Reg No. A 0001518F PO Box 302 Endeavour Hills 3802 Issue 147 September 2009
As we approach the new sailing season there are several matters / topics that are being brought to the notice of members.
When to call off Racing:
The recent Winter Series, where only three races were completed and four abandoned due to strong winds, the matter of when to call of racing requires a good deal of consideration by the duty Officer of the Day.
During April this year Yachting Victoria issued a discussion paper on the abovementioned subject, as follows:
Club officials, race officers and competitors often ask at what wind strength should racing be call off but, of course, it is not that simple as there are competing demands and many factors to be considered.
For example, safety is not well served by abandoning racing when the wind get up as this will result in sailors never gaining the skill required to handling their boats in a range of conditions. In addition, part of the enjoyment of sailing is the satisfaction in exercising the skills necessary to handle the boat in more demanding conditions.
On the other hand, when conditions are such that people and boats are put at risk or when they are beyond learning or enjoying the experience, it would clearly be unwise to send them out racing.
When to call of Racing: (Cont’d)
It must be remembered that each boat bears the ultimate responsibility in deciding whether to race or to continue to race.
Editorial Note:
Clauses 1.02.1 to 1.02.3 of Yachting Australia Special Regulations Part 2, For Off the Beach Boats is relevant as is Fundamental Rule 4 of the Racing Rules of Sailing.
When considering whether conditions might be unsuitable for racing, wind strength alone is not necessarily a good indicator of risk as there are a number of factors to be taken into account, including:
Wind
1. Current wind strength
Nominal limits for dinghy classes are around 25 knots. This will depend upon whether the wind is steady or gusting as well as other factors.
2. Forecast wind strength
If the wind is forecast to abate, it might be quite acceptable to start a race at or above the nominal wind speed limit. If it is forecast to increase, a more conservative approach might be appropriate.
When to call of Racing: (Cont’d)
Temperature
1. Air Temperature
Air temperature has an effect on “the weight of breeze” so that a hot northerly is not as heavy a breeze as a cold southerly at 25 knots. Air temperature also effects strength and stamina of sailors.
2. Sea / Water Temperature
Sea / water temperature, particularly the water temperature of the Lake, has a significant effect on strength and stamina of people in the water and the risk of drowning.
Age / Experience / Capability
1. Age of Competitors
Younger kids in dinghies are likely to be less capable than the 20 and 30 year olds but, older adults are likely to be less fit etc.
2. Experience of Competitors
Experience plays a big part in the ability of the sailors to deal with the demanding conditions whether they be sailing dinghies or large keelboats.
3. Capability of Boats
Within the dinghy fleets, some boats tolerate the more demanding conditions than others. For example, high speed boats such as skiffs and cats are less capable of handling big seas than slower boats.
When to call of Racing: (Cont’d)
Experience of Officials and Rescue Capability
Do the race officials have the experience to handle an emergency and are there enough of them and for dinghy fleets, are there enough rescue boats and trained crews to man them.
Acknowledgement:
Rob Ware, Race Officials Committee
Yachting Victoria.
Safety Plan
Recent articles in the main newspapers indicate that Victoria can expect an earlier fire season this year expected to be worse than that experienced last summer. Lets hope that it does not happen, but members must be prepared for any eventuality, remembering that the Lake is surrounded by bush land.
In the previous (August) issue of Mainsheet, members were advised that a copy of the Club’s Safety Plan would be issued this month. The Plan is attached. Members are particularly requested to ensure that they are fully conversant with and have a clear understanding the requirements of the Plan.
Duty Roster
The Vice Commodore, Mal Boyd, has drawn up the Duty Roster for the October to December race days of the sailing season. The Duty Roster is also attached.
The Vice Commodore particularly requests that if you are unable to perform your rostered duty, please find a willing replacement to swap with. If you have not done your duty you will be the first called when a replacement is required. Remember, races can only be conducted if the Club has the required rostered duty members available. And, please Come on Time! that is 12.00 Noon on the day of your duty.
Annual Subscriptions
Members will have received their invoice for the payment of their annual subscriptions and the Yachting Australia Fee (Silver Card) forwarded with the previous issue of Mainsheet. These subscriptions and fees are now due and payable.
Would anyone not intending to renew their membership please advise the Treasurer, Mike Crook accordingly.
Tele: 9762 6377 (BH) or 5968 5648 (AH).
Declaration of Compliance and Equipment Check List
The Safety Officer, Luis Hernandez, will distribute the Declaration of Compliance and Equipment Check List to each boat owner on the first day of racing on 3 October 2009.
Owners are advised that the failure of an owner to submit the “Declaration” within three race days, may result in a boats entry being rejected, or it may be liable to disqualification or such other form of penalty as may be prescribed.
Editorial Note:
Clause 2.01 of YA Special Regulations Part 2 for Off the Beach Boats is relevant.
Reg No. A 0001518F PO Box 302 Endeavour Hills 3802 Issue 145 June 2009
From the Committee
Annual General Meeting
and
Presentation Night Dinner
The 32nd Annual General Meeting and Presentation Night Dinner will be held on Friday 17 July 2009 at the Knox Tavern, Capital City Boulevard, Knox Tower Point, Wantirna South.
Your invitation to attend this function is enclosed. The Treasurer, Mike Crook has particularly requested that members reply to him by the date as shown on the invitation.
Election of Officers
and
Committee Members
The Annual General Meeting will precede the Presentation Dinner and will include the election for the positions of Commodore, Vice Commodore, Rear Commodore (Sailing Programs), Rear Commodore (Sailability, Secretary, Treasurer, five Senior Members for the Committee, Mainsheet Editor and Handicapper for the 2009 / 2010 season. A Nomination Form is attached. Additional copies can be downloaded from the Club’s web-site. Nominations close on 3 July 2009.
Winter Sailing Program
The Winter Sailing Program Roster has been draw up by the Vice Commodore, Mal Boyd, and a copy is attached.
Behind the Scenes
The Meeting and Storage Facility
If you have not participated in Club events recently, members will notice the next time they are at the Club that there has been a good deal of work carried out in and around not only in the Meeting and Storage Facility (Club Room) itself but also within the compound and boats storage sheds.
The Club Room now only requires the connection of power and this will be completed shortly. The trenching and laying of the power cabling from the tower to the building is complete. The skirtings within the building are to be glued and nailed in place, some minor roof leaks are to be fixed and the steps facing the roadway are to be built.
The Committee wishes to place on record it thanks to all those members who gave of their time, particularly Brain Girling for the electrical works, Herman Cleven for the trenching works and Rob Sheers for his input and who has taken responsibility for the overall works.
Maintenance Work within the Compound and Boat Storage Containers
In a December 2008 edition of Mainsheet attention of members was drawn to the “Starting / Rescue Boat “ and to the damage sustained to the skeg and propeller.
Maintenance Work within the Compound and Boat Storage Containers (Cont’d)
This damage was sustained when the boat was being taken from and being returned to the container. Formwork and crushed rock has been placed outside at the entrance door to the
Club Room and outside the boat storage sheds so that there is now no need for ramps etc to the sheds.
A Propeller Guard is being purchased for the starting / rescue boat to better improve and minimise accidents to members when being assisted / rescued
in or from the water.
A range of maintenance has also been carried out on the Club’s Sailing School and Sailability boats. The sheds have been cleaned out and the storage frame donated by Mike Crook is being modified and fitted to the Sailing School boat storage shed.
All Club life jackets including those recently purchased are located on hangers located in the rear of the “Ducky” shed. Members and Volunteers are reminded that life jackets must be returned each day to the shed and placed on the appropriate size hanger for proper storage.
The Committee also wishes to place on record its thanks to those members who also gave of their time, particularly Colin Fleming and Don Thomson who have continuously carried out the maintenance of the Club’s assets.
New Sailing School Boats
The Club has recently purchased an additional “Pacer” dinghy and a “Sabre” dinghy for the Sailing School.
With three Pacers and a Sabre, the Club is now in a position to determine what other Sailing School boats are to be retained. Surplus boats will be sold.
Events Program
Members may not be aware that the Club under the National Parks Regulations is required to obtain an annual “Events Permit”. The permit is for a12 month period commencing on 1 July each year. This requires the submission of a formal application and supporting documentation to Parks Victoria during May each year setting out not only the individual dates and times of our sailing program but also the Sailing School and Sailability program dates and times. The Club is waiting upon Parks Victoria approval for our events program.
Safety Plan
The supporting documentation referred to above includes the requirement for a detailed Safety Plan. The Club’s original Safety Plan has been revised and outlines the procedures to be followed to ensure the safety of the Club’s members, volunteers and participants under the Sailing Program and the Sailing School and Sailability Programs.
Safety Plan (Cont’d)
The Safety Plan takes into account the provisions of By-Law No.8 of the Club’s Rules and By-Laws, Yachting Australia Special Regulations Part 2 for “Off the Beach Boats” and Parks Victoria, Emergency Management Plan, for the Berwick Area Parklands that cover Lysterfield Park.
The Safety Plan will be printed and distribution to members as soon as possible.
Sailing Program
The Sailing Program for 2009 – 2010 was approved at the Committee Meeting on 14 May 2009 and will be distributed to members following approval of the Events Program by Parks Victoria. Members are advised that following the response to the recent survey, a visit to South Gippsland Yacht Club at Inverloch on Sunday 22 November 2009 has been included in the program. The annual Commodore’s Cup race at Mt Martha on Sunday 21 March 2010 is again included in the program. The future inclusion of the race day at Mt Martha is dependent upon at least seven boats from the Club competing in 2010. Club members are urged to participate in both the visit to Inverloch and the Mt Martha race day.
Mt Martha Race Day
Whilst the weather forecast for the Commodore’s Cup Race No.7 at Mt
Martha on 22 March this year was not encouraging five members ventured forth to meet the challenge. Perhaps this is why so few members turned up compared with previous years.
Mt Martha Race Day (Cont’d)
The race was delayed until the wind speed dropped to18 knots (measured in the shelter of the Club House) but it did not reduce the height of the waves. It was enough just getting the boat off the shore to sail out to the starting line. Metre and a half waves and 18 + knots made for a wild ride and concentration was essential to ensuring that you kept your boat upright. The works to windward were hard going. It was essential to keep the boat flat and to point it slightly lower to the wind to keep up boat speed through the waves whilst trimming the mainsail. Off the wind was no time to relax. There is never a time to relax during a race whatever the wind and wave conditions are.
On the broad reaches speed was more important than accurate direction and it did no pay to sail a direct course but to sail below the next mark and harden up as you approached it ready to turn for the next leg. The stronger the wind gusted and the rougher the waves became the greater importance of having just the right amount of centreboard lowered for stability, remembering that stability is induced by keeping the boat footing fast. This also applied on the run that was nearly dead square and handling it was more a matter of again not sailing a direct course but to harden up a little and reach down wind.
Mara won our Club’s Division 1 race. Simon and Rachel finished first and your editor finished second in the Division 2 race. Unfortunately, Mal Boyd and Luis Hernandez came to grief and retired gracefully.
We’ve Made It!
According to today’s regulators and bureaucrats, those of use who were kids in the late 50’s 60’s and probably the 70’s, should not have survived.
