RSAYS Squadron Quarterly Spring 2016 by Royal South Australian Yacht Squadron

Quarterly

SQUADRON Royal South Australian Yacht Squadron

Volume 30 Issue 3 Spring 2016

www.rsays.com.au

ROYAL SA YACHT SQUADRON PATRON AND MANAGEMENT COMMITTEE Patron Commodore Vice Commodore Rear Commodore Treasurer Committee Members General Manager

His Excellency the Honourable Hieu Van Le AC Rae Hunt Mahalo Bruce Roach Antares Colin Doudy Circe Ian McDonald Rachel Steve Beaufoy Outrageous Kevin Cook Summer Breeze Helen Moody Magic Beach Andrew McDowell

SERVICE DIRECTORY 161 Oliver Rogers Road, Outer Harbor, SA 5018 PO Box 1066, North Haven, SA 5018 Ph (08) 8341 8600 Fax (08) 8248 4933 Email: rsays@rsays.com.au Web: www.rsays.com.au Office Hours; 9.00am - 5.00pm Monday - Friday 9.00am - 6.00pm Wednesday during Twilight Race Season 9.00am - 4.00pm Saturday and Sunday Closed public Holidays and Easter Weekend RSAYS Foundation Chris Mandalov 0417 847 836 Racing Committee Roger Oaten 0408 415 138 Cruising Committee Kingsley Haskett 0419 844 772 House and Social Committee Andrea Mead 0417 887 818 Juniors Committee Mitch Mead 0447 333 001 Sail Training and Race Support Heidi Pfeiffer 8341 8600 Etchells Fleet Captain Andrew Waterman 0408 856 012 Trailer Sailers Steve Lewis 0418 275 710 Seaweed Gardening Group Robert Henshall 8332 0889 Slip Master Julian Murray 0414 365 294 Finance Manager Joann Galios 8341 8600 Accounts Administrator Kathy Bernhardt-Loechel 8341 8600 Member Services Annette Turk 8341 8600 Hospitality & Events Manager Kevin Grant 8341 8600 Chef Dave West 8341 8600

ONGRATULATIONS to Tony Foster, winner of our ‘What do you most like about sailing in winter?’ competition. His answer is inspiring. Sailing in winter is ... ‘a great reason to get out of the house and enjoy a beautiful northerly breeze on calm waters with your mates’. Tony’s won a $100 RSAYS Merchandise Voucher, simply for entering and expressing his thoughts. Enter our ‘Best Catch’ competition in this issue and you too could be a lucky winner like Tony! You’ve gotta be in it!

Front Cover Colin Doudy’s Circe at the start of the Plympton Cup 2016 Photo: Roger Oaten

OPENING TIMES Dining Room, Jimmy’s Bar & Quarterdeck: The dining facilities are positioned beautifully, overlooking the majestic view of the marina from all locations. The attractive setting provides a warm and relaxing feeling all year round

Opening Hours: Lunch from 12:00: Friday, Saturday, Sunday and Public Holidays when advised. Dinner from 18:00: Wednesday (Twilights), Thursday, Friday, Saturday (and Sunday on long weekends). • Thursday is Curry Night - A great winter warmer • Friday is Schnitzel Night - A family favourite • Sunday lunch Special - Seafood Platter (pre-order required)

xxxxx Private functions any time by appointment xxxx

SQUADRON QUARTERLY TEAM Editor: Sally Metzer Production: Roger Oaten, Sue Buckley Regular Contributors: Barry Allison, Sandy Barker, Gill Hogarth, Steve Kennedy, Dick Richards, Bob Schahinger Proof Readers: Anne Arnold, Fay Duncan, Peter Hansen, Ann Hastwell, Gill Hogarth, Marion Holden, Steve Kennedy, Lynda Walsh

Squadron Quarterly Deadline for Summer 2016 Issue is Sunday 13 November, 2016 Advertisements, editorial and photographs can be sent to Sally Metzer, Editor (sallymetzer@hotmail.com) or member.services@rsays. com.au or left at the Squadron Office. Material for an e-Bulletin can be forwarded to the Office at any time.

Squadron Quarterly Advertising Please contact Kathy Bernhardt-Loechel phone 8341 8600 or accounts@rsays.com.au

Notes for Contributors Articles submitted should be typed as a Word or text document,1500 words max. 1500 words and 2 photos will cover 2 pages. Photos should be: • In focus • JPEG format at high resolution (300 dpi) • Sent separately and not embedded in a Word document. Articles can be submitted to the Office for distribution to the Committee.

Disclaimer With exception of statements made by duly authorised officers and the editor and members of The Squadron Quarterly Committee, all other statements and opinions in this publication are those of contributors and advertisers. The Royal South Australian Yacht Squadron, its Management and Members accept no responsibility for statements by non-authorised personnel.

CONTENTS REPORTS From the Commodore �� 4 From the General Manager �� 5 Foundation Report �� 6 Functions Report �� 7 Racing News �� 8 Cruising Report �� 12 House and Social Report �� 13

REGULAR ARTICLES Editorial �� 3 New Members �� 5 Women on the Water �� 10 Letter to the Editor �� 12 Trail and Sail �� 14 Senior Member �� 22 Berths for Sale & Rent �� 42 Events Calendar �� 43

FEATURES Clipper Round the World Yacht Race �� 16 The Svitzer Tugs �� 18 Ceduna to Port Adelaide via 10 Bays �� 20 Dione heads back to the Pacific �� 24 From Panama to Tahiti �� 26 My Boat - Coconut �� 28 The Death of Sari �� 30 Book Review �� 31 RSAYS to the Rescue �� 32 Fancy Seeing You Here! �� 35 Fishing Spots - SA Springtime Options �� 36 Nature: Migratory Birds �� 37 Member Profile - David Rawnsley �� 38 French Riviera Yacht Rally �� 40

EDITORIAL

Spring 2016 Vol 30 Issue 3 Published Quarterly ISSN 1037-1133 Print Post Publication No. PP532154/00016

ELL may you wonder why the editor of this esteemed RSAYS magazine is to be seen here smiling ‘demurely’ at the front door of the Royal Yacht Club of Tasmania ... the answer is simple! I’m taking full advantage of the reciprocal relationship we have with this, and many other yacht clubs both here in Australia and around the world. The skipper of the good ship Emma and I popped in for a drink one recent Saturday afternoon while at Sandy Bay in Hobart. After showing our RSAYS membership card, we were welcomed warmly, shared a drink and a chat with the locals, came face-to-face with the famous SydneyHobart Race trophy, (gleaming in all its historic glory in a glass cabinet near the entrance) and checked out their display of burgees. Shock! Horror! Our RSAYS burgee was not to be seen! (This ‘sorry situation’ has now been swiftly rectified by our General Manager!)

With our 150 year Sesquicentenary celebrations due to take place in the not-so-distant future, (2019-2020 to be exact), I wonder how many fellow sailors from around the world will be coming to join in our year-long party? It will be our chance to return the hospitality that has been offered to so many of us during our travels. Plans are already in the pipeline and enthusiasm in growing for what will be a fantastic year of Squadron celebrations. Many of our members are currently in different parts of the world - possibly visiting other yacht clubs in their travels and enjoying the camaraderie on offer. When this SQ went to print, The Harrisons were in Tonga; the Kerrs were heading to Samoa; the Arnolds were cruising the Whitsundays; Peter and Penny Mumford had returned from France; the Schahingers had raced in Holland and were adventuring on the Lord Nelson; Campbell Mackie had completed his Round the World race and was having a deserved rest: the Lewis’s had returned from the Banks Group; and our racing women had returned from the Keelboat Regatta in Melbourne. Meanwhile Mark Sinclair had returned from Ceduna and has the 2018 Golden Globe race in his sights. Read how all these adventurous sailors are getting the most out of life ... and many more stories too. Start flicking thru’ now!

FROM THE COMMODORE the larger long-term picture to maintain one of our most important assets and to ensure members’ vessels are protected within their berths. Unfortunately, some of our infrastructure suffered damage during the intense storms experienced over the past weeks. Maritime Constructions have been advised and are compiling repair schedules and costing, with some of the repairs having already begun and others due to commence shortly. Repair work to the eastern maintenance pontoons has been referred back to the Development Advisory Panel and the Management Committee await their recommendation in order to progress this project. Rae Hunt

S I look back over my past 12 months of office, I am pleased to report that it has been a very successful year for the Squadron and that we look forward to another productive and prosperous year ahead. The Squadron has been fortunate in that with the re-development of the clubhouse, we now see a marked increase in activity, not only through patronage by members but also that it has gained momentum with functions and public attendance. Needless to say, with this increased trade all indications give rise to a positive future so we can continue to work towards the growth and sustainability of the Squadron. The Annual General Meetings of RSAYS Inc and RSAYS Ltd, held in July and August respectively, saw favourable financial reports tabled and the re-appointment of Flag Officers and Committee members to the Management Committee and of to the Board, thus enabling continuity of governance of the Squadron. It is with this in mind that I wish to commend the management team for the invaluable work done by this exceptional group of volunteers. On behalf of the Management Committee, we also welcome new and continuing members appointed to positions within the Squadron’s Standing Committees and sincerely thank the outgoing members for their valuable contributions. I would like to give a special mention and thanks to our Squadron Quarterly Team and our Development Advisory Panel whose work in their relative areas is exemplary. Also, to our veritable army of volunteers involved in the myriad of activities needed to have the Squadron looking and working at its best, thank you – this could not be achieved without your commitment and continued support. Projects relating to repairs of Squadron infrastructure have also taken place: there is continuing work on fender/whaler replacements and other repairs as part of

The task of replacing the slipway rails is essentially complete, with smaller complementary works still to take place. This has extended the lifespan of our slipway and enables members to have confidence in its use, in what is considered an important feature of the Squadron. We are pleased to announce that these major works were fully funded and came in below budgeted costs. It is also pleasing to hear that the more visible completed projects, such as heating in Jimmy’s Bar and the decking replacement on the Quarterdeck, have been received exceptionally well by both members and visitors to the Squadron. There are, as always, future plans to be considered by the Management Committee and Board, some to be referred to our Development Advisory Panel for further investigation and recommendation, others as part of larger projects that will require more deliberation, planning, costing and consultation. Many of our identified smaller projects may be carried out within the normal scope of repairs. Depending on the nature of the projects and their overall scope, information may be promulgated for consultation with members, which may include presentations at Quarterly meetings. Briefly, some projects on our agenda for consideration are: Jimmy’s Bar extension/ mast shed floor, energy cost savings (ie solar), Juniors’ clubroom replacement, Marina Stage 5, vertical boat lift and the draft Masterplan – by no means the complete listing but extensive nonetheless. Overall there is always room for managerial improvement, something that the Management Committee and Board is very mindful of and working towards, ensuring that it does its utmost in the pursuit of best practice and outcomes for the Squadron and its members. Another important aspect is the continuing evolvement of the Squadron’s Strategic Plan.

Following a facilitated planning day in May, there were a number of elements and areas identified that will require further investigation. We would like to thank members and committees for your considered and constructive contributions. Ongoing long-term planning of this nature must of necessity be dynamic, visionary and adaptable whilst focused towards positioning our Club to best provide for members’ yachting and social needs. The Squadron’s Objective ‘… to facilitate, extend and foster the sport of yachting generally, and to encourage fellowship amongst its members’ continues to be as relevant now as ever. However, not only is today a vastly different world from even only 10 or 20 years ago, but also inevitably the future will bring even greater change. Responsible management demands our efforts be directed to ensure these objectives remain relevant to the very essence of our club in a constantly evolving social and technological environment. On a much lighter note, it was wonderful to have a good number of participants from the Squadron and CYCSA throughout the winter racing series with the weather gods providing comfortable winter conditions, although at times becoming a little ‘too comfortable’, necessitating a number of courses being shortened to suit those conditions. A wide and varied range of activities and events have been enjoyed by members over the winter months and, once again, the House and Social Committee, Cruising Committee and our General Manager Andrew, have excelled in their preparation and presentation of these events. As members we, our families, friends and visitors have many things to look forward to and get involved with over the coming weeks, especially with the warmer weather just on our doorstep. We can enjoy the ever popular racing schedule, Twilight and Women’s series, Sailing Coaching, Cruising events, House & Social events, Junior sailing, general social events with much more to come, and not forgetting our biggest event of the year, Opening Day in November. There is sure to be something for everyone to participate in so we can enjoy the camaraderie of our wonderful Club. Jeff and I both certainly hope to see more of you over the coming weeks, either around the Club or on the water. In ‘seamanship & fellowship’.

FROM THE GENERAL MANAGER

T’S an exciting few months of events as we ramp up to the start of the season ... We have certainly seen some wild weather over the last few months which has caused some challenges for both the Club and boat owners. Although we are working through the damage and repairs, the Club is still forging ahead with plans and events for the future, buoyed by the great turnout for a number of our social events recently, including a sold out ‘Hot August Night’ Dinner Disco, an excellent cruising dinner and talk and the inaugural Zymology wine tasting festival. The Jubilee Sailing Trust has agreed to our proposal of jointly shared risk with the visit of the Tenacious, which is a fantastic result. The first release of Day Sail tickets sold out in just over three days and we are now marketing further events, including trips on the One & All that will be shadowing the big ship. National Discover Sailing Day has been announced and has fallen on Sunday 23 October, so we have already informed Yachting Australia and they are very keen to help promote and be involved. We are also finalising a plan to have a guided tour of the Tenacious while at dock for up to 80 guests from the Friday’s Trafalgar night. I have revisited the solar proposal with three Adelaide based companies and it has proven to be extremely fruitful. The Club will potentially save over $30,000 per annum on electricity bills, and this figure will only grow as the cost of electricity rises. The proposal has been broken up into three sections with a payback period of two to three years. We are now fine-tuning the plan. Members will then be provided with the recommended proposal and asked to comment and vote.

The Quarterdeck refurbishment, including new furniture and signage panels at the front of the deck, has helped to really smarten up the area. This will surely provide a hub of activity over the warmer months. After assessing some considerable issues to do with the power lines and the use of the Trailer Boat Club’s ramp in planning for the 9ers’ Nationals, we have gone back to ‘plan A’ and are going to use the south-east corner of the basin to create a temporary beach. This has been relayed to the 9ers and they are happy with the proposal. We are now looking to start attracting sponsorship and marketing coverage. Tight management and the strong efforts of our Food & Beverage team have resulted in a fantastic set of annual results, with a substantial turnaround to break even for the full year. This is despite the ‘one off’ expenses and set-up costs as pointed out in previous reports. We are now in a consolidation and building phase to maintain growth for the future. Function and corporate trade have been very successful and are helping drive a substantial turnaround in a short time. Projects such as the Jimmy’s Bar upgrade, plus forward planning on the Club calendars and guidelines, will all go to ensure the Club benefits from its ability to trade in this market, but to not disadvantage or restrict access by our members. We are first and foremost mindful of managing the access to these facilities by our members. We are working hard with the committees to create interesting and exciting events for the members that ensure lots of activity, particularly during the quieter months of winter.

Andrew McDowell

Members will be pleased to hear that the slipway repairs have gone extremely well and are under budget. There are two jobs still to complete to see the project finalised. These involve the replacement of a sleeper under one section of the submerged rails and the repair and replacement of a number of the capstan wheels in the slip. Also high on the agenda have been the repairs of the south-east maintenance pontoons, which were previously reported as being investigated, to decide on a course of action for the existing infrastructure. The estimated cost for repairs far outweighs their value and has led the Management Committee to request advice on alternatives from the Development Advisory Panel. I look forward to reporting further progress as these exciting developments evolve and as always I welcome comments that are constructive, without partiality, and in the spirit of ‘seamanship & fellowship’.

NEW MEMBERS Category Boat Name First Surname Family Aqua Lady Colin O’Donnell Family Aqua Lady Christine O’Donnell Senior Griffin 2 James Scott Senior Wanambi Gary Apap Senior Hornblower Hugh James Senior BB Jennifer Hayes Senior Stuart Tucker Associate Joanne Podoliak Crew David McKenzie Crew Noel Plew Crew Albert Lombardozzi Crew Tony Vianello

FOUNDATION REPORT

S most members are aware, the RSAYS Foundation operates independently of Squadron Management. It manages donations from members for qualifying RSAYS projects. The Foundation has received some very generous donations from members in recent times. These have been put to good use on a wide range of worthwhile Squadron projects. A panel of nine Trustees oversees the process to make sure donor wishes are honoured and that the projects are worthy of support. This collection of images shows some of the projects which have recently been supported by the Foundation.

Chris Mandalov

The Foundation’s Annual Giving letter will be sent out to all members in October. If you have the capacity to support our Club through the Foundation, please consider giving a donation. Donations can be tax deductible. Visit the Squadron website for more detail.

New sails for our Juniors’ Pacer dinghies

UHF radios for Dis-Able Sailing

Support for RSAYS crew at 2015 and 2016 Women’s Keelboat Regatta

Repairs to the Quarterdeck

FUNCTIONS REPORT

OW, what a success! The Hot August Night dinner was a sell-out and we had to turn customers away. Everyone had a great time, with many guests complimenting the food, and the Flaming Sambucas were fantastic - the dance floor was packed! Other extremely popular Club events included the talk ‘Cocoloco’ arranged by Steve Kennedy and the Cruising Committee at which Mark Sinclair explained his plans to sail his new boat Coconut around the world.

Jimmy’s Bar has a new menu with Specials from $12. A few of the popular menu items include Schnitzel $12, Penne Pasta $12, Whiting and Chips $16, Lamb Shanks $18, warm Mocha Slice $8.

House and Social Committee events are organised by volunteers for members and their friends, so be active and enjoy a good night out. Add the monthly Friday night wine tasting to your calendar when wine tasting, nibbles, plus entertainment costs $8 or is free if you stay for dinner. For something different, the last wine tasting was hosted by KI Spirits who produce some amazing gins and liqueurs.

A members’ food and beverage discount initiative was recently launched throughout the Club’s restaurant and bars. The program introduces a number of member-only benefits that further enhance the member experience and has been well received by members.

Recent outside bookings included the ANZAPPL Conference. Thanks to Jacques Metzer for recommending our Club. The charity event the Flying Angels is a very worthy cause that the Club was proud to support for their recent lunch. Bookings are steady and we are taking bookings two years ahead. The Quarterdeck is looking very smart with its new decking and matching tables and chairs. Come and check it out!

Members now receive a discount of up to 20% on purchases over the bar from the standard pricing structure. This applies to all food and beverages other than specials and promotions. To receive these discounts members must present their member’s card at the time of purchase. There will be updates and special limited time offers through our regular e-Bulletins. The discounts are: Senior & Family (Gold card) 20%; Associate (Silver card) 15%; Intermediate, Crew, Country & Junior (Red card) 10%. Please ensure that you carry your card with you at all times to access

Kevin Grant

your benefits, as discounts cannot be earned without your card. You can also use your member’s card to open a Bar tab for the day. This card is valid for the duration of your membership. A new card will only be re-issued in the event of a lost or damaged card, or if you change membership categories. We are looking forward to the start of the next sailing season and are working on a new spring /summer menu. A key focus is to develop a menu to meet the challenges of members dining in Jimmy’s Bar or on the Quarterdeck, when the Squadron dining room is booked. Hoping to see you here soon!

