Issuu on Google+

Inside: Motivations of Champions Four Australian sailors on why they push the boundaries

Those Crazy Old Boats Stephen Whiteside recounts the boats of the swingin’ sixties

Win Without Trying Mike Kenyon examines the intricacies of scoring in sailing

The Running Man Rod Smith conquers the Melbourne Marathon

Bridging the Gap The transition from training to racing

BARCOM Rafting? What the...?

Commodore Bruce Fraser Vice Commodore Ian McHugh Rear Commodore Will Sharp Secretary Phillip Connard Treasurer Chris Neyland Membership Susan Sharp Webmaster Phillip Connard Committee Paul Hardie - Peter Sharp - Thomas Ruether Training Paul Hardie - Thomas Ruether - Ian McHugh - Bruce Fraser - Peter Sharp Phillip Connard - Chris Neyland Lachlan Sharp Contact Email: Post: PO Box 16, Black Rock Vic 3193 Phone: 03 9589 6222 Editor Will Sharp Email: Phone: 03 9878 1997 Contributors Julian Bethwaite - Frank Bethwaite Mathew Belcher - Malcolm Page Glenn Ashby - Bruce Fraser Stephen Whiteside - Rod Smith Geoff Perkins - Mike Kenyon Paul Hardie Front Cover Javelin 375 For Better Or Worse, Peter Kemp and Aaron Hirst (Mar 2010, photo: T. Menz)

OTIVATIONS OF CHAMPIONS was an idea that came to me while I was at work. The bare bones of the initial idea involved getting a few successful sailors to tell what makes them tick and why they push themselves to be better. Hopefully in order to inspire other sailors to hold onto their dreams and chase success at whatever level they desire. Then I thought, what if I could get a “big name” to submit something to tie it all together? A long shot but maybe worth it? Out went the emails to several big names in Australian sailing with little hope of a reply. A couple of weeks later I almost fell off my chair when I checked my email and saw in my inbox emails from both Julian and Frank Bethwaite saying they were interested in submitting and asking for more detail. About a day later came the replies from Mat Belcher and Glenn Ashby. Then came the one that almost made my head explode. Malcolm Page, a gold medallist in the Beijing Olympics, asked to meet me to discuss the article. Needless to say, this whole article had grown a life of its own and was no longer a “local” sailing piece but was now comprised entirely of internationally renowned Australian sailors.

Meeting Malcolm Page was mind blowing. Sitting in a café in Brighton on the morning of his last race at Sail Melbourne, he spent an hour with me that may well have been better spent talking with his coach or at the yacht club with the boat. He is a genuine, honest, easy going guy and it was simply amazing to speak to someone who is at the absolute pinnacle of our sport. There is no higher achievement in sailing than to represent our country at an Olympic Games and being able to hold Malcolm‟s gold medal from the Beijing Olympics was an experience I will never forget. My correspondence with these sailors has shown what a close-knit world sailing really is. To me these are no longer just names to be read in books, magazines, newspapers and the internet. These are real people who are just like you and me. They are normal people who have chosen to strive to be the very best they can be in a sport they love. The very fact that these men took the time to write submissions for a magazine at a club they have probably never heard of, let alone visited, goes to show that in the world of sailing, we are all in it together. This is a sport in which virtually nothing is held secret, the open sharing of knowledge is what makes sailing the fun sport it is.

Club. Thank you both! ELCOME TO THE NEW SEASON! Presentation luncheon Congratulations to all those who received trophies and recognition at the BYC AGM and Presentation function held on 24 July 2011. We were fortunate to have a highly entertaining presentation by Sandy McKinnon, author of The Unlikely Voyage of Jack de Crow, a book about his adventures sailing from North Wales to the Black Sea – a 4,900km journey in a Mirror (yes, the very same 11 foot, gaff rig, red sailed boat we all know so well!). We also were delighted with Sandy‟s introduction penned by Stephen Whiteside. Updated Pacer Training Fleet The Club was honoured with a donation in 2010 from Kim Fagan in memory of her husband Roger, which was used to purchase a refurbished Pacer from Jim French. Three committee members have made interest free loans to the Club to purchase a second refurbished fibreglass Pacer. Les Sharp has donated one of his recently refurbished timber Pacers, the Schilffgaarde family donated a timber Pacer (now under refurbishment at the Sharp Shipyard in Forest Hill) and a local resident donated a fibreglass Pacer in excellent condition. On behalf of the Club I would like to thank these people for their donations and contributions towards improving our Pacer training fleet. Paul Hardie has rigged all three new fibreglass Pacers ready for sailing. These boats will help everyone get on the water; BYC now has three new Pacers for hire (the yellow ones) at $25 per session. The Club was also able to find a new home for three of our pre-loved training Pacers which were sold to Loch Sport Boat Club in Gippsland. Communication with BYC members Every member should have received a copy of The Reef. Will Sharp has done a fantastic job! We all enjoy reading the stories in each edition. Everyone has also received regular update emails from Phillip Connard which keep everyone aware of what is happening at the

BYC is now on Facebook! In an effort to expand our marketing scope, BYC has recently surrendered to the social networking era and joined Facebook (URL is Encourage family, friends, workmates and complete strangers to get on there, have a look at what we do and “Like” the page. Clubhouse Hirings The Club has several bookings between October and December. Bookings are currently $990 per hiring including security, liquor licence and public liability insurance. Hirings continue to be a significant revenue stream for the Club so anyone is looking for a unique location for their next event please contact Cameron Chick at Maintenance All the priority tasks were completed during the successful Working Bee and preseason clean-up day. Thanks to everyone who came along to help out as we couldn‟t have done it without you. Both rescue boat and IRB engines have also been serviced so we are good to go! BYC Promotion BYC held promotional displays at the Beaumaris Concourse shopping centre and at the Beaumaris Primary School fete to promote the Yachting Victoria Go Sailing Day, BYC‟s Learn to Sail programs and sailing in general. These events were a great success and more information can be found on page 6 and 7 of this issue. Thank you to everyone for all your efforts during our preparations for the 2011-12 sailing season! Calling all sailors Sailing is ON each Sunday at BYC! Join your fellow sailors on the beach and on the water. Hopefully we will get some fair sailing weather on Sundays for a change! Thank you to everyone who helped out on Go Sailing Day - it was a great success with fantastic weather and plenty of people being introduced to the sport of sailing. A full report can be found on page 7 of this issue. See you on the beach! Bruce Fraser Commodore.

December 4 Championship Race 2 Beaumaris Yacht Club Cup Javelin State Championship races at BYC

December 11 Last race of 2011 - xmas break up function after sailing

January 15 Sailing resumes at BYC. Fundraiser BBQ at Mentone Bunnings. Details to follow.

