NUMBER 77

The Magazine of the Cruising Yacht Club of Australia

11.01^,,,,,^MAY 1,984

Registered by Australia Post Publication No. NBHOI I,, .00 *

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Cover: The new Hornilton ISIond RaceWeek, set in the spectacular Whitsun-doy ISIonds of Queenslond's centralcoast, promises to be a very popularoceon rocing event on the AUStrolioncalendor, judging from enthusiastic re-ports thot hove come back from theseries. A few modifications inny in okeit even better isee stories by Ro-bin Copelond and John Woodford inthis issuej. Photo by sandy peacock

Offshore SignalsCruising Yacht Club of Australia Annual General Meeting elects newOfficers and Board; Commodore's Message; letters 00G construction;HDbart Race media (radioj coverage; improbable photography; mandatory6215.6 kHz for Cat. I races; Glas Yachts on cost of a Farr); new major oceanrace in CYCA calendar beginning 1986; Kiwis don't plan to surrender SCCup; Lord Howe Silver Series 1984; Sydney Harbour safety.

The psychology of winninJohn Bertrand addressed the CYCA Sportsman's Luncheon in Februaryand talked about the Australia U campaign and its implications for win-ning.

OFFSHORE is produced by the Publications Committeeand published every two months by the Cruis-ing Yacht Club of Australia. New Beach Road. Dar-ling Point. New South Wales. 2027. Australia. Tele-

Cables 'SEAWYSEAphone 1021 32-9731.Telex AA72278 'SEWVSE

EDITOR: David CUIfell

Advertising and Edilorial CorrespondenceThe Editor. OFFSHORE. 67 Be resford Road. Rose Bay.NSW 2029. Tell02j327-1152

Subscriptions: Australia $13.95 for six issues lone yearj;overseas: SAI6.95 is uriace postj. Air mail rate on appli.cation

Publications Committee

A. Cable ichairman). D. COMelt IEditorj. I. Brooks.R. Copeland. S. Peacock. W. She rinan. P. Simms.F. Sticovich. I. Woodford. D. van Woerden

'Recommended price only

Reelsiered by. AUSlr. 11n Pusl. Publicaiion NO NBHOiiPrinled bv M. ,., GII Printin Cum nv Pi . Lid W. ,. nun NSW

Biggles' Colum

Chollenge 111, among other things

Introducing AWA, new Sydney-Hobart Race Sponsor

Our senior columnist looks at Hobart Race winner Lou Abrahams' new

AWA has been associated with the Hobart Race for may years and hashelped to provide the most sophisticated communications system for anyyacht race anywhere in the world. This grand old Australian company hasnow become the major sponsor of the Race.

The Hamilton Island SeriesPublications Committee reporters and race participants Robin Copelandand John Woodford report on a new series in the Whitsunday Islands ofcentral Queensland which promises to be a great success.

Is Age Allowance Dying?Cordon Marshall looks at impending changes to the Age Allowance.

Weather or rin

Roger Badham examines daytime and nighttime breezes.

Beam Ends

Robin Copeland snOops around the marina, finds some news, somewhimsy.

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But if a boat were not very heavy, it mightmake her unsinkable, which is a greatcomfort in a storm at sea.

Sincerely,Patrick Ellam

Ellam, Follett & lones, Ltd.Marine Consultants, Venture, Calif.

Hobart Race radio coverageDear Sir;

I've never minded a bit of a stir, and fromyou comments on media coverageIespecially radioj of the HDbart Race101fshore FebruaryMarch 1984 issuel. Igather you like to have a dig or twoyourself

1'11 bet "well known yachtingpersonalities" and other radio stationswith much touted yachting coveragerespond in their own ways, but I'd like toput my side of it to you.

I reported on the Race for 2KY lastHobart, and if you'd tuned in to2KWireless you'd have been in no dangerof hearing a 'deafening silence' about theRace for the full duration. 1'11 leave others

to judge whether my commentary was 'ill-informed', but I did file 23 reports whichwere broadcast during breakfast and drivetime with 7.45 am. and 5.00 pmupdates. Excerpts of some of these reportswere re-broadcast during news bulletins,including flashes on Condor's groundingand result of the the subsequent protest,and on top of all that there was a 15-minute live interview one evening justbefore the big boats finished, covering a

general outline of what it's like to sail in aHobart.

6c^. My last report was broadcast on11m Morris rejoins the Board after Keith Storey rejoins the board of Saturday 31 December, giving line, overalla year's leave. He has been a Rear which he has been a member for handicap and Southern Cross CupCommodore and is an active many years. He is Sydney-HDbart winners plus a quick review of what had

Race Director and has supported been a very eventful race.the Club tirelessly with his MY While I concede that yachties listeningMarubou in many activities. from for reports on the HDbart don't always getmark laying to duties as Radio the depth of coverage they might wish for,Relay Vessel Duty on passage

it's pretty hard to run through 170 yachtsin five divisions plus line honours andSouthern Cross Cup in about 60 secondswhile keeping the interest of the non-sailors Iwho can make up the bulk of theradio audience for any station, I'm surej. Itook the view, given the great number ofsporting events held just after Christmas,that reporting line honours and handicapleaders with perhaps something generalabout one or two of the boats is ay, the tail-enders) or an idea of how the fleet hadspread was a reasonable mix for a oneminute report.

I could be wrong about that. if enoughpeople contact the radio stations to ask formore thorough coverage it would helpthem - and me. I'd be happy for plenty ofpeople to take the time to give that sort offeedback and I'm sure that goes for 2KY aswell.

It'11 be interesting to see what the' 'CYCA publicity machine' ' might do tofollow this up. I certainly have only praisefor the help given in the Press Centre lastyear, especially for the ever-friendlyShirley Wilson, but I can't see what couldhelp more than to have an accurate idea ofwhat the size of the audience wantingmore detailed reporting is. For my part,the information I'd like most is wind

speed and direction updates of the fleetOFFSHORE. April-May 1984 - 3

A1an Brown has served on just Tony Cable rejoins the Board forabout every Club Committee ex- the ninth consecutive time; hecept Publications. He is Race Di- has been Chairman of the Publi-rector, Sydney-Noumea cations Committee for the past

eight

Cordon Marshall retires this yearas Rear Commodore, Sailing butremains on the Board of which he

has been a member for the pastfourteen years

Les MCClean joins the Board forthe first time since joining theClub in 1967. He brings expertiseon matters of running the diningroom, bar and house activities

~,.

Letters

Tasman Cup and 10G constructionDear Sir,

After reading "The Aftermath of theTasman Cup" in your September 119831issue, I have a couple of suggestions.

The two most important things a boatcan do are to stay afloat and right herselfno matter what. Both those conditionswere fully satisfied in Sopronino, the firstIOC boat, so maybe we should go backand see how it was done

Before letting a boat join the club, wehauled her mast head down to the water,put her cotton mainsail and genoa Ibothsoaking wetj in their bags and tied themto it. Then she had to right herselfsmartly, without hesitation.

Many of the early IOC races were atnight and it was not unusual to beknocked flat. But when the mainsail hitthe water, she would stop. And a secondlater, she would flip back upright, so theonly problem was a mess in the galley.

May I suggest you start demanding thatkind of adequacy from the boats allowedto enter JOG races. ?

racer

Soporino had enough buoyant materialaboard to support the boat, crew andeverything in her, plus 200 pounds. So itwas impossible for her to sink, no matterwhat.

But she was very light ther hullweighed 420 pounds) and for heavierboats, such buoyancy may not be enoughStill there are two ways to prevent onefrom sinking: stop the water getting in, orprovide temporary buoyancy inside.

The first approach just means having acarefully thought out hatch - big enoughto get through quickly but small enoughso that a man in it virtually blocks it -that cannot be opened accidentally and iskept shut in bad weather

Abaft the main hatch, a slot in the samewidth and three inches high is enough forventilation - or to talk through - and wehad a hinged board to close that in aninstant. Then the whole hull waswatertight, except for two small vents.

Such a system must be designed tosupport the hull without straining it. Andit must not be able to trap a man inside.

races

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Lord Howe SilverSeriesSilver ingots will be a feature of this year'sCosford Aquatic Club Lord Howe IslandRace. Six ingots each with a value of $500will be offered to the various divisionwinners of the two-race series consistingof the Broken Bay-Lord Howe Race and anew return race to be conducted under ahandicapping system derived from resultsof the first leg.

Sylvania CTE is the sponsor of this pop-ular race which, it is claimed by the or-gainsers, is 'the only race where entries arerefused'; the maximum permissible num.ber of entries is twenty-five yachts, as nomore can be comfortably accommodatedin the island's beautiful lagoon.