RACING NEWS Combined Winter Series

INTER is a relatively quiet time for racing at the Squadron. The fairly consistent sea breezes of the summer period are replaced by the rather more unpredictable weather of winter. Winds in this period generally range from very light to gale force, making racing a rather hit or miss affair. The Winter Series features combined racing with boats entering from RSAYS, CYCSA and PASC. Fleets numbered around the 30 mark, split into two divisions. There were six races, three being windward/leeward and the others raced around fixed marks. Race one was abandoned due to lack of wind with the others being completed in winds ranging from four to fifteen knots. The lighter days were not ideal for racing but fortunately we were able to dodge those gale force winds mentioned earlier. Roger Oaten

2016-17 Racing Calendar

HE Racing Calendar for the coming summer season has been completed. While the majority of changes relate to scheduling updates, there are some other changes that are brought to your attention.

Offshore Series The number of races in the series remains unchanged but there are some traditional offshore trophy races that have not been included in the programme in recent years. Â So included this season are Tapley Shoal, Macdonnell Sound and Ardrossan races. Omitted are the Orontes Cup, the Glenelg Gulf Race and the Kintore Cup. These races will be rotated from season to season in the future.

Club Series There will now be two divisions in the Club Series, racing and cruising. The racing division will be conducted exactly as it has been in past seasons. The new cruising division will have a separate start, be generally run on shorter courses and will be conducted under similar rules to twilight racing ie no spinnakers etc. The aim is not to take entrants away from the racing division but rather to encourage new vessels to enter that would otherwise not race on weekends at all.

Etchells In recent seasons Etchells racing has been characterised by a significant downturn in the number of entrants. In an attempt to provide greater opportunities for participation, the Etchells Regatta Series has been added to the programme to run alongside traditional racing. Regatta Series races are programmed less often (six Saturdays over the course of the season with 15 races in total). Choices can therefore be made between tradtional racing and the regattas together or either of them individually.

Series Results: RSAYS Division 1 PHS 1st Outrageous (Steve Beaufoy) 2nd Arcadia III (Paul Bogner) 3rd Vicky J IV (Trevor McHugh)

Combined Division 2 AMS 1st Schools Out (Adrian Wotton) 2nd Julia (Richard Harries) 3rd Sea Snake II (Steve Power)

RSAYS Division 2 PHS 1st Allouette (Les Howell) 2nd Take 5 (Steve Martin) 3rd Nerana II (Chris Perry) Combined Division 1 PHS 1st Outrageous (Steve Beaufoy) 2nd Alliance (Jim Hallion) 3rd White Knight (David Knights) Combined Division 2 PHS 1st No Eye Deer (Andrew Townsend) 2nd Sea Snake II (Steve Power) 3rd From Russia With Love (Mike Holmes) Combined Division 1 AMS 1st White Knight (David Knights) 2nd Alliance (Jim Hallion) 3rd Outrageous (Steve Beaufoy)

Les Howell (Allouette - Div 2) and Luke Burrow (representing Outrageous - Div 1) with the Winter Series Trophy.

Plympton & Le Hunte Cups

HE Plympton & Le Hunte Cups are run each year in conjunction with race three of the Winter Series. The Plympton Cup is open to vessels from all clubs and the Le Hunte Cup is for RSAYS vessels only. Normally the course would be set between Outer Harbor and the Adelaide Sailing Club at Glenelg, but this year, because of light weather, it only extended as far south as the Grange Jetty. Despite the light conditions, all boats were able to finish within the six hour time limit. Results:

Plympton Cup Allboats PHS 1st Why (Warren Carey) 2nd Rank Bajin (Doug Watson) 3rd Blue Max (Peter Montgomery) Plympton Cup Division 1 PHS 1st Outrageous (Steve Beaufoy) 2nd Dr Feelgood (Wayne Coonan) 3rd Carioca Da Gema (Beth Hutton) Plympton Cup Division 2 PHS 1st Why (Warren Carey) 2nd Rank Bajin (Doug Watson) 3rd Blue Max (Peter Montgomery) Le Hunte Cup Allboats PHS 1st Why (Warren Carey) 2nd Outrageous (Steve Beaufoy) 3rd Gomas (Richard Colebatch)

Warren Carey (Why) receives the Plympton & Le Hunte Cups from Heidi Pfeiffer.

Australia Stars at the International Hansa Class World Championships By Deirdre and Bob Schahinger

ACK in 2015, we decided to participate in the IHCA World Championships to be held at Medemblik, Netherlands, during the first weeks of June 2016. Little did we know how involved we would become other than being competitors. As the departure date approached an email from the Chief Equipment Inspector arrived asking if we would consider being the regatta’s sail measuring team as we are both national measurers and Bob is the Vice President (Rules and Measurement) of the IHCA. Naturally we accepted this position. Upon arriving in the Netherlands we were greeted with weather akin to Adelaide’s winter conditions. We rugged up very quickly. It was quite cold and very windy not conducive to nice sailing. Before racing could begin all boats were checked and measured to ensure they all complied with the class rules. Measuring over 90 sets of sails took two days of bending down and/or kneeling on the floor to check that each sail fell within the template - a very tiring task and hard on the knees! Towards the final measurements we demonstrated the process to the Japanese delegation as the next Worlds are to be held in Japan.

Now for the racing We were entered in the 303 doubles fleet, with Deirdre as skipper, and Bob also sailed in the 303 singles fleet. It was cloudy and ‘cooool’ on the first day with lumpy seas. The racing area was a very long way out on the IJsselmeer and it took

Deirdre and Bob - 303 Doubles

many minutes to arrive at the starting area, a cut lunch distance. The morning session was the single handed boats. Bob had reasonable results being in the top 20% of the fleet - not too bad. The double handed boats sailed in the afternoon in similar conditions. With the wind around 12-15 knots, handling the boat was arduous and the relationship on the boat was a little strained but we are still together. Better days to come.

Bob - 303 Singles

The weather improved a little over the next couple of days, but the wind stayed fairly constant and we were getting into the swing of things with better results. At the end of day three, and six races in the doubles, we were in mid-fleet. Bob, however, had managed to find his rhythm and was placed sixth overall. By now Bob had sailed 12 races and had been on the water almost all day! The fourth day dawned with sunshine but the wind was still fresh and the water was still choppy. With new vigour and determination we changed tactics a little, mainly weight distribution. This worked a treat as we were now in the top six or so in each race - a great improvement. Meanwhile, Bob in the single handed 303 fleet was improving with every race, scoring two seconds and moving from sixth to fourth overall. The competition was HOT quite a contrast to the temperature!

At last the final day of racing and the ‘sheep stations’ were on the line. The morning session fleet headed out to the race area, which by now had been brought in a little closer to the coast - a big sigh of relief from the sailors. Bob sailed very consistently during the two races which favoured the left side of the course and was finishing in the top four, which placed him fourth overall for the regatta. The double handed boats raced in the afternoon with Deirdre and Bob sailing their butts off to improve their overall position. For the last race the wind had increased, so we decided to put one reef in the mainsail and lo and behold, we sailed faster than most boats that remained with full sails - a great choice. At the end we were placed 12th in a fleet of 24 - not too bad for a couple of senior sailors. Presentation was held later on the last day of racing, with all winners applauded and cheered on their success. The Hansa class is an all-inclusive class with a majority of sailors having a disability, so it was most gratifying that all but a couple of winners and placegetters were sailors with a disability. For the first time a Nations Trophy was awarded to the best performing country over all five fleets (Hansa 2.3, Hansa 303 single handed, Hansa 303 double handed, Liberty and Skud). Despite representation in only three of these fleets and with very good results, Australia was awarded the Nations Trophy.

Bob and Deirdre receive the Nations Trophy

LEFT WOMEN PAGE ON THE WATER By Dianne Schwerdt. Photography Bruno Coccozza

Back row (l to r): Barbara Parker, Helen Moody, Tess Gordon, Melissa Barclay, Julie Bernardo, Debbie Frisby. Front row (l to r): Janet Thornley, Di Schwerdt, Helen Willmer, Sarah Buckley.

SA women compete in the 26th Australian Women’s Keelboat Regatta

WKR, or the Australian Women’s Keelboat Regatta, takes place annually in Melbourne on the June long weekend. Hosted by the Royal Melbourne Yacht Squadron, AWKR offers a rare opportunity for teams of women to compete in six consecutive races over three days in the waters off St Kilda. Now in its 26th year, this highly competitive event attracted entries from around Australia, including SA which sent a team for the seventh year in succession. From 11 to 13 June Melbourne witnessed the marvellous spectacle of 26 boats crewed by 171 women contesting this singular Australian event.

This year, an SA team of ten women represented the Royal South Australian Yacht Squadron in this significant national regatta. The crew included Helen Willmer (skipper and helm), Barbara Parker (strategist and spinnaker), Di Schwerdt (mainsheet), Julie Bernardo and Helen Moody (trimmers), Tess Gordon and Janet Thornley (pit), Debbie Frisby (mast), and Sarah Buckley and Melissa Barclay (foredeck). Ron Parker was our very able support person. Throughout the sailing season these crew members spread themselves across a range of boats and activities at the Squadron, many sailing together on Taniwha and taking out this year’s Women’s Series. Helen Willmer says that we are “scattered like confetti” throughout the Club, and it is from such scattered beginnings we have come to value what we learn as individuals, and as

a team, by competing in such a high profile event each year. As with most interstate teams at AWKR, we were lent a boat by a member of the Royal Melbourne Yacht Squadron. The SA team is very fortunate in that, for the past few years, Les Norton of the RMYS has made available to us his Bavaria Match 38, Mrs Overnewton, and it’s always a pleasure for us to return to Mrs O who sails well in the wind strengths Port Phillip Bay is capable of delivering. Our team practice, which took place on the Friday before the race, allowed us to re-familiarise ourselves with the boat and the bay before the serious business of the weekend ensued. This was the last opportunity to fine-tune our boathandling skills, allow the team positions to settle and to make sure everything was in readiness for the weekend’s sailing. One

crew member was a little over-zealous in using a halyard to warm her fingers and continued working as a ‘1.5 handed’ crew member in the days to come. In the evening all teams gathered in the Royal Melbourne Yacht Squadron’s Harbour Room for the official Race Briefing run by the Chair of AWKR, Dee Mason, who had the audience in fits of laughter throughout the night. Details of the weather conditions, usually a bit challenging on at least one day of the regatta, were carefully noted in amongst our enjoyment of a highly entertaining evening. Day 1 weather was predicted to bring rain, small hail and winds of 35 kts, gusting to 40. These conditions failed to eventuate in their entirety though it was cold and windy and 35 kts did come in later. Winter in Melbourne! Race 1 found us in 15 kts and building so we reefed before the start,

a decision that paid off for us. We made the first mark in good time, followed by an excellent spinnaker run to the gate and reasonably good legs thereafter, giving us a sixth placing in Division 1, AMS. For Race 2, with 17-18 kts, we considered shaking the reef out, but when the wind came in at 20 plus with a bit of chop, we went for a fast, albeit conservative, start with the reef in. We misjudged a wind shift, disappointing after such a good start, and consequently slipped back in the pecking order to place sixth on EHC. We had time after the day’s racing to think over our performance in both races before joining the other competitors, first for ritual beer and sausages in the Club’s wet bar, then upstairs for the presentations. The evening was spent at the Club enjoying the Crew Dinner hosted by the RMYS, with Mrs Overnewton’s generous owner as our guest. Despite invitations to kick on to a lively local music venue with the Brighton women, the team opted for a less energetic form of preparation for the next day’s racing – a strategy chat and an early night. Day 2 came with its predicted lighter winds. We were all up early and down at the Club for the 0800 hrs briefing and the necessary coffees, before heading out to the marina in what was a typically crisp, Melbourne morning. Despite the lack of wind and full wet weather gear, Port Phillip Bay’s coldness crept into our bones.Race delays meant we only got colder and, if rumours are to be believed, there are some interesting photos and videos around showing how the SA team managed to keep thawed during the two-hour wait. Some very lively boat dancing was followed by carb-loading cake to regain our strength! Finally, at midday, the wind gods relented, offering us an initial four knots and building. At 10-12 kts we were into racing and Mrs Overnewton literally picked up her skirts to charge over the start line in what proved to be a really great start. Good upwind legs and wellplanned spinnaker runs kept us near the front for the race. Protested at one of our top mark roundings, our potentially good results did not eventuate. Race 4 saw us still in touch with the top ten boats. Day 3 offered better winds and a great day on the water. Race 5 began with a jostle of boats on the start line which led to some confusion as to whether or not there had been a general recall. With ground to catch up we bent to the task

and Mrs Overnewton showed her paces in gusty conditions with winds averaging 17-20 kts. Marks were hotly contested and we managed to pick off a number of rival boats, finishing midfield at eighth on AMS despite the chaos of the start. Race 6 was blessed with more wind and, after a delay and a race restart, the SA team sailed well in conditions that saw some of the smaller boats retire from competition. Good decisions, snappy tacks and great teamwork meant we secured a very pleasing fourth on EHC. As has been the pattern in past years, the more familiar we became with the boat and the local waters, the better we sailed. This, and the increased competition over the years, has led to a rethink about our race preparation and the timing of our arrival in Melbourne before the regatta for 2017. As always, the racing, the camaraderie and indeed the whole weekend, focused as it was on women’s sailing, made the trip over thoroughly worthwhile. The enhanced sailing experience the regatta delivers to all its competitors is vitally important in the context of growing Australian women’s competitive sailing and in increasing the skill levels of all who participate. An important benefit for us is that the SA team brings back to the Royal South Australian Yacht Squadron what it learns by competing in this regatta, particularly the skills needed for intensive racing in the short course format.

The Royal Melbourne Yacht Squadron made us all very welcome and it’s great to see that the regatta continues to increase in strength every year; the opportunity to mix with and race against women from so many different clubs and different states, makes this a very special event. The RMYS is to be congratulated on its superb organisation and we acknowledge them for making such a unique regatta possible. Closer to home, we thank the Royal South Australian Yacht Squadron for its continuing support for the SA team and the Foundation, in particular, for helping to fund our participation in this wonderful national event. Thanks must also go to Barbara and Ron Parker for allowing us to train for AWKR on their boat Taniwha, and to our skipper, Helen Willmer, and Barbara Parker for coaching the team in the lead up to the Regatta. As for future sailing in the Australian Women’s Keelboat Regatta, the bar goes up every year and the competition gets tougher. We look forward to next year’s challenge and the opportunity once again to mix it with the best. Rumour has it we will also be competing against a CYCSA entry!

South Australian Sailing Sisterhood (SASS)

ASS is an initiative of the Yachting South Australia (YSA) to encourage, inspire and motivate girls and women of all ages to try sailing and to continue sailing throughout their lives. Surveys show that while we have a good number of girls sailing in the 7-15 age group, we lose them as they age. YSA want to create a network of female sailors of all ages to encourage and inspire the younger sailors to continue sailing throughout their lives and create opportunities for women of all ages to participate and compete at whatever Stacey Jackson adressing lunch guests level they want. Members of the RSAYS and CYCSA were amongst many others at its launch at a lunch at CYCSA on 26 June. Lunch goers were inspired by guest speaker Stacey A Jackson, member of the first all female team in the last Volve Ocean Race, and Shevaun Bruland, member of the YSA Board and co-owner of Concubine, on which she competed in the 2016/16 Sydney to Hobart. Following the lunch, Shevaun invited guests to come aboard Concubine for a look around. For more information about SASS, go to www.sa.yachting.org.au

CRUISING REPORT

REETINGS to all Squadron members, whether boat owner, crew, or social members. The Cruising Committee has been re-elected at the AGM and our Committee is the same as last year, with myself as Chair and Lynda Walsh as Secretary. Steve Kennedy is taking care of advertising our events, with Ken Case, Trevor Manoel, Michael Rossiter and Alan O’Donnell rounding out our team. This group works well, all with our different strategies and ideas. Trevor Manoel has been away cruising the east coast as far as Cairns for the past nine weeks, (half his luck), but still managed to be a contributing member of our Committee. This winter has so far been a ripper – cold, wet and full of gales, which have taken their toll on Squadron marinas and infrastructure. With one Etchells yacht and cradle blown over and other trailer boats blown around on their trailers, a fair amount of damage to marinas stage one and two has kept repair gangs on their toes, and winter cruising in local waters to a minimum. But winter is now on the run and a few fine days bring out the boat owners like spring flowers as we all look forward to better boating weather.

The Cruising Committee has had two winter events. One, a talk I gave on boat maintenance attracted a small but enthusiastic group with lots of questions. The next event was a ripper, Kingsley ‘Bones’ Haskett a talk by Mark Sinclair, who has entered the re-enactment in 2018-19 of the first singlehanded around the world race, won by the only finisher, Robin Knox-Johnston, now Sir Robin Knox-Johnston. He completed the race in his 32 ft double-ended wooden ketch/cutter Suhaili in just over 300 days. This re-enactment is the brainchild of Don McIntyre who completed a single-handed around the world race in 1990 in his own Adams 50. This new race is to be as close to the original Golden Globe Race as far as gear and stores are concerned. Mark has bought a 33 ft South African built fibreglass cutter which complies with the rules for the new race and is now flat out getting his new ride up to speed, and doing the million and one things to arrange for up to a year at sea. This is possibly the greatest single adventure ever undertaken by a Squadron member in the 147-year history of our club. Even now there is only a handful of people who have actually raced non-stop single-handed around the world. While a larger number have actually sailed single-handed around the world, this is a race not a cruise and, as in the first race, the Golden Globe, the push will be to the limit of human endurance. I for one take my hat off to Mark and wish him God speed.

UR last winter event was a talk by Captain Bill McQuillen who spoke about his job as a master mariner taking the RTM Wakmatha, through the Great Barrier Reef.

LETTER TO THE EDITOR The Editor The Squadron Quarterly Dear Editor, Further to the articles on Senior Member David Henshall and Around Cape Horn by Anaconda II, which appeared in the Winter issue of the Squadron Quarterly, I would like to provide the following clarifications:

RTM Wakmatha - photo taken from the Rio Tinto Marine website

The Blythe Spirit class yacht Moongara, owned by Pep Manthorpe, was built by Blunts in Victoria. The others of the class were Natani, built by Owen Trewartha, strip planked and monel fastened and glued, which competed in the 1968 and 1970 Sydney to Hobart races; Nara, strip planked in Oregon pine by Andy Kinnear; Ariel, I think built for Keith Flint by Carl Lange; Ranger, the only one to have wheel steering, also strip planked in King Billy pine; and Wonoka, carvel planked in Oregon, as was Ariel.

RTM Wakmatha, a bulk carrier built in 2007, carries bauxite from Weipa to Gladstone; she has 236m length overall and beam of 43m – a very beamy ship according to Captain Bill. Her gross tonnage is 53988 tons. A reef pilot now goes with the ship from Gladstone and they also carry a CSIRO researcher with them on each voyage. It was a fascinating talk though very technical as Bill focused on the challenges faced by a large vessel travelling at speed (she makes 15kts) operating in confined waters. Bill set the scene by asking us to think about the considerations if we were the master of the RTM Wakmatha and then set out describing them to us. Bill’s descriptions of events and operation of this ship certainly gave us a different perspective and his talk was well received by the approximately 60 members and friends who attended.