Our baby cots were covered with brightly coloured lead based paint, which was promptly chewed and licked;
We had no child- proof lids on medicine bottles or latches on doors and cabinets and it was fine to play with pots and pans;
When we rode our bike we wore no helmets, just bare feet or sandals;
As children we would ride in cars with no seat belts, booster seats or air bags;
We drank water from the garden hose – it tasted fine;
We shared our drink with friends, from one bottle or can and no one actually died from this;
We would spend hours building
go-carts out of scraps and then went full speed down the hill, only to find out that we forgot the brakes. After running up kerbs, into fences and brick wall a few times we learned to solve the problem;
We did not have Play-stations,
X-boxes, Video’s, DVD’s, surround sound, mobile phones, personal computers or the internet. We had friends and went outside and found them;
We’ve Made It! (Cont’d)
We fell out of trees, got cuts, broke bones and teeth, and there were no law suits. They were accidents. We learnt not to do the same thing again;
We had fights, punched each other and got black and blue- we learned to get over it;
We rode our bikes in packs of 5 and wore our coats only by its hood;
Our actions were our own. Consequences were expected;
The idea of a parent bailing us out if we broke the law was unheard of. They actually sided with the law;
This generation has produced some of the best risk-takers, problem solvers and inventors, ever. The past 60 years have been an explosion of innovation and new ideas. We had freedom, failure, success and responsibility, and we all learned to deal with it.
And your one of them- Congratulations!
And finally a Correction,
In the September edition of Mainsheet, under the heading “Is Your Boat Insured” the Phone No. stated for the Club’s insurer, Tudor Insurance Australia Pty Ltd was incorrect. The number should have read 9707 3033.
Members are reminded “ that the Club’s insurance does not cover the member if civil action is taken against the member even if the “accident” occurred during a Club race”
Reg No. A 0001518F PO Box 302
Endeavour Hills 3802 Issue 144
March 2009
From the Committee
Sailing Instructions 2009
The Committee at its meeting on Thursday 12 February 2009 following detailed consideration approved the issue of new Sailing Instructions to meet the requirements of the new Racing Rules of Sailing 2009 – 2012 and the Yachting Australia Special Regulations Part 2 for Off the Beach Boats 2009 – 2013.
The new Sailing Instructions will be printed and distributed to all members shortly.
Rear Commodore (Sailing Programs) Report
Geoff Leverington has provided the following report.
The first race was conducted in almost perfect conditions and it was nice to get back to racing in the New Year.
The Short Course Racing was brisk, thanks to Clare Birch the Officer of the Day, and Brian Girling and Max Brouggy in the Starting Boat with five races being achieved, some one said they would like more short course racing.
Seems to be a slight drop off in numbers on the water so come on back the water is warmer now.
Rear Commodore (Sailing Programs) Report (Cont’d)
Division 3 were are you?
There are some new rules. The Zone is now three boat lengths and safety is important with no contact between boats, more on the rules later.
Keep in mind the basics:
1. Starboard tack boat has right –of- way;
2. Windward boat keeps clear;
3. Passing boat keeps clear.
Editorial Note:
Following on from Geoff’s report, advantage has been taken in providing a background to the Racing Rules and an overview of the important changes to the rules insofar as competitive racing is concerned.
Racing Rules of Sailing 2009 - 2012
Every four years the Rules are updated. In 1997 there was a major revision of the rules and terminology. The old “Yacht Racing Rules” became the new simplified Racing Rules of Sailing.
A leeward boat was no longer allowed to “luff” as it pleased and everyone became required to try to avoid collisions.
Every four years since 1997 there have been a few rules that have changed the way we go about our racing, plus quite a few small changes that have improved or clarified many of the rules.
In the 2009 – 2012 Rules there is again many small changes aimed at making the rules easier to understand or less ambiguous. But there are some important changes, as outlined hereunder.
The Rule Changes
1. Zones
As indicated previously by our Rear Commodore (Sailing Programs) the size of “zones” at marks has been increased to three hull lengths. There is no longer a “Two-Length Zone”, just a “zone” which is defined as “The area around a mark within a distance of three hull lengths of the boat nearer to it”. A boat is in the zone when any part of her hull is in the zone.
2. Mark Room
There is a new definition called “mark room” (previously known as “buoy room”). Under the old rules, when a right -of -way boat was required to “give room” at a mark, the amount of room was “the space a boat needs in the existing conditions while manoeuvring promptly in a seamanlike way”. The position at which an outside boat had to start giving room was a little vague.
Now, as soon as one of the boats is in the zone (three hull lengths) then the outside boat must give sufficient room to the inside boat to “sail to the mark” in a seaman like manner. Then, at that moment, the outside boat must give room for the inside boat to sail her proper course around the mark.
Normally the obligation starts when either boat has reached the zone, but there is an important exception. If boats are overlapped, and the outside boat will need to change course before
the zone in order to give room, then she must do so; she cannot wait until the zone and then claim the three hull lengths was not enough distance to change course to give room.
2. Mark Room (Cont’d)
Another important change is that the mark-rounding rules do not apply between a boat that is leaving a mark and one that is approaching it; the normal right-of-way rules apply between them.
It is still the case that at a port-hand windward mark a boat tacking onto a starboard tack in the zone must not “cause the other boat to sail above close-hauled to avoid her or prevent the other boat from passing the mark” and “shall give mark-room if the other boat becomes overlapped insider her”.
Remember, with the increased size of the zone, it makes a layline approach when you have to tack even more difficult.
3. Giving Room at an Obstruction
Under the old rules having an overlap at two lengths from an obstruction, such as a right-of -way boat or a shoreline, was as important as it was at a mark. But no one took much notice. The new Rule 19.2 (a) removes the requirement for a boat needing room at an obstruction to be overlapped at a particular distance from it.
Now the only criteria for a keep clear boat astern trying to get an inside overlap, is whether the outside boat is able to give room from the time the overlap began. If she can’t then the inside boat has no right to room.
This is particularly important having regard to the shoreline of Lysterfield Lake which is in itself an obstruction.
3. Giving Room at an Obstruction
(Cont’d)
Giving room at an obstruction will also be particularly important in the last few seconds before the start of a race when a boat astern tries to get between two other boats.
The leeward boat is an obstruction so the test is “can the windward boat keep clear from the time the overlap was established?
It is now clear that when a right-of-way boat establishes an inside overlap at an obstruction, she has the right to room.
Acknowledgement: Bryan Willis: The Rules in Practice
Sailing Topic
Tactics after the first lap
This topic continues from the previous Mainsheet No. 143
Keeping your boat ship shape is important. The boat must be kept tidy at all times but it is equally important to check that every thing is free to run at the end of each leg and that everything is stowed neatly in its rightful place at the beginning of the next leg.
Keep an eye open for the fouling of the centreboard and rudder blade by weed or other debris that can occur on the Lake.
White painted blades are of a great assistance and if the centreboard cannot be seen, take the opportunity when turning corners to raise and lower it quickly.
Tactics after the first lap (Cont’d)
The skipper should be able to se the rudder blade over the transom – but should not linger over the inspection because the additional weight aft may have a disastrous effect on the trim of the boat. If weed is present it should be removed quickly and efficiently by hand.
By the second lap the fleet will normally be spread out and you will have only a handful of competitors within reach ahead and astern. Now is the time to think in terms of boat to boat tactics which, on the first lap, could have gained you at least one place and lost you six or seven more in the process.
Upwind, then, maintain your policy of going for good boat speed in clear air but down wind cover and slow the boat ahead if you can, remembering that the boat astern of you will be intent of covering you.
In the subsequent laps and particularly the leg for home, it is time to defend your position if it is a good one, or to take a gamble if it is of no use to you in the race. The crucial strategy is to stay between the opposition and the next mark.
Some competitors seem to enjoy a “second wind” during the latter part of a race. If you are one those people whom the sight of the finishing line spurs you on, then you are fortunate. If not, you must be able to produce a similar performance in response. The most effective counter lies in your fitness and stamina, even so there comes a point when the final burst of energy and concentration stems from “mind over matter”.
New Members
The Club wishes to extend a warm welcome to the undermentioned new members who have recently joined the Club. Welcome to you all.
Mr Alan Byrne
Mr Gregory Tucker
Mr James Thomson
Mr Thomas Savage
Mr Lucas Hillenger
Mr Tim Hillenger
Club members are always willing to pass on the benefits of their experiences, so feel free to ask any questions of them.
Sailability
Mr Alan Byrne recently participated in the Access Dinghy State Titles at Mornington and was awarded an Encouragement Award. Congratulations Alan.
The Club also received an Award for its involvement in the Sailability Program. The Trophy is displayed in the Club’s Meeting Room.
A “Letter of the Day” was published in the Herald Sun newspaper on
21 January ’09 from Bernadette Byrne regarding, amongst other things, the Club’s Sailability Program. The article is repeated hereunder.
“Letter of the Day”
As we near Australia day, I believe honours should go to all the marvellous volunteers, carers and families who support the disabled.
On the weekend, many disabled were part of state championships for sailing at Mornington, through access and “sailability “ programs.
“Letter of the Day” (Cont’d)
My son has been part of the sailability program through Lysterfield.
He is in a wheelchair, but through these volunteers he has been able to participate in such programs.
These people give their time to make life more enjoyable for the disabled.
They go unnoticed by most.
More volunteers are needed and supported by government bodies to such worthy causes.
Thank you, volunteers. You are the people who make Australia such a great country.
Duty Roster
The Duty Roster for the period January to May 2009 drawn up by our Vice Commodore, Mal Boyd, was distributed earlier to those members required for duty and a copy of the roster is attached for all members information.
It’s a Girl
The Flag Officers, Committee and Members congratulate and send their best wishes to Matt and Lisa Rushton on the recent arrival of their daughter,
Victoria Grace.
Members Survey
Members may be aware that for the last two sailing seasons the weekend away at Nillahcootie has been cancelled primarily due to a lack of interest.
The Committee is seeking from members their response to the following survey:
Members Survey:
1. Would you be interested in a similar weekend, but at a different location. It has been suggested that such a weekend could be arranged at Inverlock.
Would it be of interest to you?
Yes / No
If not, where? …………………….
Is the cost of travel & accommodation of concern to you?
Yes / No
2. Would you prefer a race only day at another location, similar to Mt Martha.
Yes / No.
If so, where? ……………………….
3. Would you rather not have a Weekend Away at all? Yes / No
Please cut out and return to the Secretary.
Your response will be most helpful in planning next seasons sailing program.
Reg No. A 0001518F PO Box 302
Endeavour Hills 3802 Issue 142
September 2008
As we approach the new sailing season there are several matters that the Committee wishes to bring to the notice of members.
Member Protection Policy
Members may be aware, from recent articles published in most daily newspapers, of the conduct of players, coaches, club members and supporters across a range of sports in Australia.
In this regard, Yachting Australia has released the “Yachting Australia Member Protection Policy”.
This Member Protection Policy, a copy of which will be in the library at the new Club House, seeks to foster a culture that values and responds to the sailing community’s diversity and ensures that all members of the sailing community are aware of their rights and responsibilities. It aims to provide these in strong acknowledgement of the predominately volunteer nature of the sailing community.
The purpose of the Member Protection Policy is to ensure that the core values, good reputation and positive behaviours and attitudes of the sailing community are maintained. It will assist in ensuring that every person involved in our sport is treated with respect and dignity, and is safe and protected from abuse. This policy also ensures that everyone involved in our sport is aware of his or her legal and ethical rights and responsibilities.
The policy details Yachting Australia’s commitment to eliminating discrimination, harassment, child abuse and other forms of inappropriate behaviour from our sport.
Member Protection Policy (Cont’d)
Included in the Member Protection Policy are “ Role - Specific Codes of Conduct” that Yachting Australia requires every individual and organization bound by the policy to;
· Be ethical, fair and honest in all of their dealings with other people and Yachting Australia;
· Treat all persons with respect and courtesy and have proper regard for their dignity, rights and obligations;
· Always place the safety and welfare of children above other considerations;
· Comply with Yachting Australia’s constitution, rules and policies including the member protection policy;
· Operate within the rules and spirit of the sport;
· Comply with all relevant Australian Laws (Federal and State), particularly anti-discrimination and child protection laws; and
· Be responsible and accountable for their conduct in accordance with any Role-Specific Codes of Conduct.