February 5 Championship Race 2 - Kevin Peterson Trophy

February 25 BYC Junior Live-In

March 4 Championship Race 4 Sharp Trophy Conclusion of Junior Training program

March 11 Labour Day Weekend - No Club Sailing (State Championships)

ELBOURNE IN OCTOBER… forecasts of varying inaccuracy, gale force winds, the inevitable weather change on Saturday afternoon which destroys Sunday…. Business as usual! The Opening Regatta was the only day of racing we got in October with a small fleet but fantastic winds starting in a nice 10-12 knots building to around 16 by the end of the afternoon. Then followed three weeks of blowouts and a nonsailing day when BYC was out in force at the Beaumaris Primary School fete. All in all, not the best start to the season but certainly not unusual for October. What followed was worth the wait. The first two Sundays in November treated the hardy BYC sailors with two of the best northerlies we‟ve had in a long time. Perfect sailing weather with 15-20 knots (and occasionally more!) with almost flat water… it all adds up to one thing – speed!

tions, a current that wouldn‟t let the boat sit straight at the start line and doing it all on a Championship Race day to top it all off! Around this time of the year many sailors are getting ready to head off to Nationals over the Christmas/New Year period. Nationals are a great way to increase your skill level. Nothing compares to being able to sail almost every day for a week. In my experience you learn more at an event like this than during the rest of the season combined. Not sure about going? Have a chat to others who are going (or have been in previous years). Chances are, they‟ll have a wealth of information about the club the event will be hosted by, the likely weather conditions and myriad other hints and tips. Check out Glenn Ashby‟s tips for those heading to Nationals this year on page 9.

Last but not least, this season there are changes afoot in the Race Management side of sailing at BYC. In previous seasons the starting sequence for Go Sailing Day was a multiple starts has been huge success at BYC this a 4,3,1,Start/3, 1 Start year with a high turnout sequence where the from the public on the start signal for the first back of the big promotion start was the warning push this year. Well done to everyone who Roger Wotherspoon and Tim Rance signal and the preparashowing Port Phillip who’s boss tory signal for the sechelped out to make this ond start. No longer! In event the success it was. A full report on the promotion effort and Go the interests of simplifying matters the new start sequence is a standard four minute seSailing Day can be found on page 7. quence for all starts. That is, in a two-start Both training programs kicked off in style on sequence the sound signals will go like this: November 13 with both the Adult and Junior 4min, 3min, 1min START/4min, 3min, 1min programs filled to capacity. Indeed, we have START etc. This will cut down on confusion a record number of participants in the Adult for new and visiting sailors and make life easprogram this year, 21 keen souls are who ier for everyone. The new start sequence is getting involved in this great sport. With the detailed in the updated BYC Sailing Instruccontinual works being done on the training tions available on the BYC website under the fleet these programs are improving more and “Racing” tab. more every year. Welcome to our new members. I hope you find the training at BYC fun With the weather fining up nicely I hope to see and useful and hopefully this is the start of a the BYC fleets building in the run up to Christmas, the bigger the fleets the more competilifelong love affair with sailing. tion and the closer and more fun the sailing is Our not-so-new recruits in the Rescue and for everyone. So break out the sailing gear, Race Management team are continuing to pack some sunscreen and get the boat wet, improve in leaps and bounds with Geoff and it‟s sailing time! Chris Perkins running their first afternoon of racing in November. They did extremely well Will Sharp, in what can best be described as trying condi- Rear Commodore. tions. Vastly varying wind speeds and direc-

MERCHANDISE The BYC merchandise range is still available! Currently the range is comprised of stubbie holders, a limited stock of hats and BYC branded polo shirts in both a standard and a CoolDry style. Samples of sizes and styles are available. For all orders or range suggestions please contact Will Sharp (contact details inside front cover).

CHEAPO! Anchor Marine is now offering 10% discounts on all stock if you are a member of a class association, club or event. Be sure to mention the discount when paying. Fitting out a new boat? Head on in and have a chat, they can do much better than 10% for that!

BENDIGO BANK GRANTS 2011 BYC was again successful in the latest round of Community Grants issued from Bendigo Bank. BYC received a cheque for $1500 to pay for two new Pacer mainsails for the BYC training fleet. Thank you again Beaumaris Community Bank!

THE REEF GOES NATIONAL! Those who are regular readers of the popular sailing magazine Australian Sailing may have noticed a familiar story in the May/June issue this year. After some serious editing bringing the original article down to less than half it‟s original size, 50 Years Fast from the Summer-Autumn 2011 issue of The Reef was featured in the magazine. Who knows... Maybe Motivations of Champions will soon be gracing the pages of Australian Sailing....

NE PERCENTERS. We hear the expression often in professional sports such as AFL when commentators and journalists refer to the small gains players and teams make that all add up over time. While commentary isn‟t something we‟re used to in off the beach sailing the “One Percenters” concept still holds up. Sometimes the biggest gains can be made through the smallest changes. Tacking Tacking (and gybing) is an area which was discussed in the last edition of The Reef when I went through the actions and timing involved in a tack. One point I didn‟t touch on in the last issue was the actual gains that can be made from improvements in tacking and gybing. Let us assume there are two theoretical boats sailing upwind with a boat speed of 6 knots. One of these boats tacks quickly and smoothly, the other tacks in a rushed, erratic manner resulting in the boat stopping completely during the tack for 3 seconds. If the second boat improves its tacking technique and picks up the lost 3 seconds per tack the results end up like this: at an upwind speed of 6 knots (3.08 m/ s) in a 15 tack race (allowing five tacks per lap of a three lap course) the difference by the finish line is a whopping 138.6 metres and 45 seconds. That‟s a 138.6 metre gain just by making each tack more efficient. Imagine if those sailors on the second boat changed their gybe technique as well...

Hydrodynamic Drag Rough bow where it scraped the trolley last year? Couple of gouges in the centreboard from when it had a run in with the reef? Paint cracking in a few spots from the restoration that‟s been put off for a little too long? These might all be costing far more than you think. Every sailor thinks about the dry bit of the boat, the sails, the sheets and controls, body position etc, but not as many think about the wet bit. Every bit of flaky, cracked paint, every gouge from the reef, every ding and bump all conspire to rob you of that speed you are working so hard to get. As drag calculations are quite complicated I won‟t endeavour to give a maths and physics lesson here but if you want to know just how big the difference can be then next time you‟re heading out to the start throw the tail end of the mainsheet over the transom and feel the difference it makes. Just don‟t forget to pull it in again before the start! So don‟t put off the small repairs during the season and restorations over winter, not just because it feels great to