The race Anaconda II sailed in from Sydney to the UK, was to beat the clippers, and the iron clipper Patriarch was the one that the race was against. Patriarch (222 ft x 38 ft x 22 ft with maybe Gross Registered Tonnage of 1405 tons), under Captain Pile, made her best time of 67 days on her maiden voyage from London to Sydney, pilot-to-pilot in 1869. Her return trip, from Sydney to London, pilot-to-pilot in 1870, took 69 days. The Cutty Sark, a much smaller composite ship, a GRT of 963 tons with a cut-down rig, was faster.

Yours in ‘seamanship & fellowship’.

Signed: Kingsley Haskett

HOUSE AND SOCIAL REPORT

OO much of a good thing, dancing to well known tunes of the 70s, 80s and 90s played by the Flaming Sambuccas, at our Hot August Night event has landed me on the sofa for the day with ailments from sore head to sore back! I hope those who joined me on the dance floor from the CYC, other yacht clubs and our own members enjoyed a night of eating great food, catching up with fellow sailors and jumping around to hits such as Nutbush City Limits, the Ross Wilson classic Eagle Rock, Pretty Woman and Dancing Queen, acting like we hadn’t yet reached 50. What a fun night! Kevin and his team in the kitchen and behind the bar served a beautiful meal of alternately salmon or beef, and concluded the meal by serving a gorgeous Pannacotta with Raspberry Coulis. Wine flowed and members and friends partied to the wee small hours of Sunday morning. Thanks to Andrew and Kevin for organising a fantastic night that yet again showcased the benefits of our refurbished clubhouse and kitchen. Our wine tastings continue to attract a small but regular crowd on Friday nights, the most recent being a gin tasting from Kangaroo Island Spirits, with guest

musician, Aaron, providing entertainment. A great way to relax into the weekend! Our next wine tasting will be on 14 October, featuring Lloyd Brothers Winery from McLaren Vale and music by James Carrigg. I hope to see you there. The House and Social Committee (‘The Party Committee’) is having a change of pace at the moment. While keeping our agenda on organising events for members, we are having a little bit of fun ourselves. We have changed our meeting night to the first Tuesday in the month to ensure both Kevin and Andrew can make each meeting, and occasional meetings will be at a secret location, with a delicious meal, cooked on a Heatlie BBQ, and a few drinks as well. I hope that doesn’t give away too much detail! If you are interested in joining us for a mid-week night of fun and frivolity, ending sharply at 2100 hrs, you are most welcome. Just let me know and I will share our secret location with you! Alternatively, you may like to join our new Facebook group where you can contribute to a discussion or find out about our events without coming to meetings. This is a closed group at the moment, which means you won’t find us if you search, but if you are interested in joining please let Andrew or me know. I know we are using some

Andrea Mead

modern technology here which some of you may not be familiar with. If you are interested in learning a bit more, let me know by finding me on Facebook, email amead@heatlie.com.au or phone 0417 887 818 if you prefer to talk. So many options! To finish off, I would like to acknowledge the contributions of Noelene Cooling and Gaye Fischer who have been long-standing Committee members but have decided to move on. Thanks for your work over the years, it has been greatly appreciated.

Nine TSASA vessels including Odette departed the marina on Monday 18 April, with three others joining a day or two later. On our passage we had a light easterly breeze that later filled into a steady 10 kts NE. The sea was characterized by a regular yet smooth undulation, the legacy of the previous two day blow. After a perfect sail we arrived at Homestead Bay (also known as Reevesby Lagoon), on the south western end of Reevesby Island where we spent three nights together. Our other three nights were spent in Morton Bay (the most northern bay on Reevesby Island) as it was a more favourable anchorage for the predicted conditions. Some vessels anchored while others chose to beach or pick up moorings where available.

TRAIL AND SAIL By Anne Lewis

Each evening we all met for ‘happy hour’ on the beach. This replaced the need for an afternoon radio sked.

Taking time out to explore the Banks Group of Islands

AILING further afield than most trailer sailers usually tackle, a group of intrepid adventurers went as far as the popular cruising grounds north west of Port Lincoln earlier this year, encountering mostly fair weather, frolicking seals and deadly snakes. Anne Lewis tells us how they fared.

Last April my partner Steve and I loaded up our 25 ft Noelex trailer sailer Odette and headed off for a cruise to the Sir Joseph Banks Group of Islands. The Banks Group is located in the Spencer Gulf, off Tumby Bay some 600 km by road from Adelaide. It took us approximately seven hours driving in total to reach Tumby Bay, our nominated launch point. However we chose to travel in a more leisurely fashion over three days, meeting up with a caravanning friend in Whyalla and spending two nights at Cowleys Beach bush camp, on the coast between Arno Bay and Tumby Bay (north of Lipsom Cove).

Cowley’s Beach bush camp

We arrived at Tumby Bay Marina on Saturday 16 April and convened with 11 other Trailer Sailer Association of SA (TSASA) vessels, including fellow Squadron members Grey Nurse, Bella, Where’s my Water and Dazza’s Heaven.

However, we maintained contact with Tumby Bay VMR as agreed on a morning and evening sked. Most evenings we were back on our boats by about 1800 hrs, when the disappearing sun gave rise to a distinct chill in the air, but over the later days we made good use of the fire wood many had brought from home and stayed on later, some electing to cook dinner on the beach as well. Snook were abundant in the Banks Group area while other fish proved more elusive, one theory being the presence of the full moon. However, some keen fishers seemed to have the knack and reported good quantities of Tommy Ruffs, crabs, squid and octopus. Only two Whiting were landed, one that had been bitten upon its transit from water to boat by another voracious marine creature, which reportedly took a decent bite. Despite all of this, we pooled our resources one evening and under Steve’s guidance, we cooked and shared a great seafood (Snook) chowder on the beach.

Tumby Bay marina

For about 24 hours the Tumby Bay single pontoon marina was a hive of rigging, launching, provisioning, trailer and car logistics, communication and cleaning, the likes of which Tumby Bay might rarely see in such volume. Trailer and car storage had been previously arranged through the local caravan park whose owners were quite accommodating. A week’s storage totalled $10 for a car and trailer and for an extra $5 pp, a final shower could be procured - a notion eagerly embraced by this crew member! Most vessels spent the night on the Marina (also prearranged at a cost of $18 per night), with some late arrivals electing to stay on the hard and launch the next morning. On Sunday evening a predeparture dinner was held for 18 TSASA members and crew at the Seabreeze Hotel where final arrangements and processes for the cruise were discussed.

The beach at Reevesby Island

The chowder night was initially delayed by one day due to the only poor weather event we experienced on the entire trip. On that particular day the wind and the sea were relatively tranquil, but it was overcast in the morning and as the day progressed a steady rain set in for the afternoon and into the evening. On this one evening a ‘happy hour’ was hosted on two vessels with all those monitoring their radio invited to attend. Other than this we were blessed

with mostly sunny days featuring flat seas and mild breezes 5-10 kts in the morning and progressing to 10-15 kts with the odd 20 kt wind, when we were all safe at anchor. The weather was truly delightful and quite warm for the best part of our time together. Each morning we all met on the beach at 0900 hrs (also negating the need for the planned morning TSASA group radio sked) and discussed our plans for the day. We spent our days at each individualâ&#x20AC;&#x2122;s leisure, participating in sailing, snorkelling, fishing, boat maintenance, walking and other relaxing pursuits, some in company, and some alone as preferred. Each night we all came together and enjoyed sharing stories of our day and each otherâ&#x20AC;&#x2122;s company. The group was extremely cohesive and positive in every way. There was no shortage of wildlife on our trip, though the absence of dolphins struck us, given many of us are used to seeing dolphins in our travels. We only saw one lone Common Dolphin (the small, energetic type) on our return passage to Tumby Bay and others similarly noted this. However, the islands were home to Cape Barren Geese in abundance and also several types

Tiger Snake

of snakes. On two consecutive evenings we witnessed a sleek, elegant Tiger snake undertaking its evening ritual, intermittently exposing its full beauty in contrast with the sand before concealing itself amongst the scrub. It did not seem perturbed by our presence, but nor did it show any sign of aggression towards us. It just went about its business while many of us watched in awe and interest. I must say however that this sighting did give rise to less concealed beach toileting habits from then on, particularly for the fairer sex. All the literature about the Banks Group warns to be alert for snakes, especially Death Adders. And true to the literature a few members had a close encounter with the species. I personally came across one while walking with a friend on the beach and we were both amazed at how difficult it was to see. It was very small (no more than 30-40 mm at a guess), curled up and buried in seaweed to the extent that even when we pointed it out to our husbands, they struggled to locate it. The only reason I saw it was that it waggled its tail in the air,

Group meeting on the beach

something apparently they do to attract their prey, but the snake did not retreat when we approached. Just lucky we saw it in time to avoid it! Thankfully, no one was harmed by any encounters with our slithery friends. The other notable highlight for everyone was the seal colonies in the region. Steve and I visited two colonies, the first was at Seal Rock and true to its name we were greeted by some inquisitive seals with fish on their minds, but when it was not forthcoming they returned to their previous location inshore. The bottom at Seal Rock was not very keel friendly (something we found out through experience after kissing the same) and so we moved on to a second colony at Blythe Island, where we joined the rest of the Trailer Sailer Association of SA (TSASA) fleet. Here the seals were active and cheeky, playing with anchor ropes and performing airborne flips and dives to keep us well amused over lunch. Many members, including us, revisited this location a second time as it was truly amazing to see the

seals in their natural environment. Several members swam and interacted with them as an added bonus. We left the cruise a little earlier than others due to commitments at home, but nine vessels continued on for a few more days after our departure. At this point the group diversified, some spending time at either Spilsby Island or Homestead Bay before making passage to Spalding Cove or directly to Port Lincoln. These vessels were all retrieved at Port Lincoln, after collecting trailers from Tumby Bay. The Banks Cruise saw participation of a fleet of 12 TSASA vessels and was typified by good weather, great cohesiveness and camaraderie, exploration, relaxation, fun and great sailing. I think it is fair to say that on the strength of this trip, others will be planned in future and I would recommend to everyone, whether you have a trailer or keel boat, to consider the Sir Joseph Banks Group in your future sailing calendars.

Seals at Blythe Island

CLIPPER ROUND THE WORLD YACHT RACE

towards Qingdao. It describes the agony and the ecstasy of heavy weather helming: ‘Wow, it was wild, sailing hard on the wind with a triple reefed mainsail, stay and Yankee 3. The seas were four metres with regular interlopers in excess of six metres. Being that it was a black night ( no stars or moon ) you only see the wave in the loom of the steaming light seconds before it is upon the boat. Then it’s up and over, hanging on tight for the crash as we slam down the other side. At the helming station my body was pushed into the ‘granny rails’ in order to combat the severe motion and angle of inclination. At times I was airborne save for a tight grip on the wheel. It helps not being tall.

By Campbell Mackie

The wind speeds were consistently in the 40 knot range with gusts into the 50’s. Steering was only by compass and apparent wind angle with heavy spray and green water shovelling up over the bow. The crew just hunker down in the pit and hang on in anticipation of the next drenching. Under spinnaker in the South Atlantic

N the evening of July 30, the Clipper 2015-16 Round the World Race finished at Southend on Sea in the Thames estuary and my year-long adventure was complete. I thought I understood what I was taking on, but it’s been so much more than I imagined, more than I can adequately explain. So right now I am full of reflection and satisfaction, and it has been a rewarding experience indeed. I signed up in January 2015 and immediately set about planning what it would take to prepare for the race and to be away from home for a year. There was a lot to do. The personal kit required is extensive and getting it right is critical to performance, especially in extreme conditions. Getting fit was equally important, so my exercise regime was stepped up from daily walks and regular swimming to include gym work with a personal trainer. It proved to be a good investment.

start on 1 September. It was a very busy month, full of excitement and the emotions of impending separation. The point of no return arrived and a spectacular departure ceremony under Tower Bridge and down the Thames was followed a day later by the race start at Southend . Within days we were well out into the North Atlantic learning how to joust with spinnakers in ridiculous downwind conditions. London and family seemed a lifetime ago.

Then there was all the stuff at home, from jobs around the house to sorting out finances with Lorna. I reckon we completed two years’ work in five months. My feet barely touched the ground. May was spent in Sydney doing Clipper Race training, learning about blue water sailing in big boats. I learnt new stuff every day which was shortly put to good use as we sailed the great oceans of the world.

Exactly 11 months later with 47,000 miles under the keel we arrived back to St Katharine Docks, London. We had completed our circumnavigation and secured 4th position on the leaderboard, just 1 point off our target for a podium finish.

July was soon upon us and Lorna and I travelled to the UK where I completed my training and final preparations for a race

Leaving London

What are the Clipper 70’s like to sail? The 12 boats in the race were identical 70 footers purpose designed by Tony Castro. They are intended for fast downwind sailing, just like the Clipper ships of yesteryear. The gear is heavy and it is physically demanding to sail them, even in moderate conditions. In heavy downwind conditions they are very fast, (up to 30 knots), and challenging to helm, as the constant acceleration and deceleration dramatically alters the apparent wind angle. The overlay of a big following sea and a black night (no visible horizon or sky) increases the complexity. We had many kitemares and many repairs that were made at sea and frequently took days to complete. The following extract from my journal was made as we sailed up the South China Sea

Normal sailors would be in port or have storm sails up, but these boats just plough through this weather like a big County 4 tractor. It is the most demanding yet exhilarating task to helm at night in such conditions. An hour at a time is my concentration limit, and as much as my feet can bear, but I enjoyed it greatly. Once this race is over I doubt I will ever sail like this again’.

In the South China Sea

Life at sea Keeping a yacht and crew of twenty viable for a month of hard blue water racing is something which I barely understood. It requires strong leadership, great organisational skills, a good victualler, and people blessed with tolerance and humour. Mental endurance is just as important as physical capability and frequently more elusive. We were lucky to have all of these attributes on board Garmin. With up to 22 people on board and the hot bedding of bunks, personal discipline and commitment was essential. The watch system provided the structure and routine to support these behaviours. The non sailing roles of ‘mother watch’ (meal preparation), cleaning, engineering, chafe and rig checks were an essential parallel universe which enabled a safe, competitive and happy ship.

subsequent burial at sea of Sarah Young from Ichorcoal. Even now it brings me close to tears to think about her lying in the wastes of the North Pacific. Irrational I guess, but that’s how I feel’.

Weather conditions The weather conditions were often extreme and spanned the complete Beaufort scale from 0 to 12. We frequently sailed in force 10 weather and only hoisted storm sails on leg 6, when everything else was wrecked after a force 12 event, with maximum wind speeds over 100 knots. It was exciting and frightening in the same breath. In these conditions moving around the boat, getting in and out of oilskins, cooking, using the heads and staying in your bunk were all difficult - like walking through treacle. Ten days of continuous beating into a heavy seaway in the Southern Ocean just ground us all down and mental endurance was stretched to the limit. Then there was fog. In the East China Sea we experienced very dense fog and came within 150 metres of being run down by an oil tanker steaming along with its AIS turned off. Night time was always the worst and a big seaway and ‘black night’ conditions compounded our difficulties above and below deck.

There were two fatalities in the race and they underscore the ever present risks of deep sea voyages. Vale Andrew and Sarah.

Friendships

Helming in the Southern Ocean

cockpit were being drenched by heavy spray generated by surfing speeds up to 28 knots. At this stage helming required three people. Ross was in charge on the port helm, with Leo adding grunt when weather helm was heavy. Mike was on the starboard helm, reacting to Ross’s instructions. And this was how we wove a course from one mighty wave to the next, without ever falling over. At times we were overtaking the waves and the helming was very tricky. Ross was just outstanding - I have never witnessed a performance like that, and although he later said we were right on the edge, I felt quite confident that we were under control. He did this for nearly six hours on the trot. A truly Herculean effort! The statistics from this period were: • Top speed 28 knots • Maximum hourly run 18 miles • Top wind speed 76 knots

Moving around below in heavy weather

The best and the worst of our voyage There are many special sailing moments in a circumnavigation comprising 14 blue water races. It’s hard to choose, but our exit from the Southern Ocean is one that stands out in my mind. This is what I wrote in my journal that day: ‘What a thrill the prior 12 hours proved to be. It was the most amazing sailing I have ever experienced. We made landfall just after lunch in 50 knots of wind carrying a single reefed main and Yankee 2. If there was ever any intention for storm sails it was too late by then. Changing down in those conditions was virtually impossible. The coastline of southern Tasmania is magnificent and was set off by a wild and angry sea that was ink black in colour, contrasting with the white of its breaking crests. As we ran before the wind, surfing the building seas Ross was doing most of the helming. The conditions were extremely demanding, particularly with our sail plan. At one stage I looked out of the companionway, and the sea astern was white with airborne spume. Those in the

What a blast - everyone was elated and gob smacked at the same time’.

The bond that builds between the circumnavigators after nearly 12 months at sea living in a shoe box is profound, but the bond extends to the leggers too, particularly those who have completed multiple legs, or were on board in the tougher legs. This is what I wrote just prior to our final race; ‘Race day again. A sprint across the channel and it will all be over. There were times when I thought this day would never arrive, and now it is here ... Yesterday after the race briefing from Race Director Justin, we retired for the usual skipper’s briefing, followed by convivial drinks. It was a special moment. It’s the last time we will be together, talking about the next race, and the tactics we will use. The last chance to ease GREAT Britain out of our coveted 3rd place on the leaderboard. The team we have become is about to make its last push before demobilisation. It’s remarkable how living together in our ‘bothy’, driven by the shared purpose of racing around the world, has bound us together. The ‘institutionalisation’ of our lives, in the grip of the Clipper Race has nurtured friendships which would never have drawn breath in other circumstances. Now it’s time to move on, to return to our families, and life on the outside. But the experiences and friendships forged over this year of adventure will forever have a special place in my heart’.

Inevitably there were some tough times, very tough in fact. Beyond challenging, just ferocious. The voyage from Qingdao to Seattle, 6,000 miles across the vast northern reaches of the Pacific, was the worst by far. This is what I wrote in my journal shortly after arrival. It sums it up pretty well. ‘As most of you already know, Garmin docked in Seattle early this afternoon. The journey from Qingdao has been epic, and we are exhausted. Thankfully we are all safe and sound, albeit well battered. As for Garmin, she has suffered a lot, and there is a big repair program to complete. The weather was atrocious, cold, with hail and snow, and three savage depressions with top wind speeds of over 100 knots. I have never experienced such ferocity, but am proud to say that we maintained our composure and did our jobs to overcome all the calamities that unfolded over the 28 days at sea. There were plenty. I am going to need a few days of quiet time, before I get to my blog for this leg. It’s a big story. The voyage was profoundly overshadowed by the MOB death and

Crossing the line in the Atlantic

Would I do it again? Maybe? I have treasured memories of the whole adventure which have been intensified by the camaraderie of a happy team. It wasn’t always thus on the other boats, so I would be cautious about a second tour. Being away from home for 13 months was tough for my family and me alike. I would be very hesitant about doing it again. It’s good to be home!

THE SVITZER TUGS By Barry Allison

Svitzer Heron Photo: © Trevor Powell

Tuggin’ along for the Ride ....