This year's series starts on Saturday,27 October with the return race Iwhich,incidentally, is not compulsory) a weeklater. The Cosford Aquatic Club has saidthat there have been fewer than the usual

number of applications for entry so far,and with the customary last-minute drop-outs, there may still be hope for aspiringapplicants. .

son this manifests itself in the form of

collisions and near misses. The principalpurpose of the Committee is to advise theBoard on ways of reducing this conflictwhile at the same time causing the mini-mum possible reduction of liberties to anygroup

Early in its existence it recommendedthe banning of sailboards from certainareas of the port. This certainly repre-sented a loss of access to sailboard riders,but the Committee and subsequently theBoard saw it as desirable because of the

difficulty of controlling a sailboard andthe inexperience of the majority of usersThe door is still open to, and the Commit-tee is pursuing, the possibility of exempt-ing riders above a certain level of profi-ciency from the provisions of thisregulation.

The Committee is presently consideringsuch issues as

. The establishment of a common radiofrequency in all vessels connected withmajor aquatic events;

. unnecessary obstructions in the port;

. the problems of the tourist ferries inMiddle Harbour and particularly nearSpit Bridge;

. the effects of wash and its effect on speedlimits; and

. the training of radar operators in coin-mercial vessels fitted with radar.Sydney Harbour

SafetyA statement by Copt. M. 0'Keeffe,Chairman, Port lockson Consultative Mo-vine Safety Committee.The Port lackson Marine Safety Consulta-tive Committee was formed as the result ofa deputation from the Merchant ServiceGuild meeting with the then Minister forWorks and Ports on 18 Iuly 1983.

The membership of the Committee is:Chamber of Shipping; IFenwick and Co.

Pty. Ltd. ; Harbour Lighterage; Waratah To-wage Co. ; Urban Transit Authority; TheAssociation of Licensed Charter VesselOwners of N. S. W. ; Boating Industry Asso-ciation; N. S. W. Fishing Industry TrainingCommittee; The Royal Australian Navy;The Merchant Service Guild of AUSt. ; Sea-men's Union of Australia; Australian Insti-tute of Marine and Power Engineers; Stan-nard Bros. Launch Services Ply. Ltd. ;Firemen and Deckhands Union; Water Po-lice; Royal Volunteer Coastal Patrol; Off-shore Charter Vessel Association

The committee is chaired by the Man-ager, State Navigation Services BranchMSB and there are two other MSB officerswho are members, the Marine Safety Offi-cer and the Manger, State Boating Service.

The Terms of Reference of the Commit-tee are:

' 'To provide a forum for consultationbetween members and to advise the Boardon matters of navigation al safety, so as toenable it to manage the movement of ves-sels on Port lackson, in order to maintainthe safe and equitable use of the Port forall users"

Port Jackson is at times a very congestedwater area, and is used by vessels of manytypes. When groups of vessel operatorswith different interests, backgrounds andtraining compete for a scarce resource,conflict is almost inevitable. in Port lack-

Offshore SignalsThe composition of the Committee does

not favour the passing resolutions becauseof the imbalance between commercial andrecreational interests. To date a great dealof time has been spent in Committee en-couraging dialogue and an appreciation ofthe others' views between these twogroups. A gratifying amount of progresshas been made. Specific issues are passedto subcommittees which are made up, asfar as possible, of equal proportions of thetwo groups with some 'independents' suchas the Water Police or the RVCP.

The Committee's brief is to advise theBoard of its views. The Board receivesadvice on these and related matters from anumber of sources and takes note of alladvice it receives in reaching a decision.

The Board has broad but not unlimitedpower in respect of the control of naviga-tion. The banning of sailboards required achange of legislation, for example, and wasdealt with by the Parliament in the normalway. The Board has the power to imposespeed limits or remove navigation al haz-ards without recourse to Parliament. Itsprincipal power is the enforcement of theexisting regulation

11 is recognised both in the Committeeand in the Board generally that the major-ity of users of the Port are sensible coinpe-tent people, and the Board has no desire toimpair anyone's enjoyment of this beauti-ful harbour. Quite the reverse, it would

GENERAL MANAGERCRUISING YACHT CLUB OF

AUSTRALIAAustralia's leading ocean racing club requires a Gen-eral Manager who shall be responsible for the efficientoperation of all areas of Club administration, whichincludes sailing, general office, marina, yard and houseactivities.

Knowledge of or training in modern accounting prac-tices and management would be essential and a yacht-ing background and experience in sporting administra-tion would be preferable.Working conditions in the Club's new premises will beexcellent and a generous salary package will be nego-tiable.

Contact Peter Shipway ^ (02) 32-9731Cruising Yacht Club of Australia

New Beach Road, Darling Point, NSW 2027, Australia

o

OFFSHORE. April-May 1984 - 5

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THE PSYCHOLOGY OF WINNING

10hm Bentand. discusses the AUStz. Gritci rr campaigyi and its implicationsfor winning-at anything

in Februory the successful Sports-mon's Luncheon series at the CYCA

continued with John Bertrond, skip-per of the America's Cup winner, AUS-tralia 11, oddressing a sellout oudi-encein the Blue WoterRoom. The talk

is reprinted here, virtually complete,both because it is port of Australia'syochting history now ond because itcontoins lessons thot have a for widerOPPlicotion thot just for those chol-Ienging for the America's Cup.

John Bertrond has become in AUS-tmlio something of o spokesman onthe psychology of winning, seen atmany a seminar for businessmen andsoles men. He has proved thot heknows more thon o little obout it. The

following puges represent not only oninsider's report of the AUStrolionAmenco's Cup campoign but containo lot of wisdom about the importonceof 'frame of mind' OS on element ofsuccess in onything. Sportsmen andbusinessmen o1ike will find much ofinterest in his remarks.

Bertrond wos introduced by CYCAvice commodore Inow Commodorej,John Brooks.

BROOKS: After AUStroli0 11's victory inNewport last year, public interest wasquite phenomenal, and in fact it has beencompared to the centenary test. Public in-terest has hardly abated at all in the fivemonths since lobn Bertrand and his boystook the cup away from the Americans -so much so that I noticed a week ago thatsomeone was importing 'holy water' fromNewport and selling it over here, and peo-PIe were actually buying it. Which intro-duces the thought that if Australia loosesthe America's Cup in Perth, the West AUS-tralians have the entire Indian Ocean tosell.

Our guest speaker today spent some-thing like two years of almost fulltimededicated work to the America's Cup chal-Ienge - eighteen months were actually fulltime - and he might have hoped at the endof that the could put his feet up and relax.Of course, in the five months since he won,that hasn't happened at all; if anything he'sbeen busier than he was all September. Iwould hate to hazard a guess at the numberof speeches that he's made, but to give yousome idea of the sort of guy he is, many ofthose have been done for free, as today's is.He has supported all sporting appealssince then, and I think it's a great credit tohim. He's been a terrific draw card forOlympic fund raising and everything else,and he's given of his time most generouslyin that respect. I'd like you all to welcome10hn Bertrand.

required, particularly over in Newport,and more importantly, all the homeworkthat he did before he got to Newport. Hehad various folios, about an inch thick, onvarious subjects including the keel. An-other folio was Tom Schnackenberg, andanother was the mast - three areas that wethought we might have been vulnerable in.You only heard about the keel but there areother areas that we were ready to fight arear guard action in, if necessary, becauseof the elasticity of the rules. That's whatthe America's Cup is all about. We knowthat the Americans have been looking at

^ the deed of gift in absolutely every direc-S tion that you can believe and of course we~ did too. The whole thing had to be pre-o pared because we didn't want to lose any^ race on protesting. We figured out quite a" long time ago that you'd lose just as many

points through loss of a protest as you docompeting on the race track

The last race was pretty tight. Isaw 'The Assault' the other night,and I couldin'I believe. .. I was ex-hausted after watching the film.Halfway through it, Hughie, whowas sitting next to me,Hughie Treharne, the tactician -was so up tight that he had to goout to the head! I said to Hughie,'Hey mate, we win! I know wewin!

The other section of this whole technical

gainbit, that's including the keel and thesails and the hull shape, of course, and themast and the spreaders and Kevlar ropesand all the bits and pieces that make up aformidable effort, or a lacklustre effort andin the past we have had boats that havebeen technicalIy as good and sometimessuperior in certain areas but have not beenstrong in other areas and the whole thingfalls like a pack of cards. You come backbeing so called beaten and that whole tech-nical side has to be figured out. That wasby and large Ben Lexcen and TomSchnackenberg, who pretty much workedfrom the deck up and those two people didan incredible effort. Certainly Ben's expe-Tience goes back a decade of 12-metre cam-paigning and so on

The third area of the link of the chain is

the people and particularly the crew selec-tion and generally the squad. We have asquad of twenty-seven that went across,and one of the problems that all the syn-dicates had faced in the past is that wehave always gone across with groups ofpeople which are by and large too manypeople. One of the problems we have witha large group of people is that we have ahard time getting the communicationgoing, or keeping it going. The next small-

OFFSHORE, April-May 1984 - 7

BERTRAND: When we came back from

Newport I remember getting a call fromsome farmers in the middle of Victoria,and this fellow asked if I could I come upand talk to them. He said "I and my matescan't quite understand what all this tackingis about. " He'd seen us on the television.

"Living 300 miles away from water wehaven't really figured out which way a boatis supposed to go, let alone this tacking,and why you didn't cover, and what's thisbusiness about 'Bettrand should be tackingnow'?" He said "First of all, before I saythat, when you fellows won we put theboxing kangaroo flags on the back of thetractors, so we were all for you. But, " hesaid, "this business of tacking - why don'tyou just go straight to the bloody mark andget it over and done with?"

