with is end on, head-to-wind, mainsail facing downwind towards the yacht by this year's record fleet. flogging, spray bursting against her paddl ing with your hands, but now bow. But you have only ever practised your arms stretched out horizontally Illustrations by Peter Harrigan this manoeuvre in sheltered water and across the I ifebuoy are st iffening, she undershoots, losing way a length pain seizes your shoulder jo ints and downwind. Someone throws a line you realize that you are very cold. Imagine that you have just fallen overboard. Well, why not? Since when did the rank of skipper confer immun­ ity? Suddenly you are underwater, frantically barricading your lungs against the sea and struggling towards the light and air, your whole future hanging on the thoroughness with which you and your crew have pre­ pared for this moment. Surfacing, the sea seems rougher than it did from on deck and empty. EMPTY! Good God, where's the yacht? Suppressing the surge of panic you turn slowly round and see the upper part of mast and sails, a halyard streaming from the masthead. How far away she is, and still going. Has anyone seen? Yes. For a moment you glimpse activity on deck as you and the boat ri se co­ incidentally to the crests, and in the same instant there is a I ifebuoy on the opposite slope of the trough. It is drifting downwind. Get to it quickly before you have to chase it. Swimming in all those clothes is exhausting, I ike running in soft sand, and when you finally reach the lifebuoy you are breathless and in need of a rest, so you OFFSHORE, October-November 1979 - 11 Instinctively your body wants to draw time she is going too fast. You know between them enough strength to Iift your arms in to your sides and across there will be a I ine and you know that you out but unable to get hold of you your chest to reduce the radiating area your hands are incapable of grasping all at the same time for lack of space and the loss of heat, and fo r a while it. Mercifully it falls right across you on the side deck. Having secured a you fidget around trying to huddle and with an enormous effort ··you line to the lifebuoy, they then saw into a ball without losing your hold on achieve a clumsy screwing movement that they would have to cut away the the Iifebuoy, but the best you can of your right arm which puts two full guard rails and did so. Next they re­ manage is to hook both arms in front turns of the Iine round the forearm, viewed the various methods that had of you over one rim. In this strained then you double the arm across your been proposed in discussion. Using a position with your weight all on one chest and clamp it with the other. boarding-ladder was rejected as pure side of the buoy. your face is so low The strain comes on with a wrench desktop seamanship, even had it been in the water that you have trouble in that nearly dislocates your shoulder possible to keep it rigged in that sea breathing; so you revert to hanging and pulls you under, and as the water it could have caused you severe injury on winged-out arms in the attitude covers your head you pass out. and you were in any event incapable which the Romans knew to be fatal of climbing it. The weather was just even on dry land. How you wish you For you, drifting in and out of con­ too coarse to allow the inflatable to had on a good buoyancy jacket that sciousness, half full of water and three be launched, though it was agreed that would keep you afloat with just an parts dead, bumping up and down in moderate conditions this would arm through one of the Iifebuoy's against the smooth hard hull, time has have been the quickest means of en­ lanyards. Even more you wish that stopped and space has shrunk to the suring your immediate safety because you had worn a safety harness and length of your arm; you feel the clutch one person could have dragged you remained on board. of hands, see faces made grotesque into it. with effort swoop into close-up and out You surmise that after the first of sight, but the deck so safely sup­ They tried scooping you up in the bunt abortive attempt to pick you up, your porting the owner of the hand that of a sail but this was soon abandoned crew started the engine but got the grips your collar is as inaccessible as a waste of time. The wind took propellor fouled in a Iine trailing to you as the moon. charge of the sail which was only with overboard, a jib sheet most probably. difficulty persuaded to enter the water She wouldn't handle too well under For those on deck, faced with the and then showed an abdurate deter­ mainsail alone, they'd need to get a task of getting your water-logged mination to get itself over rather than jib on her and that would mean carcass back aboard and re -animating under you. Bights of rope and bow­ retrieving the halyard. You wouldn't it, the next quarter of an hour was a lines were tried but the sea sucked have let them waste time on that; if them away or thrust you away from they failed to recover it quickly you'd nightmare. They had recognized that there would be a problem but had them, and in the end they had per­ have made them unreeve it so that it force .to lassoo you with running bow­ couldn't foul things up and use the not grasped the reality. There were spinnaker halyard instead. But why two men and a woman, aggregating lines, one apiece, and drag you over did they never get the mainsail to draw? The upper part of the rig is still visible and when the passing crests swing you round in the right direction you can see the sail fluttering still . They must have got a major snarl-up there. Wonder what it can be ...

Your next view of the yacht shows the mainsail set into a taut purposeful curve, the mast steady and leaning, and a white ribbon of jib climbing the forestay . Strangely. you are not elated at this sign of renewed hope for you are now stupefied by cold, your face has become a rigid mask, your limbs tremble violently. the agony in your shoulders is complemented by cramp in your calves, and the uncontrollable gasps by which you are now breathing inhale air and water indiscriminately.

The yacht approaches_ in short tacks, a figure in the pulpit scanning anxiously ahead. Suddenly he sees you, for an arm shoots out and he calls aft to the cockpit. If you were not so far gone you would be terrified because this

12 - OFFSHORE, October-November 1979 the side by brute force Iike a bullock or helicopter. Only if the patient's Gybing is the quickest way on most from a bog. Iife is in danger should you make points of sailing, but is only accept­ distress signals, otherwise 'W' by able if those remaining on board are Having recovered from this nasty the most suitable means is appropri­ capable of gybing that particular yacht experience it surprises no one that you ate. in any weather, by day or night, with­ start a one-man crusade to treat the out injury, damage, disorientation o r a man-overboard hazard a great deal These aims will generate many trains snarl-up. more seriously. Prevention naturally of thought which will be useless unless takes your attention first; you pin­ strictly realistic. Experiment is necess­ The right manoeuvre is of course the point the occasions of special risk ary not only to test ideas, but to one that achieves the right result, but and become much more fussy about identify problems. You can work out the standard RYA Dayboat drill is a the use of safety harnesses. Recognizing a beautiful man-overboard drill which very good example to look at because that you cannot completely eliminate goes like clockwork in smooth water it satisfies all the requirements of a the risk and that someone (perhaps and force 3 or 4, but if someone falls drill. In this method the helmsman's more than one and not necessarily in while you are running with a bit first action is to turn immediately onto from your own ship) may go overboard, too much sail in force 6 or more in a square reach without tacking ; as soon you define the aims: the open sea, there will be problems as he has gained enough room he tacks for which you are quite unprepared. onto the opposite square reach; then, 1. Detection. Falling overboard un­ So sometime when it occurs to you noticed is the worst possible start. how nasty it would be to fall in at that One timely scream is better than moment, throw in a marker and see how any number of gritted teeth. But well your drill . works. It is import­ what of the man on watch alone? ant to use something that does not 2. Keeping in sight. A head at water­ drift with the wind, best of all would level is soon lost to view in seaway. be a ballasted life-sized human dummy (You may not appreciate how soon that would present you with all the until you try it in the open sea.) problems including how to get it back You need a marker to increase the aboard, but a Ii febuoy or fender will size of the target and a watcher do if it is attached to something like with no other duty than to keep a large coil of rope to act as a drogue. him in sight. Remember that what you do must be 3. Buoyancy. External support saves effective under all imaginable circum­ energy and heat-loss, reassures the stances. Landmarks are the easiest victim and can double as a marker. aids to orientation, but you cannot 4. Speed of recovery. Besides the well ­ count on them being always visible. known dangers of hypothermia the victim may be injured, unconscious, or using up his energy in keeping afloat. A smart, well -rehearsed man­ oeuvre can put even a large yacht alongside the casualty in less than two minutes. Speed should be im­ proved by practice; haste and corner­ cutting may lead to fatal delay. 5. Lifting on board. This could prove to be the most difficult pa rt of the operation. If the re mainder of the crew lack the strength to drag the casualty aboard, a special technique and pe rhaps special equipment will have to be devised. There is always a possibil ity that more than one person could go overboard at the one t ime. 6. Medical treatment. Some degree of shock and exposure is to be expected. The need for resuscit­ ation is quite likely. If exposure is severe or there are compl icating factors Iike injury, the patient may need treatment beyond the resources of the yacht. Points to be con­ sidered are how long it will take to reach medical aid, the feasibility of transferring the patient to Iifeboat OFFSHORE, October-November 1979 - 13 depending on the individual boat and the flogging sails. appalling danger to anyone in the attendant circumstances, he bears away water alongside that it is essential to to make the position from which he A question that crops up regularly is, stop the engine before there is any luffs to a stop alongside the man in 'Why waste all that time sailing round possibility of him being minced . Try the water. Notice that: in a figure eight? If your aim is to get it sometime. You must in any event back to the chap as quickly as you develop the skill to carry out the 1. The helmsman's immediate response can, isn't it better to start the engine evolution under sail ; time yourself is the same regardless of the point and motor straight back to him?' The and then try again using the engine, of sailing when the victim fell in . 2. This response does not require any answer quite simply is that if by using except in very light weather you will the engine you can effect a speedier sail handling, so no matter how need more skill, a deeper understand­ rescue then it is the right thing to do. ing of interacting forces. How did the smal I the crew there is no conflict of priorities to delay the throwing But use of the engine could lead to time compare? What discoveries did you make? of the lifebuoy and the look-out disastrous delay unless certain things are kept very firmly in mind. The starting duty. first is that if you are under sail and In practising the d rill there are pitfalls 3. Orientation, which is often a source then try to manoeuvre under power, to be guarded against. These arise of difficulty in times of stress, is you must either lower the sails or chiefly from not having a real person by apparent wind direction alone. compete with their ,effect on the handl­ in the water but some comparatively This avoids any need to read the ing characteristics of the yacht. Your small object that is naturally retrieved compass and do sums in one's head approach under power alone to a man by a boathook. This would be a highly which will quite likely be wrong. in the water would be very different unsuitable and dangerous implement 4. Sail trim is not critical at any time, to your approach under sail, but if to use on a man, but since it is in use the only essential action being the sail is set it dictates your approach the man in charge of it is impelled for freeing of the jibsheet on tacking path even though you may be motor­ and an eye to the mizzen if there ing. The second is that since there is one. will be Iines in the water there is a 5. After tacking, the casualty will be distinct advantage in being able to almost dead ahead so if he is lost manoeuvre without using a propeller. to view while in stays he can be The third and most important point looked for and found in a small is that a turning propeller is such an arc. 6. The speed, and therefore the time, is the same on both the outward and inward legs, thus the starting point can be regained even if the casualty has been lost sight of. This last point should be exploited by having someone note the elapsed time. If there is no one to spare for this the look-out, who has no need to speak since he can indicate direction by pointing, can count off the seconds. 7. Darkness requires no changes to be made in the d ri 11, as a torch capable of illuminating the burgee would be in the cockpit anyway.