Members are asked to make themselves aware of the particular Role-Specific Codes of Conduct that will be posted on the Notice Boards in the Club House and the Control Tower.
Is Your Boat Insured?
This is a question that is being asked more often in the world of sailing. In many clubs it is becoming mandatory for members to carry their own insurance with a minimum legal liability cover of $5million.
Most Class Associations insist on insurance for entry into state and national titles.
Clubs do carry their own insurance to protect the club and this does cover members to a limited extent whilst taking part in club events. Outside this time period insurance cover does not apply.
Even though the club does carry insurance, it does not cover the member if civil action is taken against a member, even if the “accident” occurred during a club race.
Other typical situations familiar to most sailors that may cause loss or injury include:
- Boat blowing over whilst being rigged;
- Risk of hitting a swimmer in the water;
- Collision between boats. A case occurred in Sydney where a young girl lost a number of her fingers resulting in the club being sued and civil action against the other skipper, also a minor. Damages were awarded against both the club and the other skipper.
- Boat, mast or trailer or parts coming adrift during transportation.
Is Your Boat Insured? (Cont’d)
Unless we have deep pockets, it seems that we cannot afford NOT to have our own boats insured even though the monetary value of loss if the boat is totally destroyed may only be small. The cover for legal liability of
$5 million may be invaluable.
A typical minimum agreed value policy for a boat value up to $5,000 with legal liability cover of $5 million
has an annual premium of $184.
Ref: Don Thomson – Safety Officer
The matters outlined above were discussed at the Committee Meeting on 11 September 2008 and whilst the Committee recognises that it is a requirement of many Clubs and Class Associations for boats to be insured the Committee considers that the Club could not make it mandatory for members to have their boats insured but that members should be made aware “ that the Club’s insurance does NOT cover the member if civil action is taken against the member even if the “accident” occurred during a club race”.
Should members consider taking out boat insurance they might wish to seek a quotation from the Club’s insurance broker, Tudor Insurance Australia Pty Ltd. Berwick (Contact: Mr David Cooper. Tele: 9709 3033).
Safety (By-Law 8)
Having regard for the previous article on boat insurance, members are reminded of the following:
All members shall comply with the following safety matters that the Club has identified as a high risk of harm or injury to those members participating in Club racing:
Members must keep aware that Lysterfield Lake Park is a public park;
· For safety sake, please ensure that small children are properly supervised at all times. There are many hazards that can befall children, ranging from minor bumps and knocks (especially around boats being rigged) right up to serious injury and dare we say it drowning;
· There is sufficient room for all competitors to rig their yachts on the grassed areas.
Access to the main public pathway between the grassed areas and the trees is to be kept clear at all times and all spaces properly utilised. Pick yourself a spot with enough room to walk around your yacht but do not let your yacht or its equipment and trailer to protrude on to the public pathway;
Safety (By-Law 8) (Cont’d)
· Members shall also be vigilant in
respect of used needles and glass
(broken) bottles being disposed of
in the grassed areas, on the
pathways and in the water. The
danger of needle stick injury or
the cutting of your feet requires
all members and crews who sail at
the Club to wear adequate
covered footware;
· All members, while racing, shall
at all times wear an approved
flotation device;
· In high winds, lower and secure your sails before you leave your yacht unattended, otherwise it is dangerous to other boats and especially people in the vicinity;
· For those members who are rostered for crew duty on the rescue boat must come prepared to go into what could be deep cold water to carry out rescue assistance and should wear a wetsuit or clothing suitable for the prevailing weather conditions.
For safety reasons, only those members actually rostered on duty, or their replacements, are permitted on the rescue boat.
· It is also a requirement of Yachting Australia / Yachting Victoria and the Club that all yachts on the Club Register undergo a Safety Check with inspections being undertaken at the commencement of sailing season by the Safety Officer.
Declaration of Compliance and Equipment Checklist
The Safety Officer has revised the Club’s Equipment / Safety Checklist and it is now required that Boat Owner members complete and Sign the Declaration of Compliance and Equipment Checklist a copy of which is attached The Safety Officer will be progressively undertaking audits of these declarations at the commencement of the sailing season. Boat Owners are requested to complete and sign the Declaration of Compliance and Equipment Checklist and submit it to our Safety Officer, Don Thomson on 4 October 2008.
Racing Rules of Sailing
The 2009 – 2012 Racing Rules of Sailing, also known as the “Blue Book”, comes into effect on 1 January 2009. The book is currently being prepared for printing and will be available for sale from November 2008. The book will be available at a price of $37.50 from the online shop on the Yachting Australia website at:
Nillahcootie Weekend
29-30 November 2008
Whilst the sailing season is about to start, members are asked to keep in mind the Club’s weekend away at Lake Nillahcootie up in Ned Kelly country. This popular weekend for members consists of sailing, socialising and generally having a superb relaxing weekend. Details will be included in the next issue of Mainsheet.
Winter Series 2008
If you didn’t sail any of the winter races you missed some wild rides down the length (N-S) of the lake. Usually a strong gust will last for some four to eight seconds but these gusts were lasting half the length of the run going faster and faster – insane-
In rain, hail and freezing cold with strong northerly winds for at least five of the winter races.
Hopefully for our summer sailing season we may be in control of our boats and racing tactics. Come and have fun and good sportsmanship and then after the race let us discuss the race tactics and rules over a cuppa if there is a situation we don’t understand lets talk.
Basic rules:
· Starboard boat has right of way;
· Windward boat keeps clear;
· A faster passing boat keeps clear.
Ref: Geoff Leverington – Rear Commodore (Sailing Programs)
New Members
The Club wishes to extend a warm welcome to Sam Cosentino who recently joined the club. Welcome Sam
Club members are always willing to pass on the benefits of their experiences, so feel free to ask any questions of them. Should any new member have not received a set of Sailing Instructions and the Club Rules and By-Laws please contact the Secretary.
Duty Roster
The Vice Commodore, Mal Boyd, has drawn up the Duty Roster for the October to December race days of the sailing season. The Duty Roster is attached.
The Vice Commodore particularly requests that if you are unable to perform your rostered duty, please find a willing replacement to swap with. If you have not done your duty you will be the first called when a replacement is required. Remember, races can only be conducted if the Club has the required rostered duty members available. And please Come On Time! that is 12.00 Noon on the day of your duty.
Annual Subscriptions
Members will have received their invoice for payment of their annual subscriptions, Yachting Australia Affiliation Fee (Silver Card) and Yachting Victoria levy forwarded with the previous Mainsheet. These subscriptions, fees and levy are now due and payable.
Would anyone not intending to renew their membership please advise the Treasurer, Mike Crook accordingly.
Tele: 9762 6377 (BH) or 5968 5648 (AH).
Pontoon Jetty
The official opening of the Sailability Pontoon Jetty by he Member for Narre Warren North, Mr Luke Donnellan, will be held at the Lake on Wednesday 8 October 2008 between 1.30 PM and 2.30 PM. Members are asked to attend if possible.
New Clubhouse
The new clubhouse has been installed and made waterproof.
To bring the building up to a reasonable standard the Committee will be seeking the assistance of members through two or three working bee’s, with painting, electrical works, water supply and drainage internal works etc. Members will be advised of the dates shortly.
Reg No. A 0001518F PO Box 302
Endeavour Hills 3802 Issue 139
January 2008
Why we can't use our clubhouse
The Secretary, Brian Girling has provided the following information for Members::
The Lysterfield Park Ranger's old house was offered free of any charge and responsibility to the Lysterfield Sailing Club and the Lysterfield Lifesaving Club back around 1992 by the head ranger at that time.
The Lysterfield Lifesaving Club folded a year later and the Sailing Club has been using it exclusively ever since, and has been maintaining it when funds and volunteer labour was available.
Around 2000 Parks Victoria (PV) notified our Club that there would be a leasing fee of $2.20 per week and that the Club would be responsible for all outgoings and maintenance of all services.
In November 2006 PV notified us in writing that they wanted to formalize the handshake lease agreement and listed our responsibilities and liabilities.
They were as follows.
· We pay a Bond of $1,000.00.
· We take out a Public Risk Insurance cover for $20M.
· We insure the building.
· We take responsibility for the maintenance, upkeep and repairs of the building.
· We take responsibility for the maintenance, upkeep and repairs of the building perimeter fencing.
· We upgrade the house electrical wiring.
· We upgrade the hot water system and the hot and cold water pipes.
· sewage system.
· We reinstate any modifications to the building at the end of the lease.
· We accept a minimum renewable three years lease agreement.
Why we can't use our clubhouse (Cont’d)
· We nominate a Guarantor.
· We apply for a 12 monthly Events Permit.
· We remove all containers, boats, equipment and the floating Jetty at the final termination of our lease.
These rules and requirements now apply to all PV leases in Victoria.
Many hours were spent and many avenues explored to finalize negotiations. PV suggested that we abandon the Clubhouse on the grounds that the Club and its' limited membership could not afford the financial burden the lease would pose. The Committee had to accept this ruling.
After lengthy negotiations with PV the Club signed a lease, on the 14th January 2008, for the Compound area and the waters surrounding the proposed Floating Jetty.
As a result:
· We are not required to pay any Bond.
· We are only required to have a $10M Public Risk Policy.
· We are still responsible for the maintenance, upkeep and repairs of the Compound perimeter fencing
· We don't have to provide a Guarantor.
We still have to apply for an Events Permit every year.
We can purchase and install a building in the compound area and use it as a clubhouse.
Why we can't use our clubhouse (Cont’d)
We still are required to remove all containers, boats, equipment and the floating Jetty at the final termination of our lease.
We would appreciate any help and advice in obtaining a suitable building that we can call our Clubhouse.
Anyone interested in reading the correspondence files regarding this matter may contact the Club Secretary.
Sailing Program
This is to remind members that we will be again taking advantage of racing on the Bay at Mt Martha Yacht Club on Sunday 16 March 2008. A copy of the Notice of Race is attached.
Sailing Topic
“Sailing on Lysterfield Lake”
Sailing on Lysterfield Lake, and for that matter, on most restricted inland waters can be a frustrating experience particularly for our new members, those returning to sailing and our visitors from Bay clubs.
There are levels of subtlety undreamed of by the beginner – and even experienced open water sailors are beginners all over again when they venture onto our lake.
The most obvious difficulties lie in the vagaries of the wind. Direction and strength vary enormously on different parts of our sailing courses but it is not true to assume that if you stayed still – which hopefully you would not normally wish to do while sailing – you would notice these variations more easily than you would sailing on the Bay.
“Sailing on Lysterfield Lake”(Cont’d)
What appear to be vigorous gusts and sudden lulls as you move across the lake are often encountered only because your boat has entered or left an area of wind caused by the topography and vegetation of the land surrounding the lake which can have a marked effect on the wind trying to flow over and past them.
These areas of wind can be predicted by reasonable observation; even better still they can be seen as patterns of ripples or wavelets on the surface of the water that are not generally large enough to allow the build-up of real wave systems. The skipper should be able to observe areas of stronger wind created by dark patches on the surface of the water. In reality, the darkness is caused by the shadows and silhouettes of the slightly higher ripples and wavelets and become less apparent as you sail closer to them.
Always keep a good lookout ahead and to windward and, all other things being equal, plan a course through the areas of stronger wind.
Wind will flow around the curves of the Lake and the trees and can also be reflected from the high bank of the dam wall. When sailing on the restricted waters of the Lake that has such obstacles it can be expected that the direction, as well as the strength of the wind to vary a good deal, but predicting the direction and to some extent the location of the wind shifts is not easy.
The most sensible precaution is to launch early and go for a tour of the area of the sailing course for the race, before the starting signals. Allow plenty of time to do this to analyse your findings and if there are boats close by, notice how the wind is treating them too.