What can you say to that? As John wassaying, it captured everyone's imagination,obviously in this country.

I would like to give you an outline of issome of the behind the scenes activities.

The public by and large don't have muchof a feeling of the planning that went intothe cup effort

Quite obviously it was a difficult eventto win; otherwise it would have been wonmany years ago. Again it blows me awaywhen I realise the America's Cup had notbeen won since before the American Civil

War, 132 years ago, so the amount of doI-Iars and energy and effort that have beengenerated by various people trying to winit show that there are obviously some fairlytough logistical and planning problems

o

overcome.

I think A1an Bond once said that the

America's Cup Ichallengel is only as strongas its weakest link, and that's dead right.It's not unlike running a successful busi-ness, and the various links are effectiveIythe administration of the whole thing. Thatcomes about with, for example, people likeBondy and Warren lones who did a lot ofthe manoevring and the politicking that is

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upper range that you can sail these boats -that the rules allow these boats to be sailed

- consistently. We were actually pressingthis boat hard at 35 knots wind strength,and we were wanting to see what wewould break and what we would not. in

fact a few things broke, like the runners,blocks and God kilows what, and weslowly beefed them up and got themstronger and stronger. Quite obviously notenough because we still had breakages upto the final race.

And the other area is that it was veryvery difficult to motivate the people be-hind it. Remember that you are really sail-ing in a vacuum anywhere when you aresailing by yourself. So sailing by yourselfis a bit of a waste of time in all honesty. It'svery very difficult to get everyone up andgoing. So I was keen about introducingphilosophies where we would really keepthese people going and really should to thelimit. One of our problems is that we neverwon this before, and I think at the best oftimes, Australians tend to be intimidated,maybe, when they go across and see theUnited States and its incredible rich re-

sources. Particularly when you are in-volved in something like the America'sCup, which is very much on the leadingedge of development. From a technicalpoint of view we have to compete againstBoeing Aircraft Company and in somecases NASA INational Aeronautics andSpace Administration). You can maybe bea bit overwhelmed by all that. So one ofthe philosophies that I think is interestingingeneral life - I know the kids really geton to this and a lot of people in businessdo too - is that I was keen to sail not as we

have tried to do in the past, where we justtried to match the American level of fi-

nesse - that's really what it amounted to,finesse being the administration and tech-nical areas and sails and whatnot - but totry to leapfrog that.

What we are trying to do is maybesimulate what Paul Elvstr6m wasable to do in the 1,950's when hewon four Gold Medals, I believe,in a row. He was well ahead of

his time. Paul was basically tenyears ahead of anyone else in theworld. He was probably the great-est yachtsman that the world hasever seen.

One of the problems with it all is that wedo limit our own horizons and with that,you restrict your final result, and reinem-bermg that we were operating in a vacuum,and we knew that our counterparts in theUnited States were already racing - theAmericans were racing amongst them-selves in Newport; the Italians, the Britishand the Canadians were already there ayear before the event. training in the New-port waters, and we were just sailingaround by ourselves, trying to see whatequipment would break, amongst otherthings, in 35 knots of breeze. So we wantedto cut all our shackles, break out of thisfeeling of being involved in just tryiqg toseek a certain standard, and to sail like ourchildren will sail in the year 2000. Thatmay sound just a little bit strange to some

10hm Bertrand at the Sportsman's Luncheonally took us 2Y2 months to decide thatAustralia U was superior as a match racingboat. That's how close the boats were. Wecould sail, in some cases, for ten miles andthere'd be about ten feet difference, whenthey had equal sails, and that was the key.The reason we chose AUStrolio n was that

she had superior tacking ability but sur-prisingIy enough to the layman whowatched the boats racing against Liberty inthe final races, Australia it was slowerthan Challenge 12 down wind in lightwinds pretty much all the time. Thatwasn't anything to do with wetted surface,but to the technical people it seemed to besomething to do with the inertia. I reinem-ber Syd Fischer telling me about one of theone'tonners that he had, I think when he

the World ChampionshipStormy Petrel. Apparently that was slowdown wind, and one of the reasons was,Hughie Treharne reckoned, that it hadsuch a low centre of gravity; it used to jerkall the time. Well, AUStrolio n would cer-^

" tainly have a low centre of gravity. it was a^ very, very stiff boat. it didn't heel over very^F much. She used to jerk a lot going down-

wind and shake the wind out of the sails,and that was one of the reasons that wethink the boat was slower than the more

free flowing motion that Challenge 12 had.That's with equal sails.

So we worked our bums off to developthe sails both up wind and down wind toovercome the technical problems that wehad with AUStroli0 11. And again that wasjust trying to plug the gaps in our inventoryand work very, very hard. That's one of theareas where Schnackenberg's genius cameinto the whole thing. So we worked very,very hard at the whole thing and we justtried to get to a standard which, unless wehad One hell of a lot of bad luck, we weregoing to win. That was the feeling that wehad. I think that's terrific. I think that if

people can pursue that philosophy, nomatter what their endeavours, that willtake them a long way; particularly childrenof this nation, and I'm not being cornyabout that, I think it's fantastic.

Three months before the Amen.ca's Cup is the cut-off date formaking any major modificationsto the keel, in particular. So whydid we keep the skirt around thekeel? it was quite obvious that wejust wanted to drive the Amen.cans nuts. it was a pain in thearse, in all honesty. But it wasvery important. Someone said tome "You strut your stuff ', andthat's very important, again, notto be intimidated by the incredi-ble image that the Americans hadbuilt up about themselves as aresult of 1.32 years of victory.

The other reflections that I had were on

the four-minute mile. it took so long tobreak four minutes, and eventually Bannis-ter broke through that psychological bar-Tier more than a physical barrier. And jin-mediateIy that happened, I think about halfa dozen runners broke through the four-minute mile - again, it was just something

OFFSHORE. April-May 1984 - 9

Good. better, best; never let it rest

people, but what we are trying to do ismaybe simulate what Paul Elvstr6m wasable to do in the 1950's when he won fourGold Medals, I believe, in a row. He waswell ahead of his time. Paul was basicallyten years ahead of anyone else in theworld. He was probably the greatestyachtsman that the world has ever seenHe introduced swinging straps for the FinnClass boat, when people were still sittingon the side of the boat like gentlemen do;he introduced bailers to the boats when

people were still, I'm not sure how, stop-ping and bailing the boat out. He was justahead of his time because he didn't know

anything different.I felt it was very important when we

were trying to break lose of this wholething, to unshackle ourselves, and say"Okay, let's not try to compare ourselvesfor the Americans with what we believe

they will achieve in 1983. Let's get to thelevel that we know our children will be

achieving in the year 2000. And then, ifwe really pursue that philosophy and notbe inhibited by our own thoughts and ourown expectations, then the Americans aregoing to have a hard time competingagainst us. " That's a pretty important turn-around in philosophy. it was very, veryimportant with the whole program.

I guess it did start off with the wholekeel - taking a punt. it wasn't so much of apunt as we did have the facility of usingChollenge 12 if AUStrolio U turned out tobe a slow boat. As it turned out, it was avery competitive boat, and we eventuallychose that boat - not, maybe, as coinpeti-tive as the press made it out to be. To giveyou an example, we raced Chollenge 12 for2V2 months on Port Phillip Bay, every day,and it was one of my responsibilities tofigure out which boat should be taken onbehalf of our syndicate. That was prettymuch at the time when the Chollenge 12syndicate was running out of money andwe were chartering Challenge 12n liter-

won

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We just focused in on the day athand and sailed one day at atime. That's very very important.it you're trying to achieve some-thing, and you really want toachieve it, and there's a lot ofpressure on you as a result, some-times self-imposed or sometimesthe result of your supporters orthe press or, in this situation, thecountry, you've really got to cutall of that out ouf your mind andjust go ahead and give it your bestshot. And don't dwell on the con-

sequences of winning or losing.That was my major push Iin 19831 all the

time; how do we get to the starting lineagainst Liberty, as it turned out - whateverthe boat was. .. we just called it 'the redboat' or 'the blue boat'... we weren't tryingto characterise the boats at all, or the peo-PIe, because we always heard about DennisConnor, Halsey Herreschoff, Don Black-aller, all the myths associated and gener-ated by the press about them. So we triedto make it all bland, and just talk about thered boat or the blue boat. in the end we

became so brash that we just called them'blue dog', or 'red dog'. The Aussies werecoming of age, I assure you. it wasn't out-landish; we weren't talking to the pressabout this, and we weren't talking to oursupporters about this; we were talkingwithin our own peer group, on the boat, toget the scales at least level, and that wasvery important.