be in a boat that is clean, smooth and freshly finished but also because regular maintenance (and taking time to get the finish properly smooth and straight when that maintenance is performed) can make for a slick, fast, low drag wetted area of the boat. Smooth boats win races! Aerodynamic Drag Think about what you see when you look up in a sailing boat. A big stick of aluminium or carbon fibre, great expanses of sailcloth and numerous stays, pulleys, halyards and trapeze lines. That‟s a whole lot of surface area up there disturbing the airflow around your sails. There isn‟t a lot that can be done about it though because at the end of the day you really need that mast, the stays and sails and generally the boat design itself is limited by class rules. However the drag can be reduced with some thought. Is your aluminium mast collecting corrosion and salt buildup on its exterior? Use a wire brush or sandpaper to get rid of it (and a thorough wash after each use to keep it away). External spinnaker halyard? Get a drill and a file and put that badboy inside the mast! Big old chunky block for the spinnaker halyard? Head out to the chandlery and see what is on offer these days as it‟s amazing to see how small a block is actually needed. 4-5mm trapeze lines? Cut „em off and use them to tie back the roses at home. Replace them with something much smaller. Have a chat to the people who sail with trapezes and see what they use. Find that in a breeze your spray jacket flaps? That‟s drag. Might be time to think about upgrading to a low profile PFD and a neoprene skin rather than jumpers and spray jackets. If you think about the surface area the crew of a dinghy or skiff presents to the wind when sailing then what we actually wear in the boat can have a pretty big effect. Sailing is a relatively unique sport in that the equipment we use is a complicated piece of machinery with a huge number of variables. While the number of variables can be disheartening, another way to look at it is that there are a large number of ways to eke out another fraction of performance, and these increases in performance can accumulate into a significant advantage. Never be afraid to do something that might increase your performance on the water. Consider the parts of the rig or hull that could be altered to decrease drag, discuss with your skipper or crew ways in which you can be more efficient in the boat, go for practice sails in the morning and so on. There are a wealth of improvements available to every sailor and they can seriously add up when you reach the finish line.

First certified speed sailing record set by Tim Coleman aboard the Proa Crossbow (essentially a monohull with a large outrigger) in Portland, UK for the grand total of 26.30kts. He goes on to break this record himself twice in the next three years, maxing out at 31.10kts.

Coleman breaks his own previous records with his new catamaran Crossbow II reaching 31.80kts. Over the next five years he successfully raises this to 36.00kts. This record stands for six years.

Frenchman Pascal Maka breaks Coleman‟s record when he reaches 38.86kts in Spain on a windsurfer. Windsurfers dominate the speed records for the next seven years with Thierry Bielak reaching 44.66kts in France in 1991.

The Aussies are here! Simon McKeon and Tim Daddo aboard triscaphe (basically a proa but with two lee hulls) Yellow Pages Endeavour breaks the reign of the windsurfers hitting 46.52kts at Sandy Point in Victoria. This record stands for eleven years.

Irishman Finian Maynard ups the ante setting a speed record of 46.82kts on a windsurfer in France finally breaking the long reign of the Yellow Pages Endeavour.

Alain Thebault‟s l'Hydroptère, a hydrofoil trimaran breaks the trend of small and light craft setting records when the 57 foot, 6.5 tonne craft hits 51.36kts in 30kts of wind in Hyeres, France.

The standing record is set by American Rob Douglas when he reaches 55.65kts in Luderitz, Namibia on a kitesurfer.

VER THE WINTER months the Club has made a significant investment in upgrading the Pacer training fleet. Hopefully these boats will reduce the maintenance effort previously required to keep the training fleet serviceable. Two near new Jim French fibreglass Pacers have been purchased and fitted out for racing. These boats are fully fitted with spinnakers and are in a competitive condition. The boats are near new and offer an exceptional opportunity for trainees or sailors who do not yet have their own boats to get involved in afternoon racing. An additional Anchor Marine fibreglass Pacer has been acquired and has also been rigged for racing. This boat is in excellent condition given it has had very little use over its life. A third existing Pacer has been refurbished and upgraded by the Sharp family to racing standard. Accordingly four of the old fleet of boats have been retired and disposed of. One was stripped of fittings and taken to the Great Dinghy Graveyard (the tip) while three others were sold to Loch Sport Boat Club where they will serve for many more years as a part of the LSBC training fleet. For those of you who wish to compete in the Sunday afternoon racing and don‟t yet have your own boat these club owned boats offer you the opportunity to compete in high standard boats at minimum cost. The Pacers are available for hire by Club members for $25 a session. Availability of boats will be on a first come first serve basis. Should you wish to book a boat contact Paul Hardie 0413 434 516, 9583 3363 or I encourage members and trainees to take advantage of this opportunity to race and to further your skills and experience. Club members will be happy to assist with rigging, give advice on racing skills and to generally help you progress into Sunday afternoon racing. Paul Hardie.

ESTORING A BOAT is a time consuming process but is rarely hard. Pacers require a bit more work than some other classes simply due to the insides being comprised of an array of nooks, corners, edges and various other hard to reach places that conspire to drag out the sanding time. Indeed much of the time taken in restoring a boat is in procrastinating the sanding. Nobody likes sanding. Especially varnish. I hate sanding varnish. However with a boat that has been let go a little too much the whole process becomes far, far longer. This was the case with one of the new additions to the BYC training fleet, Pacer 2175 was donated to the Club by the Schilfgaarde family at the beginning of last season. Paint which had seen better days, varnish that was parting ways with the hull in various spots and an unidentified leak greeted us when the boat entered the Sharp Shipyard in May. After huge amounts of sandpaper, body filler, primer, sweat and an amazing level of swearing the boat was stripped back (much of the inside to bare wood due to the degradation of the varnish) and completely refinished. While there was some water damage to the decks which was irreversible the end result is very satisfying. With three to four coats of Feast Watson‟s finest on the decks (eight coats on the floor... yep eight. It was in a bad way) and two litres of automotive paint on the outside Pacer 2175 looks the business! In a first for BYC the project was documented with photos being posted on the BYC Facebook page as the restoration (slowly) progressed. BYC now has four boats in the Pacer training fleet painted Safety Yellow so we‟re well on the way to a full fleet of matching club boats. Only three more to go... Will Sharp.

HE START OF the season at BYC is always marked by several displays at the local Beaumaris Concourse shopping centre. These displays usually net quite a few enquiries and memberships and often go most of the way to filling our Junior and Adult training programs. This year there was a slight twist to the BYC promotion push. We held the usual two displays at the Concourse however this year we also held a display at the Beaumaris Primary School fete. This was a bit of a shot in the dark as we hadn‟t been to a fete before and weren‟t sure if it would achieve much. How wrong we were. The BPS fete display would have to have

HE ANNUAL YACHTING The annual Yachting Victoria Go Sailing Day is a state-wide event which aims to get people who wish to have a go at sailing into boats and having a go with no obligations. In past years BYC has got right into it with five or six Pacers at the ready taking people out during the morning (as a Sunday sailing club, BYC is hampered slightly as we can only be involved in Go Sailing Day until 1pm after which the normal racing session is held). With the massive level of promotion for GSD run this year, along with a variety of

promotional material supplied by Yachting Victoria, the push behind GSD this year was the biggest ever. By 9am BYC had a fleet of ten Pacers with skippers lined up on the beach ready to go. It was a fantastic event with almost forty people going for a sail, a very well organised on-shore team conducting registrations and marshalling and a visit from the Yachting Victoria CEO, Steve Walker who was very impressed with the level of activity. All in all a highly successful event, thank you to everyone who got involved.

been the single most successful promotional event in recent BYC history. Our one non-sailing day in October was also one of only two Sundays that wasn‟t blowing a gale but with the weather working out perfectly the BYC display was met with a huge level of interest. We distributed forty-seven BYC info packs to prospective members and trainees on that day alone whereas our usual for a Concourse display is around twelve each time. It was also great to see some faces helping out at the display who aren‟t normally seen at these events, so thank you to everyone who assisted. It was a team effort and we certainly got the results we wanted!