HAT do we know about the tugs that we see regularly going about their business in a very professional manner? By definition, a tug (tugboat) is a boat or ship that manoeuvers vessels by pushing or towing them. Recently I had the opportunity to spend time on the tug Svitzer Heron with Captain Travis Robbins and his two-man crew of engineer Sean Knight and Antony Flock, the integrated rating and multi-skilled seaman. When working across the Gulf at Port Giles or Ardrossan, they carry an additional engineer and integrated rating. (Travis mentioned that a threeman crew may seem small, however Canadian tugs have only two in many instances and he considered this a very dangerous manning level, especially for recovery of man overboard and other onboard emergencies.) Svitzer Heron is one of four tugs operating out of Port Adelaide – the others are the Burra, Tingara and Walan. Svitzer is part of the large Maersk Shipping Group. It is usual for Svitzer Heron and Burra to work together as a team and have a 12 week roster – two weeks on and one week off, followed by two weeks on and two weeks off, and then followed by two weeks on and three weeks off – quite a program. The crew generally work an average 10 hour day, but can be on duty for as long as 16 hours depending on specific towing difficulties. Whilst tied up alongside, there is always plenty of maintenance work to complete which is strictly monitored on computer and sent to a central Svitzer administration centre.

Svitzer Heron is only three years old, having spent the last two years in Port Adelaide. She was built in China at the Jiangsu Zhenjiang Sho Shipyard and delivered to Svitzer on 15 June 2012. She is 31.57 metres long, 29.33 metres on the waterline, has a beam of 11.00 metres and has a gross tonnage of 442 tonnes. Her maximum speed is 12½ knots and she is powered by two very large and powerful Niigata diesel engines capable of 1,838 kW. In layman’s terms this is equivalent to 2,465 horse power. She has two massive propellers with a diameter of 2,700 mm, or nearly nine feet! Imagine these thrashing around in the water at 220 revs per minute! The Captain’s position on the bridge is designed to provide 360 degree vision at sea level, and also for him to be able to see well above the tug’s superstructure through many skylights on the deckhead. The Captain sits on a comfortable sliding seat which is positioned in a U-shaped console so as to be able to view the many instruments and navigation aids surrounding the bridge. He controls the ship by manipulating two combination lever joy sticks – one in each hand, which provides speed and direction to each azimuth propulsion unit – no rudders as such. He can rotate the azimuth drive unit through 360 degrees if desired, and considers himself as ‘wearing the boat’. Yachties would drool over the modern instruments, which include a Furuno magnetic compass, Furuno satellite communication, Furuno GPS, Furuno radar and Furuno echo sounder and a Simrad autopilot. Icom HF and VHF transceivers are also included, plus many other aids to navigation.

One’s first impression when boarding the tug is of the total understanding of all the intricate workings of the tug by the Captain and his small crew. The tug must not only be able to move large ships, but also be able to provide fire fighting expertise when required, and is equipped with high pressure remote controlled water cannons which can be fed with foam. Obviously, considerable understanding and training is required by the ship’s crew and comes with many years of experience. Captain Travis Robbins has been at sea for many years, having spent some time on the ketch Falie when she was still trading

Captain Travis Robins

to our outports. Later, he joined the Jardine Shipping Company and skippered a tug and barge operation in the Cape York and Thursday Island areas. Later still, Travis joined Adsteam and controlled the tug and barge operation between Dock No 2 and Kangaroo Island, bringing wheat back to the mainland. He then holidayed in Europe for six months, taking on some yachting at Cowes and Cork Weeks before returning to South Australia and Maritime Constructions on their work boats. He also had a short stint in Arnhem Land, driving the new Z drive craft for Alcan and RioTinto before returning to Adsteam to take barges out to the bulk ships lying off Whyalla. Finally he came back to Adelaide and Svitzer, initially to relieve on the 12 Svitzer tugs operating around our coast before taking charge of Svitzer Heron two years ago. Engineer Sean Knight has spent many years at sea gaining valuable sea time in many engine rooms, mainly on dry bulk carriers and oil tankers – much of this time on the Australian coasts. He studied at the Maritime College in Launceston where he gained his qualifications in Marine Engineering.

The Captain and Crew of Svitzer Heron

These ropes are of Spectra construction and have a maximum 4% stretch rating – and also cost around $15,000!

During the quiet time, Sean showed me over the engine room. The first thing that hits you are the incredibly clean machinery spaces, and one could literally eat one’s lunch off the decking. The two main six cylinder Niigata engines obviously stand out and also the two main drive shafts leading aft to each azimuth pod. The electrical room is very compact, supplying 440 and 220 volts AC to the ship’s mains. A very well established work shop ensures that most repairs can be done at sea. An independent Cummins diesel engine provides power when alongside and when not on shore power.

The well-appointed accommodation spaces below provide a cabin for each of the crew, plus additional accommodation when taking on extra crew for a maximum complement of 11. A spacious recreation area with a well appointed adjoining galley is where we discussed the tug’s movements for the evening. The MSC Messina anchored off Semaphore was scheduled to berth at Outer Harbor at 1800 hrs, however the Pilot decided to postpone boarding until 0600 hrs the following morning due to the high running seas. So we waited alongside until 2100 hrs when the AAL Gladstone was due to depart from berth 18 on her way to Singapore. Around 40 minutes prior to departing the wharf, Sean had his time cut out in warming up the main engines, checking oil levels and doing general pre-sailing checks. Antony did the rounds of the decks checking all equipment required for the moving of our next ship and stood by ready to slip lines. Captain Travis ‘retired’ to his bridge and went through a very detailed departure check list. With shore power disconnected, we literally moved sideways away from the wharf and out into the main channel – such is the manoeuverability of this craft! With Burra, we positioned ourselves alongside Gladstone – Burra at her stern and Svitzer Heron at her bow. Lines were thrown from the deck of Gladstone down to Antony who transferred strong hauling lines which were then attached to our massive bollards.

The Bridge on Svitzer Heron

Svitzer Heron’s Engine Room

Svitzer Heron at her berth in Dock No 2

Antony Flock has also had a very interesting and varied career at sea and commenced his sea time as a general purpose hand in Sydney working for Stannards, driving their seven metre commercial launches. He gained his Master Class 5 and went on to gain more sea time on tugs and barges before gaining his Master Class 4 at the Ultimo TAFE. Then in 2012, he moved to Adelaide and Stannards for more sea time. He completed the Integrated Rating Certificate in 2012, and now with Svitzer he plans to complete his Master Class 3 at the Australian Maritime College in Launceston.

Instructions were then communicated between the Pilot on Gladstone and Captain Travis using VHS channel six, and we began to pull her bow out into the Port River. Burra performed the same action so that the ship could be positioned in the middle of the river and pushed stern first towards Dock No 3 where her stern would enter the dock and be swung clockwise so that her bow would finally point towards Outer Harbor. This rotating manoeuvre required considerable skill from both tug captains with very little room for error, and required numerous commands from the Pilot. With the operation completed, and lines retrieved, the Gladstone proceeded down the Port River under her own power, and both tugs returned to their berths in Dock No 2. This was a very interesting and eyeopening experience to be involved in such an operation – one that I have watched many times from a wharf. I was extremely impressed by the professional way that the crew went about their work – realizing, of course, the high importance of moving shipping into and out of our Ports. Thanks to Captain Travis and his crew for this great opportunity.

CEDUNA TO PORT ADELAIDE VIA 10 BAYS By Mark Sinclair

Starwave moored at Ceduna Wharf

This is another of an occasional series of articles from Mark Sinclair, Starwave, describing cruising to lesser-frequented destinations in South Australia. Previously, Mark recounted his cruise from Adelaide to Ceduna; here, he describes the return trip.

N this article I describe a voyage from Ceduna to Adelaide, which was made inshore, via Smoky Bay, Streaky Bay, Sceale Bay, Venus Bay, Elliston, Hall Bay, Coffin Bay, Point Sir Isaac, Avoid Bay and Memory Cove. It was sailed single-handed in yacht Starwave over a period of 12 days. Ceduna is the gateway to South Australia’s far west coast and is serviced by regular flights from Adelaide. It is an excellent base from which to explore Nuyts Archipelago, Denial Bay and the remote areas to the west including Davenport Creek in Tourville Bay, Port Le Hunte, Fowlers Bay, Head of the Bight and Eucla. Unfortunately, as I had only three weeks’ leave, Ceduna was as far as I ventured. I arrived in Ceduna on Saturday 20 February 2016. Although it is relatively sheltered by Murat Bay and a large bank to the south, the main jetty was quite exposed. There are moorings to the south and a fishing boat harbour at Thevenard, which I did not investigate. I berthed on the northern side of the main wharf, in the lee from the fresh southerly wind which dropped out during the night. I ventured ashore, reprovisioned, and lunched at a friendly cafe. For this return sail to Adelaide, the forecast weather conditions were suitable for inshore day sails from anchorage to anchorage; light conditions were generally experienced in the mornings and moderate to fresh southerly to westerly conditions in the afternoons. These conditions enabled me to sail over interesting new ground as my outbound and return tracks did not cross until I was back in Investigator Strait.

close to town; in winter, they are moved to moorings on the western side of Blanche Port. I anchored after dusk one cable NE of the main jetty after a day’s run of approximately 66 nm. At 0300 hrs the following morning, a thunderstorm struck, bringing NW winds of Beaufort force 7. I jumped out of bed and spent the next two hours motoring head to sea to avoid being driven ashore and to keep clear of the two other visiting vessels, a catamaran Angel’s Wings (Rob White) and Fleur de Sel (Nicholas and Heidi), which were also dragging. Initially naked and freezing cold, I later was able to duck below to grab a spray jacket. When the wind dropped, I recovered the CQR anchor which was a ball of mud and weed, and re-anchored. After a short sleep, I berthed alongside the end of the wharf, fully dressed on this occasion! I found Streaky Bay to be a delightful town. I met up with one of the locals, Michael Kowalski, of Crystal Voyager II, whose father was apparently the slip master at RSAYS many years ago. There is a freshwater tap at the end of the jetty and I was able to top–up my tanks. I explored the town, reprovisioned with fresh produce, visited the local bakery and had lunch at the

I sailed from Ceduna to Smoky Bay through the inshore passage: past Thevenard, across Bosanquet Bay, around the banks off the north-east tip of St Peter Island, through Decres Bay and finally into Smoky Bay, a distance of 25 nm. There is a large wharf at Smoky Bay which was unsuitable to go alongside so I anchored one cable NW amongst moored vessels; after initially dragging, I deployed the second anchor. Although I did not go ashore, the settlement of Smoky Bay is a useful breakpoint between Ceduna and Streaky Bay. I departed Smoky Bay the next morning through Waterwitch Channel and visited the anchorages on the north side of the Franklin Islands. I then enjoyed a fine sail across Streaky Bay and a beat up into Blanche Port to the town of Streaky Bay. In Streaky Bay, in summer, vessels moor off the main jetty which is conveniently

Approach to Venus Bay

Shark attack at Ceduna

coffee shop. At the service station, there is a full-scale model of a great white that was caught locally. I cast off at 1330 hrs and on the passage out, noted the beacon off Oyster Spit was uncharted. I fixed its position, sent in a Hydro Note and the beacon is now shown on chart AUS 121. At 2000 hrs I anchored off the small settlement of Sceale Bay, having travelled a distance of 37 nm. Sceale Bay is easy to enter which makes it a suitable anchorage between Streaky Bay and Venus Bay. It rained heavily during the night and I weighed the following morning. That afternoon I crossed the bar off Venus Bay at high water. There was a large groundswell; however there were no breakers. At 1430 hrs I berthed on the outboard end of the jetty, having travelled a distance of 43 nm. The entrance to Venus Bay, over a potentially dangerous bar, is surrounded by arid high cliffs which are pounded by the swell. The main wharf is substantial, also accommodating three commercial fishing vessels: Lincoln Lady, Bosanquet Bay and Limnos. During the evening, a strong ebb stream ran across the face of the wharf and during the night a large noisy seal visited. I went to the lookout and walked around the headland; there is a grave site of two young men who were drowned in the entrance, a reminder of the hazardous bar. I purchased fresh provisions from the general store, which usually also serves excellent fish and chips; unfortunately due to the unusually heavy rain the previous night, fish and chips were off! I departed at slack water the following morning. The passage to Elliston is 32 nm and I arrived at the entrance to Waterloo Bay at high water in the afternoon. The leads into Waterloo Bay are difficult to see and I steered towards the large silo, between breakers on either side of the channel. I anchored at 1630 hrs off the town in the eastern side of the bay. The holding was very good, and the anchor was hard to break out the following morning. The main jetty is out of town and unsuitable to go alongside. I crossed the bar the following morning at the start of the flood stream. Conditions were marginal with a confused sea; I would not recommend crossing the bar in any weather or on the ebb stream, and I think better alternative anchorages exist at Flinders or Waldegrave Island.

The wharf at Venus Bay

Alongside at Venus Bay

My next stop was Hill Bay, a distance of 37 nm. This anchorage is also not for the faint hearted! It is behind a reef which runs from the southern headland to a small rocky island in the middle of the bay. You need to feel your way in, following the fivemetre contour off the coast, and keeping well clear of a shallow patch inshore of the rocky island. There were three fishingvessel moorings and I anchored just north in a sand patch. Although the reef provides excellent protection at low water, the sea and swell break over the reef at high tide when it becomes very exposed.

That evening I anchored at Point Sir Isaac, having covered a distance of 22 nm. The anchorage was calm in the southerly conditions despite also being known as Seasick Bay. The following day I sailed close hauled on port tack to Whidbey Point, then tacked and sailed close hauled on starboard tack close past Black Rocks to Point Avoid, anchoring in Avoid Bay in the early afternoon, having covered a distance of 28 nm. This anchorage is sheltered by a large reef but beware of rocks in the head of bay, as shown on chart AUS 345. I weighed at 0900 hrs Tuesday 1 March and passed inshore of Golden Island; this is possible in calm weather with no swell, but there is a shallow spot on the eastern side of the passage which may break in swell. Later that day I entered Thorny Passage on the flood stream, and then anchored in familiar territory in Memory Cove. I departed the following morning and arrived back at RSAYS at 1700 hrs on Thursday 3 March.

Hill Bay at low water

Coffin Bay came next, a distance of 40 nm. The bar at the entrance is sheltered from all directions other than NW; I crossed with a height of tide of 0.8 m. Most of the beacons were incorrectly charted which I reported by Hydro Note; they are now correctly shown on chart AUS 121. Sailing in the sheltered waters of Coffin Bay is spectacular; however, watch out for the strong tidal stream off The Horn on approaching the township of Coffin Bay. The main jetty was congested by commercial fishing vessels, so I anchored further east. That night, I rowed ashore and dined at 1802, a seafood restaurant overlooking the harbour – it was a delightful setting and the seafood was fantastic! I weighed in the morning of Sunday 28 February and after an enjoyable sail cleared the bar with a height of tide of only 0.6m.

Running out of Coffin Bay

I found there are many interesting anchorages on the west coast of Eyre Peninsula and in summer it is possible to sail between Ceduna and Adelaide anchoring each night, although I did sail overnight from Memory Cove to Adelaide. The complete trip Adelaide – Ceduna – Adelaide was made in less than three weeks, and if one had a month, then it would be possible to explore further west, as far as the Head of the Bight or possibly Eucla.

SENIOR MEMBER By Barry Allison

This is the next of a series of articles by Barry Allison which records some of the experiences and adventures of our many prominent Senior Members of the Squadron. This account is of the long and varied sailing experiences of John Muirhead.

has been a member now for J OHN over 41 years. He joined as a Junior

Member and was told that he first went sailing when he was six weeks old in December 1950. He did have a short break in membership while studying medicine. John’s parents’ first boat was Boonawa, which was a 21 foot centre board sloop and was sailed around the Gulf of St Vincent. Their second boat was Sea Bird, a yawl that John, then five years old, remembers as an awful boat with an engine that frequently refused to start. Once, when sailing with his father on the Port River, they accidentally gybed and caused some panic when the cross trees dragged in the water. John recalls his mother telling him a story when on one particular Squadron Opening Day John had been left in a basinette on their boat while they visited other boats. On their return there was no sign of John, and after some considerable panic he was eventually found on the neighbour’s boat. He had evidently been crying and the skipper decided to look after him. After Sea Bird, the family had a bondwood fishing boat for a few years and used to fish regularly on the silt grounds. Then John’s father had a Black Soo – the first Enchantress – built by Don King at Bink’s Somerton yard. In the first year of racing, they won the Cock of the Walk Trophy and cruised extensively over the next five years until John’s father died. Initially they did not have an engine and had to sail on and off moorings and, when in the Bay of Shoals, John’s role was to swing the lead line – no echo sounder at that time. The next phase in John’s sailing was in his teens in the International Cadet Class when Don King built Flica for the family. Initially

they sailed with the Squadron Cadet fleet where 10 to 12 boats regularly sailed. When competing in their first State Championships at Somerton in 1966, John and his brother Andy had middle-of-the-fleet results in the first two races. Arthur Cocks who was watching the race at that time told the boys that they were sitting in the wrong place on the boat and to sit further aft. They won the last race by a large margin and realized how important it was to have the correct trim. The boys decided to move to the Henley Sailing Club where the Gleeson and the Mitchell families sailed, and had both previously won Australian Championships in this class. The boys represented the State in the Cadet team of six boats for the National Titles in Geelong in Victoria in 1965-6 and again in Sandy Bay in Tasmania in 1966-7, and performed very well. This must have provided the necessary build-up of skills as John and Andy went on to win an Australian Championship the next year in Flica at Somerton – a great result after several years of competing. (Flica was later sold to the Allison family and Greg went on to successfully sail in several National Titles and the 1978 Worlds Championships in Holland. Where is Flica now?)

Flica - International Cadet Class

After the Cadet years, John had to spend his next years studying medicine and during these years he sailed a Cherub at the Henley Club. John claims the Cherub was the best boat he ever sailed and was a very sensitive boat, with sail trim making such a difference in boat speed.

Being a development hull, there were many variations of the Cherub hull shape and John’s hull was a Spencer Mark 7. He competed in three National Championships in those years. John had access to the Adelaide University Lightweight Sharpie which was built by Don King and sailed at the Glenelg Sailing Club. In his final year at University, he represented Adelaide in the inter-varsity Championships in Melbourne with Peter Sutherland as for’d hand (today a prominent Adelaide urologist) and a yachtie shanghaied off the beach as mainsheet hand. They gained a creditable second placing as the winning boat had just won the NSW Titles. John recalls the Sharpie as the easiest boat that he had ever sailed and was very stable. Through his University days, John regrets not doing more sailing, as he spent a lot of his holiday time working as a sheet metal worker so that he would have enough money to participate in National Titles. Later he gained a Repatriation University Scholarship which paid for books and tuition, but not for sailing expenses. John married Meg in 1973 and commenced general practice as well as starting a family. Simon was born in 1975 and Tim in 1977. In 1978, he decided to return to the yachting scene. With previous experience with the Black Soo which had a light displacement chine hull and bulb keel and was way ahead of contemporary designs, John decided to design his own hull. Without a computer, he taught himself the basics of drafting and took 12 months to develop a satisfactory hull design, and then the courage to begin building this hull which could have been a total disaster. The hull was built in the backyard of their Prospect home. In these years, John was the doctor for the North Adelaide junior football teams, and would frequently have his boat building routine interrupted to attend to injured players. From 1980 to 1983, the hull slowly took shape with many trips to nearby Otto’s for selected timbers and veneers. John had numerous hand tools and developed wonderful muscles with plenty of hand planing. The hull took two years before being turned over, and then another year to complete the fitting out. The frames are of laminated spruce and Australian oak and the keelson and stringers are all oregon. The skin is three layers of 4mm cedar – one layer at 90 degrees to the keelson, the second layer 45 degrees for’d of the keelson and the third

Enchantress competing in the 2012 Sydney to Hobart race

layer 45 degrees aft of the keelson. The layer put at 90 degrees to the keelson was designed to increase rigidity and prevent twisting and has proven to provide a boat that hardly moves. A thin layer of fibreglass was finally spread over the hull. The decking is plywood with 10mm mahogany veneer initially covered with BoteKote epoxy. Alan Smith, the builder of Skip Kinnaird’s Alan Payne design Catriona, was a wonderful mentor and showed John many tricks of the trade in those years. The hull was sprayed at Prospect and then lifted out and placed on its keel at North Haven before being launched in 1983. The engine installed was a marinised 13 hp Renault that has served them well for over 30 years. The mast came from Quins and the sails were made by Frank Amber working for Hood Sails. The first cruise was to Port Vincent and was not enjoyed by his wife at the time. Over the next 30 years, Enchantress has won most Squadron offshore and inshore race categories. John remembers their second Neptune Island race when the fleet became becalmed near Althorpe Island. John could see the wind filling in on the other side of Althorpe Island and managed to sail into the freshening breeze – he did not see the rest of the fleet again and won comfortably. In the mid eighties, John sold a half share of Enchantress to John Willoughby.