Pride was a very important part of theprogram. The whole music thing, the battleflag, raising it with a certain amount ofpride; we bought the biggest loudspeakerswe could in Newport, put them on theBlock Swon Iwhich was our tender), andevery time we came into the dock weturned the music up maximum so that allof Newport could hear what we were doingand what we were about; it was not onlyjust for the supporters, but for all the New-port visitors, and particularly the crew ofLiberty and Courogeous and all those peo-PIe. And it was all pumped up with credi-binty; we had won so many races.

lobn Bertrand at the Sportsman's LuncheonWe kept the skirt around the keel; from

a technical point of view, if you have beeninvolved with any of this you realise, threemonths before the America's Cup is thecut-off date for making any major inodifi-cations to the keel, in particular. So whydid we keep the skirt around the keel? itwas quite obvious that we just wanted todrive the Americans nuts. And that's reallywhat it amounted to. in normal connota-

tions if you hide something it must begood, otherwise you wouldn't be hiding it.it was a pain in the arse, in all honesty. Butit was very important. Someone said to me"You strut your stuff". and that's very jin-portant, again, not to be intimidated by theincredible image that the Americans hadbuilt up about themselves as a result of132 years of victory.

So we had to turn that around. That was

very important.

I was speaking to the coach of theDallas Cowboys yesterday; he'sone of the winningest coaches inUs gridiron football history. Hereckons the mind, the psychologyof the whole thing, the way play-ers perceive themselves in gridi-ron, is 80% of winning. Onceeverything else if sigured out, justhow you perceive yourself in asituation is very very important.It's a major untapped variablethat makes people either win orlose. I've won and I've lost basedupon whether I perceived that Icould do it or not.

There are other areas, forgetting the tech-nicalities of the races which has been wellreported. One of the areas we had to over-come was the feeling of incredible pressureon the crew and on myself. A lot of peoplehave asked me how did I feel on particulardays during the whole America's Cup ons-IOUght, and how did we come from 3-I down, and so forth

For one thing, we had a tacking advan-tage with AUStroli0 11, there's no questionabout that. But Liberty was a highly coin-petitive boat against our boat. We weren'tsurprised, because we had had such a hardtime beating Challenge all those months inMelbourne. So we were expecting a goodhard race. But we had a problem when itcame to breakdowns. We also had not had

the intense racing against the foreign boatsas we did against Liberty; Liberty was beingsailed better than any of the foreign boatsthat we had raced against before. They hadbetter sails than the foreign boats; that'sbasically why were were able to beat theEnglish, the Italians, and so on. relativelyeasily, and also they were pretty muchpsyched-out with the myth of AUStroli0 11.But we had to really close our minds off,and focus in; that was very important.Again, a lesson in life that I've reallylearned from it all is that you can't reallydwell on the negative or the positive ofwhat you're trying to achieve; that's ex-tremely important. I could have burned upa lot of energy myself contemplating'would it be worth coming back to AUS-tralia if we lost?', that's number one, Dr.

,

Tom Schnnckenberg. head of the syndicate'ssoilmoking broins trust which did so well atimproving the soils that the Americans thoughtAustralia U had been 'sandbagging'

conversely, what would it be like to comeback to Australia when we win? Both those

things, in my opinion, at that stage of thecampaign, were totally counterproductiveto trying to achieve that final success.That's so important to realise.

So I was very concerned that, wheneverwe had our little crew meetings, and wehad larger meetings, but we pretty muchkept them down to 11-12 people, that wejust focused in on the day at hand andsailed one day at a time. That's very veryimportant. if you're trying to achieve some-thing, and you really want to achieve it,and there's a lot of pressure on you as aresult, sometimes self-imposed or some-times the result of your supporters or thepress or, in this situation, the country,you've really got to cut all of that out ofyour mind and just go ahead and give ityour best shot. And don't dwell on theconsequences of winning or losing.

What I would like to do is to just quicklygo over the last race, and how we felt, andso on. and then open it up for questions.

The last race was pretty tight. I saw 'TheAssault' the other night, and I couldn'tbelieve. .. I was exhausted after watchingthe film. Halfway through it, Hughie, whowas sitting next to me - Hughie Treharne,the tactician - was so up tight that he hadto go out to the head! I said to Hughie, 'Heymate, we win! I know we win!" So I cansee how everyone was really up tight inthis country. That's the first time that I'vesat back and looked at it as a passer-by.Quite obviously it was a pretty tough oldthing to come through against so calledmsurmountable odds. You've got to forgetabout the winning or the losing bit, that'sall crap; just go for it. That's how we reallygot through.

We went from 3-1 to 3-2. We always hadthis winning attitude on the boat; we vis-ualised ourselves as winning, and in myopinion, providing all the technical part isdone, you cannot entertain any sense ofreality if you haven't got a boat that's fastenough. You've got to be as fast or fasterthan the opposition if you're going to wina race. it's very difficult if you're slower.Also you've got to have all of the logisticsorganised. I was speaking to the coach of

icontinued on puge 31)

OFFSHORE. April-May 1984 - it

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OFFSHORE, April-May 1984 - 13

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INTRODUCING AWA :

NEW MAIOR SPONSOROF THE SYDNEY-HOBARTYACHT RACE

December 26th, I. 00 p. in. ,Eastern Summer Time... A date and a time that liberates ad-renalin in the veins of crews manningthe 150+ fleet of yachts that now area regular feature of the start of theSydney-HDbart Yacht Race. Hundredsof thousands of people all over thiscountry, who give little thought tosailing from one year to the next, nowcommit an hour or two of their Christ-mas break to viewing the start of thismajor sporting event on their televi-sion screens. in fact, as a result ofAustralia's recent yachting achieve-merits, and through the use of moderncommunications technology, the startof the Hobart race is now eagerlyviewed across the globe.

Perhaps less well appreciated,1.00 pm. on December 26th is a timewhen the adrenalin is also raised in adedicated team of specialists fromAWA.

AWA ino newcomer to the Hobart

For the past 15 years these AWA per-sonnel have provided the coinmuni-cations link between the Radio RelayVessel and the Cruising Yacht Club ofAustralia and the Royal Yacht Club ofTasmania. Last year hundreds ofthousands of dollars worth of ad-vanced equipment and services wereagain supplied by AWA to help col-late the data from the twice-daily re-ports of competitors' positions. Thisrequired both a high degree of per-sonal professional skills as well as theuse of extremely sophisticated tech-Dology.

This service included the uses ofthe INMARSAT tinternational Man-time Satellite Organisation) facilitywhich provided ship-to-ship andship-to-shore communications viathree satellites located 22,500 milesabove the earth in 'geostationary' or-bits over the Atlantic, Indian and Pa-cific Oceans.

The specially developed AWA Ra-dio Relay Vessel ship terminal hard-ware was designed to meet the latestINMARSAT ship earth station specifi-cations, capable of instant coinmuni-cations by telephone, telex, facsimileand hight speed data transmission toanywhere in the world, but specifi-cally to the CYCA and RYCT racefacilities.

AWA Sydney He bar, bel, , Race

This 'totally effective' coinmunica-tions has been of great significance ingood media coverage all over theworld, but it has also been a majorcontributor to the unparalleled safetyrecord of the Race, according theCYCA Commodore 10hn Brooks.

in 1984, with AWA becoming theSydney-HDbart's major sponsor, theCompany's role as the supplier of so-phisticated communication equip-merit has been dramatically ex-panded. Mr Ron Stewart, GroupGeneral Manager of AWA, explainedto Offshore: "it is highly significantthat an Australian-owned companywith such a 'high-tech' orientationcan extend its diverse technical sup-port to such a major sporting event asthe Sydney-HDbart Race. "

in addition to major financial sup-port, Mr Stewart confirmed that AWAwill sponsor the Race's Radio RelayVessel, total ship-to-ship and ship-to-shore communications, navigation alplotting, and such things as jinmedi-ately computed handicap positioncalculations.

But does AWA do all of that too?

While AWA is maintaining an impor-tant and visible presence during therunning of this year's Race, you mayfind it surprising just how much thesame company is involved in yourday-to-day sailing life.

For example, when you use the tele-phone to check on this year's Raceweather conditions, or indeed forthose of any other major CYCA orRYCT race, look at the underside of

om of the Radio Reloy Vessel. Below: Telecom

, I

INMARSAT dome installed upon the Radio Re-joy Vessel ploys a port in the world's mostsophisticoted yacht roce radio communications

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AWA, New Sponsor of the Sydney-Hobart Race

AWA and the latest computerTomorrow, from Tennant Creektechnologyto Outtrim and Viveash

While people worldwide will closely Another integral component of the to-follow the start of this year's Race tal Sydney-Hobart system will be thethrough existing satellite facilities, use of advanced computer technol-many in remote parts of Australia will Here a number of AWA coin-ogy.not. The proposed AUSsat domestic puters, located aboard the Radio Re-satellite system facility, due for lay Vessel, and at the CYCA andlaunch in late 1985, will have the RYCT, will accept by satellite yachtcapacity to beam the start, progressive geographic positions and will rapidlyplacings and final line honours/over- process these data to produce handi-all results to Australian viewers cap positions for immediate distribu-through the vast outback of this con- tion race officials and to the media.

No matter who you are, AWA coin-tinent with the help of AWA. And inensuring that AUSsat is the total suc- puter systems are still likely to becess it is hoped to be, AWA will be helping you in many other ways, POS-providing a highly technical and so- sthly even in your own business op-phisticated monitoring system to su- erations.