Honour Roll Volunteers who assisted at the various BYC promotion events in 2011

Bruce Fraser Susan Sharp Phillip Connard Paul Hardie Mark Harrick Michael Sharp Rod Smith Avril McHugh Peter Kemp Jeanette Connard Roger Wotherspoon Will Sharp Warrick Sheppard Geoff Perkins Rod McCubbin Lachlan Sharp Robert Gibson Cam Bromley Peter Sharp Jeanne Adair Greg Cairns Chris Perkins Dick Adair Ian McHugh Thomas Ruether Stephen Whiteside

By Will Sharp IKE EVERY SPORT, sailing has it‟s fair share of champions. People who succeed at the highest levels of a sport and in doing so inspire others to follow their path. Many of us dream of higher achievement, of winning a club event, a National Championship, representing our country in a World Championship or even at an Olympic Games. These dreams of standing on a dais, of holding the winner‟s trophy, these are part of what keep us coming back for more and more. What drives people to push the boundaries of any sport in the pursuit of success? Some of the most successful and influential Australian sailors talk to The Reef to explain their motives for pushing the boundaries of the performance and development envelope further and further.

Mat Belcher Ever since I was young I loved to play sport. I participated in many sports from ice-hockey to taekwondo but the one thing that drew me to sailing was the freedom and feel you get when you are powered by wind out in the ocean. Even with our current schedules and almost two decades on, that feeling still remains. As a keen sportsman, the Olympics were always in my sight. Carrying the Olympic flag from the closing ceremony at the Sydney games gave me the confidence to follow my dream and pursue the Olympic path. It has been such an amazing journey so far, it hasn't always been easy but an amazing experience. No matter what tack you choose to take within your sailing path, sailing provides you with so many obstacles and rewards that always amaze you. Victor (our coach) has and is a great mentor; he motivates us and gives us the confidence to achieve so much. We are very lucky to be able to follow our dreams and hopefully inspire others to do the same, in whatever they choose to do. Mat Belcher is a very successful Australian sailor who has won gold at the ISAF Sailing World Cup in 2010 and 2011, the 2010 470 World Championships, the 2011 470 European Championships, the 2011 470 North American Championships, and at the 470 Australian Championships in 2001, 2006, 2009, 2010 and 2011. He has also won gold at the 2008 Australian Moth Championships, the 2000 Open 420 World Championships and the 1999 420 Australian Championships. He and Malcolm Page will be competing in the 470 Men’s at the 2012 Olympic Games in London.

Malcolm Page What motivates me is my coach, Victor Kovalenko. Whenever you see Victor talk to anyone whether it is a corporation, a group of kids or even just us every day he really does inspire. He drives the emotions and the desire to continue. He‟s not just a sailing expert; he‟s a coach on a personal level. Victor has won eight Olympic medals with seven different teams, from Eastern Europe, from Australia, men, women, etc. Now that shows his skill that you can look at a person individually and say “well this person needs this”. He helps you grow as a person and within that process you start sailing well. What Nathan Wilmot needs and what Mat Belcher needs are completely different because they‟re different people. Victor recognises this, he is a real coach. He can inspire everyone; he always talks from the heart. I love the sport of sailing and I will sail for ever. Sailing is a sport for life and each and every day I go out I still love it. Malcolm Page is one of Australia’s most decorated sailors and is currently the most successful 470 sailor ever. His list of achievements is formidable. He competed at the 2004 Athens Olympic Games and won Gold at the 2008 Beijing Olympic Games in 470s, won gold at four 470 World Championships in 2004, 2005, 2007 and 2010, gold at eight 470 Australian Championships in 2001, 2003, 2004, 2005, 2006, 2008, 2009 and 2010, gold at the 2006 ISAF Sailing World Cup, gold at the 470 European Championships in 2002 and 2008, gold at the 2004 420 World Championships, gold at the 1991 Flying 11 Australian Championships and gold at the 1986 Manly Junior Australian Championships. All in all an impressive CV! He and Mat Belcher will be competing in the 470 Men’s at the 2012 Olympic Games in London.

I am my father's son. He is a very pragmatic and empirical scientist among many other things. What that meant to me is that just because someone says so does not mean it‟s right, it means you question even the wisest among us and look for the logic and the end game. For my parents and elder siblings (I'm the youngest of four) it meant countless painful questions of what seemed to be gospel to them but not quite right to me, and it also meant a lot of challenging, not for the sake of the challenge but it would appear that I have a very lateral mind and it seems that I have the ability to see three steps ahead. The classic is the asymmetric spinnaker system. I had a self inflicted problem, I was sailing a two-handed eighteen foot skiff. I had two options after Prime Mk1, one was to go back to three hands, or the other was to get rid of some functionality. We looked at every process on the boat. Spinnakers were then symmetrical, but spinnaker poles were always set on the forestay. We had gone to wire braces and 4:1 block and tackle ends to better control it, but it involved a lot of work and was pretty inefficient to set the pole etc with one less set of hands. It was logical to drop it to the deck, it was logical to leave it there fully stayed, and it took three sailmakers until I found someone who would make an asymmetric shaped spinnaker. It was a classic bit of lateral thinking. That is by far the most obvious example, it is any but the most significant (in terms of what I think is important) example. It is an example of parents who did not allow me to simply accept the status quo as the right thing, but to question and think of the end game. Sailing is most simply the exploitation of the velocity differences in two mediums. 99.999% of people only think about the bit they see in the air, and discount the equally important bit in the water. Pretty easy to look famous when you play with the area that everyone else avoids. The occasional very well thought out and almost plagiarised splash above the water helps, but we are still only just scratching the surface of what is possible. If I had to give three bits of advice they would be:

2) Don't be scared to copy 3) Most importantly, don't be scared to get it wrong, because if you don't get it wrong at least half the time, you‟re not trying hard enough! Julian Bethwaite is a highly accomplished Australian sailor and designer whose list of achievements include winning the Cherub Australian Championships in 1975, the Cherub World Championships in 1976, the 18 Foot Skiff World Grand Prix in 1987, 1991 and 1993 and the 18 Foot Skiff World Championships in 1986, 1991 and 1992. Julian also designed several boats: the B-14, several generations of the highly successful B-18 18 Foot Skiff, the 49er and the 29er.

Frank Bethwaite It is certainly true that I have enjoyed far more then my share of wins, but this has not been the object. I enjoyed thirty years of military, civil and scientific aviation. Airline pilots and surgeons both aspire to perform every flight and every procedure to a uniformly high standard. The object is not to “win” any flight or any race - the object is never to perform other than to a very high standard. So my history is one of making steady good decisions and sailing so accurately that I was never not in the lead group, and within the lead group I often had an edge due to smoother and more accurate or more knowledgeable handling, so the wins just happened. Put simply, I put my effort into trying to sail well and to encourage others to sail well. The wins just happened.