John was divorced in 1993 and soon after he met Robyn Heddle with whom he had a wonderful relationship until this year when she died at home on Good Friday from Motor Neurone Disease. A totally dreadful condition. The first long distance race in Enchantress was the Melbourne-Hobart West Coaster in 2010 and was planned so that John would be at sea for his 60th birthday. They set off for Melbourne and had a very fast two-and-a-half day sail into Melbourne. The crew for this race was John as skipper, John Willoughby as co-owner, Andrew Muirhead John’s brother, Chris Magarey, Steve Jenkins, Rob Large, Roger Harrison and Noel Swan. After a poor start, they tacked down Port Phillip Bay and out through the Rip only to be becalmed off the NW corner of Tasmania. Later as the wind picked up, they set a full spinnaker initially and had to change down to a storm spinnaker as they thundered down the West coast experiencing 48 knots at one stage, still with a full mainsail. They sailed into Hobart not realizing that they had won all three handicap divisions. The cruise back up the West coast was a more relaxing event, via D’Entrecasteaux Channel, around the bottom into Port Davey in Bathurst Harbor then passing through Hell’s Gate and calling into Strachan, before heading back to the Squadron.

The next major event planned was the 2012 Sydney-Hobart race and this took a lot of John’s precious time in preparation. The sail around to Sydney took nine days after several pastings and a southerly buster off Gabo Island when they achieved 23 knots with two reefs in the main and No 4 jib. The race was the usual mix of down wind sailing and the usual battering across Bass Strait. They achieved a third placing in the ORC and IRC Divisions which was concluded to be a good result considering the conditions. The crew for the 2012 race was John as skipper, John Willoughby as co-owner, Andy Muirhead, Steve Jenkins, Noel Swan, Rob Large, Mike Lane and Roger Harrison. Today, John is contemplating retiring from his very long career as a medical practitioner and is planning to purchase a catamaran to sail anti-clockwise around Australia. His two sons are always in contact – Simon is heavily into surfing and photography, and is an eco-scientist. Tim works for Australia Post and has provided John with four grandchildren ranging from 16 years to one year old. Robyn’s two children have three children between them. We wish John every success in his future sailing plans.

DIONE HEADS BACK TO THE PACIFIC By Sue and Glen Kerr

Tonga: a rough ride from Eden but worth it! In a previous story, Sue and Glen Kerr described the first part of their cruise, from Adelaide to Eden. In this article, they tell of the passage to Tonga and their adventures while in Tonga.

N a Great Circle route, Tonga’s southern entry port of Nuku’alofa, Tongatapu, lies 2,109 nm north-east from Eden. Dominant easterly trade winds ensure the Pacific Islands are rarely an easy reach from south-eastern Australia. Our passage featured a north-west gale that built to 40 kts and three 25-35 kt easterlies covering a further ten days, with just five of the nineteen passage days spent off a beat. As for the seas, well ‘rag doll in a washing machine’ barely describes conditions on board. Major damage to Dione resulted after the furler jammed in the first gale. Glen managed to repair the furler, an amazing feat while clinging on to a rearing, streaming bow in a four to five metre sea, but not before sustained severe flogging destroyed the number 2 genoa and broke the forestay. Further, our 70 lb Bruce anchor was lost in the constant upwind gales, despite being double-bolted through the shank to both sides of the bow roller and lashed to two foredeck cleats via a 15 tonne swivel and shackle and new 25 mm nylon

Replacing broken forestay, Neiafu, Vava’u

line. Notwithstanding regular deck checks, all this was torn from the deck one night by the constant boom and surge of rearing seas that had been boarding Dione with incredible and deafening force for several days and nights.

lagoon anchorages, whales, and endless snorkelling, walking and fishing; and the Niua’s, another world away to the far north.

Battered and broken she may have been, but it was a proud and defiant Dione that raised Tongatapu on the morning of day 19, for a total distance from Eden of 2,566.32 nm, tacking having added over 450 nm. Our sense of excitement and achievement at making landfall after such a long passage was initially sobered by the sheer violence of the passage and the upcoming cost and effort of restoring Dione to a serviceable state. However, prospects of meeting other cruisers and exploring a new country quickly replaced the terrors of the stormy seas.

Tongatapu often receives poor reviews from cruisers and many skip it altogether, preferring to clear in at Vava’u instead. However we had a great time there, exploring the town, the coast and the countryside by car, mad-cap local buses and on foot. Clearing in, banking, phone and internet are easily managed here and we found a reasonable range of groceries at prices similar to Australia. There is little in the way of fresh meat or dairy though, and without rain obtaining water is difficult: the harbour is unfit for running a water-maker, the free ‘potable’ town water is full of sediment and algae, and while desalinated water is available, like diesel it is pricey.

The four main island groups from south to north of the Kingdom of Tonga are: Tongatapu, the main island and administrative centre; Ha’apai, comprising dozens of low-lying reef and lagoon anchorages; Vava’u, with deeply-cut fiords, dozens of exquisite reef and

In Nuku’alofa, people rush about, head bowed over a mobile phone, just as they do at home, and cars are endemic. Most families own a car or two – many are fourwheel drives despite the lack of anything resembling a hill. The smog in town is palpable, traffic jams abound, and we

North Kelefesia Island Ha’apai

King snapper - straight off the snapper winch

quickly dubbed Tonga ‘Kingdom of Cars’. Inland, the island is covered in deep, rich soil that produces lush natural vegetation and supports extensive native fruit and vegetable plantations. As cows, pigs and smiles began to replace cars, phones and frowns, we met locals and gained a sense of the peace and beauty of the island. Tonga is known as the Friendly Isles for good reason: inland, people smiled, waved and asked where we were from and where we were headed. We especially loved the north coast, which rises from a severe rock shelf that creates the Mapu’a ‘a Vaca Blow Holes that run for miles east to west, a spectacle in any good south-quarter swell. Half a day’s sail north from Tongatapu, the 62 islands of the Ha’apai group provide weeks of superb cruising opportunities, given light to moderate winds. Our first week in the Ha’apai group was enchanting: the tiny but gorgeous bay on the west side of Kelefesia, the hills and bushland of the two Nomukas, the delightfully named twin islands of Ounukuhihifo and Unukuhahaka, inhabited only by a lone cow that swims across the sand bar between the islands at high tide, and the picture perfect anchorage created in the south-west lee of O’ua Island – all dominated to the west by the majestic dormant cone of Kao Island and its active neighbour Tofua. A deep and virtually stationary trough then settled over southern Tonga for a month. Dubbed the ‘Tongan Trough’, it produced dozens of fierce squalls that repeatedly blew the socks off the 12-yacht fleet, and dumped hundreds of millimetres of rain, flooding many low-lying areas, and had yachts around the Ha’apai’s poring over cruising guides and ducking for shelter. There are no ‘safe’ harbours here though, so it was hang on, stay on watch and ride it out. Despite some incredibly hair-raising anchorages, the fleet came through without damage, and then made its way north to the more sheltered anchorages of Vava’u. Our overnight passage to Vava’u and our harbour entrance were unforgettable. Passing the northern Ha’apai island of Ha’ano at sunset we spotted two adult whales gracefully cruising southward – wonderful! Outside the reef, we were greeted by a horrid 2.5 m beam sea, less than five knots of wind, and 25 kt rain squalls for good measure. Then, as we

Locals at Niuatoputapu

South west from South Vava’u

entered the Vava’u harbour channel with the sun just rising, another whale put on a thrilling display around Dione, erasing all memory of the recent awful weather. Time and again, the whale powered up from the deep, launching itself high into the early morning sunlight before booming side-on into the still waters of the channel. It was the most exciting thing we had seen in 20 years of sailing – truly unforgettable. Waiting for our new sail, forestay and anchor provided ample time to explore Vava’u Island. First, a hike up Mount Tofau to appreciate its sweeping views of the main island and surrounding islands and reefs. Then off in a delightfully dilapidated rent-a-wreck with map and compass to explore inland. Everywhere inland is lush and dotted with villages and plantations; the east coast features cool deserted beaches, while the views along the north coast cliffs, which rear high straight up from the ocean, are breathtaking. After a full day and much help from friends from Tasmanian yacht Ambler, we completed repairs to Dione alongside a sunken barge in Neiafu Harbour, then set off to cruise the dozens of bays, coves, inlets and islands of Vava’u. One highlight was ‘discovering’, on the south coast of Vava’u, a picture-perfect fully-sheltered anchorage that seems to have escaped the notice of the cruising guides and that afforded days of fishing, hiking and dinghy

exploration. Other highlights included a white-knuckle tip-toe through Ava Fanau Tapu Pass en route to the delightful Kenutu Island anchorage, the enchantment of whales breaching around Dione on our way into Port Maurelle, and ‘big grin’ fishing. With Niuatoputapu launching Tonga’s 2016 Harvest Festival, we soon turned Dione northward. Few yachts venture to Niuatoputapu since it lies 170 nm north of Vava’u and is off-course vis à vis Samoa, and those that do go there rarely stay long. However, we found it full of surprises. Tafahi, an extinct volcano, makes a spectacular backdrop to the anchorage, with its cone rising straight from the reef and into the clouds. A long high ridge, sweeping beaches and reefs provide a lovely vista at every turn, and the snorkelling may be the best in Tonga, with abundant parrot fish, snapper, lobster, sharks, rays and pristine coral. The main island is still recovering from the devastating 2009 tsunami. There is no grid electricity and, during our stay, no internet. No meat, chicken or fresh vegetables were available; neither was petrol, meaning petrol-engined cars, generators and outboards ground to a halt. Since the islands are tiny and isolated, family is the centre of all activity and the locals, old and young, are not shy about asking for things they need. We bartered many goods for a few local greens, a ride to the town centre, a hiking guide, or a trip to superb ‘hidden’ swimming and snorkelling spots. Many kids came on board to check out Dione, dive off the boom and fool around with the dinghy or snorkel and mask, usually eating us out of house and home in the process. However, Samoa, our next stop, is an excellent resupply point and overall, we had perhaps the best time here in all of Tonga. Now though, it is time to sail further northward.

Tafahi Island from Niuatoputapu

FROM PANAMA TO TAHITI By Jeanne and Colin Harrison

Panama to Tahiti - the next stage of our adventure!

Anchored at Point Venus, Tahiti

Here is the second instalment of the comparisons of Manali’s 2016 cruise with New Address’s in 1995.

AILING south past the Galapagos on Manali on 27 March 2016 we crossed the track which we had made on New Address in 1995, 21 years previously. Manali was bound for Tahiti via the Marqueses and Tuamotus Islands of French Polynesia. New Address was on her way to Easter Island, Pitcairn Island, Gambier Islands, and then to Tahiti. In 1995 the real question was whether or not our new relationship would withstand 32 days offshore together. The answer came when landing on Easter Island was impossible for two days due to dangerous surf conditions. Both of us were happy to just spend time together without the nightly watch schedule and constant vigilance of passage-making. So it has been ever since. During both sails we had to deal with the doldrums as we crossed the equator. The route to Easter Island also required sailing

Becalmed on the way to Easter Island

into the variables with the potential for windless conditions in the centre of a high pressure system. When this happened to us on New Address in 1995, we were forced to just take in the sails and drift for five days as we waited for wind. Luckily Jeanne had not seen the movie Dead Calm, so she was able to just enjoy this unique experience. By the fourth day of calm, the ocean looked like a mountain lake. It was impossible to determine where the horizon ended and the sky began. Night was moonless and cloudless. From the cockpit looking out, the stars seemed to be above and below, leaving the impression that New Address was floating in the universe. It was almost disappointing when the wind started to create wavelets on the water. Our five very peaceful days ended when a strong front pushed the large high eastward. When Manali arrived in the Inter-Tropical Convergence Zone (ITCZ) or the doldrums around the Galapagos this year, we were fortunate to be carrying extra diesel on

board. We took a calm morning refuelling so that we could carry on searching for the elusive SE trade winds while motor-sailing south. The year 2016 was still looking like El Nino weather conditions in April. Even after we reached SE trade winds, we experienced tropical downpours rarely seen before, some spanning over 12 nm on the radar and lasting over three hours. In 1995 we would have appreciated some rainwater, as our water tanks were significantly smaller. We used sea water for washing and cooking much more than we had to in 2016. We had some great adventures on Easter Island in 1995. With two other yachts at anchor (in 1994 only 11 yachts visited the island), we were able to arrange group tours, barbeques, and spend several happy hours. Touring Easter Island gave us a terrific opportunity to see the amazing statues, the craters, the Bird Man village, and the small town. With tomatoes and avocados in season, we were stocked up on guacamole ingredients. There was a fax machine in the post office and we were able to communicate with family everywhere for US$0·25 per page – the cheapest fax service we had found in the world. Mobile phone service and Wi-Fi were

Parking lot on Pitcairn Island 1995

non-existent worldwide. From Easter Island we continued 1,000 nm west to Pitcairn Island, of Mutiny on the Bounty fame. Anchoring conditions were poor at Pitcairn Island, so the islanders preferred that someone attended the boat at all times, and that the boat was not anchored. We abided by their wishes and took turns visiting ashore while one of us was always hove-to on New Address. Pitcairn Island is 1½ km by 3 km. Topographically, 8% of the land is classified ‘flat or flattish.’ The rest is steepto. We were taken ashore individually in the islanders’ longboat by a descendent of Fletcher Christian, who was also the Immigration Officer. The Magistrate, Jay Warren, and his family hosted us while ashore. Jeanne was able to attend an all-island birthday party barbeque. Later, Colin reigned supreme as mixed doubles champion in an island tennis tournament. The resident population at that time was 61. We had taken milk crates with us loaded with books, which had been donated by our family. In appreciation, the Pitcairn Islanders filled the milk crates with dozens of oranges, 200 bananas, and 10 heads of lettuce from their gardens as we toured around the island via dirt tracks on ATVs. Col was able to buy some frozen cheese and chocolates from the co-op store using a personal cheque drawn on his Adelaide bank, as there was no bank or ATM on the island. From Pitcairn we sailed into French Polynesia, eating banana pancakes, banana bread, bananas on cereal, and just plain bananas.

Manali anchored at Apataki, Tuamotus

Next stop was the Gambier Islands, where we could finally sleep peacefully at anchor in a protected lagoon. Although the freshwater was not drinkable, it was perfect for catching up on laundry. One of the local families took the yachties under their wing, giving us a tour of their pearling facilities and a beach barbeque on a family owned island. The outlandish pearl inlay craftsmanship at the church and the interesting local characters made up for the lack of restaurants, shops, and banks. Finally we headed for Tahiti. Contrary winds forced us into the French Nuclear Testing Zone of the Tuamotus, just as we had word that Greenpeace was organizing a protest flotilla to that exact area. We were anchored in Tahiti before the flotilla finally arrived. On a beautiful sunny day, New Address rounded Point Venus, the northern tip of Tahiti where Captain Cook was sent to monitor the transit of Venus. Jeanne was at the helm, when Colin bobbed his head up from below and asked, “Will you marry me?” As they say, the rest is history.

Proposal at Point Venus 1995

In 2016 our route from Panama on Manali took us WSW around the Galapagos to the Marquesas Islands of French Polynesia. Our destination was the island of Nuku Hiva, 30 days and 4,000 nm from Panama. With 21 years advancement in electronics, we did not need to carry every paper chart for the Pacific, as we had on New Address. Manali had two colour chart plotters/radar units and a micro Navionics chip, plus AIS. However, we did carry, as back up, several of the key paper charts, plus the $99 noncolour, non-chart inclusive, hand-held E-trex Garmin GPS which we considered a luxury on New Address in 1995. With all that hitech chart-plotting equipment on Manali, all that we saw for 24 days between the Galapagos and Marquesas, besides contour lines, were two fishing boats picked up on AIS. After 30 days at sea, we enjoyed a bit of R&R on Manali in Nuku Hiva. Custom formalities were completed then we: sent a text message on the mobile phone to the family to say we were safely anchored; used the free Wi-Fi at various cafes; filled the water tanks using our rain-catcher/awning; refuelled; used the ATM; sent four loads of laundry to Nuku Hiva Yacht Services; devoured fresh baguettes; restocked with

Hoisting the French tri-colour and the Q flag

pomplemouse (giant grapefruit) and French pâté; and enjoyed cold Hinano beer plus ‘poisson cru’ (Ed: the Tahitian national dish consisting of raw fish marinated in lime juice and coconut milk) at the quayside restaurants. Prices were exorbitant as to be expected in this remote out-island location, but the gorgeous scenery more than compensated. Light breezes gently blew us westward towards the Tuamotu Archipelago of coral atolls, known throughout maritime history as the ‘Dangerous Archipelago’. This was where our up-to-date electronic chart plotting equipment proved to be most beneficial. After running the narrow pass through the fringing reef, we enjoyed a short stop at Apataki atoll. We anchored with only three other yachts near to a small careenage facility on a little motu on the southeast corner of the lagoon. Unfortunately, while we were there two yachts were lost on nearby reefs. After a very enjoyable and quite sociable stop at Apataki, we pointed the bow towards Tahiti. Two days later, as we rounded Point Venus on Manali we celebrated the 21st anniversary of our engagement and toasted another great voyage into paradise.

Manali at New Papeete Marina 2016

MY BOAT By Mark Sinclair

My Boat Coconut and the 2018 Golden Globe Race Adelaide’s solo contender in the 2018 Golden Globe Race titled his talk at a recent Cruising event ‘Cocoloco’. Mark Sinclair says this quirky term (coined by one Cody Allan Dill in 2010 via a Facebook status), refers to ‘disbelief in the absurdity or craziness of a situation’. ‘Coco’ is a euphemism for any object ever made by mankind, (such as Mark’s newly-acquired bright orange Lello 34 yacht Coconut). ‘Loco’ comes from the Spanish word for crazy. Sounds the perfect description of the daunting adventure that Mark is preparing to undertake in two years’ time. Over 30,000 sea miles without any post 1968 technology - why’s he doing it? Read on!