The foregoing procedure depends on immediate action by the remaining crew. When one person is alone on deck he may, if he is a single-hander, decide to accept the risk that falling overboard could be the end of his voyage, but if the re are others aboard they must not be put in the situation of finding their shipmate gone and of having to start a search. This could mean devising the release of a marker, the sounding of an alarm and stopping the boat; the same mechanism that released the marker possibly serving to let fly the jib sheet so that the boat would I uff and the watch below be altered by the change of gait and

14 - OFFSHORE, October-November 1979 some reason to take it forward into the bows, and this in turn leads the helmsman to try and bring the boat up so that the object is within his reach. In other words the practice casualty is approached as though he were a mooring buoy. The way to ap­ proach a man in the water is to lose way (head-to-wind if you are under sail) with him abeam of your lowest freeboard and better 10 feet away than underneath the boat. Bringing him to the bow unsights him from the helmsman and exposes him to the danger of being overrun or struck by the pitching stem. Either could cost his life . Similarly, if the practice is habitually concluded by whisking a lightweight dummy over the side the crew may be deluded into believing that they can handle the incident, while in fact they have never faced up to the task of recovering a waterlogged and possibly helpless man. No simu­ lated event can ever be completely realistic; however hard you try the best you can achieve is a judicious estimate of its relationship to actual ity, but it is better and easier to make th is estimate on the basis of practical ·experiment than it is on theory alone.

A training establishment might find it worthwhile going to the consider­ able trouble of making up a real istic Housed in an immensely strong one-piece cast alum· human dummy in order to practise inium case on which vibration, humidity and temperature the whole man-overboard routine in have little or no effect, the Stingray 120 occupies less any conditions they choose, but the than half the space of many other sets of the same power. ordinary yachtsman may well have to split up the exercise so that the recovery * The new manual tuning unit saves you money on phase is carried out using a Iive 'vic­ installation costs and enables you to match up a wide tim' in sheltered water, possibly even range of aerial lengths and types, while separate at anchor. This would at least re veal terminals for long and short aerials ensure maximum signal radiation efficiency. some of the difficulties and test their solutions. Imaginatively applied, the * Sophisticated new automatic level control means distor­ experiment could go a long way towards tionless transmission under all conditions. closing the gap between it and reality. * The Stingray 120M is approved by the Postal & Tele­ Having decided what you are going communications Dept. for simplex and duplex M.F. to do the next consideration is the and H.F. s.s.b equipment in ship/shore radphone service equipment you need in order to do it. and other marine uses, as per specifications RB211 D, Restraints, markers, buoyancy, throw­ RB211 Band RB211C. ing lines, lifting gear, the list is form­ idable and includes not only the pro­ The popular automatic tuning Stingray 120A and 20· vision of each item but its stowage channel Model 120C are also available. and maintenance. Various authorities WRITE OR 'PHONE NOW FOR FURTHER DETAILS, OR FOR THE ADDRESS OF can and do recommend, even require, YOUR NEAREST DISTRIBUTOR . . . TO: a minimum scale of equipment, but it is up to you as skipper to decide your Fl NOLAY needs in the light of your aims. You COMMUNICATIONS PTY. LTD. will find that both the authorities and manufacturers suffer to some 2 POPE STREET,RYDE,N.S.W. 2112 8071355 extent from your own main handicap ELECTRONIC AND COMMUNICATION ENGINEERS (continued on page 38)

OFFSHORE, October-November 1979 - 15 The Loss of Commander S. S. Brooks, DSC Excerpt from the RNSA Newsletter

The following excerpt from the Royal nine hours of searching under gruel! ing a bearing before he is lost from view. Naval Sailing Association's news­ and hazardous conditions the light letter relates the disappearance and had gone, but they continued to search Foul screw. Always check fo r ropes presumed death of Commander S.S. after dark. over the side before starting the Brooks, DSC, RN when he was lost engine. overboard on January 22, 1978 whilst I met Guy Weston who owns 'Baltika' on passage to Barbados in the 30 ft when he returned recently to the UK . Foresheets. Don't use snap shackles - S&S designed yacht, 'Baltika'. He naturally feels very distressed even for running down wind on about the accident and I only hope passage . Sam Brooks was an experienced yachts­ I've managed to ease his mind over it. man with many miles of ocean pass­ How many of us who have sailed the Mainsail. Make up ready with reefs aging under his belt. world's oceans can honestly say they in, when on passage with only head­ always clip on their lifelines when they sails set. The incident and lessons to be learned know they should, and how many were related by Lt Cdr Joe Brooks, of us have had ropes round the prop­ The Search. Go to windward slowly so DSC, RN. Thanks to D. F. Walker­ eller when they shouldn't have? that flying spray and motion doesn't Smith for bringing this to our obscure your vision too much. Be attention. Guy and his crew, Patrick McAfee, systematic and, if beating back, time are very experienced in offshore pass­ your tacks so they are equally dis­ Sam was lost approximately 1200 age making, having, together with tributed each side of the last known miles west of Teneriffe whilst on Sam, covered several thousands of bearing (count to 100 on each, say) the passage to Barbados in the 30 ft Spark­ miles in this particular boat before the first board being half (count to 50) man and Stephens designed yacht accident occurred. They went on search­ that of subsequent tacks. Try to make 'Baltika'. ing for Sam in adverse conditions to accurate assessments of drift and an extent which endangered them­ leeway. It was blowing 30, gusting to 40 knots selves and the boat. at the time. Sea he ight 12 to 14 ft Practice. The drill fo r recovering a with breaking crests. The boat was Lessons to be Learned man overboard should be practised to running down wind on a westerly Safety. To quote from the RORC cater for the above points in both course with single head sail boomed Special Regulations: The safety of calm and bad weather conditions. out and vane steering gear clutched yacht and her crew is the sole and Even those who believe that they know in. Sam came up into the cockpit inescapable responsibility of the owner.' the drill thoroughly should nonethe­ to take a sun sight, failed to clip on Nevertheless the owner or skipper less practice it for the benefit of them­ his lifeline and was pitched over­ having prepared his yacht (i.e ., rigged selves and their crews. board. The Iife buoy was thrown to lifelines) and laid down his policy him, and he was last seen in the buoy (i.e., safety harnesses are to be worn) Other points regarding equipment and with his cap on and holding the sex­ it becomes the responsibility of each drills are : tant out of the water. crew member to conform to the rules. Familiarity, as in this sad instance, Dan Buoy. Should be released on The boat was brought round smartly can lead one into bad habits. It can instant of man overboard . on the wind and the snap tackle parted also be in moments of crisis that even in the jib crew. With the sail flogging the most experienced overlooks the Dye Makers. On lifejackets, Dan Buoy down wind, the next instinctive move elementary precaution of hooking and Iifebu oys. was to start the engine wh ii st Sam on in the anxiety to help. was still in sight. The engine came to Smoke Flares. As above. life with the first push of the botton, Guy has asked me to outline the lessons but the revving propeller promptly learned, hoping that they may be of Strobe Light. As above. With 24 hour fouled the fore sheets which had gone use to other offshore passage-makers: battery Iife, a strobe Iight is inval u­ under the boat. The remaining crew able if the search continues after dark. members then lowered the jib, rove Lifelines. In bad weather and at night, another sheet and promptly got under always clip on before going on deck. These items should be stowed ready way to windward with Sam still in for instant release, enabling the man sight on the wavecrests some 500 yards Lookout. If someone does go over­ in the water to be kept under con­ to windward. But alas, in tacking to board at least one crewman must be stant observation. • windward they lost him and after detailed to keep him in sight and take 16 - OFFSHORE, October-November 1979 Hood's success with fractional rigs in the past 3 years is unbeatable

Police Car, utilising the latest in world-wide technology in sail design and cloth development in her complete Hood sail inventory, was the top point scorer in the successful Australian Admiral's Cup team.

Police Car's achievement added to the already incredible list of Hood's successes with fractional rigs over the past three years. This includes: 1 America's Cup 1 Admiral's Cup 1 One-Ton Cup 3 Half-Ton Cups 1 Quarter-Ton Cup ~ :r:r3 1 World J / 24

Call your nearest Hood loft now. R333

HOOD SAILMAKERS (AUSTRALIA) PTY. LTD P.O. Box 165, Milsons Point, Sydney 2061 (02) 929-0700

Sydney: Ian Broad, Melbourne: Adelaide: Perth: Hobart: Brisbane: Ian Lindsay Col Anderson Don King Phil Harry George Pickers Jack Hamilton & Kevin Shepherd (03) 699-1861 , 699-8614 A.H. (08) 248-3198 (09) 335-3734 (002) 23-7766 (07) 396-9667 (02) 929-0700 130 Gladstone St. 107 Hall St, 69 Thompson Rd , 61 Salamanca Pl. 124 Glenora St , South Melbourne 3205 Semaphore 5019 North Fremantle 6159 Hobart 7000 Wynnum 4178

International Lofts: Australia, Canada, England, France, Italy, Japan, New Zealand, West Germany and USA.

OFFSHORE, October-November 1979 - 17 LEGAL AGREEMENTS BETWEEN SKIPPER AND CREW a new and perhaps inevitable consequence of increasing professionalism in the sport