Glenn Ashby’s tips for the Nationals:

1) Don't be scared to question

ENJOY THE SAILING! Duck a few sterns upwind even if you are on starboard, wave guys through if it is a tight cross. Chances are they will return the favour to you when you need it most. Be a nice guy or girl on and off the water. Karma plays a big part in sailing! Don‟t worry about passing one boat, try to pass ten and lose that one boat. Chances are he or she will lose ten places at some stage of the regatta. Look far ahead up the course to see what‟s coming, don‟t just look nearby. Make sure you have done adequate boat maintenance before the regatta. There is no excuse for a breakage that could have been avoided. Avoid over laying marks if possible and don‟t get caught on the wrong side. A bad day on the water is always a better than a day at the office!

Julian Bethwaite

Frank Bethwaite is the designer of the Northbridge Junior (now 9er), NS14, A-12 (similar to a non-foiling Moth), Nova (NS14 with larger rig) and Tasar dinghies and has written two definitive sailing books, High Performance Sailing and Higher Performance Sailing. He has also designed a Sailing Simulator which is a revolutionary tool for sail training.

GLENN ASHBY IS a world renowned sailor who won silver at the 2008 Beijing Olympics in the Tornado. He has won a total of 12 World Championships across three classes. Glenn has also won numerous national and international regattas across Europe and America. Recently he has moved into bigger multihull sailing and coaching in the X-treme 40 class and for BMW Oracle‟s 90ft Trimaran.

Who is Glenn Ashby?

WILL SHARP explores the main challenges in the transition from training to racing

HERE HAS LONG been a perceived “gap” between sailors completing a training program and starting to participate in organised racing. This gap is the eternal enemy of all the training staff and conversations about training will always lead to the questions, “How do we bridge the gap between training and racing? How do we get these keen new sailors into their own boats?” The truth is, there is no gap. Racing appears to take on a mystical element in some people‟s minds that it is a difficult, confusing event that requires a lot of experience. In truth, if someone can sail, they can race. Starting sequences and course layouts may be confusing at first but it doesn‟t take long before they all seem very natural. The best way to get into racing is to talk to a few people who race. Ask them what their recollections are from when they first started. Most sailors I know love to talk about previous experiences. At length. We‟re rather like fishermen in that respect.

Starting Starting can be confronting. There are flags flapping around, horns hooting, boats tacking and gybing in increasingly risky places, the occasional shout and smack bang in the midst of it all is a whopping great big powerboat that seems to always be in the way. When out there the first few times facing a starting sequence just hang back and watch to see what everyone else does. See where others position themselves during the sequence and where they are in relation to the line when starting. It may be a while before new sailors feel comfortable getting into the thick of it on a start line however with a little planning it‟s not too bad. There is a bit of an art to starting, to knowing which end is the better end to start from, to knowing what

others are likely to do, to timing it just right so you cross the line at full power right on the start signal... These are all things that come with time so don‟t be afraid to take it easy and just get used to the process.

Navigation Proper courses are much longer than training courses. However this doesn‟t mean you need a sextant, six different admiralty charts and a mermaid to follow in order to find your way around the course. There is a quick and easy way to determine where the windward mark is – simply get into the vicinity of the leeward mark and look directly into the wind. Unless there has been a massive wind shift, chances are you will see it. If the windward mark appears to have fallen off the face of the earth (which sometimes even very experienced sailors will swear it has), the best thing to do is to simply sail upwind and keep looking as you go. I can guarantee within a few minutes you will be looking in the right direction as it pops up over a wave and you will wonder why on earth you couldn‟t see that massive yellow thing before. After seventeen years of racing I still have this experience on a regular basis.

Being Competitive Sailing is a complicated sport. Very few people are fast straight away. The best thing to do is just to get out and have time on the water. If you find your boat isn‟t performing the way you think it should perform the worst thing you can do is nothing. Even if you don‟t know what it will do, or think it might make things worse, try something! Every boat, every sail and every sailor is dif-

ferent. Nothing works exactly the same way on two boats so if you can‟t seem to get any height upwind or are down on speed, just start pulling on and letting off various controls. It is amazing sometimes when something completely unexpected happens to increase performance. Another great way of improving speed over time is to talk to others after the race and see what they did. Hints and tips picked up over time from various people‟s experiences add up to a formidable array of knowledge later on so don‟t be afraid of asking others what

they did or didn‟t do! Even sailors from other classes will be able to offer advice. After all everyone is dealing with physics and the insignia on the sail often doesn‟t change things that much.

Cruising If racing just doesn't appeal to you there is also the option of cruising, just going for a sail for sailing‟s sake. It might be to introduce others to the sport, to escape the pressures of life or just to do something different. Membership of a yacht club allows people to informally sail knowing that there are people who are aware you are out there and rescue facilities available in case something should go wrong. Hopefully these four topics will help with many of the issues new sailors have about organised racing. Come on out and enjoy the fun everyone else is having!

Best Australian rafting centre on the Murray By Geoff perkins HAT DOES RAFTING have to do with sailing I hear you ask? Well as you know I don‟t know a great deal about sailing I have spent a reasonable amount of time on the water in all manner of craft. I share our common interest in how to make a vessel move through water efficiently. From my experience there are three major contributing elements to making a vessel move through water: wind, water current and the vessel‟s ability to create its own power. Whichever of these factors dominates determines direction and speed. So rafts and yachts do have all those elements in common, and the Murray rafting trip highlights this. Let me explain…. The raft‟s flotation is provided by sixteen 44 gallon drums. We build a solid hardwood frame over the drums and lay down a wooden deck. On top of that we have a series of boxes and equipment that contain food, equipment, clothes, tents, cooking facilities, an open fire (yes that is right… an open fire). Anyway, back to the yacht/raft comparison. All the above creates a lot of surface that is influenced by wind. The Murray river is by no means straight and on one stretch you might have a tailwind and can set up additional windage by using tarps and any manner of “sails” to create more thrust. At the next bend the river will probably turn on itself and you find yourself heading into a 20 knot wind! This is when you rely on the river current. So if the river is running at 2 – 3 knots and you are heading into a 20 knot wind with around 2 tonnes of raft underneath you then you generally have to rely on the raft‟s ability to propel itself. This is where the raft/yacht comparison becomes interesting. A yacht‟s ability to work into the wind is (from what I have observed) largely driven by hull shape, rigging and overall “shape efficiency”. A raft is not that different and the most efficient way to move ahead is to point a corner of the oblong shape into the water to become a bow and then use the oars and paddles to balance the most efficient move-

ment of the vessel forward. So, just as a yacht improves efficiency into or across the wind by trimming and managing its engine (the sails) on the rafts we do the same by trimming our shape into the water through the use of our engine (the oars). I can assure though there are times when a 2 knot current versus a 20+ knot wind and tired oarsmen can mean no forward movement at all! It can get tough. On the plus side there are many times when you can just sit back and enjoy the ride… Anyway let‟s get away from the comparison and provide some background to what this rafting thing is all about. For the last six years or so I have been involved with a Venturer Scout activity that involves four purpose built rafts carrying up to twenty five Venturer Scouts down the Murray River. It all started when Chris and his Scout mates did their first trip and I had to watch from the river bank. That did not really work for me so I decided to get involved. It looked like they were having far too much fun. BARCOM started approximately thirty years ago and has been running every year since. A small group of very dedicated adult Leaders manage the whole process, maintain the rafts and get the kids interested. The Scouts range in age from fourteen to eighteen and mostly come from city backgrounds. It happens during September school holidays and the adult leadership group drive up to Murrabit (on the river out from Kerang) and set up base camp. We recover all the raft components and equipment from a friendly farmer‟s shed in Swan Hill and we assemble the base structure for the rafts. On Friday night the kids arrive and over Saturday we finish construction and launch the rafts. On Sunday we head off.