From the single terminal Coronapervise the performance of the satel-lite and help to guarantee it's full personal computer to the twocommunications ability. hundred terminal Sequel computer,

So from Tennant Creek and Coona- one of the world's most powerfulbarabran, through Cape Everard and business systems, it is AWA that de-

livers the world's latest computerGerangamete to Outtrim and Viveash,the nation's country viewers will be technology.

AWA has an unsurpassed reputa-provided the same enjoyment of livetelevision coverage as their counter- tion for design, manufacture and sup-

ply of a diverse range of computerparts in Australia's capital cities.terminals, multiplexors and speci-

AWA Sydney Hotsr, bel, * Race

ansed information systems. Manymembers of this range will be usedduring the HDbart Race, but manymore are designed for specific uses ingovernment, industrial and coinmer-cial computer networks.

Above: AWA's Corono personol computer is UVuiloble in portable und desktop models. Belowthe well known luridmork of Sydney city. the AWA tower

I I

AWA's BARRA Sonobuoy represents the world'smost sophisticoted passive directional equip-merit

Safety, efficiency and defence atsea

in supporting the exciting achieve-merits of this nation and, most impor-tantly, the safety of this nation'syachtsmen, AWA emphasises the jin-portance of its low cost EPIRB radiobuoy.

But the day-to-day safety and effi-ciency of Australia's merchant fleet isalso catered for, by such AWA prod-ucts as radar, depth sounders, ad-vanced radio equipment and naviga-tional aids, to name but a few of themore popular marine items suppliedby the Company.

At the same time AWA plays animportant role in the defence of ourseaways, for example, by its produc-tion of the BARER Sonobuoy, claimedby defence experts internationally tobe the world's most sophisticated pas-sive directional equipment of itskind.

OFFSHORE. April-May 1984 - 17

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MUDDY GRAS INTHE WETSUNDAY PASSAGE

The inaugural Hamilton Island Race Weekby Robin Copeland

"Cloudless blue skies" the brochuresaid; "Iaze on deck beneath the stars".I had to reread the promises to reinem-ber the lines - only the facts have beenchanged to protect their memories.Hobart's six bunks on a leaky boat hadnothing to compare with Hamilton'seight days of incessant rain.

They were right about the "ex-pected prevailing southeast trade-winds' ' though, and for anyone whohas spent time sailing in the trades weshould have remembered they comehand in hand with squalls. Time is awonderful moulder of memories, andnow with the warmth of a coral fire inthe cold dull suburbs of Sydney "thesprawling emerald island set in a tur-quoise sea" does tend to be a rosierrecollection.

Gladstone was. where it really allstarted land who put the washing upliquid in the memorial fountain nextto the yacht club on the eve of AnzacDay?). Yes, here we saw the heat.Cloudless blue skies and balmybreezes in abundance promised aClipper Cup type series. Hamilton Is-land actually shares the same latitudeas Hawaii, 20' 20' Ijust different vi-sions!).

You could tell we were destined to

have to enjoy ourselves when the twobrokers, Maurie and Lawne IDrentand Cubb), arrived on board withtheir own porta-paks of Bundy, withmutton bird premixes. Woody carriedhis premix in a pouch.

After the unveiling of Apollo's newstern at Brisbane we were wonderingwhat go-fast trick they had in store forthis race. We didn't have long to wait.At a predetermined signal from thepress helicopter the entire crew dis-appeared below decks leaving a be-wildered Squeaks IAnsett's Lyn Keepjalone at the helm.

A hairy gybing run up the unlitCumberland Passage got the adrenalinpumping and for Bill Chesterman hisblood running. An altercation withthe spinnaker pole gave our ownlames Herriott, Jerry Humphries, achance to stitch a scalp; it must haveknocked some sense into Bill, how.ever, as he stoicalIy insisted on wait-ing for the finish where he offeredhimself willingly to the needle of the

aheadresident nurse. Further up

Apollo was seeking advice on the ra-dio from Marine Hull's harrowedManaging Director, Fred Wilson, as to

whether, in light of the fact that theywere hurtling down wind at an alarm-ing speed in the darkened passagewithout a chart (the relevant one hav-ing escaped overboard for a prematureburial at seal, the boat was still in-sured?

The release of 300 cans of free'XXXX' at the the pre-race briefingendorsed the fact we were also atHamilton Island to have fun. I reinem-ber someone telling me that the rea-son Queenslanders call it XXXX isbecause they couldn't spell beer.Which is a literal problem comparedto the dilemma the ad guys for a cer-tain American company must havefound themselves when confrontedwith Castlemaine's latest sing-a-long'I can feel a 4X. ....'. Their client sellsa product also called 'Fourex' - a con-traceptive.

The first short race took us roundSouth Mone and Daydream Islands.Not many were prepared for the So-lent-like currents. An off-wind startwith a three knot ebbing tide sawsome vigorous back-pedalling withmore than one other boat nearly hav-ing to harden up to claw roundAchilles, 'Pinch by Winch' was an-

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funny hats and slapping thighs. Thegrass is no greener ithough notthrough lack of rain) so the followingmorning it's back to the island for thewindsurfing finals and outriggercanoe races.

For us the series fizzles out at this

point as Taurus 11 has been with-drawn from the 250 miler due to lackof interest. We're not Robinson Cru-soe, as by the time the long race startsthe 35-strong 10R fleet has been re-duced to ten, a sad reflection on thestamina of the participants and anunfortunate snub for the organiserswho have put so much effort towardsmaking the series a success.

Anyway it does give the less seden-tary a chance to explore, as the prodi-gal sun returns to dry the island out.At the northern end is a 160-acre

fauna park where kangaroos, walla-bies and emus mingle and feed withfour different species of deer. Thefive-million litre dam within the parkhas quickly become the adopted homefor almost every species of wild duckand water fowl in the WhitsundayIslands. After that it's time for tennisand a couple of games of squash.When we've finished the archerythere's the gymnasium to contendwith before finally falling into the spa.

By the time we leave on the SIkor-sky, the brochure Do longer lies andwe depart reluctantly, with thoughtsof what might have been. The seriespromises to be the best in Australia,only equal to the Clipper Cup in thePacific, with true strong breezes 115-25 knots) at all times, good coursesand a demanding mix of varying cur-rents, lee shores and exhausting enter-tainment.

Hamilton Island Race Week

Golden Plover, run by old CYCA member John DeVere. coils in for the festivities. This magnificentold ship speciolises in windsuofing safaris in the Whitsundoy Passage und is one of many famousyuchts that have retired to the urea, including CTetel, Bacchus und Solo

Results Ifirst 15 placesI10R DIVISION

Place & Yacht lownerjt. Hitchhiker IP. Briggsj2. Too Impetuous IC. Lambertj3. Scallywag IR. Johnston)4. Surefoot IB. Tardrewj4. Silver Shamrock ip Cavillj6. Agression (P. Daniel)7. Ragamuffin Is. Fischer)8. Apollo U. Rooklynj9. in Hard IB. Tardrew)

10. inch By Winch 11. Goddardj11. Sangaree IR. Flockhart)12. Taurus U IC. Leej13. The Sting IR. MCKendrick)14. Apollo in IC. MCHaroxbyj15. Thirlmere Is. Greenj

Points

485

484

481

479

479

457

442

429

383

374

352

349

348

344

338

ARBITRARY DIVISION

I. The Manly Ferry IM. Blackmo2. ETic in IM. Munro)3. Fat A1bert IB. Bagill)4. Nimrod U W. Eadiej5. ATgus IC. Kimmorley)6. Chapter 7IH. Secomb)7. Chasseur 11. MacLeanj8. Friction IT. Patchj9. Kookaburra ip. Knott)

10. Windforth IB. Linforthj11. Sailmaker U U. 0'Dellj12. Nirvana ip. Bevisj13. WinterIude IP. Broadhurstl14. Castoro Ten (A. BIOorej15. Anki IT. Wynnej

Canoe roces; here the 'press boot' features CYCA men Rob Mundle tin the stemj und Sandy PeacockIsecond from bowl

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459

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GLADSTONE To HAMILTON,AND THE NEW ISLAND RACE WEEKCOMES ALIVE

by 10hn WoodfordWe all make comparisons! The in au-gural Gladstone to Hamilton IslandRace and the Hamilton Island Race

Week itself will be no exception. inthis case, however, the comparisonswill not be made with other races orseries in Australia. Inevitably coin-parisons will be made with overseasseries, series such as the SardiniaCup, Antigua Week and the ClipperCup. The similarities of Hamilton Is-land Race Week with these three isstriking and will be discussed formonths to come in the bars of manyyacht clubs.

The Gladstone to Hamilton IslandRace was an indication of the condi-

tions to be expected during RaceWeek. it gave all yachts a taste of theweather, wind, tides and spectacularscenery.

Gladstone to Hamilton Island

The leg form Gladstone was sailed ona TCF basis with line honours goingto lack Rooklyn's Apollo sailed byDuncan Van Woerden. Handicapplacings went to I. Scrimpi A IRossPerrin and Colin Loel, RQYSj,2. Silver Shornrock and 3. Vicious.