by Russell Campbell

Th is article has been written to invite What is the yacht owner's liability? always been accepted that the crew open discussion by all yachtsmen. Do you have to prove negligence on obeyed the skipper, paid for food, Crew of a yacht in the last Sydney­ the part of the owner or any member paid their own return fares if not Noumea yacht race were asked to sign of the crew, e.g., accidental jibe as returning by the yacht and, if injured, the agreement which is reproduced happened on Pittwater causing the paid their own medical bills and below. After seeking legal advice they death of a crew member? claimed against the med ical funds. all refused. Would you have signed This has been the norm in most cases. this? Can an owner enforce th is agreement, which is outside Common Law? Perhaps an insurance scheme, admin­ The form was handed to the crew istered by the A YF Australia-wide, approximately two weeks before sail ­ Can an owner dump a crew member at could be negotiated which would ing date, after all air travel arrange­ an overseas port? If so, may a crew protect owners, skippers and crew. ments for crew, wives and girlfriends member leave the yacht at his discret­ No one would be allowed to particip­ had been made. No mention was made ion? What about local laws, repatri­ ate in a race unless he was covered. when first joining the crew that this ation? Different rates would, of course, be was one of the conditions to ·sail on necessary for both inshore and offshore the yacht. Th is agreement has been prepared races with perhaps a combined inshore/ entirely from the owner's point of offshore category. If legal agreements such as this one, view; it presumes the owner is beyond which has extracts from Articles signed reproach. This is not supported by These are just a few poin ts for con­ by crew of commercial craft as required recent incidents in Queensland. sideration. In closing I wish you claim­ by the Navigation Act of 1912, come free sailing and look forward to a into force, will yachts then have to Successful and enjoyable yachting discussion with constructive suggestions. comply with the Act - have union depends on good leadership, a com­ Good sailing, crew, licensed masters and engineers, patible, capable and competent crew - - A. R. Campbell proper accommodation, load lines, a good team. If a yacht founders and etc? Pleasure yachts are exempted the crew are injured or lost, and if the under the Act by the Governor General. owner (individual or proprietary lim­ ited company), skipper, watch keeper, Yachting is looked upon as an amateur navigator or helmsman were at fault, sport and it is a pity that legal agree­ proven or otherwise, they could be ments have to be introduced. There sued and eventually made bankrupt. have, unfortunately, been deaths and (If the heirs of 10 crew members injuries in Australian yachting, sued for lost earning capacity of although I have no knowledge of any $100,000 each, one million dollars previous claims. There is the French would not be an unrealistic amount.) case, and 'Apollo's' winch problem, which happened overseas. Without written agreements it has 18 - OFFSHORE, October-November 1979 THIS DEED made the day of 19 5. The Master and the Crew Member do hereby for themselves, BETWEEN in the State of their respective heirs, executors and administrators exempt each (hereinafter called "the Master") of the first part other from all liability against death or personal injury or loss of property arising from the Act of God, the Queen's enemies, restraint of rulers, princes and people, perils of the sea, pirates, robbers, risk of AND of lighterage to and from vessel, craft or hulk, fire, explosion, heat at (hereinafter called "the Crew Member") of the second part any time and place, fire barratry of the Master and crew, collisions, stranding and any other acts of navigation, machinery and equip­ WHEREAS the Master is the skipper/ navigator of a sailing vessel ment even when occasioned by the negligence, default or error in " "(hereinafter called "the Vessel ") registered as a judgment of the Master or C rew Member or otherwise howsoever British Vessel at Sydney, Australia AND WHEREAS the Crew Mem­ they may lawfully arise whether on board the Vessel or in boats o r ber is desirous of being appointed a member of the crew of the on shore. Notwithstanding the foregoing all salvage rights (if any) Vessel for a voyage or any part thereof including all or any blue­ to the Vessel howsoever arising shall and are hereby vested in the water and other races and/ or cruises for ocean going sailing yachts Master. for which the Vessel is entered by the Master during such voyage NOW THIS DEED WITNESS ETH as follows: THE SCHEDULE Breaches of agreement (where not otherwise therein provided); 1. In consideration of bec oming a member of the crew of the Vessel and being transported tree of charge throughout the voyage 1. Strik ing or assaulting any person on board or belonging to the and participating in competition in blue-water and other sailing r acing vessel (if not otherwise dealt with according to law) . as aforesaid the Crew Member at his request is hereby appointed a member of the crew of the Vessel upon the terms and conditions inter 2. Bringing or having on board intoxicating liquors without the alia hereinafter set out (including any variations, amendments or concurrence of the Master. additions thereto as may from time to time be agreed upon between the Master and the Crew Member in writing) . 3 . D r unkenness.

2. The Crew Member shall : 4 . I nsolent or contemptuous language or behaviour to the Master (a) Conduct himself in "n o rderly, faithful , honest and sober or other crew members or disobedience to lawful commands (if manner and accept the position and duties delegated to him by not otherwise dealt with according t o law) . the Master on board the Vessel or on shore and be at all times diligent in his respective duties and obey the lawful commands 5. Failure or refusal without reasonable cause to proceed to sea of the Master or other person in command of the Vessel in in the vessel when ordered to do so by the Master (if not otherwise place of the Master in everything relating to the Vessel and its dealt with according to law). voyage whether on board in boats or on shore; (b) Not be guilty of conduct or a breach of discipli"ne con­ 6. Absence from duty o r from the vessel without leave and stituting a breach of this agreement as specified in the without reasonable cause at the time fixed for the vessel's departure Schedule hereto. If the Crew Member commits or is guilty of (if not otherwise dealt with according to law) . any such offence or breach of discipline he shall at the discretion of the Master (in addition to any other civil right 7 . Absence from duty or from the vessel without leave and with- which the Master may have against him) be dismissed as a out reasonable cause at a time other than that fixed for the vessel's member of the crew of the Vessel; departure (if not otherwise dealt with according to law). (c) Contribute to food and refreshments equally with the Master and other crew members. Subject thereto the Crew 8 . Taking on board and keeping possession of any firearms or Member shall not be liable for any other costs or expenses of other offensive weapons or instruments without the concurrence of the voyage unless otherwise mutually agreed upon between the Master. the Master and the Crew Member. 9 . Taking on board of any drugs or stimulants of offensive or 3 . The Master shall : hazardous nature, contraband or other artifacts contrary to the (a) Ensure that at the date of commenc.ement of the voyage wishes of the Master or in contravention of the law regulations the Vessel is seaworthy and properly fitted out for the voyage (whether criminal or civil) of the country, state or territory or its and manned by a reasonably adequate complement of crew territorial waters being visited by the Vessel. In any such case a (unless otherwise mutually agreed upon by the Master and all breach hereof shall render the Crew Member liable to instant dis­ other crew members signified in writing); missal and in addition the Crew Member shall be liable to indemnify (b) Save as aforesaid, provide and pay for the fitting out of the Master from all or any liability or costs or damages arising the Vessel during the voyage or from one port to the next port therefrom whether authorised by the agreement or not. of call . The Master shall be in charge of all liquor and spirits and the Crew Member shall not bring liquor or spirits onto the IN WITNESS WHEREOF the parties hereto have hereunto set their Vessel without permission of the Master; hands and affixed their seals the day and year first hereinbefore (c) Maintain the Vessel in an efficient state in hull sailing written. gear, machinery and equipment. The Master will also furnish such nautical instruments and charts as are reasonably necessary and shall keep a log of the voyage or voyages which shall be SIGNED, SEALED and DELIVERED by open to the Crew Member; and (d) Be responsible for the safe navigation of the Vessel and to the said in the be the so le judge as to whether it is reasonable or prudent to ~) sail at any given time having regard to the state of the weather presence of: ) ------and the surrounding circumstances and also as to whether any specified anchorage is reasonably safe.

4 . The home port of the Vessel shall be deemed to be SIGNED, SEALED and DELIVERED by and law shall be deemed to apply to the within agree­ ment at all times and for all purposes. In the event of the Crew the said Member ceasing to be a member of the crew of the Vessel for what­ ever cause the Master shall not be liable to pay any fares or accom­ . in the presence of: modation expenses o.f the Crew Member whatsoever or to see to his safe passage or return to the home port or place of signing on by him, but shall be entitled to put the Crew Member ashore at the nearest convenient port. The Master shall have the right to terminate the voyage or to dismiss the Crew Member as a member of the crew of the Vessel at any time without assigning any reason therefor.

OFFSHORE, October-November 1979 - 19 LEGAL AGREEMENTS: Comment by John Harris

John Harris needs no introduction understand the additional premium Para. 3. If legal agreements such as this to many readers. He is a solicitor by is considerable. come into .force, it by no means follows trade, an ocean racer by avocation and that the compliances mentioned become a dry wit, by chance. He was aboard Whilst I write as a crew member, not involved . 'Love & War' in both of her Hobart an owner (as far as ocean racing is Race victories, and he recently concerned), still it means to me that Para. 4. If Graeme Freeman gets his skippered a Tupperwear boat to a legal agreements of the type produced way crewmen can look forward (cheer­ respectable second to Hughie Treharne by Mr. Campbell are, in the latter fully) to the death of yachting as an in the 0 RCA match racing series. circumstances, most reasonable. One's amateur sport. That, however, is first reaction is, I think, one of horror. irrelevant. The point is winches do The first thought that comes to my Who wants red tape and 'the law' blow up, people do get hurt, and if mind is that, generally, we needn't intruding into their sport and relax­ we keep trying harder it is I ikely to worry about a rash of documentation ation? That is an emotional reaction, happen more often. Moreove r when intruding into our sport. Crew mem­ however. The plain fact is that if a things go wrong, if the matter has not bers and yacht owners need not take crew member is injured so seriously been previously decided by legal agree­ their avaricious solicitors out sailing that it starts costing him substantial ment between the parties it will be every weekend (just go and see them sums of money, then human nature decided for them by Iitigation after the every Monday), provided the boat being what it is, he is going to try and fact. The law regulates our activities owner has taken the trouble to insure bring a lot of law into his sport very in sailing all the time anyway ; we his boat with a reputable insurance quickly and recover his loss. The nasti­ just don't think about it. company (stop laughing, a research ness may not arise where mere recovery team from Harvard University claims for medical expenses - say for a broken Para. 5. As to an owner's Iiabil ity? to have found distinct traces of a arm - is involved, but it will where a One could write a book about it, but reputable insurance company) . A breadwinner is killed, a young man in general terms direct analogies can reasonable 'comprehensive' marine pol­ with good actual and potential earn­ be drawn with motor vehicle accidents. icy covering a yacht and its equipment ing capacity, is rendered quadraplegic If the owner has been negligent then will also provide unlimited 'third or otherwise seriously hurt so that his he is Iiable . If a tragedy has occurred party' cover so an injured crewman, or ability to earn is permanently impaired. but neither the owner nor his agent in the case of death, his relatives, can - (and it's a safe bet that at the very provided the insurance company is An owner would be a fool not to least a watch captain would be deemed solvent - sue away with reasonable realise this, and it seems he has two to be the owner's agent) have been prospect of actually getting some sane choices: protect by insurance; or negligent then the owner simply is money and without unduly embarrass­ shift the risk back to the crew, who not liable. ing anyone (except all the other owners can, if they are so minded, insure whose premiums rise next year as a themselves. The crew should remember As far as I am aware, having once result of the verdict) . they can indeed cover themselves, been found Iiable the extent of an and this point was brought out tellingly owner's liability is unlimited. Without Difficulties arise where the boat is in the excellent article on the sinking some research I am not certain of uninsured (in which case the owner of 'Snow White' we have all read (or that, however, for there are some deserves the writ he is about to get) should have) . {Offshore - August/ amazing bits of law peculiar to the or where the insurance company goes September 1979]. sea tucked in dark corners (see for 'down the gurgle' or - and here the instance the strict monetary limit problem comes alive - where the Dealing paragraph by paragraph with applied in Schlederer v. The Ship 'Red owner wants to do one of the newly Mr. Campbell's article. Fin' reported at (1979) 1 NSW LR popular long races to Suva or Noumea Pt. 2 at p. 258. The case is interesting and doesn't want to pay the very large Para. 2. No, I wouldn't have signed not only for the legal principles es­ additional premium. In short he decides with · only two weeks to go, largely poused but also for the dry manner in to underwrite the risk of the yacht and because of emotional reaction, not which a small yachting drama is dealt its voyage himself. Recent events, reasoned argument. If I had been given with: "When he (Mr. Archie Robert­ such as the sinking of those two fine the agreement early in the piece I may son) looked, he saw the 'Red Fin' New Zealand yachts, prove this to be have well signed some (but not all) a high risk for an owner, but then I of it. (continued on page 38) 20 - OFFSHORE, October-November 1979 CAPSIZE the sinking of 'Princess' in last year's Quarter Ton Championships in Japan galvanised the case for tougher stability regulations