For the next week we simply enjoy passage down the river stopping at designated overnight camp spots and the trip climaxes with a night drift on the Thursday night where we spend four hours on the river in absolute darkness (apart from our navigation lights and a search light making sure we are in the middle of the river). That night we finish the trip at Pental Island at Swan Hill, after travelling around 60km on the river. During the course of the week we teach the Scouts all manner of things. We make them get the rafts stuck on snags and felled trees and they have to work out how to get off. Each raft has a Captain, Navigator, Quartermaster etc and the fleet has an Admiral. There is a high emphasis on leadership skills and our role as the adult Leaders is to let them manage the trip and to only get involved if they look like doing something that might damage themselves…. Whilst we can only travel down river and there is a level of certainty about where we will end up, the role of the Navigator is very important. They have to calculate rate of flow, speed and then relate that to how long it will take us to get to the designated camp site. All this determines the time of departure and also requires regular time checks as we pass the km river markers on the river bank. The Scouts almost always come back for every year that they are able and it is great to see their personal growth and the growth in the leadership among the group. It is very rewarding and keeps me going back each year. We all share a passion for the water and no matter how many years we have been playing on it there is always something new to learn. It is great to see these young adults start their education with this simple rafting experience. Stay safe on the water and have fun!

THOUSAND Nautical miles: total length of the Volvo Ocean Race in 2008-09

METRES Size of waves commonly encountered in the Southern Ocean legs of the VOR

ROD SMITH talks about competing in the Melbourne Marathon in October HARMAINE AND I are sitting in the car trying to get a little last minute shut-eye. We are parked off Wellington Parade, opposite the MCG. Its only 5am, pitch black, drizzling rain and cold outside. The thought processes tend to go haywire as race day approaches, a bit like what happens just before leaving the beach before a yacht race. I have miscalculated our timing - we are an hour too early. We were meant to be here at 6am, the race starts at 7am. At least we found a great parking spot, nice and close to the MCG. Eventually it‟s time to leave the comfortable warmth of the car and make our way to the starting area. Nature plays a cruel trick on runners about this time. There are long queues of runners outside the dunnies, waiting to answer nature‟s call. For some reason, there are never enough dunnies before the start of a race. This might sound funny to the average reader but for the runner this is priority number one! Time remaining before the start is ticking away and it‟s daylight now. We are at the start area on Batman Ave near Rod Laver Arena. I‟m right down the back as I want to go my own pace (slow) and not get sucked into going fast early. Running a marathon is all about saving something for the second half when glycogen stores are depleted. The National Anthem is sung, and somewhere up ahead the starting signal goes. I say goodbye to Charmaine and walk forward carried along with the mass of surrounding runners. We gradually change to a jog as the start line approaches. I‟m so happy to be here. I swallow as my eyes get a little misty. I didn‟t think I‟d get to the start line this year due to a chronic foot injury. I cross the start line, set the GPS and set off into the unknown. My plan is hopefully to finish, and if the

“shuffle” I‟ve been working on the past two weeks holds together, I should finish in 4 1/4 hours. Nothing is quite certain. Apart from the last two weeks perfecting a “shuffle”; I haven‟t run since mid July when I bailed out at the 6km mark of the Run Melbourne Half Marathon. Mickey reckons it was only 4km but I think it was at least 5! (Mick went on to finish in 1hr 43min which wasn‟t too bad for his first half!) As I shuffle down St Kilda Rd to the junction, I pass a 60 year old wearing a 25 year Spartan black singlet. He‟s got a shuffle happening too, just a bit slower than mine. Something funny happens in marathons, fellow runners talk to each other as though they‟ve been running buddies for years. In the shorter races, everyone‟s in a hurry - no spare time to talk! I say “Hey mate have you done this 25 times?” “I missed a couple with a heart condition” he replies. I give him a respectful nod, wish him good luck and as I run on, think to myself - I wonder if that will be me one day! I reach St Kilda junction, 6km down and going ok. We turn right and enjoy the peaceful surrounds of Albert Park Lake with the golf course on our right. There is a golfer having a few practice swings - he doesn‟t look too confident. I run past him and start to worry, if he hooks the ball it could hit me very hard on the back of my head. I share my thought with a couple of young guys behind me and we all laugh a bit nervously because we‟re all thinking the same thing. I note they are a bit taller than me and relax a little, thinking they should shield me from any errant shot! After completing the circuit around Albert Park Lake we are back onto Fitzroy St heading to the beach. Charmaine is there, gives me a wave and I signal “so far so good.” At a drink station bananas are being handed out to passing runners. I can‟t believe it - a banana! I have my first bite of

Rod powering at the 21km mark while pretending not to notice the camera (but can’t help posing just a bit...) a banana in months. I used to have one every day when they were under $5 a kg. There‟s a young girl running alongside, we talk and laugh how good is this - they didn‟t have bananas last year! We turn up Beaconsfield Pde to Bay St Port Melbourne, then return back to Fitzroy St. By now I‟ve caught up to the 4hr pace makers. It‟s the halfway point and I‟m feeling really good. In fact, I‟m going a little quicker than last year - suddenly a thought creeps in “maybe I‟ll beat last years‟ time after all.” Think of the third quarter in a game of footy - the premiership quarter, that‟s what the long haul down to Elwood Yacht Club and return to Fitzroy St is. Along the way, a cold front comes though off the bay, the wind is howling and it starts to rain. A selfish little thought crosses my mind, maybe CONTINUED ON BACK PAGE...