The start in Gladstone harbour was

sailed into a light southeasterly andagainst a flood tide. The advantagewent to yachts starting at the end ofthe start line opposite to the starter'sboat and to yachts which worked veryclose to either shore. After rounding aDayglo marker, set one mile beyondthe Gladstone harbour channel mark-

ers, all yachts headed north before anincreasing southeasterly.

This wind pattern continued to thefinish providing a fast and enjoyablerun of 305 miles in around fortyhours' During these forty hours allyachts enjoyed the steady southeastwinds of north Queensland and thespectacular offshore island scenery ofthe area by day and by night. Thenavigators also experienced the pres-sures and the joys of rounding or pass-ing between unlit rocks and islandsby night.

Perhaps two of the best anecdotesof the Gladstone to Hamilton IslandRace both came from the yachtThe Monly Ferry. Getting a yacht intoa marina finger wharf under sail aloneis a trick in itself. When the sail poweris a wrapped spinnaker, the heavies,the purists and the camera nuts all

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Apollo leads Ragauffin during one roce of the Hornilton ISIond series which sow some veryexciting racing

want to talk about it or take photos for pieted; a major hotel complex; marinahours' To divert attention from this facilities; full landscaping of the area.the crew of The Ferry told the story of As an example of the approachtheir new mast hand. When screamed taken by the Hamilton Island Manage-at to 'bounce up the genoa', he looked merit to the future, an artificial beacharound in amazement, and then when inside massive breakwaters is

screamed at again, he accepted the planned at Catseye Bay. To overcomeorder literally - reached down, the large tidal differences which cangrasped the genoa firmly in his arms spoil most beaches in the area, a weirand proceeded to bounce up and gate will be constructed across thedown on the foredeck. opening in the breakwaters to control

Hamilton Island is being developed the water level inside the artificialby Keith Williams as a major tourist beach area - no small undertaking.attraction for both Queensland and The approximate size of the enclosedAustralia. No expense is being spared area will be 400 metres by 100 metres.

This same philosophy was evidentto ensure that the new resort is suc-

in the way Keith Williams, Hamiltoncessful. Development to date in-Island staff and the Race Committeescludes: the construction of an airport

twith Arisett AirlinesI, cut through a went about their business of organis-solid rock mountain and long enough ing both the feeder race and the Raceto take wide bodied jets; accommoda- Week.

As for yachting facilities, Hamiltontion for 2,000 people, nearly coin-OFFSHORE, April-May t984 - 23

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windward against the tide, it soonbecame very obvious that yachtsshould use the 'touch and turn' tech-nique of taking off shores. As oneowner commented, this did mean thatthe crews did not need to take lunch

- 'they could eat the oysters off therocks'. The prize for most touchesprobably went to Surefoot, sailed byRay Roberts, who admits to four solidbounces.

As the series continued, navigatorsused the tides to their best advantageand at times yachts passed betweenrocky outcrops which, at low tide,would be exposed. This aspect of theracing, coupled with the steady 20-25 knot southeasterly winds, madethe series truly exciting. The onlycomments from crews as to improve-merits in the courses was the possiblerearrangement of the programme toplace the long race in the middle ofthe programme rather than at the end,the doubling of points for this race orthe possible shortening of the race toperhaps 180 miles so that its lengthwas not so disproportionate to that ofthe other four races.

A recommendation for

pointscorimgThe pointscoring system 1100 pointsfor 1st place, 98 for second, and thenone less point for each place, with nopoints for non-start or non-finish) didrequire yachts to complete all races tohave any chance of winning. Thispoint scoring system could be re-viewed to give a starter but non-fin-isher one less point than the last fin-isher. The existing system wouldallow a yacht to have, say, five 18thplaces (405 pointsj and beat a yachtwith four 1st places and a non-finish1400 pointsj. In series racing, a gearfailure which prevents a yacht finish-ing one race should not prevent theyacht winning the series. in this in-augural series inch by Winch 110Rjand Sanmaker (Arbitrary) did notgain points in the first race for differ-ent reasons. This effective Iy pre-vented them from any chance of win-rimg the series.

The racing in the 10R Division wasextremely close. With the four shortraces completed and only the singlescoring 250 mile Coral Sea Race to becompleted the points were:Too Impetuous 388Silver Shamrock 388Hitchhiker 387Surefoot 384

Scallywag 384The Coral Sea Race saw DiHordIwhich had not completed the thirdrace and so lost any chance of win-rimg the series) as winner from Hitch-

andScullywog 11hiker,

Hamilton Island Race Week

Game in Hamilton'sIOUno pork getting supplemental feed from the inninlond

Too impetuous. Just enough pointsfor Hitchhiker to take out the series.

in the Arbitrary Division prior tothe 90 mile Short Coral Sea Race, thepoint score read:The Manly Ferry 391ETic 111384

Friction 379

Nimrod U 366

This meant that ETic In had to winand the Monly Ferry had to come 7thor worse. Eric 111 sailing with all stopsout did win the race, with theMonly Ferry gaining 4th and enoughpoints to win the series.

Following the completion of the se-Ties and the presentation most crewstook the opportunity to spend a cou-

pie more days relaxing in what, witha change to hot, dry weather, was nowconsidered as paradise.

The Hamilton Island Managementand Race Committee left no stone un-turned in attempting to make the In-augiiral Hamilton Island Race Week asuccess. There is little doubt that thisenergy will continue and the futureHamilton Island Race Weeks will be a

great success due to the good sailingconditions, the wonderful setting forthe series and the social life ashore.

The Race Committee and Hamilton

Island deserve full congratulationsfrom all yachtsmen in organising thisinaugural series. .

Pool and innin dining complex of the resort, Cotseye Boy

OFFSHORE, April-May t984 - 25

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ARE WE HEADING FOR THE PERMANENT

DEMISE OF AGE ALLOWANCE?by Gordon Marshall

When Offshore heard of the impend-ing changes to nextyear's rOR hand-teappin, g due to the phasing out ofAge Anow"rice, we asked GordonMarshall to write the following orti-ale of explanation.

Gordon has been involved withthe aministr. "don of Age AMow-once since the very early days of itsimplementation, and he representsthe CYCA at the fun"al Australian

yachting Federation 's OffshoreCommittee Meetings.The April meeting of the AustralianYachting Federation's Offshore Rac-ing Committee decided to eliminateAge Allowance from the handicap-ping of ocean racing for the seasonahead, 1984-1985.

This decision was for shadowed

twelve months ago when they beganto phase it out in the season just con-cluded.

adopted by the AYF as the Age Allow-ance for all Australian Ocean Racingin order to give uniformity to handi-capping.

Since then, the Offshore RacingCouncil, which administers the 10R,became aware of the need to assistolder yachts and therefore introducedits Mk 3A calculation to be operatedin the tandem with straight-out Mk 3.This operated for several years as anoptional system, though we in AUS-tralia continued without the 'A' of the

Mk 3A, preferring to use Mk 3 to-gether with the AYF allowance,which was markedIy more generous.

in 1979, Mk 3 ceased being shownon rating Certificates and Mk 3A be-came obligatory by ORC edict. Wetherefore modified our local allow-ance so that a combination of both

Mk 3A and the local allowance ap-proximateIy totalled the original CYC/AYF allowance.

However, with the periodic changesand additions to Mk 3A, it becameincreasingly difficult to reinodify theAYF system, and in particular, theagreement of all States at the annualAYF meetings was hard to achieve. it

The history of Age Allowance inAustralia

The CYCA introduced its own AgeAllowance back in 1965 and operatedit quite successfully for four of fiveyears before it was adopted by theAYF. it was initially implementedafter conducting a detailed analysis ofour fleet results in order to establishthe rate of obsolescence, with the aimof keeping the older yachts racingwith a inodicum of chance of winningan odd race.

Our general attitude was that ifolder yachts won up to 25% of ourraces, then that was acceptable anddesirable.

To prompt your memories back tothis period, let's quote some old raceresults. in the 1965 Montagu IslandRace, Coptice of Huon twith Age A1-lowance) was able to beat the originalHogomuffin into 2nd place in Divi-sion I. At that time Bogomujfin wasthe current wonder boat, yet Age A1-lowance gave the much older Capricea chance of winning when well sailed.A week or two later, in a Coogee Is.Race (we used to round Coogee Is. inthose days), Rugomujfin achieved a1st, whilst Coptice was 2nd. The suc-ceeding placings were filled byMercedes, Koomooloo. and Bocchus,in that order.

The system was subsequently inod-ified slightly in the light of our oper-ating experience, whereupon it was

became a compromise between whatwe felt was necessary here in Sydneyas compared to, say, what the WesternAustralians saw as suiable for their

fleet. in retrospect, it is now apparentthat the recent compromises whichcame from the National Conferenceswere not really ideal for most of theStates. Thus the thought that the local(Australian) allowance should bephased out was born, and next seasonwill see this eventuality finally occur.