“Sailing on Lysterfield Lake”(Cont’d)
Because of the likelihood of wind variations, short legs and often light winds, skill in getting every ounce of performance out of your boat and more particularly your sail (s) is mandatory. Good roll tacking and gibing, good mark rounding, patience and fast reactions to change are essential. It is also important that we have a reasonably good knowledge of the racing rules, as there is little chance of escaping a breach of the rules when racing in close company of other competitors.
Downwind sailing is rather different when the water is flat. The course sailed may be much straighter than in waves and sails will require constant trimming, aided by observations of tell-tails and wind pennants. The colour of the surface of the water will indicate desirable detours into gusts and warn of lulls.
Beware of the sudden “hole in the wind” when sitting out hard; capsizes to windward are common in fluky conditions.
With no waves to help, it is difficult in light winds to lift on to a “plane” and I have heard it said that reaching on the flat water of the lake, as distinct from the salt water of the Bay, was “like sailing in treacle”.
2007-2008 Arrow and Arafura Cadet National Championships.
Our intrepid Commodore, Mara Chachs has provided the following article.
The 2007-2008 National Titles were held at Yeppoon in Queensland. It took two and a half days to get up there towing the boats. My brother David and I drove up together double decking his Arafura Cadet on the top of my trailer.
2007-2008 Arrow and Arafura Cadet National Championships.(Cont’d)
It was a pretty light series with the wind averaging 10- 15 knots if we were lucky. The Invitation Race was blown – out though. A few tropical storms came through the fleet also, but they died back after half an hour or so.
David had no breakages but had to
re-cut a sail as it was an inch too big at the measuring point. I was not so lucky and had a rudder gudgeon pin break away from the fitting. It happened on the last beat about 500 metres from the finishing line so I kept going on sailing on one rudder and was lucky enough not to loose a place. It was really hard to tack though.
Steve Short from Victoria won the Title, an old Lysterfield sailor, from Darryl Skinner of Queensland and Garry Powell from NSW. Our Club member, Mathew Rushton came 6th and I came 12th overall. Matt got a few 4th places in the series and my best place was a 6th.
Duty Roster
The Vice Commodore, Mal Boyd has drawn up the Duty Roster for the remainder of the Summer / Autumn months of the season. The Duty Roster is attached.
Mal particularly requests that if you are unable to perform your rostered duty, please find a willing replacement to swap with. If you have not done your duty, you will be the first called when a replacement is required.
Remember, races can only be conducted if the Club has available the required members who have been rostered for duty. And please Come On Time! That is 12 noon on the day of your duty.
Racing Rule 31: Touching a Mark
In racing on the Lake there are many cases where we are in close company, and it is perhaps appropriate to make mention of this important Racing Rule for the benefit of our Members.
31.1 While racing, a boat shall not touch a starting mark before starting, a mark that begins, bounds or ends the leg of a course on which she is sailing, or a finishing mark after finishing.
31.2 A boat that has broken rule 31.1 may, after getting well clear of other boats as soon as possible, take a penalty by promptly making one turn including one tack and one gybe. When a boat takes the penalty after touching a finishing mark, she shall sail completely to the course side of the line before finishing. However, if a boat has gained a significant advantage in the race or series by touching the mark her penalty shall be to retire.
Where are the Impulses?
We know you are out there and we miss your company. The Club appreciates that there are commitments that may preclude many of you from competing on a regular basis but looks forward to having you return to racing at the lake at an early date.
Snakes Alive
With the weather being generally hot and dry snakes, have been seen around the Tower and Storage area and Members are asked to be particularly careful. Parks Victoria signage ain the park makes reference to this important matter.
A little something to finish off:
The Bitter End…”he reached the bitter end” is a commonly used phase and most assume that it means that the individual involved is “bitter” emotionally because some situation or another has reached an unhappy ending. Actually the phase comes from boat operations. An anchor line has the anchor on one end and the other end is tied to the “bitten”, a kind of cleat post at the stem of the boat, and is called properly “the bitter end”. Sometimes the anchor line chafes and that section has to be cut out, which shortens the line. The line with use becomes shorter and shorter and finally one reaches the bitter end and that is all there is. There is nothing left after the bitter end.
Previous
Newsletters
Reg No. A 0001518F PO Box 302
Endeavour Hills 3802 Issue 137
October 2007
NILLAHCOOTIE WEEKEND 2007 ISSUE
It is that time of the year again to think about the Club’s annual
trip to Nillahcootie. The dates that were shown in the original Sailing Schedule
(Program) have had to be altered and the dates you need now to mark in your
diary are:
Friday 16 November to Sunday 18 November 2007.
The Nillahcootie weekend has plenty of time for socialising mixed with
fun sailing and a minimum of five races for the dedicated sailors. The Club
looks forward to several volunteers and their families from our Sailability
group who will be attending the weekend for the first time.
What you need to bring for the weekend is a sleeping bag or bedding and
a pillow, food for breakfast and lunch on Saturday and Sunday and meat for a BBQ
on Saturday night. You will need to bring your own refreshments.
The Club will supply salads and desserts for the BBQ, together with tea
and coffee and cordial for the children for the weekend.
Accommodation is in bunkhouse style rooms – at Barjarg School Camp,
which is situated in Harpers Road, Barjarg (See map attached).Harpers Road is
about 300 metres on your left past the Barjarg Store. Camping facilities are
also available.
You can arrive at the camp late Friday afternoon or evening, or if you
prefer you can meet up with some of the other members at the Maindample Hotel
foe a meal before going onto the camp (suggested time arranged later).
As the Club does not intend to make a profit from this weekend, all cost
have been kept to a minimum. The costs for the weekend are:
Adults
$45.00
Students under 18 years
$22.50
Children under 12 years
$5.00
A sailing fee of $10.00 per yacht applies for the weekend.
Please return your accommodation requirements to our Treasurer, Mike
Crook by not later than 3 November 2007 either at the Club by this date,
by phone during working hours on 9762 6377 or e-mail to crookster7@optusnet.com.au
-----------------------------------------------------------------------------------------------------------------
Name…………………………………………………………………………………………
Adults……………………Students…………………………Children……………………...
No. of Yachts……………………
BARJARG SCHOOL CAMP
Barjarg camp is a non-profit cooperative run for member schools. Student
accommodation is subsidised by private bookings. We welcome all bookings and try
to provide a high standard accommodation in bunkhouse style accommodation.
Our camp is located on about ten acres, the old Barjarg Primary School.
The original building was eaten by termites and was replaced with a school
building saved from the flooding of Eildon Weir. This building was gutted when
the camp started in 1975 and converted into a kitchen and dinning room. A
ten-room bunkhouse, toilets and showers were then built. In 1997 a school
portable was added as an activities room and a large garage was built in 2001.
The cooperative continues to use its income and volunteers to maintain, add to
and improve its physical resources.
We have a great variety of guests; family reunions, friend groups,
special occasions such as birthdays, small families, couples, qui/ters,
fishermen, bushwalking clubs, sailing clubs, motor bikers, water skiers, snow
skiers, scouts, horse riders, schools and special camps.
For your stay at Barjarg we would like you to think of it as your
country home. Invite your friends or family to come and visit with you. People
love the change in pace. A chance to talk and relax while the kids play. The
kitchen has everything you will need to entertain. There is a BBQ and fire pit
area for night entertainment. You can walk past farms to the Broken river and
fish or just walk along its banks.
We are part of the legendary high country of Victoria. Mansfield caters
for the tourist and has many different activities. There is a book in our
dinning room that has many brochures covering local attractions. Mansfield has
its own tourist centre for more detailed information. Acivities include
wineries, horse riding, water ski, snow ski, boating, canoes, bush walking, bike
riding, fine restaurants, cinema (Mansfield and Swanpool), fishing, four wheel
driving, camel riding, golf, shopping and sightseeing. At the camp itself there
are acres to run around in. The activities room has board games a pool table and
table tennis table; Due to the cost of insurance we do not have such things as a
flying fox, high ropes course, climbing wall and swimming pool.
SAILING
SCHEDULE
`
Members are asked to amend the Sailing Schedule (Program) forwarded with the previous Mainsheet No.135 noting that the Merrell Cooper Trophy Race No.2 (Aggregate No.4) will now be conducted on 24 November 2007.
DUTY ROSTER
Members are also asked to amend the Duty Roster forwarded also with
Mainsheet No.135 noting that those members previously rostered for duty on 17
November 2007 will now be required on 24 November 2007. If
you are unable to perform your rostered duty please find a replacement to swap
with and advise the Vice Commodore (Mal Boyd) on:
mal.boyd@ bigpond.com or 9898 1632, 0409 981 632 accordingly.
Reg No. A 0001518F PO Box 302 Endeavour Hills 3802 Issue 136 September 2007
Sailing Program
This
is just a reminder to members that the Sailing Program (forwarded with the
previous Mainsheet 135) commences on Saturday 6 October 2007 and we are
looking forward to a great season of competitive racing.
Races
commence at 1.30 PM.
Duty Roster
The
Vice Commodore, Mal Boyd, has drawn up the Duty Roster for the first few months
of the season. The Duty Roster is attached.
The
Vice Commodore particularly requests that if you are unable to perform your
rostered duty, please find a willing replacement to swap with. If you have not
done your duty you will be first called when a replacement is required.
Remember, races can only be conducted if the Club has the required rostered
duty members available. And please COME ON TIME! That is 12.00 noon on
the day of your duty.
Annual Subscriptions
Members
will have received their invoice for the payment of their Annual Subscriptions,
Yachting Australia Affiliation Fee (Silver Card) and Yachting Victoria Levy
forwarded with Mainsheet 135. These Annual Subscriptions Fees and Levy are now
due and payable.
Would
anyone not intending to renew their membership please advise the Treasurer,
Michael Crook accordingly.
Tele:
9762 6377 (BH) or 5968 5648 (AH).
Sailing / Racing Topic
With Short Course Racing forming part of this seasons Sailing Program, the main reason being intended to sharpen the skills of our sailing members, both in our club races and for those participating in championship regattas, it would seen appropriate to again include the following topics from previous editions of Mainsheet:
Pre-Start Homework
You
should find the lay line (starboard or port lay lines) at the favoured end of
the starting line. If it is the starting boat end, you will know if you are
above the lay line in the last 30 seconds and there will be a big chance that
you will be forced to the wrong side of the starting mark / boat at the gun. If
you get below the lay line at the starting mark / boat end then you will not
lay the starting line.
You
should always have two or three timed practice runs to become confident with
your time and distance judgement.
These
practice runs should be done “shaking in”, controlling your boats’ speed as in the real start.
You
should establish a distance you would like to be from the starting line at
about 30 seconds to go. Knowing this distance will give you a good feel for
whether you are too early or late when you make your final approach.
Pre-Start Homework (Cont’d)
At
five minutes to go you should be sitting back watching the start develop. The
skill is to be able to visualise from where the boats are at one minute to go
and where they will be at five seconds to go.
If
you have decided to start at the starting mark / boat end at one minute to go
and there is a big tight bunce in there early, you would be crazy to continue
going on with your original plan. It would be better to come in above the bunce
for a nice clean air start.
The First Five Minutes
The
minutes just after the gun when you are congratulating yourself on a good start
are the most critical ones; the skipper (and crew) should be fully focused on
boat speed and sail trim. It is critical to maintain your position in the front
line until you are in front of most of your opposition. You can then start to think
about what you are doing tactically how you are with the wind shifts and that
your strategy is in place.
To
survive this period you need to set the boat up pre-start for maximum windward
performance in the prevailing conditions.
Acknowledgment: Mr Mike Fletcher.
And something to think about:
There
are lots of things that happen during the race - these are called mistakes!