DEGREES Temperature variation experienced by sailors during the VOR (-5 to 40 deg)

MONTHS Total elapsed time during the VOR (including stopovers and in-port racing events)

BILLION Estimated total worldwide TV audience for the 2008-09 VOR

MIKE KENYON exposes the ins and outs of scoring in our sport E KNOW THAT you all come down to Beaumaris on a Sunday primarily for the fresh air, some social interaction and a quiet drink and a chat after a pleasant day on the water. But it‟s nice to be on the winners‟ podium at the end of season presentation function; and it‟s not that hard to achieve. Certainly it requires a reasonable level of sailing skill, but you can boost your chances of carrying away “the loot” if you understand the scoring system and use it to your advantage. At Beaumaris Yacht Club we use the TopYacht results processing software which has been developed by our own Rod McCubbin and is used by most clubs in Australia and some overseas. We use the “Low Point Scoring System” which works as follows: First place in a race scores 1 point, Second place scores 2 points, Third place scores 3 points, etc. The competitor with the lowest score at the end of the season is the winner. Easy so far! But there is a bit more to it. If you:

 start a race but Did Not Finish (DNF), including not finishing within the time limit of the race as prescribed in the BYC Sailing Instructions;

your division in the race plus 1. That is, if 6 competitors (including you) start the race then you will score 7 points. The worst score you can get is if you Did Not Come To The Race Area (DNC) – basically, didn‟t put your boat in the water, then you score the number of entrants in the series (to date) plus 1. That can equate to 20 or more points regardless of the number of starters in the race. There is also a 20% penalty (rounded up) for not signing on or not signing off. All members are rostered on duty, eg. Duty Officer, Canteen Officer and assistants, or Rescue Boat swimmers etc, once or twice during the season, and you will be given a score equal to your individual season‟s “average” points for the days you are on duty. However, we don‟t know you are on duty unless you declare it on the Sign-on sheet – we can‟t rely on the Duty Roster for that information as it changes due to swaps between individuals and, unfortunately (but not often), no-shows. So, please make sure you sign-on as “ON DUTY” on the day otherwise you will score a DNC (see above). You might also think that you have to sail every race to be in the running, but that‟s not the case. We do allow for the fact that you might have non-sailing commitments on some Sundays (un-heard of!) so the

software discards the worst 30% of each competitors scores. That is, if your division sails a total of 20 races during the season, then only the best 14 results for each competitor will be counted. Note that races which are abandoned or cancelled, usually due to weather, do not count in the total. Also note that there must be at least three starters in a division for it to count as a race. Now we need to explain about “divisions”. We generally run two divisions, with two separate starts. Division 3 is for Javelins, and Division 5 for Pacers, Sabres and Impulses (If you learn to recognise those two numeral pennants as displayed on the course instruction board, then you will know whose start it is...) All boats in a division are racing against each other and you can forget about having to beat a boat from another division. However, on paper, Impulses are significantly faster than Pacers and Sabres so an adjustment has to be made, and the basis of that adjustment is the boat‟s official Yachting Australia yardstick. Current yardsticks are: Pacer 127.5, Sabre 127 and Impulse 118.5. Taking the Pacer finish times as a base, then the finish times for all Sabres will be effectively increased by about 0.4% and Impulse finish times by CONTINUED ON BACK PAGE...

 Did Not Start (DNS) – ie. didn‟t cross the start line at all, or crossed it more than 10 minutes after your division‟s start signal;

 were On The Course Side (OCS) – ie. over the line at your division‟s start signal and didn‟t return and restart; or

 were Disqualified (DSQ); Then you score the numbers of starters, in

Get your boat wet - do it often and you might be surprised how it pays off at the end of the season...

HOMAS AND I MISSED the Opening Regatta this year due to a family function. Next best thing, we enjoyed lunch at the Brighton Baths restaurant, with views out over the bay. A 29er (a new class) and a 505 (a very old design) launched just below us, and we watched them chase each other during the course of the afternoon. It set me thinking, as I am wont to do from time, about the differences between today‟s dinghies, and those of my childhood. I learnt to sail at Somers on Westernport Bay in the 1960s. Looking back on those boats now, they were bewildering in their number and variety. Plywood was a relatively new construction material, and fibreglass was only just beginning. The idea of inbuilt buoyancy tanks was fairly new. There were still boats that got by with airbags secured inside the cockpit - absolute death-traps by today‟s standards. And there was the odd clinker built boat made out of planks, too. Many sails were made out of cotton. They rusted, rotted, tore and stretched. Apart from that, they were really good. When I first started racing a Mirror with my father, jib cleats were illegal, so my job was essentially to be a ʻhuman jib cleatʼ. It wasn’t bad on a light day, but those wild windy days (of which there were a lot!) weren‟t much fun. Sails generally had a lower aspect ratio than they do now. The result of this was that masts were shorter, and booms longer than they are today. Of course, I was not aware of that at the time. A sail was a sail. It is very obvious looking at the old photos now, though. The Heron was a boat that amazed me. My memory may be deceiving me here, but it seemed

like a Mirror without any of the Mirror‟s natural advantages. First it was shorter. Secondly, it was a lot heavier, and slower. It had a long mast, compared to the Mirrorʼs two-piece job. I donʼt think it had any tanks, although I might be wrong about that. One thing I will give it - it did look like a proper boat; lovely lines, very seaworthy, but in all respects really a throwback to an earlier time. A similar thing could be said of the International Cadet. I know they are still quite popular, but they are such small, slow boats, I find it a bit hard to see their appeal. The VJ (Vaucluse Junior) was an incredible beast. It was made of heavy ply, and was very narrow. It compensated for this by having two large hiking boards to sit on. These replaced trapeze wires. Of course, every time you went about you had to throw the hiking board over to the other side of the boat before you scrambled out onto it. Even back then it all looked very clunky, but it did have a certain drama about it nonetheless. In light winds the heavy VJs were real tubs, but above 15 knots they went like the absolute clappers. The other remarkable feature about them was this amazing boom that extended for miles past the transom, and also went up at a severe angle, so the end of the boom was much higher than the boom at the goose-neck. A similar boat was a Rainbow. Again, it was made for strong winds. The Sailfish was quite a popular class. It was essentially a surfboard with a mast and sail, centre board and rudder. In some respects, it could be seen as a precursor of the windsurfer.

Of course, Moths had no foils back in those days. They came in two types, skiffs (with a pointy bow) and scows (with a blunt bow). We had quite a few scows, but no skiffs at our club. Mirrors were incredibly popular. I believe we had 140 registered at Somers. One day I walked along the beach, counting all the red-sailed Mirrors lined up fully rigged and waiting to race. 120! I heard somewhere that we had the largest Mirror dinghy fleet in the Southern Hemisphere, though I donʼt know who would count such things. We sailed in two divisions - the top 20 in one division, and the rest in another division (or something like that). The Gwen 12 was another marvellous boat. They were all wooden. I donʼt recall any glass ones. I am pretty sure they were an Australian design. They were a great boat to step up to when you had outgrown the Mirror. We had about a dozen of them. They had a single trapeze and a fixed bowsprit. The spinnaker was symmetrical (they all were back then) but very flat. On a shy reach they absolutely tore along. My father originally had it in mind that I would one day sail a Gwen 12, and it

STEPHEN WHITESIDE recalls times (and boats) past in the swingin‟ sixties seemed like a pretty good idea to me, too. When the day finally came, though, there were no Gwens on the market, only a Cherub. We also had a couple of Cherubs at the club, and I knew that they werenʼt all that different so, desperate to buy SOMETHING, I grabbed the Cherub instead. What followed for me were several years of fierce rivalry with the Gwens. As I say, there were about a dozen of them, and only about three of us. I must admit, we tended to get the worst of it because the reaches were so long and fine (they may have been primarily set for the cats) that we couldnʼt set our fuller spinnakers, while the Gwens managed quite easily. So we often found we had lost touch with them by the first wing mark. Still, I had no regrets. The Cherub was an absolute excitement machine. Often with the spinnaker up I could not see anything at all with the amount of spray in my eyes. Iʼd have done just as well to close my eyes completely, and sometimes did. Speaking of cats, they were the absolute stars of the show. There were three in particular - the Quickcat, the Shearwater and the Yvonne. The Quickcat was 16 feet long. Looking back at it now, I am struck by how close together the two hulls were.