by K. Sasaoka* Despite our strong belief in ocean racing question for us, 'Is a centreboarder yachts, that they would never sink safe in open sea?'. However, our * K. Sasaoka was the navigator aboard the and that even when they were laid anxiety was forgotten when 'Paradise' yacht 'Paradise' which sunk during the flat they would come up again just like sailed well in the selection trials for Quarter Ton Cup in Japan last November a Daruma toy (self-righting toy), our the Quarter Ton Cup, especially belief was shattered with the capsize after we had sailed the 100 and 200 Presentation of the following article of 'Paradise'. I am not sure whether mile races. We felt that our centre­ we had, at that time, something like was arranged through 'The Kazi' boarder performed with integrity, the Devil's luck or not, but we go_t magazine of Japan. The original article both running and closehauled. back alive to land, escaping the worst was written by K. Sasoaka, of Osaka, by drifting in a small liferaft and Japan. English translation was by Of course, sometimes we were in a eventually being rescued by a cargo Takehiko Suzuki of 'The Kazi' Inter­ cold sweat over the strong winds and ship passing by. We are all grateful to national Division. It was published in high seas, but when we became ac­ the people involved in the rescue oper­ English by 'Seahorse', the magazine of customed to the conditions and began ation for saving our I ives and, at the the RORC. to understand our boat we found that same time, we feel that it is our duty she was well behaved if we took care to record th is traumatic experience The subject typifies the case which the with positioning of the crew weight in order that other yachtsmen may and hand I ing of the centreboard, CYCA has been citing in submissions learn from our experiences. particularly when sailing downwind to the ORC, i.e. the question of the with the spinnaker. yacht which for one reason or another Our quarter tanner, 'Paradise', was goes over on its side and never comes designed by Doug Peterson specially In the selection trials we finished third back. Whether or not the unfortunate for the Quarter Ton Cup. She was overall and we got the ticket for the crew are rescued in a case such as brand new and still 'hot' when we World Championship to be held later this one is, as the navigator of the received her from the builder. There in the year. By the time the Quarter yacht 'Paradise' succinctly put it, were four Peterson quarter tanners Ton Cup began we had strengthened " ... decided by the whim of fate." taken from the same mould at that the rudder shaft and centreboard. time and 'Paradise' went afloat in The dimensions of 'Paradise' are: The 'SV' of the yacht in question was June 1978. She was fitted out, mea­ such that it would not have been per­ sured and tuned for racing by the end LOA = 7.712m; LBG = 6.720m; B mitted to race in Australia under of July. In August we were shocked to 2.61m our current rules, and the sinking of hear that one of her sisterships, 'Gol­ Disp = 1367.66kg this vessel contributed to the ORC's iath', had sunk when her internal (Ballast 500kg; Centreboard 25kg) decision to tighten its 'screen'. ballast moved and this posed a serious I = 7.848m; J = 2.614m P = 8.496m; E = 2.884m

CR€-IN 3 -vosrr10~ 'B6foR.~ '1t\6 cAPstz_t.

OFFSHORE, October-November 1979 - 21 In a word, 'Paradise' is the sort of boat the boat was turning upside down. We But it was also impossible to dive that needs a crew's continual patience struggled to get up from below and and open the cockpit floor hatch to and a skipper's hardest driving tech­ had to dive deep into the water to get the Iiferaft. As we had one flash niques to perform to her very best; get up. When we got out we checked light we tried to send SOS distress in this way she was rather different and found that everybody was swimm­ signals to some of the ships passing from many other 'ordinary' quarter ing on the surface. As we climbed on by, all of which turned away, for, tonners. Compared with 'Magician', to the upturned bottom of the boat from our low position at sea level, it which is wide and roomy with an I checked my watch, it was 20 00. It was too low for anyone on watch to interior the size of a half tonner, is strange to say it now, but we felt see our signals. Although we had sev­ 'Paradise' might be said to be an in­ very disappointed about missing our eral chances to send signals, no one humane boat for men to sail on as she chance of winning through the acci­ noticed us, on top of th is we feared is so cramped and spartan. dent and we did not think at first of that if a ship did pass close by she our dangerous and very serious situ­ could run us down without even know­ In the first four races of the Quarter ation. ing that we had been there. From our Ton Cup we came 19th, 4th, 17th and position we could see the Iight of 10th. Sinking, drifting and being rescued Ohshima island, probably the town of (We return to the time before we Okada. Sometimes we could also see In the 200 miler, at 19 45 on the Lt.imbed onto the bottom of the boat.) a Iight from Cape Susaki, the Iight second day of the race, a voice came When we all surfaced we shouted a houses of Chiba Pref could be seen down to me from the cockpit and few words and were ordered not to as well as the reflection in the sky asked if we should keep on the same leave the boat. Climbing on the smooth of Jog ash ima Island's I ight house. course or not. I replied that we should and curved hull .was difficult for every­ The sky above us was by now clear and then climbed out from the cabin body, but we finally managed it . When and full of stars, even several shoot­ to join the crew, who were sitting the I got up I noticed that I had a flash ing stars. Then Gokurakuji who was boat out on the side deck. As I em­ light in my hand and I handed it to sitting by the rudder holding the rear erged from the companionway the our skipper. edge with h is hands told me that the wind was getting stronger and stronger, boat seemed to be slowly sinking. above us there were black clouds and The boat seemed to have enough so we changed down to the No . 3 buoyancy for four people to sit on it. On hearing this the skipper Tanaka genoa (100%). At that time we were In spite of our serious situation we proposed that we might be able to sailing well, nothing wrong with either all felt just as if we had capsized in a turn the boat on its side as the boat boat or sails. Suddenly, the jib backed dinghy racing and we were all quite took in more water and became un­ and threw the boat into an involuntary self-composed. In the water below us stable. Anyway, it seemed stupid to tack heeling her in to windward, the a white light continued to glow and it do nothing except wait for the boat to next moment the boat was flat on her gave me some strange feelings. Only sink under us. We decided to try to side. In less than five minutes the boat two of us were wearing Iifejackets, turn the hull with all of us in the had turned upside down, like an in­ the other two were wearing no buoy­ water; without the raft we had no verted soup bowl. ancy aid of any kind which meant chance of survival. that without the Iife raft we could Probably all th is was due to a sudden not possibly leave the boat. Swimming We found that the sinking boat with 180° wind shift, but at the time we without buoyancy aid would have less buoyancy could be turned over did not really notice as it happened been impossible in these conditions. easily, but the top of the Iiferaft locker so quickly . We did not even feel that

c~. .ew PO$rnoN AfT61Z_ m£ CAPSl2.E..

22 - OFFSHORE, October-November 1979 10

could not be opened ·on account of made it warm inside, but the motion Mori, who was helming when the wind the water pressure aga inst it. Mori of the raft on the waves made some of shift occurred, was very unhappy and tried to open it with all his strength us seasick and the raft was too small felt responsible for our position. How­ but had to give up. Instead he swam for us all to sit comfortably. We ever, I was thinking about taking a to the stern to take the horseshoe checked what tl:lere was in the raft hot bath and then drinking some saki shaped life ring because he thought that and found 18 units of food, a knife, and I felt sure that we would all be we should need it when we had to two parachute flares, two hand flares, rescued, by some means, sooner or d rift after the boat had sunk. Especially one oar, a bailer and a pair of bellows later. the two who were not wearing I ife with which to inflate the raft when jackets. At that moment, the boat necessary, some ropes, a repai r kit We were trailing two horseshoe type lying on her side suddenly rai sed her and packs of drinking water and a life rings to make us more easily visible stern h ig h in the air, pointing bow down flash light with spare batteries. to ships and planes. We also put the in the water. Tanaka rushed to the seamarker into the water from the cockpit and pulled hard at the top of The first ship that passed by I lit a hand pack and it coloured the sea water the Iife raft locker. flare, but the big cargo vessel passed surface yellow/green which made a on without noticing us. At 2300 we long coloured belt beh ind us as the The water pressure was probably less lit a flare as another ship passed, but in raft moved along. Oshima Island was by than before and the to p of the locker vain. Because of the strong wind our now 15 miles off. We saw a cape about opened into his hands. After the red raft was moving to leeward, like a 15 m iles off which I suppose might line of the raft was pulled by some­ Portuguese man-of-war, at about 2 have been Nojima Cape or Chiba one and it inflated instantly (although knots. We were going to the SE and Prefecture. We were in the middle of upside down) . We hastily clambered were out of the main shipping channels the Bl ack Stre am, the wind direction into the raft and disentangled the sea so we saw very few ships passing by us. was N NE and the two forces pushed anchor warp from some sheets and us towards the SE. If the wind had ropes from the sinking boat, if we We talked and reassu red each other stopped blowing we would have been had not freed ourselves we would that the next morning the race com­ able to get nearer to the north shore undoubtedly have been pulled down mittee would know that we were of Chiba Prefecture, when even if the into the water as 'Paradise' went down. missing and then the Maritime Security searching aeroplanes had missed us, This took us some time as we had no Bureau and the Self Defence Navy there would have been plenty of fish ­ knife and so we eventually untied the would start searching for us. To avo id ing boats about. All we could do now sea anchor from the raft. At that unnecessary fatigue we began a system was wait and so I slept. I woke about moment the white hull began to sink, of watches with those off watch rest­ noon to see the skipper Tanaka on bow first. From the stern bilge pump ing. Of course it was impossible to watch waving his white oilskin jacket hole came a whistle, like the sound sleep properly, but Iight sl eep was at a ship passing nearby, but she sailed made by a pair of bellows, it was the enough to refresh us and renew energy. on past . .. ! sound of the air inside the boat es­ caping; within 10 m in utes 'Paradise' November 4, 0700, we saw a cargo Fifteen minutes after that a loud was heading down to the sea bottom, ship about .5 of a mile off, but we voice called out from up above us, some 1500 metres below us. had used our hand flares by this time 'Hey!' We opened the zipper and found and all we had left were the parachute in front of our eyes a big ship, on the We had escaped by a hair's breadth! flares which were obviously very side of the hull was the name of the The time was 2130. precious. We signalled the cargo ship shipping company, Sanko Line. It was but did not use the parachute flares the same ship that had passed us a We were now able to turn the Iife raft as we felt that these would be more little while before. Above us a YS11 the right way up. Our skipper was useful during the coming night if we rescue plane was circling. exhausted after the effort of wrench­ had not been picked up by then. When ing free the life raft locker cover. We we felt hungry we opened our rations, The ship that had rescued us was called zipped ourselves into the raft which which were adequate. (continued an page 38) OFFSHORE, October-November 1979 - 23 HAVE YOU CONSIDERED ARCiOPLEX TEFLON· LUBRICANTS FOR YOUR we have the expertise CRAFT? we have the experience we have the backing

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24 - OFFSHORE, October-November 1979 STABILITY IN SMALL CRAFT A Department of Transport Safety Education article