“Other
sailors lose races, rather than win them. Therefore it reasonably follows that
if you minimise you mistakes, you will win a lot more races.
Rules & By-Laws
Members may be aware that a Special General Meeting of members was held on 12 May 2007 where it was agreed that the draft Rules & By-Laws be submitted to the Registrar, Incorporated Associations of the Department of Justice for consideration and approval.
The approval of the Registrar was given on 3 August 2007 and the Rules & By-Laws of the Club are now being printed and will be distributed to all members shortly.
The Rules & By-Laws revise and update the Club’s original Constitution.
Nillahcootie Weekend 24-26 November
Whilst
the sailing season is yet start, Members are asked to keep in mind the Club’s
weekend away at Lake Nillahcootie up in Ned Kelly country. This popular weekend
for members consists of sailing, socialising and generally having a superb
relaxing weekend. Details will be included in the next issue of Mainsheet.
New Members
The
Club wishes to extend a warm welcome to Mr Don Thomson who joined us recently.
Don brings to the Club fleet a new Sabre thus further increasing the Sabre our
numbers.
Club
members are always ready and willing to pass on the benefits of their
experiences, so feel free to ask any questions of them.
Should
any new member have not received a copy of the Sailing Instructions please
contact the Rear Commodore.
E-Mainsheet
The
Committee at its Meeting on
13
September approved the use of an “Electronic Delivery System of the Newsletter.
In other words, an electronic Mainsheet (e-Mainsheet)
This will commence with the next issue
of Mainsheet. The Club asks Members who have e-mail addresses to log onto the
Club’s web-site and download their copy. Members will be advised by e-mail when
the Mainsheet is available. That advice will also detail other documents that
may be available, such as Notices, updated Race Programs, Rosters etc. Members
who do not have an e-mail address will still receive hard copies of Mainsheet
and other documents. Members are asked to ensure that their e-mail address is
included on the back of the form when they renew their subscriptions.
and
finally,
A Plea for Help
As
you may be aware the Club’s Sailing Schedule (Program) is dependent upon
members being rostered for various duties, including being the Officer of the
Day, when required, being skipper of the
Starting
Boat and as crew in the Starting Boat for rescues and to place and retrieve the
rounding marks of the sailing courses.
In
a small Club such as ours these duties place a burden on members particularly
those who are also active participants in the Club’s Racing Schedule.
The Club is therefore seeking help from non-sailing members
who would be prepared to undertake any of these duties on a semi – permanent
basis rather than just being rostered from time to time during the sailing
season.
A Plea for Help (Cont’d)
Assistance
in this regard would be very much appreciated and if you are able to help
please contact the Vice Commodore, Mal Boyd. Tele: 9898 1632. The offer of
assistance will also help in the development of the Duty Rosters.
Club Directory
A copy of the Club Directory is forwarded with this issue of Mainsheet.
It might please be noted that the Club has yet to fill two vacancies on the General Committee and seeks offers from members to fill these positions.
Reg No. A
0001518F P O Box 302 Endeavour Hills 3802 Issue 134 April 2007
Sailing Topics:
Our Commodore, Mara Chachs has submitted the following articles:
Arrow State Titles: 2007
The Arrow and Arafura Cadet State Titles were held prior to Easter at Somers Yacht Club on Westernport Bay. Eleven Arrows and one Arafura Cadet attended. The winds were varied with light winds on the Saturday to race cancelling winds on the Sunday. By Monday the winds had abated to around 25 to 30 knots so two races were completed on that day.
Steven Short (an ex Lysterfied member) won the series with our member, Mathew Rushton, coming second with Ross Clayfield from Parkdale Yacht Club, third. Personally, I was running third until I decided not to race on the Monday and was subsequently pushed back to 9th place. I strongly encourage all members to sail in their State Titles next year as you learn so much about your boat from sailing against other people in different conditions. It also gives you access to the top skippers in the state who can help you with tuning problems that effect only your class of boat.
Arrow Catamarans Vs
Anderson Inlet Tides
Lake Boga usually has a huge Easter Regatta and we were planning to take the Arrows up there this year. Well, as Robbie Burns said “The best laid plans of mice and men often go astray”.
Arrow Catamarans Vs Anderson Inlet Tides (Cont’d)
There was a strong rumour at the State Titles that the Regatta was cancelled due to lack of water in Lake Boga due to the drought. This turned out to be true so we needed an alternative plan. One of the Arrow sailors is the Commodore at the South Gippsland Yacht Club and he let it slip that they had a sponsored regatta during Easter at his club.Great - Plan B.
Anderson’s Inlet has one of the worst tidal surges in Australia. It runs at about 6 to 8 knots in the peak flow and abates to 2 to 3 knots around the turn of the tide. There is no slack water and also lots of sand bars. The best way to describe it is that it looks like a river at low tide and then fills at a great pace over the sand bars on both sides of the inlet to get a decent amount of water by the end of the day. That club has a problem setting courses’ as they have to match the course to the tide. This means that they have lots of weird shaped courses to try to keep the boats out of the pull of the tide.
Sailing in tides is a lot different to what goes on in our Lake. If the tide is running quickly it can actually sweep your boat down below or onto the mark if you do not allow for it. There wasn’t too much wind during Easter and this just compounded the problem. Lets just say that my ability to do “360” turns has improved since that weekend.
The Inlet is relatively flat water until you get wind against tide on a sandbar. Then you get chop that is long as it is tall. Washing machine time.
Arrow Catamarans Vs Anderson Inlet Tides (Cont’d)
There is also a lot of sand hills around the water so you get puffs and gusts that you associate with Lysterfield. Imagine going around “A” buoy with 5 knots of wind and a tide that wants to sweep you past the mark and into the wall. Every time you maneuvered the boat would stop and the tide would suck you dramatically sideways. It took about three races just to get used to the conditions.
The first thing you have to think about, whilst rigging, is the tide and which way it is going. You work this by looking at the shore and seeing how the water is flowing in relation to the banks.
When you are sailing the race you can see the amount of tide and its direction by looking at the buoys as you round them. You check the rope underneath and see which way the buoy is straining or if it is a permanent channel mark, you can actually see a lull in the water behind the mark on the opposite side to which the tide is coming from. The other thing you have to know is where the shallow is and how close you can go before you run aground. The tide is strongest in deeper water so the trick is to get into deep water if the tide is going the same way as you are to the next mark If you are fighting the tide you need to stay in the shallows so that you don’t get swept back as much. There is only one group of rocks in the Inlet so it didn’t really matter whether you ran aground or not, as long as you avoided hitting the rocks with your centerboard or rudders.
Arrow Catamarans Vs Anderson Inlet Tides (Cont’d)
The tide also effects your tacking angles.
No more tacking when you cant see the buoy out of the corner of your eye. If
you used a 90 degree angle you either got swept down and overstated the mark or
got swept back and had to tack again to make the mark. Tacking lost you a lot
of ground as you were swept by the tide even more so when you weren’t moving.
There were 22 boats in the regatta. Some missing out on the various days. The average size of the fleet was around 16 boats, mainly mono-hulls consisting of lasers and impulses. Division 1 was for catamarans and an international canoe that the mono-hulls were sick being beaten by, so it was placed in with the catamarans.
Division 2 was for mono-hulls only. The boats were put down on the beach by a quadbike as there was quite a walk when the tide is out. You have to be very wary of your gear being flooded when the tide come in.
Winds were light during the series so it was a struggle to beat the tide, especially on the last race of the regatta, which consisted of 6 races over the 3 days with the first start at 11 am. A bit of a slow down after the State Titles. Division 1 was won by the international canoe with me second and a windrush third. I did actually beat the canoe in one race and that stirred up the “locals” a bit. It is really hard to beat a mono-hull with the same yardstick in light winds, though we have all seen the problems cats’ have in the drifters on the Lake. That’s my excuse and I am sticking to it.
Arrow Catamarans Vs Anderson Inlet Tides (Cont’d)
Yes I did beat my mate on the Arrow but that was because he pulled out of too many races due to lack of wind.
Anderson’s Inlet is a very different and challenging place to sail. The “locals” say that if you can sail there you can sail anywhere and I tend to believe them. If you have the chance, drive down there sometime, it’s a great club and they will always welcome a visitor.
Before the Mast
In the October 2006 edition of Mainsheet Simon Humphrey provided members with Part 1 of his adventure on the sailing ship “Endeavour”.
We are again thankful to Simon for the following article.
Prevailing Winds and Following Seas.
Part 2 by
Simon Humphrey
CAPTAIN ROSS MATTSON'S
VOYAGE LOG
MELBOURNE-SYDNEY
0900 Saturday
1 April 2006
South 39 deg 04 min,
East 145 deg 30 min [20 nm SW of Cape Liptrap]
After an
uncomfortable night Endeavour
is proceeding under engine and staysails on a course of 140 degrees in Force 8 south-westerly
winds of 30 to 35 knots gusting to 40 knots at times. The wind, which can be
described as gale-force, is swinging to the south which is not really where we
want it now. The seas are four to five metres and we’re making four and a half
knots.
We got going
from Melbourne’s Docklands on time yesterday morning, passed under the Bolte
Bridge and got our topgallant masts up again before entering Port Phillip Bay
in blustery conditions. It was frustrating that we found the winds against us
once again as we passed out through the Heads of Port Phillip Bay, heading out
into stormy seas on Bass Strait. We’ve been under motor with steadying
staysails.
It’s been a
long night. It was a rough passage for our new voyage crew and supernumeraries
who are still trying to get their sea legs. And we’ve got a new cook who’s
trying to get her bearings in the galley. In these conditions the ship likes to
roll, very deep rolls. We were kept busy overnight constantly having to check
lashings and had to refasten the lifeboat.
We are now well beyond the heads of Port Phillip Bay still
pounding, pitching and rolling our way south into the 5m swells and 35-40 knot
winds. For the new tall ship crew the adventure of a life time is now well
underway but its mixed emotions, elation that we’re underway and apprehension
about enduring the conditions. Our Pilot’s mission was now complete and he is
adamant that its time for him to leave us. The pilot’s launch had for the best
part of an hour now been testing various approaches off our stern both to port
and starboard, then coming within a few meters along side. The Pilot’s launch
has incredible power and quickly powers away when pushed toward our ship in the
waves. The Launch radios our Captain with a heading and boat speed they would
like us to steer onto while they extract their man. What they want us to do is
have the ship turn beam to the weather so the pilot’s launch can approach on
the lee with some protection from waves to reduce the difference between the
two jostling vessels. Captain Mattson has a short conversation with our onboard
pilot and then polity replies via the VHF that he is “not prepared to put the
Endeavour beam to the wind within miles of a lee shore in these conditions.”
Silence from the launch as we continue making our way to the
southwest. The Captain is taking us to the south for several nautical miles
into the wind as he does not want to have the ship making its way across the
wind within five miles of a lee shore. The intention is to then head southeast for
the traffic separation channels around Wilsons Promontory.
The Watch leaders are now trying to get us into the watch
system which is obviously going to take a little getting used to. We are
starting with three dog watches (a short two hour watch). There is normally
only two dog watches per day (which ensures ones watches are different each
day) but this is just to get us started. The incoming watch assembles on the
port waist deck for the roll call. While the outgoing watch is assembled on the
starboard side just forward of the helm on the quarter deck. The watch has
several continuous jobs which include port and starboard bow lookouts and a
stern lookout who report all sightings to the Officer of the Watch (WO). Two
people are required at the helm as it’s very heavy, too much for one person.
One is designated the brain and steers the ship on the heading determined by
WO. The other is the muscle who follows the instruction of the brain as to the
number of wheel spokes to turn the helm, either port or starboard. There is
also a periodic check of the ship to be carried out by an individual who checks
such things as refrigerator and freezer temps, bilge level, checks each deck
for fires and checks that other items such as anchors and life rafts are
secure. Each post rotates onto the next every 15 minutes until you have
completed a stint at each post, then you can relax till everyone has been
through and it’s back to the beginning again.