N Friday 10 June I was reading the RSAYS e-Bulletin and came across a sailing video, The World Sailing Show – February 2016. This 30-minute video clip included a report on the 2016 Vendée Globe non-stop single-handed round the world yacht race. The genesis for this race was the 1968 Golden Globe race, where Robin Knox-Johnston was the only competitor to finish, and as a result, became the first to sail solo, non-stop around the world, in his 32 foot yacht, Suhaili, in a time of 312 days. The report ended with news of a 2018 rerun of the famous Golden Globe Race, conceived and directed by former RSAYS member, Don McIntyre. The 2018 re-run limits competitors to conditions of the 1968 race, including yacht design and on-board equipment. Entrants ‘must sail without the aid of modern technology including satellitebased navigational aids’. I found this to be an enthralling prospect as I have always regarded the original sailors with awe. However, I quickly formed the view that it was logistically impractical for me to mount a campaign from Adelaide while working full time. By a stroke of luck, the following day I found a Lello 34 yacht, Coconut, for sale at the Garden Island Sailing Club. Was this a sign? Is Neptune providing the

opportunity to enter his world? Moving deliberately over the next few days, I inspected Coconut, drafted an application to enter the race, placed an offer on Coconut subject to a satisfactory survey report and a test sail, was offered a position on the 2018 Golden Globe Race waitlist and paid the deposit. Following a successful test sail on Sunday 18 June, I purchased Coconut and placed Starwave for sale. The Lello 34 was designed in South Africa by Brian Lello; it is thought this occurred in approximately 1966 in preparation for the first Cape to Rio Race in 1971. It is a strong, seaworthy design, with a narrow beam of 2.9m, a traditional long keel and a draft of 1.9m. Originally named Windy Lou, Coconut was built in Durban South Africa in 1981. Documentation that came with Coconut indicates she circumnavigated the globe in the late 1980s, including cruising in the Mediterranean, crossing the North Atlantic and transiting the Panama Canal, cruising the Pacific Islands including French Polynesia and Fiji, and returning to South Africa. More recently, she sailed south towards Kerguelen Island and visited Madagascar. There is also a video on YouTube which shows Coconut sailing in the Roaring 40s from Amsterdam Island to Albany in 2011. I was impressed!

Although Coconut is of sound design, a significant refit is required to prepare her for the 2018 Golden Globe Race. Structural work includes inserting hanging knees in the saloon to strengthen the hull to deck join, strengthening the bulkhead at the forward end of the main saloon, improving watertight integrity with a watertight door, removing the anchor and chain and inserting flotation in the chain locker forward of the collision bulkhead. New windows with storm boards will be inserted in the main cabin and the windows in the doghouse will also be replaced. Safety upgrades to standing rigging include fitting new chainplates, replacement of the single spreader with double spreaders, fitting a permanent inner forestay and a new boom. The running rigging will also be replaced with running backstays added to brace the inner forestay and a new suite of sails made. Upgrades to pulpit, pushpit, lifelines, tiller and emergency rudder and tiller are also planned. The engine, an original Farymann 22 hp diesel, will be retained. The race rules limit the amount of fuel that can be carried to 150 litres, so the engine is there for emergency only. The original engine manuals look like ancient manuscripts and have only just stood the test of time; they would probably fit in well with the Paul McGuire Collection of the State Library of South Australia!

All existing electronics will be removed and new HF and VHF communications fitted, as well as new batteries, solar panels wind/water generator and new wiring. Having redundant charging systems will be important to deal with conditions both in the tropics and for approximately five months at high latitudes in the Southern Ocean. Radio direction finding equipment and a Walker trailing log will be fitted. There is a long list of safety equipment to be obtained. Satellite tracking and communications equipment will be installed but this will only be used to communicate with race headquarters for safety and publicity. I am receiving fantastic advice from the local sailing fraternity. I have tentatively planned to conduct the bulk of the refit this year, so it can all be tested and optimised in 2017. I currently plan for Coconut to be delivered to the UK as deck cargo on a container vessel departing late next year – unfortunately I do not have the time to sail her over! There are also many ancillary jobs; some of the more esoteric requirements are due to the retro aspect of the race. For example, resilvering the mirrors of my sextant, obtaining a nonelectric chronometer, resurrecting my 35mm camera and film, finding a Super8 camera for video and learning how to use it, and resurrecting a cassette player. I finally have a use for those original Beatles cassettes in the shed, even if the sound quality may have deteriorated over the years! The following is an excerpt from the Golden Globe Race website: ‘Like the original Sunday Times event, the 2018 Golden Globe Race is very simple. Depart Falmouth, England on June 14th 2018 and sail solo, non-stop around the world, via the five Great Capes and return to Falmouth. Entrants are limited to use the same type of yachts and equipment that were available to Robin in that first race. That means sailing without modern technology or benefit of satellite based navigation aids. To create a level playing field, competitors must sail in GRP production boats between 32ft and 36ft overall (9.75 – 10.97m) designed prior to 1988 and having a

Moored at Garden Island Sailing Club

full-length keel with rudder attached to their trailing edge, similar in concept to Robin’s 32ft vessel Suhaili.’ Readers may be interested in the approved list of designs: Westsail 32, Tradewind 35, Saga 34, Saltram 36, Vancouver 32 & 34, OE 32, Eric (sistership to Suhaili), Aries 32, Baba 35, Biscay 36, Bowman 36, Cape Dory 36, Nicholson 32 MKX-XI, Rustler 36, Endurance 35, Gaia 36, Hans Christian 33T, Tashiba 36, Cabo Rico 34, Hinckley Pilot 35, Lello 34 and Gale Force 34. The following equipment is not allowed: GPS, radar, AIS, chart plotters and electronic charts, electronic wind instruments, electric auto pilots, electronic log, mobile phone, iPhone, iPod, Kindle or any computer based device, CD players, electronic watches/ clocks, video cameras and electronic digital cameras, satellite equipment of any kind, digital binoculars, pocket scientific calculators, water maker, carbon fibre, spectra, Kevlar, vectron, any high-tech materials, rod rigging etc. There is a strong connection between the 2018 Golden Globe race and RSAYS. The race was conceived and is directed by Don McIntyre. RSAYS was Don’s first yacht club, and he was a member for about 25 years.

He recalls, “I was a member there before I was old enough to operate my own boat! Sunday night dinners at the club became an institution, me a young kid hanging out with Morris Bellemans, Owen Trewather and other old salts like Josco Grubic with Anaconda II who kept my imagination alive. I launched Skye, my Duncanson 29, there in about 1977. Keith Flint had the same boat then and was a great help as were many Club members and I sailed away from there out into the Pacific shortly after. When I organised the GWF Bicentennial Around Australia Yacht Race (Goodman Fielder Wattie) in 1988, the RSAYS was the host club and when I completed the 1990/91 BOC Challenge (British Oxygen Company) solo around the world race I was awarded the Youth Trophy from the club”. In 1972 Don sailed in the schooner Sari with Morry Bellemans. Don recalls, “We would head across the gulf for weekends setting out on Friday nights. Then Port Lincoln and more. They were my first keel boat experiences. We sailed together for years and with his great war stories he set my imagination going big time. So many memories for the kid and the old man of the sea ... Yes, he and this boat were instrumental in all my sailing since. This boat stirred my imagination even more about the GGR back then. He was proud when I did the BOC and he died not long after... Life hey!” Sadly Sari sank at RSAYS earlier this year. So please don’t hesitate to drop by Coconut if you want to find out more. Coconut is out of the water and has commenced her refit but will be back at RSAYS in a few months. She is quite recognisable, with an orange hull similar to the pilot vessel – Coconut is the smaller one! I understand Coconut was affectionately known by a previous owner as, ‘Coconut, the orange greyhound.’ Whether that is true, well we will just have to wait and see …

Test sail

THE DEATH OF SARI By Peter Last Mark Sinclair refers to the schooner Sari in his account of his new boat Coconut. RSAYS Historian Dr Peter Last fills us in on what he knows about the history of this well-known vessel and one of her colorful early owners.

NE Opening Day some years ago we saw a new vessel, a low-wooded two-sticker with a broad transom on which was a large eagle. On one masthead she flew a Squadron burgee, and on the other that of the Port Adelaide Sailing club. At her stern was a large American stars and stripes flag, hoisted above a more modest Australian ensign.

There was a tragedy involving Sari. She went up on Younghusband Peninsula, somewhere south of the Murray Mouth and a crew member drowned. Ever since the loss of the Maria in 1840, the strong on-shore set along the Coorong coast has caused many vessels to come to grief, and most have been irretrievably lost. Sari was successfully salvaged, but more recently she fell into sad neglect and sank at her mooring at the Squadron on Sunday, 17 April, 2016. She was considered to be beyond repair, and was consigned to a rubbish dump.

The Commodore was Alan Smith (1966-68), and at the next Quarterly meeting I asked him to clarify the flag protocol of the two ensigns. I went on to ask whether the vessel’s owner was a member. This was confirmed. I did not ask whether he met the constitutional requirement, ‘British gentlemen are eligible for nomination as Members’, but it was obviously a matter of interest. We had met a personable young American, who had an appointment at the newly established Flinders University, with children the same age as ours. He and his wife had a small plywood yacht moored in the Patawalonga estuary. This was before the breakwater and lock were developed, and security and access were problems. I offered to propose him for membership of the Squadron, but Jim Henry excluded him for not being a British subject, as our passports declared us to be. An outcome from all this was that at a subsequent meeting Kevin Phillips proposed and John Rischbieth seconded that the

bought a new one that he and his crew lugged aboard. During the cruising season, we often heard his distinctive American accent calling Adelaide Radio.

Maurice Bellemans came to Australia after service with US forces in the Pacific. He died at Philip Kennedy Hospice on 3 July, 1993 at the age of 83 after a long illness.

Sari aground on the North Bank

word ‘British’ be deleted as a criterion for membership. Kevin, (who presented the model of HMB Endeavour) had served on the Alma Doepel in the Island campaign, and John was a deck officer on HMAS Hobart. To return to Sari, our paths crossed from time to time, but Maurice Bellemans was never more than a nodding acquaintance. On the jetty at Port Lincoln he complained bitterly of an inadequate anchor, and he

This sad fate befell two other yachts that we frequently came across. Jamie and Anthea Cowell’s second vessel, the Top Hat Woodwind, disintegrated to a hump of rubbish. Joska Grubic’s multicircumnavigator Anaconda II, in its day the largest fibreglass yacht ever built, broke free from her mooring at Airlie Beach and was wrecked on a breakwater. Each had long since passed into other hands. A similar fate awaits an old ex-Squadron vessel steadily disintegrating in a country port, but it had best be anonymous until its fate is known.

BOOK REVIEW Reviewd by Kingsley ‘Bones’ Haskett

Bones Reviews ‘A world of my own’ by Robin Knox-Johnston Publisher: Cassell & Co Ltd, London, 1969

A brief review of Robin Knox-Johnston’s own story of the first Golden Globe, single-handed non-stop round the world yacht race.

OBIN Knox-Johnston was 28 years old when he started the Golden Globe race from Falmouth on 14 June 1968 . He returned 313 days later on 22 April 1969. It was Robin’s father who suggested he enter, commenting “that’s about all there is to do now, isn’t it?” It was thought at the time that the French were getting ready to have ‘a crack’ at the race, and Knox-Johnston thought a Briton should do it. This book was written just after he had won, the only finisher. The writing of it was part of the deal that financed his attempt, and gives a totally different view of the supreme effort required.

Robin was a merchant service trained deck officer of the British India Line. His yacht Suhaili was not his chosen race boat, but was well set up and all he could afford at the time. She is a 33ft Atkins Eric design ketch cutter, 44ft over her sparred length, built entirely of teak in India. In 1997 Suhaili went to the National Maritime Museum at Greenwich as an exhibit, but the controlled atmosphere began to shrink her planking, and, unwilling to see her die this way, Robin removed her in 2002 and re-fitted her again. She still belongs to him, has been re-fastened and is back in commission. (Source: http://www. robinknox-johnston.co.uk/da/20076)

This book is a very worthwhile read by any yachtsman and gives a good insight into offshore sailing in the late 1960s. This is the story that started it all. Highly recommended. Bones

RSAYS TO THE RESCUE By Ted Pearson

Plan B: Falkland Islands to New Zealand via the Roaring Forties Ted and Leneke were sailing their yacht Denique across the Great Australian Bight when they were knocked down. They continued their journey and made it to Adelaide where they were assisted and finally met by a small contingent of Squadron members including Commodore Rae Hunt, Jeff Hunt, Michael Rossiter and Lillie Seddon. A truly remarkable story of seamanship and an excellent example of fellowship in action by Squadron members.

E had sailed our trusty 12 metre New Zealand designed and built steel swing keel cutter without major dramas many nautical miles over the past eight years. She had carried us around New Zealand, out into the Pacific, along the east coast of Australia, back across the Tasman before making the 4800 nautical mile crossing from Wellington NZ to Puerto Montt, Chile in 2014 and on to the Falkland Islands. There we spent nine months over the winter while I worked in the small hospital there. We had intended to return to the Chilean channels and make a westerly crossing of the Pacific but because of family reasons we decided in favour of a quicker passage east to New Zealand non-stop via the roaring forties south of Australia.

that we would need to replace the main so it was another diversion, this time to Fremantle. After a mere three weeksâ&#x20AC;&#x2122; layover and with a beautifully setting new mainsail from Sailmakers WA we reluctantly left new friends in the Fremantle Sailing Club marina and set sail south. For the first four days we had a steady breeze over the port quarter and were able to fly the asymmetric day and night before the weather intervened. The barometer trended steadily down, a long swell began rolling in from the southwest and maresâ&#x20AC;&#x2122; tails appeared with a halo around the moon. The gribs looked ominous with predicted 40-45 knots

It was when we were in the Southern Australian Bight that the unexpected happened. Our crossing east from the Falklands had initially gone well until after 2500nm the water maker failed. After much calculating we accepted that our water supplies were marginal even to reach Australia so we made a long slow diversion to Capetown. Setting out again we were frustrated by consistent head winds for 18 days. Finally, the westerlies reappeared and we could ease sheets and settle into some pleasant voyaging with decent daily averages despite several moderate gales. North of the Kergulen Islands the mainsail finally declared its age and began to tear across each reefing panel. It was obvious

Ted and Leneke in calmer waters

average winds. We went into our regular preparatory routine; bagged the spinnaker later rolled all the Genoa away, pulled down the first reef, unrolled the staysail and checked all the deck gear. As usual we lashed the Jordan series drogue [JSD] in the floor of the cockpit. Below we tided away all those items that accumulate in good weather, lashed the books, pulled out the fleece clothing and prepared a big pot of soup in the pressure cooker. By the next morning the gale was upon us and the seas were heaping up so we decided to trial our new supplementary speed-limiting drogue, which friends had

raved about in the Falklands. This was a device that limited the speed to 5-6 knots when on a run down-wind and held the stern into the waves by diving to below the wave bases. We deployed the drogue on 90 metres of anchor rode off the port quarter and furled the main entirely but the boat was tending to lie rather too much across the seas. We spent the day adjusting the self-steering and the staysail trying to align the hull more to the wave direction. At nightfall there was a brief but intense rain shower and the wind backed so we suspected a front had passed over. The Fleming self-steering was coping and the boat felt reasonably stable so we repaired below for some warming food and rehydration before setting the night watches. Below it was difficult to believe there was a maelstrom outside with the wind blowing spray off the wave tops and foam covering the sea surface. The boat would rise and fall to the seas and the wind would shriek through the rigging then subside in the troughs. We enjoyed a bowl of soup and were having a cup of tea when a breaking wave struck.

Broken boom and reduced rig

The boat was picked up and bodily slammed onto its port side below the horizontal. We were sitting on the windward side and it was like having a huge kick up the backside. I did not even have time to grab at anything or get my hands up before I was catapulted against the ceiling and ricocheted into the opposite cabin side. Leneke landed on top of me. I immediately knew that I had injured my right clavicle and several ribs and could only groan in pain. Leneke fortunately was not hurt and she immediately assisted me into a more comfortable position and found some analgesia. A lot of water had squirted via the port dorade directly into the galley lockers. Leneke disappeared outside to confirm the mast was still standing but found the boom had broken over the rigid vang, the self-steering unit was twisted and not functioning and our hard dinghy had burst its tie downs to lie over the port lifelines. I was incapable of contributing so Leneke spent the next three hours crawling around the deck securing the boom, the dinghy and lashing the tiller. For much of that time

I could not locate even the feeble glow from her head-torch and I was fearful that she was at risk of being swept overboard despite her harness as I would have had little possibility of getting her back on deck. Periodically much to my relief she would come below to pick up extra ties and we would discuss how she might best secure the deck. Eventually she was satisfied that she had everything squared away on deck and was able to come below, climb out of her wet-weather gear, tidy some of the cabin disorder and eventually get some well earned rest. By afternoon the weather had eased slightly and we reassessed the situation. We decided the immediate priority was to move the dinghy back off the side deck. It took 30 minutes to get my wet weather gear on and then by sliding around on my backside we were able to use the topping lift to raise and slide the dinghy back and re-lash it. We could not decide whether the speedlimiting drogue had contributed to our knockdown so in the event we substituted our faithful JSD, which we had used previously with great success. Unfortunately with me sidelined Leneke could not winch the speed-limiting drogue onboard so we made the difficult decision to cut it away. Then it was straightforward to deploy the JSD on its bridle. Now with the dinghy secured and the JSD holding the boat well aligned to the seas we were able to relax below and canvas our options. It was quickly evident that although Albany was closer at 360nm, Adelaide was a better option being downwind. However the weather was still too rough for us to raise sail and retrieve the drogue and besides the barometer was falling again. In the event we lay to the drogue for a total of six days before successfully retrieving it and raising the trysail and both jibs. Because the selfsteering was damaged the worst aspect of the journey was the need to hand steer. By jamming myself in the corner of the cockpit I was able to do my share although we found watches of only 1-2 hours were manageable. At no time did we feel that our situation was out of control and that we needed to call for help but we contacted a friend, Ian, in Fremantle and asked him for information about Adelaide. Ian kindly contacted the RSAYS who in turn emailed us and set up regular radio schedules with the Water Police and the Rescue Centre. We greatly appreciated having the support of Commodore Rae and husband, Jeff as we slowly sailed our way northeast toward the Gulf of Saint Vincent. Despite having full diesel tanks we found that the fuel lift pump had drowned in the knockdown and the backup was non-functioning so we only had a 30nm motoring range which we saved for the final approach.

Broken skipper

Finally we were within sight of the Adelaide lights and hove to for the remainder of the night. Without detailed charts the actual approach to Port Adelaide was completely unclear so it was to our great relief that Rae and Jeff offered to motor out on Mahalo to guide us in. When their mast appeared out of the early morning mist we finally realised that we had made it. It had taken us 18 days to cover the 650nm to port. Later that day I had an X Ray which showed fractures of both clavicles and six ribs. Perhaps I was not quite the wimp I had imagined. What have we learnt from the experience? Firstly we have gained confidence in our boat and in our abilities to confront unexpected eventualities and overcome equipment failures. Although we believe we had the boat well prepared including reasonable backup spares we were still brought up short for all the gear damage. Being at sea one must always plan for the unexpected. It is not possible to anticipate every challenge but mostly it is possible to engineer a solution. We have also endlessly debated what actually happened? Did the boat broach in a trough or was it struck by a breaking cross-sea as a result of a front passing through? Under the circumstances we will never know for sure. The other positive we have taken away from the experience is the warmth and generosity we received from fellow yachties and the rescue authorities in Adelaide. Our special thanks to the Hunts, Julian Murray, Ray Hampson, John Deniet, Michael Rossiter and Lillie Seddon.

