Thank you, Melbourne - Pip Hare 

Pip Hare is so grateful for the support she has been provided by ORCV members and the warm welcome given by the wider Melbourne sailing community after arriving in Melbourne on December 28th that she's running a 'special thank you from Pip' offering to run two separate ticketed events open to all to attend.

Pip has limited time before the boat and she departs for the UK and invites you to come down to Docklands for the upcoming 2 events.  Both events will be ticketed with all profits donated to Pip.

Medallia - off Mornington Yacht Club - Photo Al Dillon

Event 1 - Thursday 9th January – 6 pm  – 7.30 pm,  A Evening with Pip (including a Q&A).

Join Pip Hare for a presentation followed by a Q&A. 

• Please note that this will be a standing event with limited seating. 
• Location – Melbourne City Marina Lounge, Level 1, Suite 120, 439 Docklands Drive, Docklands VIC 3008 
• Refreshments are included in the ticket,
• Book here  https://www.trybooking.com/CYCIL    

Event 2 - Sunday 12th January – 12 noon – 4 pm,  Step on board for a guided tour of Medallia.

Small groups, will be invited to step onto Medallia and shown around the IMOCA by Pip herself. 

• Each group will have approximately 15 minutes onboard with Pip on this personalised tour (allowing 1 hour in total for the experience)  
• Select a ticket and timeslot to suit. 
• Medallia is located at Docklands - Melbourne City Marina. Registration Melbourne City Marina Lounge, Level 1, Suite 120, 439 Docklands Drive, Docklands VIC 3008. 
• Places are limited
• Book Here https://www.trybooking.com/CYCIQ  

Enjoy Docklands

Sail around and stay.  Melbourne City Marina invites you to stay overnight.  If you stay for over 3 days, they will give you one complimentary (using the code ‘stay4free’ when booking). Register for an online account to receive a 50% discount (how to take up this offer emailed when registering). 

To Book https://www.melbourne.vic.gov.au/melbourne-marina-promotions 

About Pip Hare

After being dismasted in the Southern Ocean, over 800 nautical miles from Melbourne, during the 2024 Vendée Globe single-handed (solo) non-stop, unassisted round the world yacht race.  Pip created a jury-rig arrangement (as shown in the top picture) from what components she could salvage and sailed the “Slow Boat to Melbourne”, arriving nearly two weeks later.  The video below shows this extraordinary woman, her courage, seamanship and humility.  A true inspiration for any sailor. 

For those who followed her journey, you will have heard her say:

 "Stand up, sort yourself out and make your situation better every day."

Website: https://www.piphare.com/https://piphareoceanracing.com/
YouTube: https://www.youtube.com/@PipHareOceanRacinghttps://www.youtube.com/@PipHareOceanRacing
Facebook: https://www.facebook.com/PipHareOceanRacing

Safety & Regulations Updates

Please keep an eye on the latest changes to the Special Regulations which can be found here

Storm and Heavy Weather Sails

22nd November 2024 – released by Australian Sailing

Australian Sailing have released an interpretation on Storm and Heavy Weather Sails

An interpretation to Special Regulation 4.24 has been issued addressing requirements and the purpose of storm and heavy weather sails.

The use of staysails has increased and the use of storm and heavy weather sails as staysails has become common practice, so as to reduce the number of sails required to be carried on board. Without better understanding of the purpose of storm sails, there is concern that the design and build of these sails is focused more on their performance as a staysail, than the requirements of a storm or heavy weather sail.

The interpretation establishes a clear purpose for storm and heavy weather sails clarifies their primary role as safety equipment. The interpretation is also aligned with Word Sailing’s position.

In short:

• Storm sails shall be designed to provide propulsion and steerage in 34-40 knots (Beaufort scale 8) and on all points of sail.

• Heavy weather sails shall be designed to provide propulsion and steerage in 22-27 knots (Beaufort scale 6) and on all points of sail.

We refer you to the Australian Sailing Special Regulation Interpretations here 

VHF Radios

September 2024

Effective VHF radio communications is critical for the safe conduct of both our Cat 3 and Cat 2 races and for this reason we ask that both handheld and installed VHF be tested as part of the audit process. Although the Cat 2 audit form is not prescriptive on radio performance, the key requirement is under Special Reg  2.03.1 (a) that “all equipment required by these Special Regulations shall function properly”.

In addition to problems arising from defective aerials and cable connections, the performance of VHF radios and AIS transceivers can be disrupted by the operation of LED head lights.