At this stage the watches are only really taking care of the
lookout functions and the Captain still had permanent crew on the helm while
our nervous pilot is still aboard. Stay sails were being set now by the
permanent crew in an attempt to slow the roll rate of the ship. The stay sails
run fore and aft and in this instance were not being used to drive the ship (as
we were heading to windward). Rather they are being used to slow the
port/starboard rolling by dragging these sails across the wind. The Captain
seemed adamant that there was a marked improvement once these sails are set but
my senses weren’t in tune enough with the ship to detect the difference.
Our pilot who had boarded the ship in a suit with his brief
case had now donned his wet weather jacket complete with safety harness and was
now clearly desperate to go. Other vessels to attend to and they had clearly
spent more time with us than intended. He made his way down to the waist deck
brief case in hand, as the pilot launch made its final approach.
Our Captain had
made a minor course adjustment to have us ever so slightly across the wind. I
really didn’t think this could be done and was quite sure that they would make
an attempt, then abort and surrender to the conditions. With the rolling of the
ship one moment the waist deck was near at the waters surface the next it’s 3
to 4 meters above. As the pilot’s launch got closer another pilot appeared on
deck in all his safety gear and attached the grab rail that ran around the
perimeter of the large fore deck. He made his way round the port bow area ready
to receive his man from the Endeavour. Our ship and the pilot’s launch bobbing
around like corks in these shocking conditions with a confused sea and 5 meter
swells, I still felt sure they would abandon. The pilot aboard our ship now
climbed over the rail and waited hanging onto the rail. Then with a rather
large crunch the pilot’s launch slammed the side of the Endeavour and
simultaneously like something from a James Bond film our pilot leapt across,
with brief case in hand to be caught on the pilot’s launch as both men focused
on getting him attached to that grab rail. With a blink of an eye it was all
over, both men safely attached and the pilot’s launch powering away before any
more contact occurred. If I hadn’t seen it, I could never have imagined it
possible. I wondered if Work Cover had seen this in action.
The pilot’s
launch circled around our bow as the ship resumed its dead into the wind course
and I noticed the Captain taking a camera from his jacket pocket as he moved to
the port rail.
The pilots were all now back in the cabin of their launch
and there had obviously been some discussion between our Captain and the pilot
in regard to the ridiculous amount of power the launch had. The launch came by
our port side in the opposite direction like an offshore power boat racer, the
entire launch airborne of the huge swell. I guess every job has some perks.
Most everyone remained on deck throughout the late afternoon
trying not to succumb to seasickness with the ship’s horrible motion,
unfortunately many did.
“Endeavour” hit by a wave on second day.
Our (Mizen watch) first dog watch began at 1800 which meant
we were the first sitting for dinner. Ordinarily that would be a good thing but
with the conditions, below was not where anyone wanted to be. It was difficult
to move around on deck having to constantly hold onto something and there was
quite a level of exertion required just to stand still. Below it seemed even
harder as you didn’t have to move far before you were being bashed into
something. You could sit on the floor of the 18th century deck and
you would be flung across the floor and bashed into the lockers on the opposite
side of the deck. The cook had excelled for that first evenings meal. I don’t
know if she had been trying to make the most of the calm bay conditions as we
had left port or if the most perishable supplies were being used first but a
fine roast chicken meal had been prepared, in enormous quantities to feed our
crew of many. As you can imagine it was totally lost on us.
Coming below was hard enough, combined with the smells from
the galley it was certainly not conducive to stave off seasickness. I didn’t
feel great at this stage but I was taking my medication and didn’t seem to be
getting worse so thought it best just to have the smallest serve I could. The
cook and her assistant encouraged me to have more as there was plenty. I
politely declined and sat to eat, feeling very sorry for them as it was clear
from the goings on above that few would be happily eating well tonight. I ate
quickly and returned to the fresh air on deck as soon as I could. No change on
deck, still as lumpy as ever. I just wanted to get through our watch and hit
the hammock in the hope that this foul weather would pass or at least abate
before our next watch which would be at 0400.
Our watch commenced in a disgraceful manner with Pete (AB)
having to find stragglers in the galley and heads. By the time we had everyone
assembled and the roll called for the umpteenth time we were quite late. This
in turn meant the outgoing watch was late getting off their duties and late for
dinner, which meant the cook and staff had to stay below longer cleaning up
etc. etc. Brian (our Watch Leader) gave us a stern dressing down in front of
the Captain, to be seen as doing the right thing in front of the boss, I guess.
I noticed a number of times over the voyage several of the permanent crew who
were also sailing with Endeavour for the first time were out to impress the
Captain. They obviously felt it was required to ensure future voyages as I
imagine there wouldn’t be a great deal of work like this available. With 11
voyage crew in our watch and only five or six people required at any one time,
the others were free to relax while awaiting their entry into the 15 minute
rotation of tasks. Brian (WL) and Pete (AB) ran us through what was required of
us in each location, all straight forward enough. Somewhere along the way the
ships bell had started being rung every 30 minutes as well, this was all part
of keeping track of time, for the main focus of our existence now became the
strict adherence to our watch times. Our watch passes quite uneventfully as we
continued bashing our blunt bow to windward under diesel and stay sails.
After being relieved from our watch duties by the incoming
Foremast watch we went below to setup our hammocks for the night. Some had this
all sorted as they had done it the night before at dock but others were having
their first attempt. People fumbling around trying to find the correct numbered
hammock as your bedding was rolled up in it and the corresponding numbers in
the overhead timber work, from which to sling it. Then trying to thread the
ropes and tie the knots whilst holding on to anything you could to keep from
being thrown across the ship. Finally, timing the ships rolling motion to
assist as you leapt into your hammock. At last there was some relief from the
constant exertion required just to stand on deck. Even seated in the galley one
had to hold on to prevent being tossed to the floor. On the down side there
were a lot more hammocks than the night before as many of the crew only came
aboard in the morning.
This meant you were in contact with the people surrounding
you and even though everyone was swinging together there was a great deal of
bumping and jostling. I lay awake for hours being bumped and jostled listening
to thousands of timber joints groaning in unison with ever roll of the ship,
then to the creaking as the slack in the rigging was taken up each time those
huge timber mast sections swung through their arcs. Hard to believe that only
the night before I had been thinking how over engineered she looked. Now
tonight it didn’t seem enough to weather such conditions. Even from below you
could hear clearly the spray hissing off the crest of the approaching wave
before they hit and seemingly stopped the 550 tonne ship dead, the diesel’s rpm
drops off as she slowly builds speed again. Lying in your hammock as the ship
was stopped in these waves it felt like the entire contents of your stomach was
being forced to the back of your throat. As if battling the nauseated brain
wasn’t enough you also had to deal with your floating stomach as well, this
proved too much for many more who had not already succumbed to seasickness.
Below with people sick all around it was now as foul as the weather causing it.
I just lay there hoping it would all improve before our 0400 watch.
Don’t think I slept at all that night perhaps just a
succession of ten minute rests broken by, well, everything. The ship’s bell was
perhaps the nicest way to be disturbed, at least signifying everything on deck
was normal. A wave had broken over the deck and managed to send buckets of
water down onto several nearest the companionway. People clambering about,
getting into wet weather and safety harnesses before heading up to go on watch,
shortly followed by those coming off watch and getting out of their gear,
before finally settling down and making it to their hammocks. At one point
during the night I was sharply awoken by a huge crash and violent motion, this
was followed by a great deal of shouting on deck. I was completely ready to get
up and head for the life rafts. I waited for the announcement wondering how
much clothing I’d be able to put on and still get into a survival suit. Some
minutes passed and things on deck seemed to calm down. We later learned that a
rogue wave had broken on us and a life raft needed to be resecured, which
resulted in all the commotion.
It was about 0330 when the Brian (WL) came round to wake us,
don’t know why he looked surprised to find me already awake. I knew before even
jumping down from the hammock that the conditions were exactly the same. We got
into our wet weather gear, safety harness and reflective vest before heading up
on deck. On deck in the pitch black we found the entire deck had been
crisscrossed in ropes to hold onto. Now as you moved about holding onto one
rope you had to climb over perpendicular lines as you went. It was an
improvement as previously everyone was holding onto the rail so if you wanted
to move around you had to leapfrog everyone else on the rail. It was also
freezing, before leaving Melbourne it had been a hot, late summer week.
Now it seemed we had been plunged into winter, I wore most
of the limited clothes I’d brought at once and was still feeling it. Roll call
was much improved this time and we took up our posts from the out going watch.
Not long into the watch I was called up for my first stint at the helm, a
little daunted I made my way over to the port or “muscle” side of the helm. The
relieved muscle then takes “the brain” position at the helm. The helm is quite
heavy but as we are still under engine the ship tracks her course well, only
requiring minor one or two spoke corrections even in these large waves. The 15
minutes wiz by and I now move over to “the brain” position. First I must inform
the Officer of the Watch of my intention to take over the helm. The WO then
informs me of the course being steered. I repeat the course back to him and
then permission is granted for me to take over the helm. It’s not difficult
particularly under engine however it does take a little getting used to. The
compass is obviously the most accurate indication of course but in these seas
staring at that for fifteen minutes will just about guarantee you become sick.
So the tip from the wise old Navigator Jim is to line up a group of stars to a
level yard in the centre of the rolling motion and steer to them. It takes a
bit of practice with all the pitching and rolling but it’s a whole lot more
pleasant occasionally glancing back to the compass rather than looking down at
it constantly. Just as I am becoming comfortable it’s time to move up to a bow
lookout position, the ships bell is rung and we all shift positions again.
All the lookout
positions at this stage of the voyage are happily uneventful, though as new
crew we are often reminded how important it is to report everything. Seems
keeping warm is to be the only remaining challenge of this watch.
Then the shouting starts. Pete (AB) calls out for “any crew
not on a post, come lend a hand”. A few of us make our way up to the starboard
quarter deck to find Brian (WL) hanging waist over the lower part of the rail
holding onto a Spritsail boom. It has come loose in its lashings and is now one
end in the sea, a few loose loops of rope in the middle and Brian hanging onto
the other end. A few more of us lean over the rail and try to get a grip on it.
It’s like a wet timber flag pole about five meters long trashing around in the
sea. Near impossible to get any sort of a grip on. We struggle for a
considerable amount of time just trying to prevent it from slipping away. We
continue to wrestle with it, occasionally having attempts at dragging it back
on board with ropes and brute strength but were just not making any gains. Our
ropes and hands just slip from it. It just doesn’t seem we can exert enough
force on it to recover it from the sea. Things turn dire as the poor grip only
gets worse with cramped hands and muscle fatigue. Only Brian is in a position to
stop it from being lost and even he is failing, convinced he’ll just have to
let it go. Then Pete sings out “I’ve got it!” What the hell is he talking
about? Amidst the confusion he’s managed to get the tail of a sail control line
and pass it through a hole at the end of the boom and tie it off. There is no
way we can lose it now and eventually we are able to recover it on deck using
this rope.
Everyone is very relieved we don’t have to tell the Captain
how we lost a part of the ship on our watch. Brain is convinced that dealing
with emergences like takes your mind off the motion and therefore prevents sea
sickness. I know what he means but somehow I don’t think hanging over the rail
for extended periods is the best remedy. We continue on through the night and
with the rising sun we are once again comforted with the vision of those rough
seas. It’s a relief when our first full four hour watch is complete and we can
go below for some shelter from that bitterly cold wind. Once out of our gear we
make our way down to the bottom 20th century deck into the galley
for a hot brew and perhaps a little food for those that still have the stomach
for it.