Whether or not the Mk 3A rating,with its inbuilt Age Allowance, willbe idealIy suitable is a matter whichshould be examined on a fleet by fleetbasis, taking into account the individ-ual club's philosophies of maintain-ing the older components of theirfleets. in order to do this, the advan-tages and disadvantages of Mk 3Ashould be recognised.

Next Year'sLast Year's

Actual Equiv. Equiv.Equiv.10R AYE 10R10R10R

Rating TCF DropRating Age Ratingtreet) Date TCF iteetj TCF iteetj Drop reetjYacht

Too Impetuous 31.6 .8082 306 .009931.6 1983 .8181 1.0

Indian Pacific 304 1983 .8066 30.4 .7970 29.4 .0096 1.0

Once More Dear 30.2 1982 ,80/5 29.9 .7950 292 .0065 0.7

Taurus U 330 1981 .8243 323 .8210 31.9 .0033 0.4

Adrenalin Nil Nil301 1980 .7941 29.1 .7941 29.1

Marloo Nil Nil330 1979 .8210 31.9 .8210 31.9

By way of further explanation, and talking in terms of 'rating' Ifeetj rather than in TCF,the following is the situation of each of the yachts in the table.Too impetuous: Her next year's TCF will bring her 1.0' ITatingj closer to Adrenalin andMono0,0.6' closer to Tourus n and 0.3' closer to Once More Dear Friendshidion Pocific: Same circumstances as Too impetuous, above.Once More Denr Friends: She will be 0.3' worse off compared to Too impetuous andIndian Pacific but will be 0.3' advantaged relative to Tourus M amd 0.7' better off withAdrenalin and Marloo.

Taurus 11: She will be 0.6' worse off compared to Too impetuous and indion Pocific, 0.3'worse with Once More Dear Friends and 0.4' worse compared to Adrenolin and Monoo.Adrenalin and Monoo: They will both be 1.0' worse off compared to Too Impetuous andIndian Pocific, 0.7' worse with Once More Denr Friends and 0.4' worse compared toTourus.

Finally, all yachts with an Age Date of 1980 or earlier will be affected in the same way asAdrenalin and Monoo.

Note. For those of you who have difficulty wrestling with the sixth root calculation, itmay help to observe that for ratings that we are dealing with in the foregoing examples,9 points 1.0009j of TCF is approximately equal to 0.1' of rating.

TABLE: EXAMPLES EFFECTS OF NEW FORMULA ON RATINGS

The advantages/disadvantages ofMk 3A

Mk 3A is roughly two thirds as gener-ous as the old CYCNAYF Allowance,but based on design CTitera instead ofstraight out age. This design aspect ofMk 3A is to be applauded, though its

icontinued next page. I

OFFSHORE, April-May 1984 - 2

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WEATHER OR NOTNighttime breezes"The winds of the dayti'me umes"e undfight,Longer and stronger than those of thenight. "

Most yachtsmen are wary about thewinds during the night, but those whomaster the often flukey conditions de-serve to be well up in the races. Theovernight wind structure can be rathercomplex, but a few basic rules go along way to improve overnight per-formances.

it is probably best to understand thesituation by firstly appreciating whatthe wind does at night over a landsurface.

it the wind is not too strong Ilessthan force 6, or 22 knots), then it'smost likely to die away in the eve-Ding, only to reappear a few hoursafter sunrise. This disappearance ofthe wind at ground level is caused bythe changing air temperatures withinthe atmosphere's first Y, kilometre. Atemperature inversion develops fromthe earth's surface, as the ground landthe air in contact with it I cools at afaster rate than the air above. Thisleads to a situation where cold airunderlays slightly warmer air - stableconditions, and consequently inhibi-tive to the turbulent character of the

wind. That's why on a typical night itmay be calm at the surface, but theclouds above will continue to drift bywith the wind, the clouds being abovethe first v" km of the atmosphere.

with Roger Badham

Over the land, nighttime coolingprocesses depend heavily upon theamount of moisture Ihumidity) in theair, allowing the earth's surface to ra-diate the stored daytime heat backinto space. Over the sea surface, thesituation is much more delicate Iy bal-anced, with no great cooling processgoing on at night. The sea surfacetemperatures IsST) remain relativelyunchanged during the night, and thesituation needs to be looked at inmore detail.

However, comparing the SST andthe overly ing air temperatures can bevery useful in estimating the night-time wind patterns. it the SST isgreater than the air temperature, thenthe set-up is potentially unstable andthe wind flow will probably persistwell into the night. On the other hand,if the SST is less than the air temper-ature, then the situation is probablystable and the wind flow will be

dampened.Of course, the presence or absence

of nighttime winds is not that simple;if it were, then a quick measurementof the respective temperatures wouldprovide the wind forecast. Much moredetailed measurements would be re-

quired, but it's possible to infer thelikely night winds by simply knowing

WINTER

PrevailingWinds

TABLE: NIGHTTIME WIND STRENGTHS

NW-SW>20K

NW-SW<20K

the wind speed and direction, thetime of year and your position relativeto the coast. The winds are most

changeable in coastal waters, the veryplace where most cruising and racingoccurs. In the coastal waters Idefinedfor this purpose as lying between thecoast and about 10-20 rim seawards)the airflow takes on land or ocean

characteristics depending uponwhether the winds are offshore or on-shore.

Sailing along the NSW coast, thereare only a few regular prevailingwinds, and it is not too hard to clas-sify these winds as to their nighttimetraits. The following table shows threeprevailing winds for winter 11ate au-turnn to late spring) and an almostidentical three winds for summer 11atespring to late autumnj.

S-SE>15K

Coastal

S-SE<15K

NE>15K

2

Offshore

3-4

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SUMMER

Prevailing

Winds Coastal

I. = Winds continue similar to daylight hours'2. = Winds reduced to be as much as 50% of daylight hours'3. = Winds severely reduced to be between 50% and 10% of daylight

conditions.

4. = Very light winds - probably less than 10% of daylight conditions.

I-2

I

2

I

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2

I

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I

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2

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2-3

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2

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3

The table shows that there are signif-icant reductions in the mean wind

speeds over coastal waters during thenighttime period. it must be stressedthat the table is only a very broadguide, and every situation should bewatched for signs that the nighttimewinds will fall outside the different

categories. The crossover betweencoastal and offshore areas also needs

qualification; offshore winds willtend to have a wider coastal watersstrip than on shore winds Idue to thevastly different fetch involvedI.

Although the table is only a broadguide, it shows the benefit of some-times slipping further seawards atnight so as to keep the sails full.Combining this technique with a bet-ter sea breeze understanding. it ispossible that trips along the coastshould be looked at as DSCillating 12-hour sections - closer in during thedavs 19.00 a. in. to 900 pm. ) and a

OFFSHORE, April-May 1984 - 29

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Icontinued from page 1.11the Dallas Cowboys yesterday; he's one ofthe winningest coaches in Us gridironfootball history. He reckons the mind, thepsychology of the whole thing, the wayplayers perceive themselves in gridiron, is8070 of winning. I was speaking to BobShearer the other day, and he figured 70%- those were unsolicited comments. Quiteamazing. I feel similarly; once everythingelse is figured out, just how you perceiveyourself in a situation is very very impor-tant. It's a major untapped variable thatmakes people either win or lose. I've wonand I've lost based upon whether I per-ceived that I could do it or not.

And then when we went from 3-2to 3-3, again there was no celebra-tion on the boat. People werepretty excited about that, becausethey said "Well, the whole ration-anzation is if we blew it, wewould be able to live with our-selves". Again we just used it as astepping stone. it was only reallyafter we won the America's Cup

lobn Bertrand at the Sportsman's LuncheonSo it's amazing, the relative performancesome sort of flu. The crew had put in a lot