Many CYCA Members will find the Open craft need high coamings so that might be available to a potential buyer following article somewhat 'basic '. It the upper edge of the coaming stays of one of the boats. However, a simple is reproduced here for the benefit out of the water to as great an angle but satisfactory test of st a bi Iity can of inexperienced Members who may of heel as is practical. Once water be carried out on the craft herself. be just embarking .on their sailing floods over the coaming, the craft careers, and it may enhance these ceases to have positive stab ii ity, and Stow everything in all the lockers Members' appreciation of the ensuing she will sink if she has insufficient and down below so that nothing will article by Gordon Marshall on the built-in buoyancy. move when the craft is heeled. Lock subject of the CYCA 's investigation the centre-plate in the 'up' position. of yacht stability. Decked craft need watertight covers Close the hatches. Set the mainsail on all the openings which lead below. and the largest headsail. With the craft These hatches should, in all cases, be head-to-wind , sheet the two sails hard as close to the centre Iine of the craft in . With a Iine or spare hall iard from as can be arranged. The cockpit should the masthead, heel the craft over until be watertight, and fitted with large the masthead touches the water. Any floating object is said to be stable drains leading overboard. Water in the Release. The self-righting ability of if, when it is moved from its upright cockpit can seriously reduce stab ii ity. the craft will immediately be evident. position either by wave action or any The weight of the water in the cockpit other external force, it tends to return also reduces the freeboard aft, making Once you have chosen your craft, to the upright. it easier for another wave to come her 'stability' characteristics are part on board. of her. However, there are various When choosing a pleasure craft, it is operating techniques which, if appl ied, important to consider the effects of Ballast. Power and sail ing craft which will help to imrove her stability : the various design features on he r are not designed to travel above 'hull stab ii ity . Some of the characteristics speed' will often benefit from the Keep the freeboard of the craft as to be taken into account are : fitting of solid ballast. This ballast, great as possible: do not overload from the stabil ity point of view, will her. Beam. Increased beam provides greater be more effective when hung on the stab ii ity. However, very great beam underside of the keel, than when it is Keep all movable weights as low in the promotes a jerky, uncomfortable stowed inside the hull . Wherever it is craft as possible, and keep them stowed motion among waves, and makes the placed, it must be firmly secured and, if necessary, lashed so that they craft more difficult to propel. against any possible movement. With cannot move or slide. sail ing craft, the more ballast which Freeboard. Higher freeboard tends to can be carried on the keel (that is , Do not allow bilge water to collect. increase the craft's range of positive the higher the 'ballast ratio'), the Pump or sponge it out. stability, and helps to keep sol id water better the craft will be able to carry off the deck when at sea. Too much her sails in strong winds, with a con­ Keep the crew weights as low in the freeboard may make the craft cranky; sequent improvement in speed. that is, she will heel easily when people craft as possible. Do not stand up nor move about unless it is necessary for and other weights are moved around Light unballasted sailing craft are handling the craft. on board, even when she is in calm capsizable; therefore, though they are water. Also, the windage of very high thrilling to sail, they should not be Before setting off, arrange the load­ freeboard makes manoeuvring at close sailed far from the shore or away ing so that the craft is upright, and is quarters in strong winds difficult. from potential rescurers. at her designed fore and aft trim. The stability of the craft is drastically Positioning heavy weights low down Self-righting sailing craft. Yachts which reduced whenever she has a list, and in the craft tends to improve stability. have substantial ballast keels and are is usually considerably reduced when completely decked in will almost she is not trimmed correctly. • Draught. In a craft with deeper draught, certainly be self-righting. Self-righting weights can be positioned relatively tests have been carried out on some lower, which tends to improve stab­ of these craft by various yachting auth­ ii ity. orities, and the results of these tests

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26 - OFFSHORE, October-November 1979 IOR SERIES 1200 REGULATIONS more owners this year will become involved in physical inclination tests of their yachts. Gordon Marshall explains.

MEMORANDUM TO: AYF OFFSHORE RACING COMMITTEE SUBJECT: THE IOR 1200 SERI ES REGULATIONS FROM: GORDON MARSHALL

The following is a memorandum from 1. The 'Screen' the CYCA Sailing Committee to the The Screening Test (IOR 1202) is used fronted with a number of yachts of A YF Offsh ore Committee sent to the to give an 'indication' as to whether questionable stability . The Club em­ latter at its request so that A YF could the yacht in question may have stab­ barked on a testing program and sub­ circulate to all Australian clubs involved ii ity problems. Since the screen form­ mitted a paper on the subject to the in offshore racing the experience of ula uses information previously 0 RC via the A YF. The 0 RC in turn the CYCA in conducting inclination gathered by the measurer for the cal­ accepted the proposition and intro­ tests. The memo has also been sent to culation of a rating rather than spec­ duced the 1200 Se ries rules, but added A Y F measure rs. ifically for checking stab ii ity, it is the screen and t he resulting 'SV' value, which printed out on the rating cert­ The memo is reproduced here so that ificate under certain circumstances. yacht owners may gain a better under­ standing of the need for, and prin­ It was immed iately apparent in Aust­ ciple behind, stricter controls on yacht ralia that the screen was too len ie nt and stability. permitted all but a few extreme yacht designs to escape physical examin­ ation . The subject of stability requirements for yachts not holding a current /OR rating Because of th is situation the CYCA certificate will be discussed in the next tested more yachts and submitted a issue of 'Offshore' (December-January). new paper to the ORC via the AYF showing the screen's deficiency. The ORC accepted the principle in the paper's arguments but only toughened the screen by half the amount recom­ The coming year of offshore racing mended. At the same t ime it volun­ will cause many owners, yacht club teered to print out the SV value on officials, and IOR measure rs to certificates in all cases so that we become involved for the first time in could continue monitorin g its effect­ the IOR requirements of the 1200 iveness. Series Regulations, 'Ultimate Stab­ ii ity Checks'. Whilst this was a step in the right direction, we (in Australia) were con­ Wh ii st th is series of rules existed Iast conceded that the screen will be, at fronted with yachts which had been year, they have been modified in such best, only a rough check. Its real pur­ tested during our researches, proving a way as will now make them more pose is to avoid the need to physically conclusively that they had failed the effective, and they therefore cease to check every yacht for stability, and physical haul -down but would have be of academic interest only . as such, serves a good purpose. escaped testing by way of the new screen even though it had been mod­ Since we have had a detailed involve­ The changes to the screen formula, ified. It was at this point early this ment in the whole question from its effective this year, will cause more year that the A YF Offshore Com­ inception several years ago, we feel yachts to be scrutinised, and these mittee ruled that the screen would be it appropri ate to pass on our under­ changes should be understood by all further modifie d for yachts racing in standing and experiences to those parties involved. Austral ian waters. It should be noted who may now be called upon to offer here that this action was not in defi­ advice or pass judgements. Briefly, the history of the situation ance of the ORC but with its know· developed as follows. ledge and with the understanding that To this end I have committed my we would repo rt ou r findings. Back in late '77 the CYCA was con- thoughts in writing as follows: (continued next page) OFFSHORE, October-November 1979 - 27 It should be clearly understood that will be called upon to witness the test changes to the screen do not affect If a yacht's certificate carries a SV hauldown to verify the resulting weight the final result when a yacht is figure of less than - .25 it will not and to confirm that the test has been physically tested by hauling it down. need to be tested, and will be done in conformity with the require­ It is the physical test which is con­ accepted for all categories of races ments of the 1200 Series Rules. We sidered to be accurate, not the screen. in Australia. If the SV lies between thus have three separate groups of Toughening-up the screen merely causes -.25 and zero, the yacht will be people who are about to become in­ more yachts to be tested, and it was accepted as suitable for Cat. 4 races volved, and for the benefit of all three obvious that it was this probability without test, but wi ll have to under­ I can quote our experiences. which worried the ORC, considering go test before sailing in Cats. 3 , 2 or the big fleets with which they deal. 1 races. For owners, the initial thought of a If the SV is positive, the yacht hauldown is awesome and they will 2. The AYF Special Regulation cannot race until she has undergone inevitably picture damage. However, The A YF has promulgated a special test to establ ish the race categories th is should not be the case. We have regulation covering the foregoing , but for which she may be suitable. done the job on 16 yachts, many of since the semi-legal term inology which them much stiffer than those which apparently becomes necessary in such the screen wi 11 isolate, and not one has a case is not easy to understand, and 3. Testing (IOR 1204) suffered damage. This does not suggest since a grading of self-r ighting ability Most ocean racing yachtsmen are that care should not be taken, and has also been introduced it would be familiar with t he fact that yachts have t he following are some fundame ntals as wel l to explain as fo ll ows. been hauled down and tested . But of conducting a hauldown . until now their interest has ge nerally It quickly becomes obvious that if an Yachts of up to about half a ton (with effective screen is used many small an IOR 1204.3 'W' of up to 200 lb) yachts will be subjected to test, and can be hauled-down by hand. That is, fail. This is partially caused by the a I ine is taken from the halyard at the fundame ntal problem of 'scale'. (The 'I' point and led downwards to a suit­ wind and sea do not scale down merely able block at water level about where because you are considering a scaled­ the 'I' point will lie when the mast is down yacht.) Furthermore, it is an horizontal. To reduce the physical oversimplification to say, 'If a yacht load of pulling down, it is advantageous cannot pass a test suitable for, say, a to haul up plastic bottles containing Sydney -Hobart Race, then it should water amounting to half of 'W' (but not race at al I'. (Th is is an attitude no more) to the ' I' point (use one or which was voiced during the ORC two jib halyards) . The reason for the discussions.) use of plastic bottles is that if the weight takes charge, the bottles will float and release their weight from the mast when they come in contact with the sea. On getting the mast to a Many small ocean racing yachts are horizontal pos1t1on, smaller weights owned and sailed without any in­ (these may now be either metall ic tention to sail in such a race, and or small water containers) are added th is is a fact which came under close until a 'balance' situation is achieved. scrutiny by the A YF Offshore Com­ been detached, to say the least. From mittee. They accepted the proposition now on, many are destined to become Where a yacht with 'W' greater than much more closely involved for the that the 'weight' test of I 0 R 1204.3 200 lb is in volved, it would be prudent following reasons. shal l be that applying to races of the to use a c rane or wharfside jib to do type of the Sydney-Hobart (Cat. 2) and the lift instead of attempting a hand­ Owners whose ce rtificates are with­ that after taking into account such haul . The best routine in this event held upon revalidation are bound to factors as closeness to ports, sailing is to wrap two heavy nylon slings take sudden close interest . Club at night vs. dayl ight, inherent better around the hull, one ahead and one surveillance of fleets when sailing short officials cannot avoid becoming in ­ aft of the keel (or centreboard case) races, etc.. a reasonable grading of volved in light of the wording of the in such a way that an end of the sling risk can be accepted. Accordingly, the A YF Special Regulation which says, passes th rough a fitti ng on the other 'W' resulting from the application of in part, " Determination of a yacht's end, and then doubles back under I 0 R 1204.3 was modified by factors SRI shall be carried out by the con­ the hull, returning as a single end of .812 for Cat. 3 and .625 for Cat. 4. ducting Club ... " above the hull on the side the lift is Finally, for arduous races, such as to be taken. The two ends should then Cat. 1 (to Suva or Noumea), a factor Fin ally, I 0 R measure rs who up to now be connected by a wire sling over a of 1.187 was decided upon. have led a somewhat sheltered exist ­ large turning block so that the load ence buried in the technicalities of on each sling is equalised, the turn­ Taking into account the presence of a the IOR rating procedure, cannot any ing block be ing hung from the crane ris k grading, the A YF Rule can be longer dismiss stability as a 'safety hook. As in the case of smaller yachts, explained as fol lows. issue' administered by othe rs. T hey the use of water bottles at the ' I' 28 - OFFSHORE, October-November 1979 point before hauling down is a good on the yacht when the final balance idea (but no more than one-third to is being adjusted, but it has been found half 'W'.) advisable to have a man on board during the progress of the haul-down so that a check can be made as to Since the slings may tighten and thus whether gear has become dislodged tend to crush the hull in this procedure, down below, and in particular, watch­ it is advisable that some type of clamp ing for water ingress at shroud holes, device be used, after an initial lift etc. He· should depart the yacht before from the crane has tightened the balancing weights are finally adjusted. slings, so as to prevent them from tightening further. Additionally, a stout In order to estimate the crane capacity line, e.g., a jib sheet, should be at­ necessary for a haul-down, it must be tached to the sling at the turning­ accepted that each case should be back fitting and taken to a winch to individually examined since hull shape prevent the sl ing from slipping when determines the initial forces required part-way through the hoist. to displace the yacht from its upright stance, and it must be recognised that A choice may need to be made as to the lever arm length of the sling around which side of the yacht should be the hull is relatively short. depressed. The criteria will probably be such a factor as the side of the However, as a ·rough guide, it could engine on which the oil dipstick hole be said that unless the rated crane is located since it is obviously desirable capacity exceeds 40 times IOR 'W ', that the sump should not drain into an individual calculation for the yacht the hull. Also, a decision on batteries in question should be undertaken. may be required - will the acid drain out when on her side? If so, they When a crane is used, and thus slings, should be removed, and a 'I ike' weight it has been found necessary to use a substituted and secured in pl~ce. diver. The job is not an arduous one, so aqua! ungs are not altogether A measurer must be in attendance at essential; a free swimmer with a face the time of the test and should satisfy mask will suffice. His duties can be himself that the yacht's ballast and limited to checking that the slings tankage are as per certificate and in are not twisted, and are not fouling accord with IOR 202.2 (as when last YACHT CHARTER propeller shafts, log rotors, etc. inclined for CGF). He should also see ENQUIRIES that all of the haul-down equipment Enquiries are being received from From the standpoint of cost, we have is completely slack at the time of interstate and overseas owners found that the hire of a suitable crane determining balance. seeking suitable yachts to charter runs from $150 to $200 for a mini­ for the Southern Cross Series and mum time of four hours. In such a He should inspect the fore and aft Hitachi Sydney-Hobart Race. case, we have usually managed to mooring arrangements to see that none Would any owner willing to arrange that three or four yachts are of the restraining ropes would cause a charter his yacht to a responsible done in the session, and in so doing, twisting moment on the hull . To this charterer please advise the Sailing reducing the individual cost which is end, the Iines should be led over the Office. borne by the owner. side of the hull which will be close to the water when the mast is horiz­ Finally, please feel free to advise all ontal. The stern line in particular must interested parties to contact me, not be led from the high side since it through the CYCA office, should they HOBART RACE SKIPPERS may cause a significant upward turn­ need advice on any particular aspect ing moment on the hull. Ideally, the When you see a blank in the Hitachi not covered in the foregoing. two mooring lines should be at water Sydney-Hobart Yacht Race Program - Gordon Marshall, level when the balance is achieved, where the photo of an entry was sup­ Rear Commodore, and they should form a straight Iine posed to be, or a photo of half a yacht, Cruising Yacht Club of Austral~ th rough the fore and aft Iine of the with bare poles, tied up to a jetty, yacht between the two anchoring doesn't it make you wonder how points. that skipper will ever make it to Hobart if he can't even organise a decent At the conclusion of the test he must photograph of his own yacht? collect the weights which were used, Don't be a blank box in this year's including any that were pre-hauled program. If you haven't got a good shot to 'I', and record their total weight. of your yacht, get it organised now.