A simple test for installed VHF radios for yachts located anywhere on the eastern side of the bay is:

1.     Switch set to low power

2.     Switch to Channel 82 repeater, adjusting the squelch as required to eliminate “noise”

3.     Press and release mic

4.     Listen for “splash back” from the repeater which indicates transmission received

5.     Select a quiet channel, lower the squelch sufficiently to eliminate background noise.

6.     Turn on navigation lights (incl mast head) lights. If background noise is heard, LED interference requires attention and should be listed as a defect on the Audit form for rectification by the owner.

Handheld VHF should be able to communicate with Channel 82 (steps 2-4 above) from most locations when standing on deck.

For yachts in Geelong, communication with the Arthurs Seat repeater can be problematic so this test may need to be done when in Port Phillip.

Medical Kits – clarification of requirements

Australian Sailing has initiated the transition to modular medical kits under a regime in which required kits, for yachts moving to the new arrangements, are specified in the race documents.

ORCV advises that boats must meet either the grandfathered requirements of Special Reg 4.07.9 or Coastal Kit Two as detailed in Appendix D as part of the audit process.

Life Jacket Servicing – clarification of requirements

ORCV focus on the importance of meeting the Special Regulations for life jacket servicing. We have considered providing additional guidance within our SI’s, however, after an internal review wewould like to draw your attention to the excellent article published in the Australian Sailing website by Manfred Speicher, https://www.sailingresources.org.au/news/lifejacket-wearing-and-servicing. 

A key paragraph is:

When auditing lifejackets and related safety equipment, it’s more than just counting the correct number for crew and seeing that it is manufactured in accordance with an applicable standard. The Equipment Auditor should also obtain satisfactory detailed checking that the lifejackets are in good and working condition. The videos for the https://www.youtube.com/watch?v=0qOjuk5VFpE. Click or tap if you trust this link." data-auth="Verified" data-linkindex="2">pre-wear check andhttps://www.youtube.com/watch?v=WMRlssoHM48. Click or tap if you trust this link." data-auth="Verified" data-linkindex="3"> regular inspection in the Lifejacket Portal show excellent and  fundamental basics for checking and servicing lifejackets.

This article is fully supported by the ORCV, and we encourage you all to adopt this approach. This includes ensuring lifejackets are checked/serviced in-line with the manufacturer’s frequency and guidelines which in most cases requires a certified inspection every 2 years and a self-check in the interim years.

Non compliance of racing Exclusion Zones

30-minute penalty onto the elapsed times for any yacht which does not comply with these requirements is being included in all new Cat 2 and Cat 3 races which are being included in new Sis for next season.

Spot Checks for compliance with Safety Regulations

ORCV will spot check yachts for up coming races including before departure and on arrival after the race

Yacht Log – It was agreed that the ORCV needs to be more active for encouraging all yachts to record (hard or soft copy) of the yachts log including radio communications. This approach will assist during any emergency or incident report and also add to the safety of each of the competing yachts. ORCV to consider a competition with a prize for the best written logs to assist in encouraging logs to be prepared.

Submission of Skipper Declarations

All future Cat 2 and Cat 3 races will require the Sis skipper declarations to be submitted within one hour of the yachts finishing time, otherwise a DSQ will be applied.

HF radio Phasing out

With the increase in number of the ORCV yachts using Satellite Phones for communications, the ORCV will be eventually phase out HF radios for primary communications. The ORCV recommend any yacht should consider installing a Satellite Phone for it’s primary communications.

ENC type charts for ORCV races.

World hydrographic offices are discontinuing paper charts over time in favour of Electronic Nautical Charts (ENC’s – S-57 & S-63) and then towards S-100. As such, some paper charts which were used in the list for charts for the previous editions of the race are no longer available. It is recommended the use of ENC’s as the primary navigation system.

Paper charts may be used but they must be updated to the latest Notice to Mariners (NtM) within 1 month of the start of the race. Evidence shall be supplied of the NtM updates from the Edition date or Publication date printed on the chart. A guide to updating the charts is shown on the following link;

https://hydro.gov.au/factsheets/FS_PNC-updating_paper_nautical_charts.pdf. 

An electronic Chart Plotting device shall be a dedicated chart plotter or a computer with chart plotting type software running ENC type charts.

2024’s Melbourne to Hobart NOR includes the new ENC option with the ORCV working with a local supplier to bundle up a subscription for all ORCV races in one package. Once this package has been setup the ORCV will communicate this package options to all the ORCV members.

2024 Newport to Bermuda Report

written by and photos by Will McKenzie (RHS in photo below). 