EAD Jeff Huntâ&#x20AC;&#x2122;s account of the part that RSAYS members played in the rescue, on page 34 ......

RSAYS TO THE RESCUE By Jeff Hunt ...... continued from page 33

The view looking back from Mahalo in the early hours while on the way to meet Denique.

Jeff Hunt explains the Denique rescue story from the Squadron’s perspective:

N Saturday 7 May during the Squadron’s Racing Presentation Night I received a call from Michael Rossiter (Cruising Committee). Michael had taken a call from Ian Parker of the Fremantle Sailing Club expressing concerns about the yacht Denique that was now headed our way. Michael rang me as he believed I would know what to do given that, prior to retirement, I was in charge of Marine Safety Communications & Navigation Systems for SA. Denique had suffered a knockdown during an intense storm in the Great Australian Bight, approximately 540 nm to the south west of Adelaide, resulting in a broken boom as well as damage to the windvane steering, and Ted had broken his collarbone. Denique would be trying to make Adelaide and assistance was sought as they were under jury rig with trysail and were having to handsteer (their autopilot had also previously failed) with only Ted and Leneke onboard.

them to report their position by YOTREPS. I provided ongoing advice to them by Sailmail and through Ian, who had been keeping in touch with them by the same means, about options to gain more prompt medical attention as Port Lincoln was 100 nm closer than RSAYS. I provided advice regarding radio channels, suggestions regarding the jury rig to improve their progress, as well as navigational assistance to be able to find their way safely into the Squadron. Once Denique entered Gulf St Vincent on the evening of 16 May, nine full days after the knockdown, the SA Sea Rescue Squadron (who operate ‘Coast Radio Adelaide’) were able to communicate directly with them on the Ch80 VHF Marine Repeater, enabling us to more readily track their progress. We were also able to contact Denique directly via the repeater and to advise them of key waypoints to effect a route of safe passage into the Squadron.

Denique had advised Australian Maritime Safety Authority (AMSA) by HF Marine Radio, and I also arranged for our Water Police (who have jurisdiction for Search and Rescue response within the state and immediate coastal waters) and local Volunteer Marine Rescue (VMR) organisations to be notified.

Given that Denique indicated they would ‘heave to’ in order to delay their arrival in daylight hours early next morning, Rae and I decided to take Mahalo out to meet them and guide them in. I arranged for the Water Police and AMSA to be advised of their safe arrival and also contacted Customs who came down to the Squadron and cleared them through the Border Protection processes.

Initially our only contact with Denique was by HF Sailmail, which also permitted

Michael Rossiter, who had taken the initial call from Ian, maintained a keen interest in

Customs check at RSAYS

Denique safely moored at the Squadron

assisting, particularly given the knowledge that Ted was injured. Michael and Lillie also arrived early on 17 May to assist Denique in berthing at the Squadron, and subsequently drove Ted to a local medical clinic where X-rays established that Ted, who is a doctor himself, had not only broken his clavicles but several ribs as well. One can only thank Michael and Lillie for their extraordinary generosity, their immense assistance and companionship to Ted and Leneke while Ted was recovering sufficiently to be able to fly home, and the arrangements they made to have Denique remain safely in Adelaide until Ted and Leneke can return to complete their journey. Many thanks should also go to the generosity of John Deniet who lent them a car, which made attending treatment for Ted’s injuries and arranging for repairs to Denique so much easier, and furthermore enabled them to see more of what a great place Adelaide is! All involved with assisting really look forward to Ted and Leneke’s return, as not only are they a lovely couple but also a genuine inspiration to those of us that love sailing and are no longer constrained by work demands. Although somewhat challenging given their modesty, I am led to believe that their voyage was very much in keeping with their selflessness and desire to challenge themselves. Reflecting upon the challenge they decided to take on and had achieved so far, I am proud that we, as members of the Squadron whose creed is based upon ‘seamanship & fellowship’, were able to assist in a manner that was not only very greatly appreciated by Ted and Leneke themselves but now has also stood us in high regard by members of the Fremantle Sailing Club.

VEN in some of the most remote places on planet earth, we are still amazed at the number of mutual acquaintances we have with other sailors.

FANCY SEEING YOU HERE! By Jeanne & Colin Harrison

We were anchored with only three other boats, when a couple from Finland, on their yacht Irene stopped by to say hello at Apataki atoll in the Tuamotus, French Polynesia. It didn’t take long to discover that we had toured through Finland, and he had been to Australia for his geo-tech company. Not only had he been to Australia, but he had been to Adelaide. Not only had he been to Adelaide, but when his business associate learned of his sailing interests, he arranged for a sail on Bunny Preston’s Born Free. Still proudly displayed at his home in Helsinki is the RSAYS burgee. Tapio and Eeva Hamalainen send thanks to Bunny and everyone they met in 1982. The fond memories carry on!

Tapio and Eeva Hamalainen

A More Recent Brief Encounter....

E had been out-island in Vava’u, Tonga and had just tied off a mooring in Neiafu. Looking up we noticed a yacht heading out. Binoculars in hand and a quick scan noted the name Dione of RSAYS fame! We called on the VHF radio and invited Sue and Glenn Kerr over later that night. A most enjoyable happy hour was spent discussing our various adventures and sailing plans, plus the who knows whom in Adelaide. Dione is cruising south to north, while Manali is cruising east to west. *Ed. See story on Dione’s progress in this edition.

A Red-footed Booby hitched a ride with Jeanne and Colin

One may think that we are ‘over the horizon’ but in reality we are never too far away from the people we know!

FISHING SPOTS - SA SPRINGTIME OPTIONS By Shane Mensforth

This winter has seen the blueys hang on in surprising numbers, and I’ll be very surprised if we are not in for a fantastic crabbing season. Once again, it’s the northern Outer Harbor grounds that should see crab action first, and it’s a fair bet that the shallow areas on the opposite side of the Gulf will go much the same way. I’ve seen a commercial crab boat working consistently off Black Point for a month now, indicating that the blueys are already on the march. Springtime can be fickle as far as winds are concerned, but it can also provide the occasional window of calm seas and blue skies. Take advantage of a good weather forecast when it comes and load for snapper and whiting. If you’re both determined and lucky, chances are you’ll grab a decent feed!

T’S been one of the longest, windiest winters in many years. Anglers from all around the state have been frustrated by incessant north-westerlies and more rain than we’ve seen for a decade. However, with spring now officially just around the corner, we can all look forward to dusting off the tackle and getting out there among them. I like fishing at this time of year, as most recognised grounds have seen minimal traffic for months and the seasonal change brings with it a fresh influx of whiting and snapper. There are still plenty of calamari about too, so ‘bagging out’ on all three of our most popular target species is always a possibility. You have to be right on the ball to find snapper in the gulfs during springtime, as the schools are still highly mobile and often difficult to pin down. However, the fish are generally big and worth the effort, so I like to do some reconnaissance work to establish where they are. Quite often I’ll spend a full day moving around offshore from Ardrossan down to Stansbury, checking out the various lumps and trying to work out some sort of snapper movement pattern. If and when I find them, the action can be fast and furious! King George whiting are generally easier to locate. Most of the inshore grounds between Port Gawler and Glenelg are worth prospecting, particularly after a bit of an early spring blow. Let things settle and then head out while the water is still a little discoloured and the whiting are at their most active. I like to berley heavily with crushed shellfish (crab shells or razor fish are best) and use softened squid on the hooks. It’s a combination that has led to many boat limit hauls. On the flip side, you’ll need calm, clear inshore water for calamari. No doubt the best springtime squidding in St Vincent’s Gulf comes from the coastal strip from Ardrossan southward to Edithburgh. Drifting the ribbon weed beds is the way to go, and although the springtime calamari won’t generally be as big as their winter counterparts, they are still well worth pursuing. Naturally, it’s possible to pull squid and whiting from the same grounds, so always keep a squid jig handy while you are targeting KG’s. A few snook should also start to show up as the water loses its winter chill. The tape weed beds around the Black Pole, north of Outer Harbor, are always worth a try if you’re moving through the general vicinity. A small plastic lure trailed behind a paravane will do then job on these, and the snook numbers should build as springtime becomes established. October and November are undoubtedly the best months. You can also expect the first of the season’s blue swimmers to poke their heads out of the sand, especially from mid October onward.

RUISING out from the Yacht Squadron’s entrance, you sail past one of Adelaide’s most important bird colonies.

NATURE: MIGRATORY BIRDS Article & Photography by Tony Flaherty

Bird Island, on the Section Bank, was formed after the breakwater was built and the shipping terminals were dredged there in the 1970s. The island now supports an amazing diversity of birdlife, including one of the state’s largest Australian Pelican rookeries. Pelican numbers have grown from a few dozen birds in the 1980s to a colony now with over 1,200 nests. Winter is a busy time on the island, as Pelicans, Silver Gulls, White Ibis, Royal Spoonbills and egrets gather to nest. The breakwater nearby hosts a large Black-faced Cormorant colony. With the arrival of spring and summer, the avian visitors to the island change. Open sandy beaches then become a critical nesting site for endangered Fairy Terns. Caspian and Crested Terns and other resident shorebirds, such as the tiny Red-capped Plover, Sooty and Pied Oystercatchers, also nest right on the beach at this time. If nesting birds are disturbed, eggs or chicks can be crushed by panicked birds, or left at risk to predators or overheating from the sun. As local sailors venture out for spring and summer cruising, winged travellers are returning from an annual 20,000 kilometre round-trip to the Arctic. Tens of thousands of migratory shorebirds will return to Gulf St Vincent, many coming to rest on the tidal flats near the Squadron. These birds, travelling through a bird ‘super-highway’, called the East-Asian Australasian Flyway, have spent the brief Arctic summer on breeding grounds in Siberia and northern China. At low tide, the mud flats provide a shorebird supermarket, where birds can gorge themselves on small shellfish, snails and marine worms. As well as tiny Rednecked Stint and Sharp-tailed Sandpiper, Australia’s largest shorebird, the critically endangered Eastern Curlew, with its long, down-curved bill, can sometimes be seen feeding on the tidal flats. At high tide the birds move on to roosting areas, including the beaches and saltmarsh of Bird Island.

Red Capped Plovers

Meet the neighbours: an insider’s view of Bird Island These migrants need to fatten up and put on weight for their long trek back to the northern hemisphere. Constant disturbance can stop the birds from feeding, and may use up the fat reserves they will need for migration. Volunteers from Birdlife Australia and Birds SA help monitor the shorebirds as part of the national Shorebird 2020 program. Researchers, from the Victorian Wader Study Group and Friends of Shorebirds South East, are studying local shorebirds to learn more about their migration. Small numbered, coloured ‘flags’ attached to the bird’s leg allow a network of bird watchers throughout the flyway to identify individuals. One bird, a Bar-tailed Godwit, flagged AKK, banded at Thompson Beach in 2012, has been resighted many times in Bohai Bay, China, in the Yellow Sea and then back again at Thompson Beach. This year, two Grey Plovers fitted with tiny solar-powered satellite transmitters have been tracked. In late March, the birds made an incredible non-stop flight of over 7,000 kilometres from Thompson Beach to China and Taiwan. They moved up the Chinese coast, settling for over a month in different stop-over sites on the extensive mudflats of the Yellow Sea. They then flew a further 6,000 kilometres to nest on Wrangel Island, a small arctic island off the Siberian coast.

Bird Island and all the surrounding waters, are part of the Adelaide Dolphin Sanctuary, which is a Specially Protected Area under the Harbors and Navigation Act 1993. This area is patrolled by rangers from the Adelaide Dolphin Sanctuary. Bird Island is under the control of Flinders Ports and the Department of Planning, Transport and Infrastructure. Natural Resources Adelaide and Mt Lofty Ranges has prepared a Biodiversity Action Plan for Bird Island. You may see NR AMLR staff, researchers and supervised volunteers visiting the island to undertake bird surveys, remove litter and carry out introduced rat and weed control. Observing the birds from your boat or kayak is the best way to appreciate them. Landing and camping on the island is not recommended and people must stay clear of sites where birds are roosting or nesting. Unfortunately, people taking dogs to the island have caused havoc to Pelicans and other birds. Even leashed dogs will cause disturbance on this important seabird island, and must not be taken there. Planning is underway to further protect important feeding and roost sites along the Adelaide coast. The establishment of the Adelaide International Bird Sanctuary and the Northern Gulf St Vincent Marine Park will play an important role in global conservation efforts.

Tony Flaherty manages coastal conservation projects for Natural Resources Adelaide and Mt Lofty Ranges, Department of Environment, Water and Natural Resources. He has worked on wildlife across the globe, including Alaska and Antarctica, and spent many years on the English sail-training brigantine, Zebu, circumnavigating the globe in the 1980’s. For more information on local conservation projects and the Adelaide International Bird Sanctuary visit http://www.naturalresources.sa.gov.au/adelaidemtloftyranges/home

Pied Oystercatcher

Pelican Creche

Black-faced Cormorants

MEMBER PROFILE - DAVID RAWNSLEY shipping cargo and passengers around the world: Bananas from West Africa, pineapples from Recife and other exotic fruits and beef. Life aboard as a deck trainee included learning skills needed for maintaining a commercial ship and taking instructions/ directions from bosuns, lamp trimmers and officers on how to command the ship. This included maintaining standard watches, and day watches while in port.

David on board ‘STV One and All’

In 1970 David, his new wife and family including a child of three months old, migrated to Australia on the ‘Ten Pound Pom’ scheme.

OLOURFUL Squadron identity Dave Rawnsley traces the history of his life at sea, from his earliest days in the Merchant Navy to his cruising exploits in his impressive Catalina 470 with his partner Mary today. David’s love of water started with a hobby of fresh water angling/fishing in and around the Leicestershire countryside canals, lakes and quarries. At 15½ years old, with schooling almost finished, he applied for some short term employment boning hams, making sausages and delivering groceries… (aka Ronnie Corbert’s corner shop) while awaiting his application to join the Merchant Navy to follow his passion for the water. His application was successful and very shortly after, he commenced three month’s training at the Merchant Navy’s National Sea Training School at Gravesend on the River Thames, where he obtained his certificates as a Deck Trainee (Deck Boy). His ocean adventures began in 1961, shipping out from Southampton docks on Cunard’s Ivernia, leaving family, friends and loved ones behind. He worked his way through the ratings of a young sailor and crewed on many other merchant oceangoing vessels including MV Chuscal (Elders & Fyffes) and MV Canberra Star and SS Uruguay Star (both Blue Star Line),

While forging ahead in the real estate industry in South Australia, forming his own company in the mid-1970’s and working long hours to facilitate clients’ needs, he met his new boating mentor Ken White, who reintroduced him to boating life at the RSAYS. At the Squadron he enjoyed crewing sailing vessels and many adventures including inshore and offshore races on various boats involved with the RSAYS.

David always set aside the weekends at RSAYS to shore up a racing schedule on a myriad of boats including a few experiences on Etchells and racing sloops, including Nemeses (aka Near Misses), and cruising and racing offshores. Soon after, he became committed to a very special racing boat and crew who became lifelong friends: Jazam with John and Zane Butterfield, Leigh Causby, Ted Sanderson and Anthony Pennington particularly, along with other regular and casual crew. This time of racing and cruising was integral to David’s love affair with yachts and the waters of South Australia and surrounds. The challenges were as great as the good times were greater afterwards; after offshore races vowing never to return to the seas, but after a few drinks and hot soup in the cockpit, all was forgotten and plans and tactics were once again at the forefront of the conversations. David’s first sailing boat was a Hartley TS16, Interlude, which he sailed around the Coorong and Murray Lakes area, before moving to the 75’/40 ton Staysail Ketch Borro/Black design sailing vessel, Irene’s Endeavour known as IE, a huge change in vessels. Purchased in China she was successfully delivered by Colin and Jeanne Harrison, with David and Valerie Ferdinand joining the leg from Fremantle. Sailing this new vessel was a very steep learning curve, with all the differences between a 16’ trailer sailer and a 75’ocean-going super-yacht with all its bells and whistles. At that time, Irene’s Endeavour was the largest privately owned sailing vessel in South Australia. Other deliveries and sailing experiences included Adelaide to Geelong aboard a 44’ Laurent Giles designed Carbineer; Rick

David was an active volunteer crew member and sponsor of the One and All as well as several other vessels. This contributed to the growth of his interest and knowledge of all aspects of yacht delivery, such as preparation, navigation and individual port knowledge.

Irene’s Endeavour

Cunard’s Ivernia

Mollison’s Adelaide to Sydney delivery of his Catalina, Soleil, and back again at another time; and a Marscraft 43’, La Savage, stopping in Apollo Bay due to weather conditions and time constraints. Then followed two deliveries from Sydney to Adelaide: Tony & Viv Foster’s Beneteau, Trieste, and then a delivery with John Butterfield and Leigh Causby, on board a brilliant motor vessel, 58’ Horizon, known as Allure.

In 2001 David purchased the Adams 45’ which had at that time the unusual name of Cotton Blossom. His past experiences with delivery had made him decide to bring what was soon to be Bluewater II from Sydney to Adelaide. As captain, the crew he selected were Ian Neighbour (Nabes), Valerie, the late Andrew Ellison, and Taz Ranson and Anna (who Taz later married). They set off with a perfect weather forecast but a storm blew up and after a ripped mainsail and engine trouble they hove-to for 11 hours until the storm passed. With sail repairs effected in Eden and calmer weather they set off for Refuge Cove, but had to be towed into Welshpool for another few days because of further engine trouble. There the crew disembarked. After much trouble shooting, David was able to fix most of the problems with the help of three wise men who came aboard: An electrician, a diesel mechanic and Ken the local marine fuel supplier. Ken was particularly helpful, lending them specialised tools and arranging for transport to the town and back. He even gave them a fresh crayfish. When they had the boat back in order and with a tightening schedule they set sail towards scenic Refuge Cove with new crew members of Ken Messenger, David Oliver and Sue, and welcomed Nabes back on board. As one of the coast guards had referred to Cotton Blossom as Candy Floss in jest, David felt a renaming was in order. After arriving

Bluewater II

and they embarked on adventures on a small scale at first. Then on the Easter Regatta weekend 2012, they set sail in moderate conditions only to have a change of sea state along the way. David asked if Mary wanted to return to Adelaide as the winds and swell increased to a storm, but she trusted David and the buoyant/ accurate return and performance of BWII. They arrived in Pt Vincent to the news that the storm had brought much DNF and troubled sailing stories along the way. After nine hours they entered Port Vincent Bay feeling quite exhausted. Mary had her first experience of picking up a mooring, and managed it first time (Ed: Wow!). In the background was a bubble and a big splash. Fellow RSAYS members Jack and Sally Metzer, watching from Emma on their mooring, reported that a dolphin had leapt out of the water, tail flipped and returned. David cooked a roast dinner, coupled with good red wine. They turned up the music while inspecting Mary’s bruises and had a well-earned sleep. On the following day at the pub, they enjoyed a catch-up with the RSAYS fellow sailors and enjoyed the festivities of the weekend. In 2013 David wanted to buy a more modern user-friendly cruising boat to be crewed by two. While preparing BWII for sale he considered many different sailing vessels, and came across a Catalina 470. He conferred with trusted sailing RSAYS comrades regarding the reputation and sail ability of that design. The Catalina 470 which caught his eye and ticked all the boxes was recommended by several of his respected sailing mates, including John Wickham’s high recommendation and with Kingsley Haskett from Searles giving it the expert tick of approval. So David purchased Cygnus II (sounds like sickness II!)