It is obvious that no person should be

OFFSHORE, October-November 1979 - 29 The Saga of the NavigatorS Apprentice a narrative which, like a pleasant cruise, occasionally wanders off the beaten track

The land breeze was slowly clearing the morning mists away as the young lad came on deck to greet the sun. Frank Eager , for that was his name , noted ruefully that his skipper had preceded him and was already wiping the dew from the brightwork, so that it would not be watermarked.

"Top of the morning, Frank," was hi s master's cheerful greeting. "It's a good day for our departure, and the tide will be sufficient by 11 o'clock." Th.is was to be the day when young Frank and his men tor, Bill Weatherly, set off for Port Nearly in Bill 's fine little ketch (named 'Weatherly' after himself). The coastal passage to Port Nearly was to be I the shakedown cruise for the subsequent voyage to Distant Bay, which involved a journey out of sight of land of some ; . ' 400 miles. Although Frank had achieved during his 16 years ., a not inconsiderable experience of sailing in dinghies and the like, this was his first chance to come to grips with the ocean proper, and his nature matching his name, he was eager to be off. Bill and Frank had retired aboard the previous day to prepare the ketch for sea, and she now rode quietly along­ Hydrographic Office side Home Jetty, sails furled on the booms, sheets rove and all gear stowed ship-shape and Bristol fashion.

The night before, Bill had prepared the charts for the coastal passage to Port Nearly, with a running commentary for Frank's edification. From Home Jetty to Port early, the distance totalled nearly 90 miles , of which five miles was involved clearing Home Port and 15 miles in the harbour approaches of Nearly, known as Tricky Bay.

Bill had acquired seven charts for the trip, of the most EAST COAST suitable scale and detail. "Notice," he explained to Frank, Unc!zrlined figures express, in Feet, Drying "that the scale of each chart varies so as to display to the Heights above Chart Datum. All other heights mariner sufficient detail for his purposes. The first chart we are expressed in Feet above Mean High ~r shall use is named 'Approaches to Home Jetty' and cove rs High Water. the area from the harbour entrance to the jetty itself, a For Abbreviations see Admiralty Chart distance of five miles. For this reason it is drawn on a scale WXYZ of 1 :7500. Thus one mile is represented by a distance of nearly I 0 inches (or 25cm), which gives a clear indication SOUNDINGS IN FA THOMS of the channels and dangers we shall encounter. The scale (Under Eleven in Fathoms and Feet) is such that even a craft as small as 'Weatherly' can be NATURAL SCALE 1:7500 marked as I /20" instead of a dot, while large ships can be Projection - Gnomonic marked as lines nearly J" long. Consider a craft at anchor. Then the scope of the cable must also be taken into account, He sipped his cocoa." ow then, tart readying for bed , so that when swinging to a tide, you can be certain of being young fellow, and stow your gear as I' ve shown you." Frank clear of all the dangers. complied reluctantly, but without hesitation . Hi s gear was quickly stowed in his bunk locker, but as he sat up in his " I notice," said Frank, "that the scale is marked in the berth, slowly sipping the stewing brew, he beseeched Bill to bottom right hand co rner of the chart together with a great continue with his discourse. deal more information". "A few words more, then. The essence of my theory is "Those items of information," replied Bill , "are always simplicity, and a small-boat man who forgets this will end collected under the title of each chart and should always be up in trouble. Wh en that unpleasant substance (sea water) checked first when opening the chart for use. Notice the hits the fan it will be the chromium plated fol-de -rols that relevance of each item. First, there is the actual name of the fail , together with the fool that relied upon them. Walking chart , which combines a statement of the limits of the area down the street or even driving a motor car through a city, covered, then come advices as to the scale of the chart and keeping track of one's position is so simple that the act the units of measurement used . Those last are vital , because of doing it is taken for granted. Yet , I have been asked in a of the confusion that may arise between feet and fathoms, small boat at sea, whether this establi shing of position feet and metres and the like, as some charts are drawn in should be a matter of habit, and even 'why'? Certainly, while imperial units and some, notably the more modern, use an old hand may note automatically that Point Such-and­ metres." Such is abeam with Cape So-and-So four points on the bow, so that if the weather fall s thick 15 minutes later he can Frank, being an observant youngster, saw that on this plot his position with re lative certainty, it behoves the less chart the soundings were described as being given in fathoms, experienced navigator to record these facts until it becomes under 11 in fathoms and feet , and remarked upon this. a habit to do so. The casual air of the experienced man should not lead you to believe that he takes his craft, by which I mean skill, casually or ca relessly . On the contrary, he will "This used to be the most common system," was the (continued on page 38) reply, "and probably the best one. A fathom being six feet, it is memorable by being the height of a tallish inan , and also the span of outstretched arms - which may have been the origin. Thus, a cast of the lead to ascertain the depth could quickly be checked on a dark night by flaking the coils at full arms' stretch, so making each turn of the coil about one fathom's length. Half a fathom reaches from the tip of the nose to the fingertips, so you can see that the old system was not without its merits for a practical man .

Bill turned from the chart table, and showed Frank how to light the spirit stove to prepare cocoa, not wishing to indulge in anything stronger before the lad . The kettle starting to murmur, he resumed. " You see, boy, a small craft today has to rely upon much the same gear and methods as our forefathers. To be sure, we have the two great advantages of echo depth sounders and radio direction finders (which I shall describe to you at another time), but both these can be put out of action just when we need them most. In fact, the information they provide can be either useless or downright misleading, if we do not have the know­ ledge to use it."

"What must be the sailor's tools , then?" queried Frank, who was much intrigued by these last few words.