In late June I was lucky enough to escape the cold of Melbourne winter to compete in the 2024 Newport to Bermuda Yacht Race. The Newport to Bermuda race is the oldest regularly scheduled ocean race and was first run in 1906. I competed in this race as part of the crew on the J111 Blur from Sweden, alongside Cam McKenzie and Nigel Jones also from Mornington Yacht Club and ORCV Members. I am super grateful for the opportunity and to the owner Peter Gustafsson for inviting us to join his crew comprising of Swedish, Danish and Finnish sailors. Peter sailed with us two years ago on the J111 Ginan for the 50th Melbourne to Hobart race in 2022.

Team Blur 2024 Newport to Bermuda L to R: Fredrik Rydin (SWE), Pelle Pedersen at the wheel (SWE), Nigel Jones (AUS), Cam McKenzie (AUS), Peter Gustafsson (SWE), Mattias Bodlund (DEN), Mats Björk (SWE), Michael Wahlroos (FIN) and Will McKenzie (AUS).  Photo Will McKenzie

The day before the race whilst we were still in Newport, RI, we were fortunate to have a private catchup with the design team at J Boats in their head office. We were able to understand, learn, discuss with them their design process, philosophy and plans for the future, which was extremely interesting to hear how they operate.
The race started on the 21st of June on a pretty hot day with not much in the way of breeze. We were the 8th starting sequence of the day, so after waiting for earlier fleets it was then our time to start. Thankfully we managed to nail the pin end perfectly leaving us with plenty of options, and from there, it was a race to get out of the congestion as quickly as possible whilst avoiding the adverse incoming tide.

Nailing the pin end of the line of our start, high risk but paid off for the photo and commentary coverage

The following few hours were then super light with little or no breeze at times leading to a myriad of sail changes with multiple jibs, staysails and kites up before the wind settled later into the evening. This light and fluky start followed by a fairly consistent moderate south westerly gradient for the majority of the race was pretty much spot on with what was forecast leading into the start. In the lead up we had weather and strategy support from Volvo Ocean race navigator Aksel Magdahl and from Americas Cup, Volvo and Olympic meteorologist, Chris Bedford so we had a very good understanding of what to expect in terms of wind and current.

The Gulf Stream Meander imagery with current grib file overlaid pre race

Plenty of time spent parked up and drifting the first evening

Brief moment of excitement getting to see the kite up for the first and last time during the race

Once the breeze filled from the SW it was then a drag race to get to the Gulf Stream for the next day and a half in order to try to make the most of the current pushing us towards Bermuda. For the most part the next 18-20 hours were pretty smooth sailing as expected as we aimed to get to the entry point we decided on.

Working hard with jib and staysail up to keep up with bigger boats in non ideal J111 jib reaching conditions

Expedition navigation showing the NOT so wide variety of strategies of entry point into the gulf stream

Once in the Gulf Stream we had 16-22 knots of breeze at anywhere from 50-80 TWA with current against the wind leading to a pretty uncomfortable sea state. As it was also extremely hot with humid conditions it meant that it was quite difficult to get any rest down below when on our 2 hours off watch. We had favourable current for over 100 miles with up to 5 knots of assist and 29 degree Celsius water temperature!

 Looking back at these photos make sailing in the Gulf Stream look glamorous, until I remember how soaked my wet weather gear ended up both inside and out

At work on the foredeck

By the morning of the fourth day after what felt like an age of bumpy seas, we finally exited the Gulf Stream into some calmer waters. By this stage, although everyone was pretty tired, it finally felt as though the end was getting near with one final day of racing. We were fairly low on the majority of the fleet both to avoid adverse current and, as it was predicted to knock sometime later in the day, to approach the finish line on port. We had fingers crossed therefore that the knock would come in time and focused on keeping the boat rolling on as fast as we had the previous 3 days.

We Aussies had the glamour watch getting to watch the sunrise and sunset whilst up on deck

After another half a day into our almost third day straight sailing along on starboard tack, we finally tacked across onto port to enjoy a change in scenery for a few hours. This then brought us into the closing stages of the race, where just before sunrise we crossed the finish line a little before 4am.

Everyone looking a little worse for wear after 3 ½ days and keen to get some well earned rest

We ended the race in 11th place in the St Davids lighthouse division out of nearly 100 starters and were 2nd out of over 30 J-Boats in the division. We were pretty proud of our result given the conditions not being the best suited to a J111 with it being such a long and bumpy race of 636 nautical miles. We were one of only two boats in the race where none of the crew had competed in this race previously. The race was not without incident with two yachts having to be abandoned and sinking and a dismasting.

 Plenty of gear to dry on the dock at Royal Bermuda Yacht Club

I would like to say a huge thank you to the MYC Foundation for supporting me in being able to compete and experience this historic race and to Peter Gustafsson and the rest of Blur team for giving me the opportunity to be part of their team. I look forward to experiencing and continuing to develop my ocean racing further and competing in the ORCV races this season.