For a catamaran, it was actually quite a narrow craft. The hulls themselves were also quite narrow, but very high, or deep. The most notable feature of the Quickcat was the elaborate timber scaffolding around the mast base. It was incredibly complex, and must have weighed a ton. The Quickcats were tough as nails and once again, like so many of those old boats, really came into their own in high winds. The Shearwaters and Yvonnes were a little larger - probably 18 feet, I would guess. They were both quite similar, the principal difference to my eye being the shape of the hull. The Shearwater hulls were universally convex - from the bow to the stern the deck described a gentle upwards curve. The Yvonnes were something else again. The back two thirds of the hull was convex like the Shearwater, but the front third was actually concave - so the overall effect was something like a figure ʻSʼ. It was very odd, but rather beautiful. When the new generation of big cats arrived at the club - led, I think, by the Mosquito – I was struck by how uninteresting they looked compared to those older classes. I canʼt finish without a mention of the LWS (Lightweight Sharpie) and FD (Flying Dutchman). These were the glamour monohulls of the club. The LWS was 18 feet, and the FD 20. The first thing to note about the LWS was its name. Lightweight! They weighed an absolute ton! If these were ʻlightweightʼ, how much did the Sharpies weigh? The other interesting thing about them was that they were a three man boat. Every other class at the club was a one

or two man boat. Of course, it was no easy feat to gather a crew of three, and I guess that was part of the reason why we only had two at our club - the black one and the blue one. (My regular crew eventually defected to join one of these.) On the other hand, it looked like a lot of fun having three men in a boat like that. From memory, we only had one or two FDs at the club, but what a boat! It had a genoastyle jib that was almost as big as the mainsail, which generated a huge overlap. And talk about a foredeck! You could just about play a game of cricket on the broad flat plywood foredeck of an FD! Of course, getting these monsters off their trailers and into the water was another matter entirely! And lastly, the dear old 505 itself. I thought this was the most beautiful boat of all. In a sense, it was like an FD, but being only 5.05 metres long (get it?) it was not quite as unmanageable. It was a wonderfully balanced looking boat, at least to my eye. When the time came for Thomas and me to move out of the Pacer, part of me was hankering to just go out and track down an old 505! The modern Pacers and Javelins are superbly designed - lightweight, fast and




sailing will be abandoned at Beaumaris and I won‟t miss a sailing day after all! Sorry fellow Beauy members but at least I‟m honest! As I return to Fitzroy St I feel my shuffle is becoming a bit laboured and I can‟t seem to shake the 4hr pacemakers.

about 7% to allow for the theoretical boat speed differences (yes, Sabres are rated slightly faster than Pacers!). It‟s these adjusted times that are used to determine the actual placings – so don‟t despair if that pesky Impulse with the invisible sail beats you to the finish because, on adjusted time, you might actually have beaten him.

Reaching St Kilda Junction (30km mark) is a milestone and as I turn to head back to the city along St Kilda Rd I‟m grateful to find a slightly downhill slope. By now I‟ve come to realize the rest of the race will be painful. There was not going to be a youthful kick towards the finish line and I was not looking forward to the uphill run along Birdwood Ave by the Shrine. From the 35km mark I slowed to about 6min/km, my thighs felt they were in the grip of a horse bite and I was worried they might cramp. I wanted to stop and sit down but knew that would be it, the legs would seize up and I‟d never get them going again. Occasionally I passed the odd runner who had pulled up with cramp or soreness and somehow that spurred me on! Funny thing, despite the complaining legs and feet, the competitive juices were still there! I had a 40 year old runner wearing a 10 year Spartan green singlet safely tucked away behind me; at the 39km mark I slowed to walk for a few paces as I took a drink and he passed me - he didn‟t take a drink! According to my fuzzy logic at the time that wasn‟t fair and it really annoyed me! The last few kilometres seemed to take forever, but eventually I turned right at Federation Square and headed towards the MCG to cross the finish line in 3hr 56mins. I was rapt to finish and learn that Charmaine got to the finish area five minutes earlier to see me finish. Last year, in my first marathon, Charmaine was still waiting for me to pass by at St Kilda Junction as I crossed the finish line at the MCG - what a bummer! As the high of finishing the race subsides, stiffness soon sets in and I must have looked like the Tin Man as we walked back to the car, now very grateful we got here early and parked so close! I vow this will be my last marathon. “Give it away, you‟re too old” my sensible half says. A couple of weeks later though, the memory of screaming legs in the grip of a horse bite is forgotten and the answer is maybe I‟ve got one more marathon to go... Never say never!

There are a few more subtleties to be aware of: Visitors, including non-members‟ boats or members‟ boats sailed by nonmembers, do not attract a score (so don‟t be worried about being beaten by that hot-shot visitor); and visitors cannot makeup the required number (three) in a division for the race to count. So a race with four Javelins, but including two visitors, will not count as a race for that division. Boats which use different skippers will be treated as different entrants. For example: sail number 1234 (meaning its usual skipper) and 1234A (meaning the same boat with an alternative skipper) are classified as two different entrants, and each will have their own individual series scores. The point to note here is that these scores cannot be aggregated and boat 1234 will attract a DNC (ie high numeric) score for the races sailed without the “usual skipper”. And finally, a boat using sails with the wrong sail numbers really confuses the eagleeyed race controllers in the tower and could result in the score being given to the wrong boat, so any such event must be noted on the sign-on sheet and the tower staff should be verbally informed. There are, in fact, limits on how many times that is allowed in a season. In summary, to improve your chances of sharing in the loot: Turn up regularly and put your boat in the water. Make sure you sign-on and sign-off. Don‟t use (or at least minimise the use of) alternative skippers.


FOR SALE JAVELIN 385 SILLY MOO Windrush hull - full carbon layup Windrush carbon mast with spare tip and 49er sail track CST carbon boom Two jibs - one is only one season old (Thompson) Two Thompson spinnakers One Halsey Lidgard main Fully adjustable rig Aluminium beach trolley

$8,000 ONO Contact Peter Sharp 9878 1997

FOR SALE PACER ROAD TRAILER Good condition Light and easy to tow

$700 ono Contact Bruce Fraser 9515 0357

FOR SALE SABOT DINGHY Timber construction Solid boat All spars and sails included

$400 ono Contact Bruce Fraser 9515 0357


Very good condition boat, great for beginners Timber construction, yellow Discuss any issues regarding skippers, exterior, varnished interior crews, sail numbers etc with the tower Includes main and jib, has attachstaff before leaving the beach. ments for spinnaker and trapeze. Sign-on as “On Duty” on the sign-on sheet, when appropriate.

Good sailing! Mike Kenyon and Pam Sharp

$950 Contact Natalie 0431 465 005

Spring 2011