"The main tools of the small boat sailor are his eyes." So saying, Bill took the boiling ket tie from the stove and commenced to brew the cocoa in the English fashion , with lashings of condensed milk. "Secondly come his ears. Thirdly is common sense. Fourth is his experience and know­ ledge. Fifth in my estimate are the instruments of his art - his compass, sextant and charts. Sixth, conveniently, is that six th sense of impending danger which comes to all good Captains before they run into an irretrievable situation." OFFSHORE, October-November 1979 - 31 SAFETY IS A FRAME OF MIND ramblings of a Safety Inspector

by John Connolly

Last year I inspected a large well known Both were experienced sailors. Thirty­ 45 minutes to an hour. They only yacht. All the gear was fine except it three-year-old Tom Curtis was hit by take longer when the gear isn't laid was obvious that most of it had been the boom of the S&S 46, 'Obsession', out. The storm sails should be set, borrowed for the inspection .. . to be when standing on the windward rail radio switched on, and yes, we usually returned as soon as it was over. The trimming a kite. Tom Curnow, 35, a do check every item in the first aid owner's attitude to safety could be professional sailor, was standing on kit. summed up by his answer to my the stern of the 46 footer, 'Pi ran a', suggestion that his anchors should be when he went overboard into a 78°F Experienced owners, who tend to get attached to the chain. "What for sea. He was wearing a float coat but the most upset by safety inspections, you don't need anchors at sea!" not a safety harness. forget that there are owners who aren't as experienced as they are but take It's also obvious that with a lot of Not wearing a safety harness during an just as many crew to sea and who are new owners coming into ocean racing ocean race is not unusual in the States just as responsible, both morally and a significant number of them have or in Australia. It's interesting to read, legal Iy, for their safety. little idea of what some of their safety in the 'Sail' magazine (April 1979) gear is for, let alone how to use it. report of the race, a competing crew­ In the relatively short time I have been man's comment that neither he nor a Safety Inspector I have come to Often during a safety inspection we'll other members of his crew were ever realise that we are about as popular ask an owner to pretend a crewman told where the safety harnesses were with boat owners as the proverbial has just fallen overboard and time stowed, let alone urged . . . or even pork chop. how long it takes him to get the dan­ advised . . . to wear one. buoy into the water. The current It's understandable. Safety inspectors record is 14 minutes, by which time Harnesses cause more 'aggro' between take time and generally make owners the guy in the water had better be safety inspectors and owners than any spend their hard earned money on swimming for Tasmania. other single item. They are expensive gear they feel they're uni ikely to and it is confusing to sort out which ever use . But there is another side to There are three kinds of danbuoys: ones meet the standard and which the story. In this article I'll give that the ones that float , the ones that ones don't. But they do save Iives. other side . . . from my point of view. float in two halves and the most recent In the recent Sydney-Noumea race a type, the one that goes straight down. crewman told me that the first time Safety inspectors aren't policemen. 'Leadbuoys' are no doubt designed to they went to put on their harnesses They're remarkably like other mem- find those crewmen who have fallen the hooks opened but didn't close bers of the Club .. . like a drink ... a overboard after too many Mars Bars, and the buckles didn't work. As a sail .. . a drink ... a sail, etc., etc., and Jelly Babies and who have forgotten result most of the crew didn't bother we do the job for nothing. The funny to take the winch handles out of the to use them. thing is, the more boats you check, pockets of their wet weather gear. the more you realise why we were Liferafts will come in for a closer look invented in the first place. • The CYCA has an enviable safety in this season's inspections. This could record which probably leads to com­ cause a lot of problems for owners who placency. It's worth remembering that lock their liferafts to the deck or hide this year's SORC series saw the death them in lockers where they take three of two crewmen after 38 years of hours to get out. racing in which no sailor had ever been lost. Safety inspections generally take about 32 - OFFSHORE, October-November 1979 TRACKING THE ELUSIVE CRANSE John Dawson does some stealthy sleuthing

'Offshore' committee people have a Did a Hobart in 1965 with John Jarrett number of times pondered this colour­ in 'Athena' - a nice little steel sloop. ful character Cranse ... who is he, It was a slow race in mixed weather. what is his background, and where does 'Stormvogel' took I ine honours that he fit into the sailing scene? What year and the Halvorsen brothers won enables him to make those rather with 'Freya ' for the third time in a cryptic but accurate comments about row. people and sailing in his column that appears in 'Australian Sailing' I'll never forget watching Magnus magazine? Halvorsen on .hands and knees pro­ gressing along the deck in Constitution I was commissioned to track Cranse Dock. We used to drink at the Frank­ down. Firstly, there are not any lin in those days. In the small fleets people with such a name in the tele­ everyone knew each other, and I think phone directory. Secondly, although the atmosphere in Hobart was friend I ie r my good friends, Bob and Val Ross, than it is now. John Ja rrett was a great were as helpful as they could be in bloke to sail with. I hear he is retired regard to his habits and whereabouts, I now and farming. still have not sighted the man. Thirdly, yes, I did speak to him over the phone, don't race actively any more, and miraculously the following copy although I've done a couple of Lord arrived via a third party. I felt that Howe races. I'm with the Gosford his article was a journalistic gem in Aquatic Club. itself and should not be tampered with, so Bob Cranse - This Is Your Life. The 'Sun Pie' sent me to its New York - John Dawson bureau in 1966, and I was there for a number of years and covered the America's Cup in 1967 and 1970.

Dear John, They brought me back to Melbourne. So rry I have been so hard to contact. I got sick of the pl ace, and Ii ke many I'm semi -re tired these days and live up journos began drinking t oo much. My the bush , trying to finish a novel . I health became affected, so one day I just get to the city once in a while to thought, 'Bugger it, I 'II toss it in and see my old friend Bob Ross and Val, go north'. My marriage had broken up who I've known from New Zealand soon after I got back from New York. days. I joined Alcoholics Anonymous, found I'm 55, a retired journalist, born in myself a I ittle shack on the water at Val last year and we had a great time. Christchurch, New Zealand . Was South Woy Woy, and I've been up there for Island champion in the Z-class, a very the past three years trying to write the I've drawn the line at Hobart, though, popula r 12-footer of those days. great Australian novel. I like to keep I'm too old to handle that scene these in touch with Ross and with 'Sailing' days. Came to Australia in the 1950s, about and jumped at the chance to write a the same time as Bob Ross although I bit of an off-beat column for h is I've no strong views on an y aspect of did not meet him until we worked magazine. He feed s me most of the yachting, really. I just think yachts­ together on the 'Sun News Pictorial ' stuff for the column and keeps me in men in general take themselves too in Melbourne. Did quite a lot of sailing touch with the Sydney scene . I try to seriously and should try and enjoy on the Bay , crewing in the old 21 - avoid being seen in yacht clubs because themselves and their sport more. That's footers, revived for a time by Otto of my drinking problem but I still get why I try to bring them a few laughs Me ik, at the Royal St Kilda Yacht around to some of t he big regattas w ith my column in 'Sailing'. Club which is now the Royal Me lbourne when Ross takes me along for com­ - Bob Cranse Yacht Squadron . pany. I went to Hawaii with him and

O F FSHORE, October-November 1979 - 33 SOUTHERN CROSS SPIT ROAST 1980 by Geoff Lee, Organiser Here we go again! Th is being Southern ralia, one to nil. One giant New The photo of the aerial football match Cross Cup Year the Commodore has Zealand player was overheard coach­ was taken by Irwin Vidor (' Farr Out') asked me to organise our second Spit ing the World Team by saying, " If who said that this was the last photo­ Roast at the Lea Scout Camp in the you go down, be sure to take two graph taken by h is camera as the teams beautiful bushland near Hobart. The Aussies with you". surged over him, still clutching the event w ill be part of the Hobart Fiesta camera to h is chest. and will be on from 10.00 a.m. until Wrest Point Casino is kindly providing Buses will depart from Constitution 5.00 p.m. on New Year's Day 1980. the food for the anticipated 2500 who Dock at about 20-m inute in t erval s will attend . The Scout Association from 10.30 a.m . till noon and will The organisation will be a joint effort will make the Lea Camp available, a return from the Spit Roast to Con­ between the Cruising Yacht Club of magnificent setting 10 minutes drive stitution Dock from 2.00 p.m. onwards Australia, The Roy al Yacht Club of from Hobart and easily accessi bl e by until the last bus leaving at 5.00 p.m. Tasmania and the Scout Association car and bus. Wrest Point will also of Australia (Tasmanian Branch) . provide the barbeq ue pits and wood to Tickets will be on sa le at the Cruising cook the 25 but·ts of beef and feed Yacht Club and the Royal Yacht Club Our first Spit Roast in 1978 attracted the hungry hoard. of Tasmania and will be $5 per person. 1500 enthusiastic yachtsmen and their Adm iss ion will be by t icket only and friends, which was quite remarkable The Scouts will also provide the super­ early purchase is recommended to considering that there were many loos. Last time, one of the volunteer skippers and crews to avoid d is ap­ withdrawals of yachts from the Hitachi firemen who was on stand-by during pointment as there w ill be a lim it due Sydney-Hobart Race; moreover the the proceedings was seen entering a to catering requirements. Skippers, calm weather which followed the super-loo wh ile the other five members please include your Tasmanian host storm meant that many yachts arrived of his team crept up, laid the loo on and his family with your party. on New Year's Eve and during New its side and then proceeded to roll it Events for Spit Roast '80 will in clude Year's Day. In fact the Games Master, along the ground with the occupant a tug-of-war with teams of 10 repre­ Vince D' Emilio ('Rogue'), arrived on screaming for mercy. senting each of the Australian States, New Year's Day, had an immediate New Zealand and the Rest of the celebration on his deliverance and During the tug-of-war spectators were World. then proceeded to conduct the inter­ impressed by the British Team, who Get your tickets early so that we can crew tug-of-war which proved to be were performing brilliantly even though accurately estimate the number at­ most entertaining. the opposit io n outnumbered them two tending and be sure to have ample to one until it was found that their food, grog and fun. • The outstanding event of '78 was the anchor man had secured the rope to 100 aside (men and women) aerial the front bumper bar of a parked car. football match, which was won by 'The H ighlight will be the 100-a-side aerial football Rest of the World' team versus Aust- The Cascade Brewery Company are match between Australia and the rest of the providing the liquid refreshments for world. Syd F ischer (left) and Jim Kilroy (skipper of the event. At our last occasion the 'Kialoa') at the 1977 Spit Roast. girls who were selling tickets for jugs of beer found a small discrepancy between the tickets and the cash at the end of the day, so two very attract­ ive ticket sellers made up the difference in a very short space of time by selling kisses.