of the boats; people talk about AUStrolio Uof effort and they were pretty much physi-just being so fast down wind. Bruce Kirby,cally and mentally exhausted by the wholewho is a very well renowned designer, whothing. designed Canada I, has just put out a tech-On that final race, just to give you a quicknical paper saying that it was quite obviousoutline, again within the elastic limitationsthat AUStrolio it was sandbagging, whichof the rule, the Liberty people were able tois shielding its true performance, all sum-remove I thinks something like 1500-1800mer, because quite obviously the boat waspounds of ballast and add a foot to the so fast down wind they must have had theforetriangle. That really revved the boat up;trim tab over one way and the rudder overit maybe got tippy but it didn't seem tothe other way every time they raced Con-matter because we were sailing in lightudo I and Victory and Chollenge 12, andwinds on that final race. The boat wasthat was there conclusion. Of course theparticularly fast and had just a hair of extra Americans just became a bigger and biggerspeed on Australia 11 to windward, prettyproblem in their mind; they were prettymuch all day, until we started tack. So thatmuch psyched out. They didn't sail aswas a little urinerving itself, because whenwell; the general consensus on the boatyou get into a ... we tacked on Liberty and was that they were waiting for us to catchshe was just slowly eking out from under-them and of course you can never race aneath us, and then we got into a bit of aboat, or never compete in anything whereheader and it was her turn to such out toyou're waiting for the competitor to catchweather from us. We had a hard time justyou, and they made a series of mistakes,staying in the race. Our saving grace wasone of them was that they gybed I thinkthat the breeze was very very shiny, up tofour times more than we did, and every30'; that's always tough; it makes a night-time you gybe you lose about 40 feet, andmare of racing. We effectiveIy just hung inthat's 160 feet right there, and they missedthere as best we could; we made mistakesa couple of the wind shifts, and we gotand Connor and his crew made mistakes,right into them, and all of a sudden we hadbut we just hung in there and tried to bidea boat race on our hands. That was inour time. And we wouldn't have, in reflec-hindsight at the end of the race. it was ation, if we hadn't had 40-50 races undermatter of just biding our time and sailingour belt. Because we'd been there and donethe boat very well, and that was a totalit all before; we knew that if we bided ourcrew effort; it was a fantastic atmosphereon the boat. I think that if the crew didn'tfeel that they could do it, were goodenough, or better, then we wouldn't have.QUESTION, lust how important was thekeel? You mentioned that in the trialsdown in Melbourne that in some respectsChollenge was superior to Australia 11.Could you have won with Challenge 12?BERTRAND: I think we could have won ifwe hadn't have had to come from 3-tdown. in other words, if we hadn't havehad gear breakages and the normal hic-coughs initially, for sure we could havewon with Challenge 12. But AUStroli0 11was a better match racing boat based onthe fact that its tacking ability was betterthan we even thought in terms of the char-acteristics of match racing. But I doubt thatwe could have come from 3-t down withChollenge 12.

The major variable in my opium-ion, in all the racing I've everdone, in Olympic games, WorldChampionships, and America sCup, it's just how good these guysfeel. The way people conceive ofthemselves and how confidentthey feel is just so important. Ican't overrate it at that level ofcompetition. Normally, in justclub racing the major variable isof course just pure technique,sails and hull. But if you work onyour club racer for two years andyou spend million bucks you infigure all that out pretty quick.QUESTION: When you came around theAmerica's Cup buoy for the last time, andyou took off from the course and thenUberty came around and tacked, you

OFFSHORE, April-May 1984 - 3t

that we felt like celebrating. Butwe were so dammed exhaustedthat everyone just went to bedand slept.

Coming from 3-I to 3-1 to 3-3, it s inter-esting in that we weren't there to createhistory, we were there to win So when wewent from 3-1 to 3-2 there was no celebra-tion on the boat at all even though werealised that at 3-2 we had created history;no Australian boat had ever won two racesbefore. And if we went back to Australia -this was the story that was being told to me- we could still hold our heads high. Butwe just felt it was a stepping stone. Andthen when we went from 3-2 to 3-3, againthere was no celebration on the boat. Peo-PIe were pretty excited about that, becausethey said "Well, the whole rationalizationis if we blew it, we would be able to livewith ourselves". Again we just used it as astepping stone. it was only really after wewon the America's Cup that we felt likecelebrating. But we were so damned ex-hausted that everyone just went to bed andslept.

We effective Iy just hung in thereas best we could; we made mis-takes and Connor and his crewmade mistakes, but we just hungin there and tried to bide ourtime. And we wouldn't have, inreflection, if we hadn't had 40-50races under our belt. Becausewe'd been there and done it allbefore; we knew that if we bidedour time. .. the idea was for themto make a mistake and for us totake the initiative, to take the up.portunity when it came.

So the celebrations only came about twomonths after the America's Cup. That'show washed out we were. Immediatelyafter the America's Cup, pretty much everycrew member - to a man - came down with

time. .. the idea was for them to make amistake and for us to take the initiative, totake the opportunity when it came.

Well it did come on that now famoussquare run. There were two reasons I think.One is that we were sailing probably be-yond our normal potential; the crew justsailed the boat beautifully. the wind shiftlookers - jarra on the foredeck and HughieTreharne and Colin Be ashel and all theboys had just locked in beautifully for it -they knew it was a pretty important race.We just hit two shifts pretty much per-fectly, two 15" shifts, and the Liberty crewwere really spooked about our potential offwind, square running performance. Wegained, I think, 57 seconds in only the firstthird of the leg. When we were locked intogether it took us another third of the legto gain about 20 feet

You can never race a boat, ornever compete in anyrhing whereyou're waiting for the competitorto catch you.

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technique, sails and hull. But if you workon your club racer for two years and youspend million bucks you'll figure all thatout pretty quick.QUESTION UndaudiblelBERTRAND: Well, there are the WorldChampionships of which the Aga Kahn isthe organiser, so if you've got a few sparebucks and you want to go and see sometwelve metres in September, I think thatA1an [Bond] is wanting a charter a boat,maybe Chollenge 12, and part of the prob-Iem is that a lot of the people who sail -it's three and a half years apart, and peopleget old, and they want to do other things,and one of the things is to get the new

BEAM ENDS

blokes up and going to a twelve metreexperience. We can't be left behind if we'reserious about defending that hard-earnedtrophy. So we're going to send some youngpeople over to sail hopefully Challenge 12in the twelve metre championships.qUESnON: I've heard over almost the lastquarter of a century of Australia's previouschallenges that once we've won it we'llnever lose it because the Americans willhave to come out and sail in our condi.

tions. The question is 'are we unbeatable?'BERTRAND: No. I think that that's really. .. ifwe have that feeling then we'll get ham-mered very quickly. The Americans are nodo dos; before we were racing against the

by Robin Copeland

New York Yacht Club; now we're racingagainst the stars and stripes. It's a very veryformidable, emotional thing now. I've spo-ken to quite a lot of Americans over thelast week in MeIbouTne, and they love acontest, and they'd liked - or they canaccept - to see the underdogs comingthrough, the Aussies, and winning theRace. But now there's a lot more at stake.

So, for example, Connor is getting a boat intwelve months time in Fremantle; that'sgoing to be two years before the America'sCup. All of that will be unprecedented.The Americans will figure out how to workout the conditions pretty quickly, I wouldguess. .

rr in the skyApart from bringing showers it seemsApril is also the month for meetings.Brookes and Gatehouse came down

under and stopped in at the CYCAone evening to give us a look into theirfuture of Electronic Instrumentation.

Rex Turner, MD of the UK-basedfirm, with Sales Director, CharlesKirkman, pulling focus on the over-head projector, told us all about thegadgets he has on his own Peterson34' Riot to feel his way around theSolent.

An Apple computer with discdrives hooked up to a screen ("Westill haven't worked out how to makeit waterproof"; apparently R&D footsthe bill for this disposable toy) gives ahistorical readout of just about every-thing you wanted to know but didn'tdare ask. Throw into this mix-it's abil-ity to predict tide strength and direc-tion, record leeway for various sailcombinations and angles, amongother things it displays optimum gyb-ing/tacking angles to the next mark.

Of course all this is terrific in Eng-land, where they have constant POSi-tion updates from the Decca Naviga-

tion System, and in the States, wherethey have LOTan. All is not lostthough; up in the heavens right nowis a system of 'stationary' satelliteswith a three-dimensional accuracy of10 in called Navstar. I am told access

to it currently costs about one quartermillion dollars.

Combine Navstar with the coinput-er's ability to store charts and displayin colour (light blue shallow, darkblue deep water, etc. I a navigator whohas a doctorate in computer scienceand engineering, and you might haveenough left over to buy a boat.

Robin Kydd has got his system uprunning and will beand giving a

workshop on Tuesday, 12th June atMHYC.

it is intended that the Conditions ofRace will not differ substantially fromthose used to govern the 1983 chal-Ienge. However it will be necessary toapply to the New York Supreme Courtto change at least one part of the Deedof Gifu this is the rule applying toracing between the months of Novem-ber and May. The Challenge Roundwill commence on 31st Ianuary 1987,and will be sailed in the open sea offthe west coast of Perth and north ofFremantle Harbour.

ofThe proposed course

24.1 nautical miles will compriseeight legs rather than six. Four wind-ward and two leeward of 3.25 rim and

two reaching of 2.20 rim. This changeshould make it possible for spectatorsto watch from the foreshores and Rott-nest Island hopefully reducing themass of spectator craft.

Noel Robins explained that re-search suggested winds at that time ofyear to be an average of 8knotsstronger than in Newport with a 92%chance of 15-20 knots from the SWand harsher short steep 3 ' seas.

The committee is still trying to en-gender enthusiasm for a syndicatefrom eastern Australia. They say it isdesirable that defenders register theirintention to participate in the defenceby 30th June 1984, accompanied by anon-refundable entry fee of $A1.00.America's Cup 1.987

The CYCA was also the venue for a

press conference held by the Amen-ca's Cup 1987 Committee. The coin-mitte was represented by Chairmanand Past Commodore of the RoyalPerth Yacht Club, Dr Stan Reid, andBond's 1977 skipper, Noel Robins, asExecutive Director. They have the jobof ensuring Australia retains the Cupagainst a determined 25-yacht chal-Ienge. IUSA 9.1taly 4, France 3, Can-ada 2, Japan 2, UK, NZ, Switzerland,Germany, Sweden I eachj.

The new wave of Barlow winches ...

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