Four Seventy

local waters, as well as far and beyond. David and Mary have now had several duo adventures to places such as Pt Lincoln, the Sir Joseph Banks Group of Islands, Kangaroo Island, Pt Vincent, Stansbury, and Edithburgh. They are looking forward to 2016-2017 sailing adventures as they grow more and more fond of this majestic vessel which, about 2½ years ago in a similar deand re-naming ceremony as before at the RSAYS, became Four Seventy in honour of C470 being Catalina’s flagship, as the 470 is now no longer in production. Some of David’s best highlights of the year are Opening Day and other social events at the RSAYS, Friday night catch-up drinks with fellow sailors, the Twilight Racing Series on More Magic with John Deniet and crew, and other fun events at our club. Happy sailing to everyone at RSAYS from David, Mary and Four Seventy.

As far as cruising goes, the C470 is a userfriendly, well-equipped and accommodating boat, especially for inshore and offshore

in Adelaide the boat was officially de-named and ceremonially renamed Bluewater II (BWII). This was a great occasion attended by David’s closest sailing friends. David owned Bluewater II for 13 years during which time he refurbished her diligently and enjoyed many sailing adventures with the RSAYS, including racing and cruising events such as the Lincoln Race (Cruising Division) with David Oliver, Valerie Ferdinand, and Ian and Ila Neighbour, and invited other crew and adventurers to join them on the way home, in company with great fellow racers and cruisers. David spent a few memorable years as Chairman of the House and Social Committee with Nabes as Treasurer It was with BWII that David introduced his new partner Mary Carpenter to sailing. She trusted David’s seamanship and experience

David with Mary

FRENCH RIVIERA YACHT RALLY By Peter Mumford

Carte Blanche crew takes line honours in France! The marina entrance at Villefranche

RSAYS members Peter and Penny Mumford, together with their Carte Blanche crew of Robert Carter and Janet Bonner, recently took part in a Mariner Boating Holidays Yacht Rally from Toulon in France to Monaco, together with nine other boats. Peter tells us how they went ...

HE Rallies are run by Marina Boating Holidays, and hosted by very professional ex-South Australians, Trevor and Margie Joyce. Our rally took part over two weeks with eight leisure days and six race afternoons. It consisted of a 12 nm race every second day, starting at about 1400 hrs when the wind was consistently about 10-12 kts. We picked up Promethee, our Dufour 445 charter boat, on the evening of 18 June, just in time for the start of the first race from Toulon to Porquoroles Island the following day. Promethee was one of six Dufour 445 and 455s, with other contenders including a Beneteau 410C, a Jeanneau 51 and 47 and a Bavaria 51. We won the last of six races from Villefranche to Monaco by one point in typical 10-12 kt winds, ahead of another Adelaide-crewed boat, a Dufour 450. Keith Finch and his Beneteau 47.7 Rapid crew of

Port Cross Harbour

Sandy Quin, Traci Ayris and Susan Davidson stalled their boat on the finish line and had to furl the headsail and reverse to miss the cardinal finishing mark. It was a desperate attempt to finish within two minutes of Promethee. Instead, Promethee finished fastest by more than two minutes to win the series on handicap. We also had the fastest time for four out of six races, and Penny achieved a second place in the Ladies Helm race. We had to go half way round the world to beat Rapid, so the Beneteau 47.7 match-racing this season between us and the CYCSA is going to be hot! Yes, Tony Foster (Trieste), we must lift our game! If we can do it in Dufours, we can do it in the 47.7s! Our Carte Blanche crew also had hot competition from another Dufour 455, skippered by Alan Woodward, present Commodore of Royal Brighton Yacht Club, Melbourne, who finished third. Alan sails Revelry, a Beneteau 45, and is bringing it over to the Port Lincoln race next year. I remember him as a flying trapeze man, a Victorian 505 Champion, and an international competitor, with David Prest on the helm. Another ex-50 trapeze man, Ian ‘Magoo’ Pitt, now a well-known lawyer, was also in Alan’s crew. Ian sailed up front with Olympian Mark Bethwaite when they won an Australian 505 title. So it seems old 505 sailors never die - they simply move on to sail a Beneteau and keep dry!

We won the first match-race, in which the Dufours were very even, and had an edge to windward over the bigger boats. Winning the passage race from Toulon, the French Naval Submarine base, to the beautiful Porquerolles Island off Hyeres by a few minutes, meant we just had to keep on getting faster to beat our handicap penalty. By the last race, our handicap was such that we not only had to be fastest, but also had to beat Keith by two minutes in 100 minutes over the line. To add to the adversity, the start penalised us by the length of the line, as the winning boats from the previous race were required to start at the leeward end of the line. So we had to work through the fleet in 10-12 kt winds around the first headland of SaintJean-Cap Ferrat. We did this by risking being the closest boat to the rocks, (water depth of 50 m, three boat lengths off the rocks), and getting lifted around the point. Imagine the wind bending around and shearing up Cap Ferrat which protrudes 3.7 km out to sea and is 122 m high (with the famous Rothschild mansion on the centre ridge), and forms the eastern side of the bay of Villefranche-sur-Mer (about 2 km wide). The western side is topped by a Roman citadel and exclusive French villas, including Elton John’s ‘holiday shack’, surrounded by a two metre dry stone wall. Rounding Cap Ferrat, the coastal cliffs are over 300 m high with the walled village of Eze and the only mountain pass on top. A dry stone wall has a plaque on it stating: ‘Hannibal passed here with his elephants on his way from Spain to conquer Rome.’ This took place about 218 BC - heady stuff! Back to sailing! The strategy was to risk going almost on the rocks around the Cap, which had no tide or swell, and work the left-hand side without getting caught in the wind shear vacuum by being too close - but the doldrums could be seen a mile offshore. This plan seemed to work, as we had pulled through the fleet to be under and inshore of Keith with about 5 nm to go. Starboard tack continued to produce 10˚ -12˚ lifts with 2 kt wind shifts. We had the 10.2 ton Promethee steering herself and in the groove – jumping from 7 to 7.5 kts in 10 kts of true wind speed. We pulled ahead to finish two minutes ahead and take out the series – exciting stuff!

Start to Honorat

Highlights of the holiday included going to Cannes, visiting the islands offshore St Margariette (where you can view the prison cell of the Man in the Iron Mask), the monastery of Honorat, and also St Tropez where Bridgette Bardot (my teen idol and now in her 80s) still lives. The ‘gin palaces’ of St Tropez fill their day by leaving the Promenade at about midday to travel down to the exclusive Club 55, entered only from the water. In the hour or so it takes to get there, they could burn a tanker load of fuel! In addition to rating well enough to drop anchor off Club 55, your boat has to have a mandatory helipad on the aft top deck, and opening barn doors on the transom to accommodate a charcoal-grey, 21 m stealth-like under-the-radar James Bond tender with black bulletproof screens. This is manned by six security men assisting those in high heels onto the rear bench seat for the drop-off on the beach for lunch! Rupert Murdoch was seen at Club 55 for the birthday party of his 13-yearold daughter in the week prior to us being there. It was reported that he had his exwife, Wendy, on one arm, and his new wife, Gerry Hall, on the other! Another highlight was rounding Cap Antibes at the Juan le Pins and seeing the largest private yacht, owned by a Russian mafia and oil boss. It was for one of two reasons: either it failed to fit into the 1,000 berth marina at Antibes, largest marina in the Mediterranean, or he couldn’t afford to pay, or wouldn’t pay the Marina fees! Past Antibes, and the vieux-port of Nice is my favourite spot, Villefranche. It has it all - a sandy beach, the Roman citadel with museum and Volte exhibition on the Promenade, plus a restaurant strip with the old town behind. Dominating

Leaving Villefranche

the Promenade is the Welcome Hotel, an historic meeting place for Winston Churchill and the French underground during WWII. The walls of its rooms are covered in murals painted by famous artists. It also has its own Beneteau 47.7 you can charter for a day or more. (Antibes and Monaco are just a day’s sail away or 20 minutes by train.) Check out their website and give Olivier a call (everyone speaks English). The marina is small, enclosed by original stone walls built upon through the centuries. The Picasso museum at Antibes overlooks the beach where Napoleon landed after escaping from Corsica. The main street of the old town is closed off for a famous morning market where the fresh food of Provence can be found.

Why not book yourself a boat to do it with us in two years time? We are going again to defend our title! We are thinking of going next year to either Sardinia and the Porto Cervo big boat regatta, or to the Amalfi coast of Italy. We may be looking to make up six persons to crew a 45 ft boat in either Sardinia, Corsica or Croatia next June to August. Check the programme on the Mariner Boating website (www. marinerboating.com), and contact me if you are interested.

Penny helming in the ladies race

Finish line at port entrance to Canne Marina

Promenee around St. Margeritte

BERTHS FOR SALE & RENT Berths for Sale - August 2016 Length (metres)

Berth Type

Price From

8.2 Hard Stands Best Deal - HS10 or HS12 (Tarmac) 9.2 Dry Stand Best Deal - DS01 10 Marina Best Deal - I25 (Double) 11 Marina Best Deal - C14 (Single) 12 Marina Best Deal - C09 or C10 (Single) 13 Marina Best Deal - E04 (Double) 14 Marina Best Deal - I07 & I08 (Double) 15 Marina Best Deal - J10 (Double) 16 Marina Best Deal -G05 (Single) 18 Marina Best Deal - SI14 (Double) 20 Marina Best Deal - H01 (Cat) 22 Marina Best Deal - SI11 (Single Super) 25 Marina Best Deal - SI07 (Single Super) 27 Marina Best Deal - I27 (T-Head) 30 Marina Best Deal - SI06 (Single Super)

Price To

$6,900.00

$7,000.00 $6,900.00

$5,000.00

$5,000.00 $5,000.00

$40,000.00 $80,000.00 $40,000.00 All offers considered $39,000.00 $55,000.00 $39,000.00 $45,000.00 $67,000.00 $45,000.00 Neg $30,000.00 $100,000.00 $30,000.00 Neg $90,000.00 $120,000.00 $90,000.00 Reduced. All offers considered $50,000.00 $145,000.00 $50,000.00 Reduced. $88,000.00 $195,000.00 $88,000.00 Reduced. All offers considered $110,000.00 $175,000.00 $110,000.00 All offers considered $130,000.00 $130,000 Neg $160,000.00 $240,000.00 $160,000.00 Reduced. All offers considered $120,000.00 $120,000.00 $370,000.00 $370,000.00 $320,000.00 $375,000.00 $320,000.00

Above is a summary of berths available, not a complete list. For further information please contact Andrew McDowell - General Manager Email general.manager@rsays.com.au or Phone 8341 8600 Price & availability are subject to change without notice

Berths for Rent - August 2016

Length (metres)

Pen

Berth Type

Berth No

$ Per Week

Double

MARINA

I25

$82.50

Double

MARINA

I10

$82.50

Single

MARINA

C15

$90.75

Double

MARINA

K20

$99.00

Double

MARINA

C07

$99.00

Single

MARINA

C12

$99.00

Double

MARINA

D08

$99.00

Single

MARINA

E07

$107.25

Double

MARINA

I01 & I01A

$115.50

Double

MARINA

J08

$123.75

Single

MARINA

SI08

$344.38

Single

MARINA

SI09

$344.38

Single

MARINA

SI07

$391.35

Notes

SUITABLE FOR CAT BERTH

For further information please contact Kathy Bernhardt Email marina.services@rsays.com.au or Phone 8341 8600 Price & availability are subject to change without notice All berth rentals are subject to terms & conditions TO BE ELIGIBLE FOR PERMANENT RENTAL OF BERTHS, ALL VESSEL OWNERS MUST BE CURRENT MEMBERS OF RSAYS

EVENTS CALENDAR November 2016 (Continued)

October 2016 Sat 1 Sun 2 Mon 3 Sat 8 Sun 9 Wed 12 Fri 14

Cruising Cruising External Cruising External Racing Juniors Racing Racing House & Social Juniors

Sat 15

Racing

Sun 16 Wed 19

Squadron Racing

Fri 21

Squadron

Sat 22

Racing

Juniors Sun 23 Squadron Wed 26 Fri 28 Sat 29 Sun 30

Racing Racing External Juniors Racing

Black Point Cruise Black Point Cruise Daylight Saving Commences Black Point Cruise Labour Day Holiday Kaesler Inshore Series; AMS Club Championships Div 1 & Div 2; Etchells Series 1 Junior Sail Training 2; Club Championship 1 & 2 Women's Series Twilight Series 1 Wine Tasting Social Event Offshore (Tapley Shoal); Whitworth Club Series; ; Tri Series; Etchells Series 1; Etchells Regatta Series; Etchells World Qualifiers Opening Day Working Bee Twilight Series 1 Tenacious Event - Lord Nelson & Lady Hamilton 3 Course Dinner Kaesler Inshore Series; Commodores' Shield; AMS Club Championships Div 1 & Div 2; State IRC & AMS Div 1; State IRC & AMS Div 2; Etchells Series 1; Etchells Regatta Series Junior Sail Training 3; Fun Races 3 & 4 Tenacious Day Sail Event & National Discover Sailing Day Twilight Series 1 Friday Afternoon Sternchasers CYCSA Opening Day Junior Sail Training 4; Juniors Bundey Cup Bundey Cup

Sat 26

Racing

Sun 27 Wed 30

Squadron Racing

Musto Offshore Series (Jubilee Cup); AMS Club Championships Div 2; State IRC & AMS Div 1; State IRC & AMS Div 2; Whitworth Club Series; Tri Series: Etchells Series 1; Etchells Regatta Series Welcome to New Members Twilight Series 1 (Ladies Helm)

December 2016 Thu 1

Management

Sat 3

Racing External

Sun 4

Juniors

Wed 7 Fri 9

Racing Racing Racing

Sat 10

Racing Social

Sun 11

Racing

Wed 14 Sat 17 Sun 25

Racing Racing External

Mon 26

Social

Sat 31

Cruising Squadron

Quarterly Meeting of Members` Kaesler Inshore Series; AMS Club Championships Div 1 & Div 2; Etchells Series 1; Etchells State Titles; Game Fishing Club - Quarterdeck Junior Sail Training 6; Fun Races 5 & 6 Women's Series Twilight Series 1 Friday Afternoon Sternchasers TG Flint Memorial Race; AMS Club Championships Div 1; Whitworth Club Series; Etchells Series 1; Etchells State Titles Christmas Party & Pacer Cup Women's Series; Women's Keelboat Invitation Race Twilight Series 1 and Series 1 Presentations Kaesler Inshore Series Christmas Day Boxing Day Lunch; Sydney to Hobart; Keith Flint Sprint Brown's Beach New Year's Eve Party New Year's Eve Drinks on the Quarterdeck

November 2016 Wed 2 Sat 5 Sun 6 Wed 9

Social Racing Squadron Squadron Racing

Fri 11

Racing

Sat 12

Racing Racing

Sun 13 Wed 16 Sat 19

Squadron Racing Cruising Racing Cruising

Sun 20

Juniors Racing

Wed 23

Racing

Fri 25

Racing

Melbourne Cup Function Twilight Series 1 RSAYS Opening Day Morning After Breakfast Twilight Series 1 Friday Afternoon Sternchasers; Musto Offshore Series (Haystack Is) Whitworth Club Series;Tri Series; Etchells Series 1; Etchells World Qualifiers Women's Series Squadron Quarterly Summer Edition - Deadline for Articles Twilight Series 1 Port Vincent Cruise Great Southern Regatta; Kaesler Inshore Series; AMS Club Championships Div 1 & Div 2; State IRC & AMS Div 1; State IRC & AMS Div 2; Etchells Series 1 Port Vincent Cruise Junior Sail Training 5; Club Championships 3 & 4 Great Southern Regatta; State IRC & AMS Div 1 Twilight Series 1 (Combined with CYCSA - RSAYS Host) Friday Afternoon Sternchasers

CAPTUR

EXPRESSION • 7” touch screen media navigation system • ECO mode for lower fuel consumption • Rear view camera and sensors • Keyless entry / start • 16” alloys

KOLEOS BOSE

CLIO AUTHENTIQUE • Turbo-charged manual engine • ABS, ESC, ASR traction control and EBD • Stop&Start fuel efficient technology • LED daytime running lights • Bluetooth® phone pairing Renault CLIO MEGANE R.S. • Cruise control with speedRenault limiter Expression Manual 265 Cup Manual

20k

• BOSE® audio system • Dark charcoal leather upholstery • R-Link Sat Nav with 7” touchscreen • Front and rear parking sensors • Hands-free entry and engine start • Blind Spot Warning (BSW)

46k or 0% p.a. $

Renault MEGANE GT-Line Hatch Auto

26k

Includes metallic paint

comparison rate◊

Includes signature paint

0) 9999 9999 urlrenault.com.au COME AND SEE US

FOR A TEST DRIVE TODAY!

MAIN NORTH RENAULT

llic paint and Clio R.S. Sport, Megane GT-Line Hatch with metallic paint and Megane R.S. 265 Cup with signature paint valid for vehicles ordered between uyers. Renault reserves the right to vary, extend or withdraw this offer. ◊0% p.a. comparison rate available for 2015 Clio R.S., Megane GT 220 Hatch & Wagon, livered by 31/1/16 to approved personal applicants and 0% annual percentage rate available to approved business applicants of Renault Financial Services oved applicant only. Excludes Government, Rental and National Fleet customers. Terms, conditions and fees apply. WARNING: This comparison rate is true s or other loan amounts might result in a different comparison rate. Comparison rate for the purpose of the National Credit Code is based on a 5 year secured the right to vary, extend or withdraw this offer. Not available in conjunction with any other offer. †5 years unlimited km warranty applies to all new Renault ^ vehicle warranty. Roadside Assistance terms and conditions apply. Call our Customer Service Team on 1800 009 008 or view the Terms and Conditions maintenance services capped at $299 per service on new and demonstrator Renault Passenger and Renault Sport vehicles, based on standard scheduled icesLVD173. required every twelve (12) months 15,000km (whichever first) on Clio Expression, GT-Line and Demonstrator every twelve (12)vehicles months receive or †5 years unlimited km or warranty applies to alloccurs new Renault passenger andMegane Renault SportHatch, vehicles. balance of new vehicle warranty. Roadside renault.com.au is not presentedterms within three (3) months of whenCall the scheduled service is required, right that capped-price under the program is forfeited. Assistance and conditions apply. our Customer Service Team onto1800 009 008 or service view the Terms and Conditions statement at www.renault.com.au/drivingpeaceofmind for

75 Main North Rd, Nailsworth / Ph: 8309 5055

mainnorthrenault.com.au

†

details. ^First 3 scheduled maintenance services capped at $299 per service on new and demonstrator Renault Passenger and Renault Sport vehicles, based on standard scheduled servicing from new and on normal operating conditions. Scheduled maintenance services required every twelve (12) months or 15,000km (whichever occurs first) on Clio Expression, Megane GT-Line Hatch, and every twelve (12) months or 10,000km on Clio R.S. Sport and Megane R.S. 265 Cup (whichever occurs first). If vehicle is not presented within three (3) months of when the scheduled service is required, right to that capped-price service under the program is forfeited. MNR1432