We hope that Simon will favour us with further articles on his time before the mast.
Notice Board
- Members are reminded to check the Notice Board in the Club House for the latest news:
- Please also regularly visit the Club’s Web-Sites for race results, photo’s and other useful information on Club activities.
- Members will be advised shortly of the arrangements for the Annual General Meeting and Presentation Night as well as the Election of Officers and Committee for the 2007 – 2008 season;
and
- Don’t forget the dates for the Winter Series:
Race 1. 16
June 2007
Race 2. 30 June 2007
Race 3. 14July 2007
Race 4. 28 July 200
Race 5. 11 August 2007
Race 6. 25 August 2007
The Duty Roster for this Series
will be issued soon.
Previous
Newsletters
Reg No. A
0001518F P O Box 302 Endeavour Hills 3802 Issue 133 February 2007
Sailing Program:
This
is to reminder Members that we will again be taking advantage of racing on the
Bay at Mt Martha Yacht Club on Sunday 18 March 2007. A copy of the Notice of Race is
attached.
Roster:
A
plea from the Vice Commodore:
If
you are unable to perform your rostered duty please find a replacement to swap
with. If you have not done your duty you will be first called when a replacement
is required. Remember, races can only be performed if we have the required
rostered duty people available. And COME ON TIME! That is by 12.00 noon it is
not 15 minutes before the race.
Sailing Topic:
Getting a Good Start
Whilst
I my have covered some of the matters covered in this topic in previous
editions of Mainsheet the recent Short Course Races highlighted some errors
that
the
following article may help to correct.
Is a Good Start Important?
A
“Good” start has been described as being worth from 20% to 50% of a race, or
put it another way, a yacht race is won by the skipper who makes the least
number of mistakes (some mistakes cost more than others of course), and if you
mess up your start you are already one very costly mistake down.
The
“Good” start should provide you with clear wind, an advantage available from
the starting line bias and the freedom to tack as you please and so take
advantage of wind shifts. The apparently very small break you gain on the fleet
can quickly increase, particularly over late starters.
Is a Good Start Important?(Cont’d)
A
“Good” start is not just flopping over the line 8 or 9 seconds after the gun
goes.
What Makes a Good Start
Good
starting involves control over three variables – position, time and speed.
Ideally
you hit the line at the favoured end traveling at maximum speed just as the gun
goes.
Time
The only time that counts is that signaled by the display and dropping of flags on the Starting Boat.
Horns, hooters and misfiring starters guns are only useable if functioning well, and should never be relied upon implicitly.
Know your starting flags and procedures, it is spelt out in our Club’s Sailing Instructions. If you are sailing at a different venue make sure you study and understand the system being used.
Set your watch by the earliest available signal and check your watch again against subsequent signal flag falls.
There are other ways of judging start time if your expensive watch just dropped to the bottom of the Lake. One is to keep an eye on a known good starter and hope his / her watch is working, and another is the general whirr of ratchet blocks as sheets are hauled in.
Position
Position involves knowing exactly what and where the starting line is and deciding whereabouts on that line to make your start. Make sure you are quite clear about what marks identify the starting line. This is particularly relevant when sailing at a different venue or when a long starting line is used.
In these circumstances there is the likelihood that if you find yourself in the middle of the line you may not be able to say whether or not you were over the starting line when the gun went off. In the case of long starting line it often happens that the middle of the line will sag inwards and if you find yourself you are going to be in a less than favourable position.
The Favoured End of the Line
Starting lines usually are, or at least should be laid at approximately right angles straight up wind.
If the line is truly square to the wind, starting anywhere along it would be equally fair except that the boat at the starboard (right - hand) end can tack as soon as it wishes whilst the boat at the port (left - hand) end, must wait until all those above it have tacked, unless the skipper is prepared to pas behind boats and tangle with late starters, or can gain sufficient lead to tack across ahead of the others.
The ideal position is of course, hard up the starboard end, but as this is a very popular position and prone to the attention of “bargers”, you must assess
The Favoured End of the Line (Cont’d)
the likelihood of a logjam developing and settle for a clearer start a little way down the line.
All this assumes that that the line is truly square to the wind, but even if the starting boat crew is able to lay a square line the wind frequently refuses to co-operate by constantly swinging a few degrees either side of the mean direction, and will sometimes take a persistent shift to one side so that, for one reason or another, the line is almost never square and this offers a positive advantage to the astute starter.
If the port end is favoured, go for it, or near to it anyway, but remember, don’t try to start on port tack (unless it’s the only way you can cross the starting line or you are well insured), because, unless it’s a very sloppy starting fleet with lots of big gaps, you are likely to be trampled on by all of the starboard boats both on time and late starting and even if you avoid being hit, you will probably be well down the fleet when you escape.
If the starboard end is favoured, you face the same problems as with a square line. The more the starboard end is favoured, the more the “logjam” is as everyone chases that prime spot near the bouy. It is perhaps, better to again pick a gap a little way down the line and rely on time and boat speed to get away with the leading bunch and just except the fact that one or two of those closer to the bouy might get the jump on you.
The Favoured End of the Line (Cont’d)
It is easy enough to see why picking the favoured end of the line is important. Unfortunately it is not so easy to do.
On our lake and with our generally small fleet there is one preferred method on which most of us rely, that is to actually sail across the line close hauled and guess the angle that we are making with the line. If time permits, repeat the manoeuvre on the other tack. The smaller the angle the more the end you are sailing is favoured. If you think that one end is favoured, but you are not certain, then pick a spot between the middle of the line and what you think is the favoured end and start there.
Speed
The aim is to cross the line at near maximum speed just one or two seconds after the start. It is no use waiting on the line with your boat almost stopped waiting for the start. You must try to have the boat moving at half speed at least. If the line is too crowded you have to approach close hauled, easing sheets or luffing slightly to adjust your speed to enable you sheet on in the last few seconds and get the boat moving. This requires good judgement of speed and distance, and the only way you can acquire this is by practice.
New Members
The Club wishes to extend a warm welcome to Graeme Maizey and his partner Rosie and also to Helen Bevinetto whom have recently joined the Club.
Should any new member not have received a copy of the Club’s Constitution and Sailing Instructions please contact the Secretary.
Club members are always ready and willing to pass on the benefits of their experiences, so feel free to ask any questions.
Notice Board
- Members are reminded to check the Notice Board in the Club House for the latest news:
- Please also regularly visit the Club’s Web-Sites for race results, photo’s and other useful information on Club activities.
Can you read this?
Olny srmat poelpe can.
Cdnuolt blveiee taht cluod aulaclty uesdnatnrd waht I was
rdanieg. The phaonmneal pweor of the haumn mnid, aoccgrnig to a rscheearch at
Cmabrigde Uinervtisy, it deosn’t mttaer in waht oredr the ltteers in a wrod
are, the only iprmoatnt thing is that the frist and lsat ltteer be in the rghit
pclae. The rset can be a taotl mses and you can sittl raed it wouthit a
porbelm. Tihs is bcuseae the haumn mnid deos not raed ervey lteter by islef,
but the word as a wlohe. Amzanig huh? Yaeh and I awlyas tghuhot slepling
was ipmorantt!
Reg No. A 0001518F P O
Box 302 Endeavour Hills 3802 Issue 132 December 2006
Before the Mast
In late March last year Simon Humphrey had the opportunity to go to sea as a crew member on-board the sailing ship "Endeavour". We are thankful that Simon has provided us with this article on part of his adventure.
Prevailing winds and following seas.
Part 1 by Simon Humphrey
"CAPTAIN ROSS MATTSON'S VOYAGE LOG
MELBOURNE-SYDNEY
Thursday 30 March 2006
Reflecting on a great visit to the 2006
Melbourne Commonwealth Games
The ship's complement - crew and
volunteers, and all of the museum staff involved with our visit - are all
really happy after a very successful time tied up alongside at Docklands for
the 2006 Melbourne Commonwealth Games.
Melbourne turned on beautiful weather
making it a very enjoyable stay, and the ship was seen by 8,800 visitors over a
total 12 days on display, which was beyond our expectations. That requires a
big thanks to our 80 friendly and helpful Melbourne volunteer guides who made visits
to the historic replica so rewarding and information-packed. Our retail
operation The Store did a great trade too, set up in a marquee alongside.
During our stay we staged a number of
functions on board. These included one for the friends and supporters of
Captain Cook's Cottage, a leading Melbourne attraction, and another for our
Victoria-based Federal Arts Minister, Senator the Hon Rod Kemp who's been such
a great supporter of Endeavour since her arrival at the Australian National
Maritime Museum. Without Senator Kemp's support we wouldn't have been able to
come to Melbourne. We also had a function to thank our volunteer guides.
While we came to Melbourne for the Games,
some of the Games came to us. The Queen's baton relay, the men and
women's marathons and walking events all passed us where we were tied up, and
in the stadium just across the road the Rugby Sevens.
Now we're gearing up for our return voyage
to Sydney via Eden, when we'll
have a complement of 56 on board: our 16 professional crew, 31 voyaging crew,
four supernumeraries and five volunteers. At the moment the forecast's for
strong winds from the WSW and 3-5-metre seas."
It’s a week out from our Friday, March the 31st departure date and although I’m pretty well organised, I’m terrified of the unknown that lies ahead. I’ve not ventured into the open ocean before so I don’t know what to expect. I’m not sure if it’s the not knowing that’s got me on edge or the more ridiculous concerns of sea-sickness and close quarters living. What if I’m too sick to do anything for the whole voyage? This paranoia made worse by the captain’s log of the trip down from Sydney, where an unscheduled stop was made for two of the voyage crew that were so ill there was concerns for their well being.
I’d decided to board the night before departure even though I didn’t expect to sleep well in the voyage crew hammocks. I figured it wouldn’t be any better trying to get into Docklands by 7:00am. Rachel gave me a lift in and we arrived a little before 8:00 pm. My backpacks gave me away as crew on approach to the ship and I was welcomed aboard. After being introduced to a few people wandering around on deck Pete the Mizzen Watch Able Body (AB) appeared. He proceeded to give me a watch, locker and hammock number for the voyage. Then he gave me a quick tour around the ship. I had been aboard the Endeavour when she was in museum mode so this was the first time I’d seen what they call the 20th century deck. This is the lowest deck which would be below the water line and contains the modern heads and galley. It was somewhat of a relief to see there were at least some modern comforts aboard. The crew was divided into watches and each designated by one of the ships masts.
Fore mast, main mast and mizzen mast watches. Each watch would look after the entire vessel when on watch, however if the captain called for all hands then you would go to your designated mast. After stowing my gear and being shown where to tie up my hammock I went back up on deck and made idle chit chat with the other new voyage crew.
Whilst having the basics of the watch system explained to me by Pete (AB), he added that the ship had a watch while at docklands to ensure she wasn’t boarded or burnt by crazies. I drew the 2 till 3 am watch, a perfect start to the sleepless nights that lay ahead.
The voyage crew headed for the hammocks by about 10pm, most I think overwhelmed by the imminent adventure and just keen to be under way. I was pleasantly surprised by how comfortable a simple canvas hammock could be. As I was settling down to sleep looking at the huge timbers above me some probably 500mm square, I wondered how did these old girls ever sink? To me it all seemed ridiculously over engineered, built like tanks I thought to myself. Probably just as well as the Bureau of Meteorology were predicting 5 metre swells and 40 Knot winds for our departure through the heads and into Bass Strait.