The Navigators' Race was a fiasco, as we used green plastic garbo bags to blindfold the navigators while their skippers were to d irect them with their vo ices. Unfortunately the bags were see-through, and 30 skippers and nav iQ­ ators descended on me simultaneously. Vin ce D'Emili o and Don Langford claimed that they must be the winners as they were the only pair underneath me when the great mass of humanity was finally separated. 34 - OFFSHORE, October-November 1979 favoured by a massive age allowance The second shortage is money - team in some cases, can still get up and support funds to be precise. The win - as happened in the opening Ocean Racing Club of Australia, which long race of the season, the Montagu was responsible for Admiral's Cup Island race. Peter Hankin ('Relent­ Team fund raising, has done an out­ less') probably regrets the loss of standing job in raising nearly $100,000, 'Bumblebee IV's' mast almost as much but the total cost of the successful as John Kahlbetzer; it brought 'Mar­ challenge has still not been recovered. garet Rintoul II' out of retirement once more and, packed with most of Th is is bad news for everyone, 'Bumblebee IV's' temporarily unem­ especially the racing crews, for if ployed 'heavies', this veteran was team costs cannot be met there will guided to a win over ' Relentless' in be no more teams and the first one this major event. to be suspect is the Cl ipper Cup team for next year. As defending champions Amongst the older boats, a happy it will be a big fizzle if Australia is return is Arthur Byrne's 'Salacia II', not represented in Honolulu by the immaculate as ever and sporting an age very best available team and not just allowance even larger than 'Margaret by the ones who are able to pay their Rintoul's'. In moderate wind con­ own way. ditions or better she must still be competitive, a fact proven embarrass­ The third shortage is Race Committee ingly often by 'Margaret Rintoul II', staff. The idea of acting as a race which as the first 'Ragamuffin' was official rarely enters most people's a near sistersh ip to 'Salacia II' before heads, but it is probably the most vital 'Rags' went through a series of mod­ single function in the Club. The demand ifications to her hull in the early 70s. for more racing of all types has in­ Somewhere in between these extremes creased dramatically in recent years are boats like 'Love And War', 'Nat­ and with it the need for trained race elle II' and 'Patrice Ill', which are also starters and finishing line staff. capable of slipping into a win or place. At the CYCA we are more than just a All in all the first half of th is season little fortunate in having the undivided (by John Brooks) should provide us with a top com­ attention of David Goode, without pet1t1on in first division and the doubt the most experienced and A couple of years ago in this column strength of the racing fleet as a whole respected starting official in the I was moaning about the dearth of new is in a happy state what with division country. However, the advent of twi- and competitive boats in the CYCA 2 still percolating and 'Deception', 1ight racing last year showed up just fleet at the start of the season and 'Relentless', 'Vanguard' and 'Piccolo' how much we depend on David and his the resultant low standard of com­ still harrassing each other every inch crew for this function and just how petition. Things have changed radically of the course. th in is the support he gets. If you are since then. Division 2 last year sizzled not racing regularly th is year give a with hot competition, and the 1978/ All this bodes well for the N.S.W. thought to filling in as a race starter 79 Blue Water Championship was Southern Cross Cup team and, by and/or finisher for twilight racing. It dominated by th is division in that extension, the team for the Clipper is only for a couple of hours once a the first five places in the overall season Cup in Hawaii next year, the latter week and you will be trained by the point score went to division 2 boats. se rie s being one that is looming large top man in Australia. in many people's minds already, such Th is year sees the re-emergence of a was the success of the inaugural Cl ip per The fourth shortage is not noticed at strong first division headed up by two Cup in 1978. all by most people but is no less serious of the victorious Admiral's Cup team for that. I refer to the scandalous in 'Impetuous' and ' Ragamuffin'. They The racing fleet this year is as strong shortage of official CYCA VIPs and are joined by 'Impetuous' ' sistership, numeri cally as it is competitively, the dignitaries. To begin with, we have 'Shogun' (Bruce Sutton), and Marshall two being by no means dependent. fewer Flag Officers and Officials than Phillips' as yet unlaunched Laurie This highlights problems that we other clubs, and most of ours are Davidson two tonner; both are current normally manage to live with but rarely available to attend official and potentially potent designs. These which already this year have proven functions on race days as most of are opposed by race-tuned and proven to be insurmountable in some cases. them are quite selfishly off taking boats such as 'Mary Muffin', 'Big All may be defined as shortages of part in races and even getting wet, Schott', 'Apollo IV' and 'Satin Sheets'. one kind or another, the first one leaving the Squadron and other 'Royals' being a shortage of crews, a perennial dignitaries an open go at the free All of them have to keep one eye over problem at the CYCA and one which champagne and other goodies. It should the shoulder on the older designs was apparently unable to complete be a matter of concern to our d irectors which, given the right conditions and a 30-mile event due to under-crewing. that this lack of representation at the OFFSHORE, October-November 1979 - 35 cocktail circuit is damaging to our reputation, and a parallel failing is the absence of an official Club VIP uniform. As the premier ocean racing club in Australia, we should have twice as much gold braid and buttons to display as anyone else.

I can just picture the sneers of the other yacht club dignitaries on the French Navy ship 'La Dieppoise' when Tony Cable showed up as a CYCA 10% VIP wearing his four-season-old topsiders, Gretel T-shirt and phony French beret. We need something for our own VIPs to wear so they can ho ld their heads high instead of cowering in the head . Something in blue and gold lame should do the trick.

It is very important to ensure a large attendance of VIPs or pseudo-VIPs at our free functions in order to em­ phasise the importance of the event, in case that is not readily apparent to anyone else , especially the racing crews. This also has the side effect of TSMV 'COOLABAH' minimising the opportunities for gate Surveyed August 1979 for crashers which are always a problem at these eve nts, of course, gate crashers Registration as British Ship such as ordinary non-V IP Members and professional journalists. Of the two, Summary of vessel journalists are the greater problem. Luxury diesel cruiser, 63 ft, twin screw, lying Sydney Harbour. Rebuilt 1976 and refitted with all modern equipment. This well-maintained vessel is of sound construction and worthy of inspection by the most A well trained journalist can, in the discerning buyer. Recent survey report available on application together course of a two-hour free cocktail with scale drawings of accommodation layout and inventory. party, consume a week's supply of nourishment in the form of canapes, Proven ocean-going sea boat. Ideal estuary cruiser, shallow draft (4 ft 6 in). pastries and stale sandwiches, al I the Naval design hard chine, keel stabilized. Luxury entertaining, 30 ft sun­ while maintaining an apparently in ­ deck/outdoor lounge, 20 ft mezzanine bridge/all-weather lounge. 11 ft by telligent if aimless conversation. 15 ft galley (dumb waiter to lounge); two bathrooms and toilets. Sleeps 14 Journalists have also been known to plus crew berths. 12 ft by 15 ft walk-in engine room midships with water­ take on a week's supply of comple­ tight bulkheads, stainless steel workbench and vice. mentary alcohol - but that is measured Fully equipped for easy single-handed operation. No special r.':SB require­ in terms of normal human consumpt­ ments. Separate chartoom, navigation bridge, wheelhouse and fly -bridge ion and is hardly more than an aperitiff controls. to the average newspaper man. Equipment includes autopilot, radar, ADF, depth sounders, radios, gyro, One of the more accomplished journ­ intercom, auxiliary battery charging 240V /6KVA Onan power plant, auto­ alists in this field is 'Australian Saili ng ' bilge alarms, hydraulic steering, hydraulic anchor winching, 24V and 240V magazine's Bob Cranse whose appear­ dual lighting, hot and cold pressurised water throughout. Extensive safety gear includes liferafts and flotation equipment. Reliable GM diesel with ance at Club functions has been known readily available spares. Economical running at $8 per hour at current fuel to strike terror into the heart of the costs. Cruises 10 knots, t o speed 12 knots with a range of approximately most hardened cateri ng manager. 900 miles.

But I digress, I am going to suggest to Replacement cost over $500,000. Price: $150,000 (negotiable for prompt the House Committee that they estab- settlement). Marine mortgage insurance available for British Registered 1ish a Iist of properly trained VIPs, Vessels. dign itaries and pseudo-dignitaries in order of rank as a duty roster. This For further information contact Laurie Hamilton, 5/9 Anderson Street, will provide a team whose attendance Neutral Bay, NSW 2089 or phone Sydney (02) 632 6520 o r (a.h. (02) at official functions can be counted on 90 1547. although some ti mes in an emergency

(continued on page 38)

36 - OFFSHORE, October-November 1979 Fraser's crew, although lacking speed much in the novice category. Hope­ OFFSHORE on the water, lacked nothing on the fully the experience will allow them ground, were back to Tullamarine and to provide stiffer opposition next time thence Sydney before Freeman's crew around. SIGNALS had even reached Melbourne.

Saturday dawned with a 12 knot nor'wester blowing, but this ultimately New Teflon* marine lubricants shifted to the southeast and died The amazing properties of 'Teflon' completely. Two full course sets were have been put to work for marine raced, with the first race of the day application in a range of Iubricants between Stevenson and Harris being now marketed under the brand name ORCA MATCH RACING, the most closely fought of the series. 'Argoplex' by Argosy Industries of Harris in fact won the start and led Peakhurst, N.S.W. around every mark but there were only The Ocean Racing Club of Australia boat lengths between the crews for held its second annual Match Racing the whole race. This race was also Series on Port Phillip Bay over three noticeable for John Anderson's tactic days being Friday the 21st, Saturday of collapsing the spinnaker whilst the 22nd and Sunday the 23rd of running down wind to ensure that September, 1979. Teams from Western they retained th~ inside overlap at the Australia, Tasmania, South Australia, leeward marks - a sound match-racing Victoria and New South Wales were tactic but heart stopping for the less entered. Queensland apparently is in experienced and less confident crew short supply of fanatical match racers. members. Meanwhile Treharne was easily defeating Liech from Tasmania. As it was in the inaugural series, the Melbourne racing was superbly organ­ The Second Race saw Stevenson defeat ised this time with the invaluable assist­ Liech and Harris beat Treharne but ance of the Sandringham Yacht Club. only after Treharne had won the start 'Teflon', familiar to many for its use­ (For those interested in yachting and then lost the lead through having fulness in applications ranging from trivia we heard it alleged at the prize­ inferior boat speed and, in particular, non-stick fry pans to artificial hip giving that the Sandringham Yacht by surrendering the lead after attempt­ joints, is the slipperiest of all solids - Club is the largest yacht club in the ing a sharp luff on the second wind­ equivalent to ice on ice. It is chemically Southern Hemisphere) . ward beat which stopped his boat inert (which makes it ideally suited dead in the water but achieved little to a marine environment), the most There was an early disappointment for else. heat-resistant of any thermal plastic the organisers when defending champ­ material, and it is an excellent elect­ ion Graeme Freeman was a late with­ Stevenson comfortably defeated Liech rical insulator. drawal due to his commitments with and in the third set of the day. Harris 'Bumblebee IV'. It is unarguably true again lost the start but finally defeated According to the local distributors, that Freeman's withdrawal lowered Liech through boat speed in a near 'Argoplex' marine lubricants are made the standard of competition. Un­ calm, whilst Treharne won his th ird of sub-micron size particles of · 'Tef­ fortunately Freeman's crew of Peter start and second race fo r the day. lon' permanently suspended in non­ Shipway, John Anderson and Spencer Treharne and Harris went forward to petroleum inert base oils. Impervious Easton was still available, and ultim­ the finals with Cassidy and Bernie to salt and fresh water, they have ately, after a lot of frantic telephone Case, the first-day winners. The day of excellent lubricating properties, are calls, a substitute helmsman was the finals was clear and windy and the non-toxic, non-corrosive and do not arranged. wind increased as the day wore on. break down or become ranc id. Two Small headsails and reefed mains were forms are available : a white gel The first day's racing was marred by the order of the day and, in the case of ('Argoplex 44', in sizes from 150g to exceptionally light breezes and this Cassidy and Case, broaching and blow­ 180kg drums; 150g suggested retail coupled with the yachts being used ing out spinnakers was also popular. price $5.60) and an amber liquid (Columbia 27s) ensured the races were ('Argoplex 47', in sizes from 200ml held over shortened courses. The final day's racing can be simply to 250ml drums; 200ml, $5.60). They summed up. T reharne won every start may be used on metal, plastic, glass, Somewhat surprisingly the first day's and was entirely dominant on the day. rubber, timber, for bearings, winches, racing saw Bob Fraser (who had the It was in this f in al series particularly pumps, furling gear, sail tracks, talented and experienced Max Whit· that Freeman's absence was felt. hatches, zippers, fishing ree ls - any­ nail in his crew) bundled out. Freddy thing that turns, swivels, rubs or slides. Neill of South Austral ia whose per­ The final was basically a 'candy from sistence in this form of competition kids' operation as Treharne has had has so far not been rewarded, was substantial experience in this form of also an early loser. racing whilst his competitors were very

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