My alarm woke me and unavoidably probably a few others at a quarter to two in the morning. I was happy to jump out of the hammock as it had become less comfortable with time than it had at first seemed. Possibly because I had slung it too loose which meant the bow in it was trying to constantly hyper extend my knees. Not enough to notice really at first but after a few hours it was making my knees ache. I’d sling it tighter the following night but it would make it more difficult to get into as you just had to sort of leap from the floor into something that was at about my neck height. I muddled around in the dark to put some clothes and shoes on and headed up on deck. To my surprise there were people moving about on deck demanding to know who I was. Pete (AB) recognised me and explained that they had just had some nutter trying to board rambling something about how "he had a plan", or that "it was part of his plan". The guys on deck had lost sight of him in the darkness at some point and weren’t sure if he was still lurking around. It was thought that he was carrying something long down one side and it was unclear what that was. After 15 minutes or so the others returned to their sleep and left me to keep a sharp lookout for this clown.
I took regular strolls around the deck both to keep warm and check all approaches. I found a longish plunger for loading the cannons which I reckoned may come in handy if the master mind returned. I also discovered which of the life rafts I was allocated to and generally familiarised myself with the deck layout and equipment. I had no hope of making head nor tail of the 150 individual lines which each perform a different function in the manipulation of the Endeavours 25 sails. It surprised me how many people were wandering around at 3am on a Friday morning, clearly there is something about inner city living and no requirement to sleep that I just don’t understand. Fortunately enough I didn’t have to deal with Dockland’s resident crazy and by 3:15am I was wondering where my replacement was. I reluctantly went below to wake Pete (AB) to find out who was next. To our horror we found that when the roster was drawn up on the chalk board no 3-4am shift had been included. Pete kindly offered to do it. I could see the pattern of no sleep was already underway and bound to get worse at sea.
The 40% or so of voyage crew that had boarded early were up by 6am the hammocks were stowed and straight down to the galley for a breakfast of cereals, toast and a special of porridge with fruit and nuts was also available. I decided on a very small serve of the delicious porridge, mindful or the predicted rough water ahead. As we ate a steady stream of crew were arriving, being shown around and stowing their gear.
Back on deck the three watch leaders were checking off their lists as the few stragglers and the pilot now boarded. The decks received their morning scrub which to my surprise was done with salt water. "To protect the timbers" they said and scrubbed across the grain so as not to wear them out. As the shore crew loaded the gangway into the back of a truck, the Captain welcomed the crew and informed us we would be departing shortly. He also told us that the day would comprise of familiarising ourselves with the ships safety equipment and making sure the entire crew completed an "up and over" exercise before we left the shelter of Port Philip Bay. The "up and over" was simply getting everyone into a harness and having us go up the rigging to the fighting platform of the main mast which is about halfway, perhaps 15 metres up. The Captain then spoke about the weather forecast which he optimistically described as good sailing weather but a little bumpy. Probably no point in getting the crew too worked up about the unavoidable I guess. He did however comment that the ship was capable of weathering a storm and that she’d been around Cape Horn twice, which I think was his only real indication of what he knew the conditions were like. Never the less there were many knowing faces amongst the many yachty crew members but also there were plenty of people oblivious to the forecasted conditions, I’m not sure which was worse.
It was about 8:15 by this stage and my brother Paul had arrived at wharf 5 to see us off. He took a few photos which clearly show me attempting to smile through my apprehension as the Captain started the engines and called for most of the mooring lines to be removed. The full time and shore crew sprung into action and within minutes the tug was gently pulling our bow away from the wharf with only a stern line remaining. This was then flicked off once the bow had been sufficiently drawn out from our tight mooring, so we could easily motor away. As the throttles were gradually increased we edged out towards the Bolte Bridge. The First Mate (FM) Marty sung out "three cheers for the shore crew".
The crew required little prompting and returned with a roar. Watch leaders instructed crew to stow mooring lines and raise the giant rubber fenders from over the side and stow. Whilst these tasks were underway, Anthony our Sail Master (SM) put on his harness and headed up to the very top of our main mast to ensure we had sufficient clearance beneath the Bolte Bridge. The Endeavours top gallants of the fore and main mast had been lowered for her entry into Docklands, raised again while on display in museum mode and then lower the day before departure. The top gallants are probably about 5 metres long however the Captain had also been prepared to weigh anchor on arrival and take down the mid mast sections if required. Much to the crew’s relief there had been roughly two metres clearance on arrival with the top gallants removed. The mid masts are huge timber sections with a complicated network of supporting rigging. It would have been an involved and dangerous task to bring down these heavy beasts. The ingenious rigging systems allowed for these sections to be raised and lowered as it was often done when these vessels were at anchor for long periods. This was to reduce windage as these vessels were notorious for dragging anchors, even tough she carries two monster anchors at over a tonne each. This is a good indication of how much windage is up there with the huge masts, yards and 29km of rope. The Captain slowed us down as we approached the Bolte and turned her slightly across the channel so we were head to wind at the highest point in the bridge. The Captain was in contact with Anthony via handheld UHF just to be sure we’d slip under as she did on arrival. No problems as we edged under, which brought about a look of relief to Captains face. More of the permanent crew headed up the rigging now to raise the top gallants and running lights as we straightened up in the channel and throttled up again toward the West gate bridge.
No clearance problems beneath the enormous West gate bridge and looking at the inbound morning traffic jam above I was quite happy to be meandering up the empty channel with just our tug along side for company.
Into the bay now where the wind was up a little but still very comfortable on such a large ship. We began working through all the safety equipment onboard as we made our way up the bay, some 40 nautical miles to the heads. It would be well into the afternoon before we’d be passing through the notorious rip. The ships crew was split into their watches. Each watch began looking at one piece of safety equipment and then rotated onto the next. On the quarter deck we were shown which life raft to assemble near when instructed to do so by crew. Everyone had to be seen physically putting on a life vest correctly. We then had a demonstration on getting into a survival suit. It was extremely difficult to do even with no shoes and a minimum of clothing on. The task required at least two people pulling, tugging and stretching to finally get one person properly fitted up.
It seemed highly unlikely that there would ever be enough time in an emergency situation to get an entire crew of over fifty into these things. Someone asked a question about the large valves on the ankles of the suits. To which the reply from Marty (FM) came "Once in the water their designed to let air out of the legs. It can be very uncomfortable bobbing in the ocean with your legs buoyantly above the surface". Chuckles creep through mizzen watch as they conjured the mental image of the would be survivor with legs jutting vertically from the sea. We also talked about man overboard procedures and how important it was for the person who had seen someone go overboard to maintain eye contact. This person’s duty was to maintain the life line of eye contact whilst calling out for others so as they could deploy life rings and lines or potentially the zodiac. Our next stop was down a deck to what is known as the 18th century deck, which is the largest open area below where the crew’s hammocks are slung during the night. The high visibility vests and full body climbing harnesses are also stowed here. The vests and harnesses were to be worn for all night watches and the harnesses for going aloft in daylight hours as well. Each harness had two lanyards, a short and a long. The longer lanyard is fitted with an energy absorbing device for the potential greater fall distance. The two lanyards enabled you to climb whilst remaining attached at all times although this wasn’t recommended as it significantly slowed you progress up and down the shrouds. This in turn means more fatigue from holding on for dear life as the ship pitches and rolls. It was however mandatory to be attached for the final few metres of the climb to the fighting platforms where the shrouds come back out from the mast to the edge of the platform creating an overhang climb. One must be attached to the line above the yard when on the crow jack (the tarred line running beneath the yard) on which one stands and manoeuvres along the yard. Everyone tried on a harness and was seen to have it correctly fitted.
Then we took them off again and headed back up on deck.
We were following the South Cannel still under about ¾ throttle and doing about 3.5 to 4 knots into a south westerly head wind.
So at this stage the watch system had not yet started as all watches were being run through the various safety items while the Captain, First Mate, Navigator and Pilot were taking the ship out. There was also a group of Idlers they are permanent crew who are not assigned to a watch. These guys had been busy with the top gallants and navigation lights which were all now in place. The watch system takes a little to get your head around so it was never really fully explained. We were just told it was on display in the galley for your reference and your watch leader will tell you when you were next on watch. "You’ll get the hang of it". The watches were due to start at 1400 with dog watches. These are two hour watches instead of the usual four hour watches. They keep the watches rotating so that you’re not on the same watch every day and so that everyone can get to a dinner sitting. The meals were also split into sittings so as to free up room in the galley and reduce the queue sizes. This created quite a kafuffle at lunch with the watch system not yet running. We all managed to squeeze in and have some sandwiches. The crew buzzing as they ate because after lunch we’d be doing our up and over exercise before leaving the sheltered bay.
There are only enough climbing harnesses onboard for two watches so the incoming and outgoing watches can be kitted up simultaneously. As some got ready to climb, others assembled on the deck to watch and take photos. Some were quite excited about going aloft, others apprehensive. Myself, I was indifferent having done years of working at heights on towers. However I did think it could get quite hairy at sea but I knew it would be quite comfortable in the bay.
Even the Captain had a smirk on his face as we all mused at the steady stream of first timers tentatively inching their way up the tarred tread ropes horizontally connecting the shroud ropes. It was a time consuming process as only a few went up at time. As we were getting close to the heads it was decided we’d use the aft mast while the others finished up on the main mast. Some in our watch were elated at this, as the aft mast is significantly lower in height. Our watch got into harnesses and assembled at the aft mast. Pete (AB) shot effortlessly up to the platform to assist from above. The watch leader looked around for a volunteer to go first. I was keen to go and stepped forward, climbed onto the hand rail and made my way up. Once three of us had made it onto the fighting platform things began to get a little crowded. By this stage everyone was reluctant to go back down as the views across the bay and out to the heads were excellent. However we were persuaded to go back down the port/windward side and return to deck. Once we began getting to the end of our group more and more persuasion was required to encourage the final few up. A few returned from about the half way mark as time was running out. As encouragement for those that had not made it we were assured that there would be plenty of opportunities to try again. I think this was part of a strategy to mentally prepare them for next time.
It was now mid afternoon and with our climbing out of the way we were losing our wind protection from the Point Nepean land mass as we edged our way up the South Channel almost upon the heads. The Pilot’s face had turned from quite relaxed looking to a more stern, down to business look. The water at the heads was very choppy looking and beyond that the large ocean swell was evident. The pilots launch was now following us and periodically approaching quite closely. In hindsight I think that the pilots i.e. (the one on board the Endeavour and two in the pilots launch) were not quite sure how it would work out approaching a tall ship in rough seas to recover their man on board.
It was difficult to tell when we actually passed through the heads as it had obviously been timed so we arrived at slack water but also the very choppy conditions meant there was no indication on the water, just bumpy chop.
The ship had started to pitch and roll now. As one would expect with a very rounded hull both fore/aft and side to side, had I considered it. The motion already had a few looking a little green. However I don’t think any first time tall ship sailors would have realised how much worst this rounded hull could pitch and roll.
This ship now clearly out into open unprotected waters, our headway to windward had become painfully slow as the enormous blunt bow pitched skyward and then just slammed the oncoming swell. All that rigging (windage) was dragging against the wind as the twin 400hp Cat diesels were struggling to make headway in these conditions. The Captain latter explained that she’s designed to sail downwind with following seas, so under motor the bow digs in a little rather than rolling over the swell. That flat bow was never designed to be pointing at the weather in the first place, less than ideal to say the least. Any wonder there was so many concerned looks on deck as she pitched and rolled, the waist deck now rolling to be almost sea level at one moment and a few seconds later several metres in the air, with the masts swinging through a 90 degree ark. Jim the Navigator proclaims "Yep, that’s about 5 meters when you can just see the horizon like that." This was in reference to 5 meters of swell when standing at the helm on the raised quarter deck, then between being thrust into the air or plunged into a trough one could just see the horizon above the next approaching wave.
We hope that Simon will favour us with further articles on his time
before the mast.
Secretary’s Press Article for:
December 2006
Lysterfield Sailing Club
Lysterfield Sailing Club
Look up your Melway’s map 108 D1 to find out were the Lysterfield Sailing Club is located.